JP6676727B2 - Method and system for determining the level of authentication for unmanned aerial vehicle (UAV) operation - Google Patents

Description

  Unmanned vehicles, such as unmanned aerial vehicles (UAVs), are being developed for use in a variety of fields, including consumer and industrial applications. For example, a UAV may be flown for entertainment, photography / videography, surveillance, delivery, and other uses.

  UAVs have expanded personal lives. However, as the use of UAVs becomes more widespread, security issues and challenges have arisen. For example, if UAV flight is unrestricted, the UAV may fly over an area where flight is or should be prohibited. This may occur intentionally or unintentionally. In some cases, a novice user may lose control of the UAV or may not be familiar with flight aviation regulations. There is also a danger for possible hijacking or hacking of UAV control.

  The safety systems and methods described herein improve the safety of unmanned aerial vehicle (UAV) flight. Flight control and authentication systems and methods may be provided to assist in tracking UAV usage. The system can uniquely identify the various parties that are interacting (eg, user, remote controller, UAV, geo-fencing device). In some cases, an authentication process may be performed and only authorized parties may be allowed to operate the UAV. Flight restrictions may be imposed on the operation of the UAV and manual control of the user may be overridden. In some cases, a geo-fencing device can be used to provide information about flight control or aid in the flight control process.

    Aspects of the invention are directed to a system for controlling an unmanned aerial vehicle (UAV), wherein the system is operably coupled to the first communication module and to the first communication module or Receiving a user identifier indicating a user type using the second communication module, generating a set of flight restrictions for the UAV based on the user identifier, and using the first communication module or the second communication module; One or more processors configured individually or collectively to transmit the set of flight restrictions to the UAV.

  In addition, aspects of the present invention may provide a method of controlling an unmanned aerial vehicle (UAV), the method comprising receiving a user identifier indicating a user type and assisting a user with one or more processors. Generating a set of flight restrictions for the UAV based on the identifier and transmitting the set of flight restrictions to the UAV with the assistance of a communication module.

  A non-transitory computer readable medium containing program instructions for controlling an unmanned aerial vehicle (UAV) may be provided according to an aspect of the present invention, wherein the computer readable medium receives a user identifier indicating a user type. Program instructions for generating a set of flight restrictions for a UAV based on a user identifier, and program instructions for generating a signal to transmit the set of flight restrictions to the UAV with the assistance of a communication module. .

  Further, aspects of the invention may be directed to unmanned aerial vehicles (UAVs). The UAV includes one or more propulsion units that cause the UAV to fly, a communication module configured to receive one or more flight commands from a remote user, and a flight control signal communicated to the one or more propulsion units. A flight control unit configured to generate a flight control signal, wherein the flight control signal is generated by a set of flight restrictions for the UAV, wherein the flight restriction is generated based on a user identifier indicating a user type of the remote user. Is done.

  Aspects of the invention may also include a system for controlling an unmanned aerial vehicle (UAV), the system operatively coupled to the first communication module, and operably coupled to the first communication module. A UAV identifier indicating a UAV type is received using a communication module or a second communication module, a set of flight restrictions for the UAV is generated based on the UAV identifier, and the first communication module or the second communication module is used. And / or one or more processors configured individually or collectively to transmit the set of flight restrictions to the UAV using the same.

  A method for controlling an unmanned aerial vehicle (UAV) may be provided according to a further aspect of the invention, the method comprising receiving a UAV identifier indicating a UAV type and assisting the UAV with one or more processors. Generating a set of flight restrictions for the UAV based on the identifier and transmitting the set of flight restrictions to the UAV with the assistance of a communication module.

  Further, aspects of the invention may be directed to a non-transitory computer readable medium including program instructions for controlling an unmanned aerial vehicle (UAV), wherein the computer readable medium receives a UAV identifier indicating a UAV type. Program instructions for generating a set of flight restrictions for the UAV based on the UAV identifier; and a program instruction for generating a signal to transmit the set of flight restrictions to the UAV with the assistance of a communication module; including.

  Aspects of the invention include an unmanned aerial vehicle (UAV), one or more propulsion units for flying a UAV, a communication module configured to receive one or more flight commands from a remote user, and one A flight control unit configured to generate a flight control signal communicated to the propulsion unit, wherein the flight control signal is generated by a set of flight restrictions for a UAV, and the flight restrictions are controlled by a remote user's UAV. In some cases, a UAV generated based on a UAV identifier indicating a type is targeted.

  A further aspect of the invention is an unmanned aerial vehicle (UAV), comprising: a flight control unit configured to control operation of the UAV; and an identification module integrated into the flight control unit, wherein the identification module is In some cases, a UAV that uniquely identifies this UAV from other UAVs is targeted.

  In addition, aspects of the present invention may provide a method of identifying an unmanned aerial vehicle (UAV), the method comprising: controlling operation of a UAV using a flight control unit; Uniquely identifying this UAV from other UAVs using an embedded identification module.

  According to some aspects of the present invention, an unmanned aerial vehicle (UAV) may include a flight control unit configured to control operation of the UAV, wherein the flight control unit includes an identification module and a chip; The module is configured to (1) uniquely identify this UAV from other UAVs, (2) include an initial record of the chip, and (3) gather information about the chip subsequent to including the initial record of the chip. Wherein the identification module is configured to undergo a self-test procedure that compares the information gathered about the chip with an initial record of the chip, and the identification module determines that the information gathered about the chip does not match the initial record of the chip. If so, it is configured to provide an alert.

  Aspects of the invention may also be directed to a method for identifying an unmanned aerial vehicle (UAV), the method comprising controlling operation of the UAV using a flight control unit, wherein the flight control unit comprises: Including a module and a chip, and using the identification module to uniquely identify this UAV from other UAVs, wherein the identification module includes an initial recording of the chip and includes an initial recording of the chip. Following this, by going through a self-test procedure by collecting information about the chip and comparing the information gathered about the chip with an initial record of the chip using the identification module, the information gathered about the chip Providing an alert if does not match the initial record of the chip.

  An unmanned aerial vehicle (UAV) load control system may be provided according to further aspects of the invention. The system includes a first communication module and a signal operatively coupled to the first communication module and indicating position-dependent load usage parameters using the first communication module or the second communication module. One or more processors, individually or collectively, configured to receive and generate one or more UAV operating signals to operate the load according to the load usage parameters.

  Further, aspects of the invention may be directed to a method for constraining the use of a load on an unmanned aerial vehicle (UAV), the method receiving a signal indicative of a position-dependent load use parameter. Generating, with the assistance of one or more processors, one or more UAV operating signals that operate the load according to the load usage parameters.

  Further aspects of the invention may provide a non-transitory computer readable medium including program instructions for constraining use of a load on an unmanned aerial vehicle (UAV), wherein the computer readable medium includes a location dependent load. And a program instruction for generating one or more UAV operating signals for operating the load in accordance with the load usage parameters.

  There may be provided an unmanned aerial vehicle (UAV) according to aspects of the invention, wherein the UAV includes a load, a communication module configured to receive one or more load commands from a remote user, a load or A flight control unit configured to generate a load control signal transmitted to a support mechanism supporting the load, wherein the load control signal is generated by one or more UAV operation signals; Is generated based on the load use parameter depending on the position.

  An aspect of the present invention is an unmanned aerial vehicle (UAV) communication control system, comprising: a first communication module; and an operatively coupled first communication module or a second communication module. 1 is configured, individually or collectively, to receive a signal indicating a communication usage parameter depending on the location and to generate one or more UAV operation signals for operating the UAV communication unit according to the communication usage parameter. In some cases, a system including one or more processors is targeted.

  Further, aspects of the invention may include a method of restricting wireless communication for an unmanned aerial vehicle (UAV), the method comprising: receiving a signal indicative of a location-dependent communication usage parameter; Generating one or more UAV operating signals for operating the communication unit according to the communication usage parameters with the assistance of the processor.

  A non-transitory computer readable medium including program instructions for restricting wireless communication to an unmanned aerial vehicle (UAV) may be provided according to a further aspect of the invention, wherein the computer readable medium includes location dependent communication usage. A program instruction for receiving a signal indicating the parameter and a program instruction for generating one or more UAV operation signals for operating the communication unit according to the communication usage parameter.

  Aspects of the invention include a communication unit configured to receive or transmit wireless communication, and a flight control unit configured to generate a communication control signal communicated to the communication unit to operate the communication unit. , The communication control signal is generated by one or more UAV operation signals, and the UAV operation signal is generated based on the location-dependent communication usage parameters. .

  Further aspects of the invention may be directed to a method of operating an unmanned aerial vehicle (UAV), the method comprising: receiving a UAV identifier that uniquely identifies the UAV from other UAVs; Receiving a user identifier that uniquely identifies the UAV from one another, and with the assistance of one or more processors, the user identified by the user identifier is authorized to operate the UAV identified by the UAV identifier. And if the user is authorized to operate the UAV, the user is permitted to operate the UAV.

  Aspects of the invention may provide a non-transitory computer readable medium containing program instructions for operating an unmanned aerial vehicle (UAV). The non-transitory computer readable medium has program instructions for receiving a UAV identifier that uniquely identifies this UAV from another UAV, and program instructions for receiving a user identifier that uniquely identifies this user from another user. A program instruction for assessing whether the user identified by the user identifier is authorized to operate the UAV identified by the UAV identifier; and a program instruction for determining whether the user is authorized to operate the UAV. And a program instruction for permitting operation of the UAV.

  Aspects of the invention include receiving a UAV identifier that uniquely identifies this UAV from other UAVs, receiving a user identifier that uniquely identifies this user from other users, and identifying a user identified by the user identifier. Assess whether the user is authorized to operate the UAV identified by the UAV identifier, and if the user is authorized to operate the UAV, send a signal to permit the user to operate the UAV. May provide an unmanned aerial vehicle (UAV) licensing system comprising one or more processors, individually or collectively.

  Further, aspects of the present invention may be directed to a method of operating an unmanned aerial vehicle (UAV), wherein the method authenticates the identity of the UAV, wherein the identity of the UAV is another UAV. Authenticating and uniquely authenticating the identity of the user, wherein the identity of the user is uniquely distinguishable from other users; and Assessing whether the user is authorized to operate the UAV with the assistance of one or more processors; and determining if the user is authorized to operate the UAV and both the UAV and the user are authenticated Allowing the user to operate the UAV.

  In addition, aspects of the present invention may provide a non-transitory computer readable medium including program instructions for operating an unmanned aerial vehicle (UAV), wherein the computer readable medium authenticates the identity of the UAV. A program instruction, wherein the identification information of the UAV is uniquely distinguishable from other UAVs, and a program instruction for authenticating the identification information of the user, wherein the identification information of the user is another user. A program instruction that is uniquely distinguishable from the UAV, a program instruction that assesses whether the user is authorized to operate the UAV with the assistance of one or more processors, and the user is authorized to operate the UAV. And a program instruction permitting the user to operate the UAV when both the UAV and the user are authenticated; Including.

  An aspect of the present invention is to authenticate the identification information of a UAV, the identification information of the UAV is uniquely distinguishable from other UAVs, authenticate the identification information of a user, and identify the identification information of the user from other users. Assesses whether the user is authorized to operate the UAV with the assistance of one or more processors, is authorized to operate the UAV, and both the UAV and the user An unmanned aerial vehicle (UAV) authentication system comprising one or more processors individually or collectively configured to allow the user to operate the UAV when authenticated may also be of interest.

  Further, aspects of the invention may be directed to a method of determining a level of authentication for operation of an unmanned aerial vehicle (UAV), the method comprising: receiving status information about the UAV; Using the processor of, based on the situation information, based on the situation information, to assess the authentication level of the user of the UAV or UAV, and by the authentication level, to activate the authentication of the UAV or user, and when the authentication of the degree is completed, Permitting the user to operate the UAV.

  According to aspects of the present invention, a non-transitory computer-readable medium may be provided that includes program instructions for determining a level of authentication for operation of an unmanned aerial vehicle (UAV), wherein the computer-readable medium relates to a UAV. A program command for receiving status information, a program command for assessing the degree of authentication of a UAV or UAV user based on the status information, a program command for effecting UAV or user authentication based on the degree of authentication, and authentication of the degree Is completed, a program instruction for providing a signal for permitting the user to operate the UAV.

  In addition, aspects of the invention include receiving status information about a UAV, assessing a degree of authentication of a UAV or a user of the UAV based on the status information, and, depending on the degree of authentication, validating the UAV or user. , An unmanned aerial vehicle (UAV) authentication system that includes one or more processors configured individually or collectively.

  In accordance with aspects of the present invention, there may be provided a method of determining a level of flight restrictions on the operation of an unmanned aerial vehicle (UAV), the method using one or more processors to determine the degree of authentication of a UAV or a UAV user. Assessing a UAV or user according to the degree of authentication, generating a set of flight restrictions based on the degree of authentication, and operating the UAV with the set of flight restrictions. Including.

  Further aspects of the invention may be directed to a non-transitory computer readable medium including program instructions for determining a level of flight control for an unmanned aerial vehicle (UAV), wherein the computer readable medium is a UAV or Program instructions for assessing the degree of authentication of a UAV user, program instructions for effectuating authentication of the UAV or user according to the degree of authentication, and program instructions for generating a set of flight restrictions based on the degree of authentication. And program instructions for providing a signal that permits operation of the UAV according to a set of flight restrictions.

  In addition, aspects of the present invention include assessing the degree of authentication of a UAV or UAV user, activating the authentication of the UAV or user according to the degree of authentication, and generating a set of flight restrictions based on the degree of authentication. May provide an unmanned aerial vehicle (UAV) authentication system comprising one or more processors configured individually or collectively.

  Aspects of the invention may provide a method for alerting a user when the operation of an unmanned aerial vehicle (UAV) is compromised. The method includes authenticating a user to operate a UAV, receiving one or more commands from a remote controller that receives user input to operate the UAV, one or more commands from the user. It may include detecting unauthorized communication that interferes with the command and issuing an alert via a remote controller for unauthorized communication to the user.

  Aspects of the invention may also include a non-transitory computer readable medium containing program instructions for alerting a user when operation of an unmanned aerial vehicle (UAV) is compromised, wherein the computer readable medium comprises: A program command for authenticating the user to operate the UAV, one or more commands for receiving from the remote controller receiving user input for operating the UAV, and one of the commands from the user. Program instructions for generating an alert provided to a user via a remote controller for detected unauthorized communication that interferes with the above commands.

  Further, aspects of the present invention provide for authenticating a user to operate a UAV, receiving one or more commands from a remote controller receiving user input for operating the UAV, and receiving one or more commands from the user. One or more configured individually or collectively to detect unauthorized communication that interferes with and generate a signal to alert a user via a remote controller regarding unauthorized communication Unmanned aerial vehicle (UAV) alarm system with multiple processors.

  According to a further aspect of the present invention, there may be provided a method of detecting flight deviation of an unmanned aerial vehicle (UAV), the method comprising receiving one or more flight commands provided by a user from a remote controller. Calculating a predicted position of the UAV based on one or more flight commands with the assistance of one or more processors; detecting an actual position of the UAV with the assistance of one or more sensors; Comparing the predicted position with the actual position to determine the deviation of the UAV behavior and providing an indication of the danger that the UAV will not operate with one or more flight commands based on the deviation of the UAV behavior To do.

  According to some aspects of the invention, a non-transitory computer readable medium may be provided that includes program instructions for detecting an unmanned aerial vehicle (UAV) flight deviation, wherein the computer readable medium comprises a user. A program instruction for calculating a predicted position of the UAV based on one or more flight commands provided by a remote controller, a program instruction for detecting an actual position of the UAV with the assistance of one or more sensors, Provides a program instruction to compare the predicted position to the actual position to determine deviations in the UAV behavior and an indication of the danger that the UAV will not operate with one or more flight commands based on the deviations in the UAV behavior Program instructions to be executed.

  Aspects of the invention receive one or more flight commands provided by a user from a remote controller, calculate a predicted position of the UAV based on the one or more flight commands, and assist with one or more sensors. Detecting the actual position of the UAV and comparing the predicted position to the actual position to determine the deviation of the UAV behavior, and based on the deviation of the UAV behavior, the UAV executes one or more flight commands. An unmanned aerial vehicle (UAV) flight misalignment detection system with one or more processors individually or collectively configured to generate a signal to provide an indication of a non-operational risk may be directed. .

  Further, aspects of the invention may be directed to a method of recording unmanned aerial vehicle (UAV) behavior, the method comprising receiving a UAV identifier that uniquely identifies the UAV from other UAVs. Receiving a user identifier that uniquely identifies this user from other users, wherein the user provides, via a remote controller, one or more commands for operating the UAV; Recording one or more commands, a user identifier associated with one or more commands, and a UAV identifier associated with one or more commands in one or more memory storage units.

  In accordance with aspects of the present invention, a non-transitory computer readable medium including program instructions for recording the behavior of an unmanned aerial vehicle (UAV) may be provided, wherein the computer readable medium stores a user identifier in one of the user identifiers. A program instruction associated with the above command, wherein the user identifier uniquely identifies this user from other users and provides the user with one or more commands for operating the UAV via a remote controller. Instructions, program instructions for associating a UAV identifier with one or more commands, wherein the UAV identifier uniquely identifies the UAV from other UAVs, one or more commands, and one or more commands. An associated user identifier and a UAV identifier associated with one or more commands Comprising program instructions to be recorded in one or more memory storage unit, the.

  Aspects of the invention include receiving one or more memory storage units and a UAV identifier operably coupled to the one or more memory storage units and uniquely identifying the UAV from other UAVs. Receives a user identifier that uniquely identifies the UAV from another user, provides one or more commands for operating the UAV via a remote controller, and stores one or more memory storage units in the one or more memory storage units. One or more processors individually or collectively configured to record the above commands, a user identifier associated with one or more commands, and a UAV identifier associated with one or more commands. May include an unmanned aerial vehicle (UAV) behavior recording system.

  In accordance with aspects of the present invention, there may be provided a system for operating an unmanned aerial vehicle (UAV), the system comprising: one or more UAV identifiers that uniquely identify UAVs to each other; An identity registration database configured to store one or more user identifiers uniquely identifying the UAV identification information and the user identification information; and an authentication center configured to authenticate the UAV identification information and the user identification information. An aviation control system configured to receive a UAV identifier and a user identifier for an authenticated user, and provide a set of flight restrictions based on at least one of the authenticated UAV identifier and the authenticated user identifier. And.

  Further aspects of the invention may provide a method of determining a location of an unmanned aerial vehicle (UAV), the method comprising receiving one or more messages from a UAV at a plurality of recording devices; Time stamping one or more messages from the UAV at the device and calculating a location of the UAV with the assistance of one or more processors based on the time stamps of the one or more messages.

  In some aspects of the invention, a non-transitory computer readable medium including program instructions for determining a location of an unmanned aerial vehicle (UAV) may be provided, the computer readable medium comprising a plurality of storage devices. A program command for receiving one or more messages from the UAV, a program command for time stamping one or more messages from the UAV on a plurality of recording devices, and a location of the UAV based on the time stamp of the one or more messages. And a program instruction for calculating

  An unmanned aerial vehicle (UAV) communication location system according to a further aspect of the invention, the system operatively coupled to the communication module and received at a plurality of recording devices transmitted from the UAV and remote from the UAV. One or more processors configured individually or collectively to calculate a UAV location based on a time stamp of one or more messages.

  According to an aspect of the invention, there may be provided a method of authenticating an unmanned aerial vehicle (UAV), the method comprising receiving an authentication request from a UAV, wherein the authentication request includes a UAV identifier. , Acquiring information corresponding to the UAV identifier, generating an authentication vector based on the obtained information, wherein the authentication vector includes at least an authentication token, and generating the authentication vector and the key evaluation reference. Transmitting to the UAV, wherein the UAV authenticates and transmits the authentication vector based on an authentication token, a key evaluation reference, and a message authentication code generated based on the key encoded on the UAV; Receiving the correspondence from the receiving, wherein the correspondence is based on the key evaluation reference and the key encoded on the UAV. Including DOO DOO, and verifying the authentication request based on the corresponding received from UAV, the.

  Further aspects of the invention may provide a system for authenticating an unmanned aerial vehicle (UAV), the system comprising an authentication module, a communication module, and one or more processors, wherein the processors comprise: an authentication module; Operatively coupled to the communication module and receiving an authentication request from the UAV, the authentication request including a UAV identifier, obtaining information corresponding to the UAV identifier, generating an authentication vector based on the obtained information, Includes at least an authentication token and sends the authentication token and key reputation reference to the UAV, and the UAV generates an authentication vector based on the authentication token, the key reputation reference, and a message authentication code generated based on the key encoded on the UAV. Authentication, receives the correspondence from the UAV, and refers to the key evaluation and checks the correspondence on the UAV. Based on the code key, to verify the authentication request based on the corresponding received from UAV, configured individually or collectively.

  Further, aspects of the invention may be directed to a non-transitory computer readable medium that includes program instructions for authenticating an unmanned aerial vehicle (UAV), wherein the computer readable medium is a program that receives an authentication request from a UAV. The authentication request is a program instruction including a UAV identifier, a program instruction for acquiring information corresponding to the UAV identifier, and a program instruction for generating an authentication vector based on the acquired information, wherein the authentication vector is at least A program command that includes an authentication token and a program command that sends an authentication token and a key evaluation reference to the UAV, wherein the UAV generates a message authentication based on the authentication token, the key evaluation reference, and a key encoded on the UAV. Program instructions to authenticate the authentication vector based on the code , A program instruction for receiving a correspondence from the UAV, wherein the program instruction is based on a key evaluation reference and a key encoded on the UAV, and a program instruction for verifying the authentication request based on the correspondence received from the UAV. Including.

  According to some aspects of the present invention, there may be provided a method of authenticating an authentication center, the method comprising providing an authentication request from a UAV to an authentication center, wherein the authentication request includes a UAV identifier. Providing, receiving and receiving an authentication vector from an authentication center, wherein the authentication vector includes an authentication token and a key evaluation reference, and wherein the authentication token is generated based on the obtained information corresponding to the UAV identifier. Receiving, calculating an authentication sequence number based on the authentication token, generating an authentication key based on the key evaluation reference and the key encoded on the UAV, an authentication token, an authentication sequence number, And determining the message authentication code based on the authentication key and the authentication vector received from the authentication center. It includes authenticating the authentication center on the basis of at least one of the authentication sequence number and message authentication code constant, the.

  According to an aspect of the invention, there may be provided a system for authenticating an authentication center, the system comprising an authentication module, a communication module, and one or more processors, wherein the processor includes an authentication module and a communication module. Operably coupled and providing an authentication request from the UAV to the authentication center, the authentication request including the UAV identifier, receiving the authentication vector from the authentication center, the authentication vector including the authentication token and the key evaluation reference, Is generated based on the obtained information corresponding to the UAV identifier, calculates an authentication sequence number based on the authentication token, generates an authentication key based on the key evaluation reference and the key encoded on the UAV, Determine the message authentication code based on the authentication sequence number and the authentication key. To authenticate an authentication center on the basis of at least one of the authentication sequence number and Message Authentication Code is determined from the authentication vector received from the authentication center, and individually or collectively.

  Aspects of the invention may also be directed to non-transitory computer readable media that include program instructions for authenticating an authentication center, wherein the computer readable media is a program instruction for providing an authentication request from a UAV to an authentication center. A program instruction in which the authentication request includes a UAV identifier and a program instruction for receiving an authentication vector from an authentication center, wherein the authentication vector includes an authentication token and a key evaluation reference, and the authentication token corresponds to the UAV identifier. A program instruction for generating an authentication sequence number based on an authentication token, a program instruction for generating an authentication key based on a key evaluation reference and a key encoded on a UAV, and an authentication token Based on the authentication sequence number and the authentication key Comprising program instructions to determine a message authentication code, the program instructions for authenticating the authentication center on the basis of at least one of the authentication sequence number and Message Authentication Code is determined from the authentication vector received from the authentication center.

  Further, aspects of the invention may be directed to a method of alerting a user when operation of an unmanned aerial vehicle (UAV) is compromised, the method comprising authenticating the user to operate the UAV. Receiving one or more commands from a remote controller that receives user input for operating the UAV; detecting unlicensed communication that interferes with one or more commands from the user; Flying the UAV to a predetermined home point while ignoring the unauthorized communication in response to the detection of the unauthorized communication.

  A non-transitory computer readable medium containing program instructions for alerting a user when operation of an unmanned aerial vehicle (UAV) is compromised may be provided in accordance with an aspect of the invention. The medium includes program instructions for authenticating a user to operate the UAV, and program instructions for receiving one or more commands from a remote controller that receives user input to operate the UAV. Program instructions for causing the UAV to fly to a predetermined home point while ignoring unauthorized communications in response to detection of unauthorized communications.

  According to a further aspect of the invention, an unmanned aerial vehicle (UAV) alert system authenticates a user to operate a UAV and receives one or more commands from a remote controller that receives user input to operate the UAV. Detecting a non-licensed communication that interferes with one or more commands from the user, and responding to the detection of the non-licensed communication, disregarding the non-licensed communication and setting the UAV to a predetermined home point. May be provided with one or more processors, individually or collectively configured to fly to.

  It will be appreciated that different aspects of the invention may be recognized individually, collectively or in combination with one another. The various inventive aspects described herein may be applied to any of the specific applications described below, or to some other type of movable object. Any description of an aircraft, such as an unmanned aerial vehicle, herein may apply to and be used with any movable object, such as any vehicle. In addition, the systems, devices, and methods disclosed herein in connection with aerial motion (eg, flight) may further include other types of motion, such as ground or water movement, underwater motion, or space It may be applied in connection with movement in space.

REFERENCES BY REFERENCE All publications, patents, and patent applications mentioned herein are the same as those in which the individual publication, patent, or patent application was specifically and individually indicated to be incorporated by reference. To the extent, it is incorporated herein by reference.

  The novel features of the invention are set forth with particularity in the appended claims. A better understanding of the features and advantages of the present invention will be obtained by reference to the following detailed description that sets forth illustrative embodiments in which the principles of the invention are utilized, and the accompanying drawings.

4 illustrates an example of an interaction between one or more users and one or more UAVs, according to an embodiment of the invention. 1 shows an example of an authentication system according to an embodiment of the present invention. 4 illustrates an example of one or more factors that can enter a state of production of a set of flight restrictions, according to an embodiment of the present invention. 4 shows an example of a flight control unit according to an embodiment of the present invention. 5 shows a further example of a flight control unit according to an embodiment of the invention. 4 illustrates an example of a flight control unit that tracks chip identification information on the flight control unit according to an embodiment of the present invention. 4 illustrates an example of a scenario incorporating multiple types of flight restrictions, according to embodiments of the present invention. 4 illustrates a process for considering whether a user is authorized to operate a UAV according to an embodiment of the present invention. 4 illustrates a process for determining whether to allow a user to operate a UAV according to an embodiment of the present invention. FIG. 4 shows a diagram that the level of flight control can be affected by the degree of certification according to embodiments of the present invention. 4 illustrates an example of device information that may be stored in a memory according to an embodiment of the present invention. FIG. 3 illustrates a diagram of a scenario in which a hijacker is attempting to hijack control of a UAV, according to an embodiment of the present invention. 4 illustrates an example of a UAV flight drift according to an embodiment of the present invention. 1 illustrates an example of a monitoring system using one or more recording devices according to an embodiment of the present invention. FIG. 4 illustrates a diagram of two-way authentication between a UAV and an authentication center, according to an embodiment of the present invention. 4 illustrates a process for sending a message with a cryptographic signature, according to an embodiment of the invention. FIG. 4 illustrates another process for verifying a message by decrypting a signature, according to an embodiment of the invention. 4 illustrates an example of a UAV and a geo-fencing device according to an embodiment of the present invention. 1 shows a side view of a geofencing device, a geofencing boundary, and a UAV, according to an embodiment of the present invention. 1 illustrates a system for a geofencing device to send information directly to a UAV according to an embodiment of the present invention. 1 illustrates a system in which an airline control system may communicate with a geofencing device and / or a UAV. 4 illustrates a system for a UAV detecting a geo-fencing device according to an embodiment of the present invention. FIG. 3 illustrates an example of a UAV system in which a UAV and a geo-fencing device do not need to communicate directly with each other, according to an embodiment of the present invention. 1 illustrates an example of a geo-fencing device that may have multiple restricted flight zones. 4 illustrates a process for generating a set of flight restrictions according to an embodiment of the present invention. 4 illustrates a process for authenticating a geofencing device according to an embodiment of the present invention. 4 illustrates another example of device information that may be stored in a memory according to an embodiment of the present invention. Figure 2 illustrates a geofencing device that can provide different sets of flight restrictions in different scenarios, according to embodiments of the present invention. 1 illustrates an example of a geofencing device with a set of flight restrictions that can change over time, according to embodiments of the present invention. FIG. 4 illustrates a scenario where UAVs can be provided in overlapping areas across multiple geo-fencing devices, according to embodiments of the present invention. 4 illustrates examples of different regulations for different geo-fencing devices according to aspects of the present invention. 1 shows an example of a mobile geofencing device according to an embodiment of the present invention. 1 illustrates an example of mobile geofencing devices approaching each other, according to an embodiment of the present invention. 4 illustrates another example of a mobile geofencing device according to an embodiment of the present invention. 4 illustrates an example of a user interface showing information about one or more geo-fencing devices according to an embodiment of the present invention. 4 illustrates a UAV according to an embodiment of the present invention. FIG. 3 illustrates a movable object including a support mechanism and a load according to an embodiment of the present invention. 1 illustrates a system for controlling a movable object according to an embodiment of the present invention. 4 illustrates different types of communication between a UAV and a geo-fencing device, according to embodiments of the present invention. FIG. 4 illustrates an example of a system having multiple geofencing devices, each with a corresponding geofence identifier, according to an embodiment of the present invention. 1 illustrates an example of a UAV system in which an aviation control system interacts with multiple UAVs and multiple geo-fencing devices according to embodiments of the present invention. 1 illustrates an example of an environment having a UAV that can traverse a flight path and one or more geo-fencing devices in the environment. 4 illustrates an example of a device that can accept user input for controlling one or more geofencing devices, according to an embodiment of the invention. 1 provides an illustration of how a geo-fencing device may be used with a private house to limit UAV use, according to embodiments of the present invention. 1 provides an illustration of how a geofencing device can be used for storage of a UAV, according to an embodiment of the present invention.

  Unmanned vehicles, such as unmanned aerial vehicles (UAVs), may operate in accordance with safety systems to improve the safety of unmanned vehicle flight. Any description of a UAV herein may apply to any type of unmanned vehicle, such as an aerial-based vehicle, a ground-based vehicle, an underwater-based vehicle, or a space-based vehicle. A flight control and authentication system and method that can assist in monitoring and controlling usage can be provided. The system may uniquely identify the various parties interacting (eg, user, remote controller, UAV, geo-fencing device). In some cases, an authentication process may be performed and only authorized parties may be allowed to operate the UAV. Flight restrictions may be imposed on the operation of the UAV, and manual control by the user may be disabled. Geo-fencing devices can be used to provide information regarding flight control or to aid in the flight control process. The geo-fencing device may provide a physical reference of one or more geo-fencing boundaries that may be associated with a corresponding set of flight restrictions.

  Flight safety efforts during UAV use can occur in a number of different ways. For example, traditionally, UAV flight has not been restricted (eg, it may fly over UAV-prohibited locations). For example, UAVs may fly without permission to sensitive areas (eg, airports, military bases). In addition, UAVs may enter the course of other aircraft without permission. UAVs may fly without permission to corporate or private occupations, causing noise pollution, bodily injury and property damage. In some cases, UAVs may fly without permission to public territories, causing physical injury and property damage. The systems and methods provided herein can provide a UAV with a set of row restrictions that can impose the necessary restrictions, which can be geographic-based, time-based, and / or activity-based. Is also good. The UAV may automatically comply with flight regulations without requiring user input. In some cases, control may be created for the UAV based on flight restrictions that may override manual input from the user.

  UAV flight may be controlled by a user with the assistance of one or more remote controllers. In some cases, there is a risk that flight hijacking may occur. A hijacker may interfere with a command from a licensed user to the UAV. If a UAV receives and accepts bogus instructions, it may perform uncontrollable tasks and produce undesired results. The systems and methods provided herein can identify when a hijack is occurring. The systems and methods can alert a user when a hijack occurs. Further, the present systems and methods can take action in response to a detected hijack and can override hijacker control.

  A UAV may have onboard various sensors that can be used to acquire data. Hackers may attempt to steal the captured data. For example, UAV data may be intercepted, or data transmitted over the ground via a remote radio link may be monitored. The systems and methods provided herein can provide encryption and authentication so that only authorized users can receive data.

  In another example of a UAV flight safety challenge, UAVs may be abused. In the past, there have been no warning measures, identification measures, or stopping measures for violations, especially when the UAV operator intentionally abuses the UAV. For example, UAVs may be used for illegal advertising, unauthorized attacks, or invasion of privacy (eg, unauthorized snapshotting). The systems and methods provided herein can monitor usage and assist in identifying when UAV abuse has occurred. The data may further be used to criminalize parties involved in abuse or any related data. Systems and methods may further be provided to alert a user or other presence when abuse is occurring and / or to override any controls that are permitting abuse.

  In operation, the UAV can transmit or receive data wirelessly. In some cases, UAVs may abuse radio and / or air resources, which may result in waste of public resources. For example, a UAV may interfere with licensed communications or steal bandwidth from other communications. The systems and methods provided herein can identify when such activity has occurred and can provide an alert or prevent such interference from occurring.

  Generally, the challenge is to supervise the operation of the UAV. As different types of UAVs have become more prevalent for different types of usage, there has been no previous licensing system for UAVs flying. Differentiating abnormal and normal flights, detecting small UAVs, visually detecting UAVs during night flight, tracking and punishing unidentified flights, and / or flying UAVs Is difficult to associate with the user or owner in an undeniable manner. The systems and methods described herein may perform one or more of these objectives. Identification data can be collected and authentication of one or more identifiers can occur. Conventionally, one or more of the following: a secure channel between the supervisor and the UAV owner or user, a direct warning or alarm mechanism, a legal mechanism for the supervisor to take over control, the UAV It may have been difficult to provide safe control over the lack of mechanisms to differentiate supervisors and hijackers, and measures to forcibly stop the illicit behavior of UAVs, Can provide one or more of these functions.

  Similarly, there is a need for an evaluation or rating mechanism for UAV performance, payload and clearance. There is a further need for an evaluation or review mechanism for UAV user operability and recording. The systems and methods provided herein can advantageously provide such a type of evaluation. Optionally, flight restrictions may be generated and enforced according to the evaluation.

  As described above, the conventional UAV system does not have a security mechanism related to UAV flight safety. For example, there is no alert mechanism for flight safety, no information sharing mechanism for the flight environment, or no emergency rescue mechanism. The described flight safety systems and methods may perform one or more of the functions described above.

System Overview FIG. 1 shows an example of an interaction between one or more users 110a, 110b, 110c and one or more UAVs 120a, 120b, 120c. The user can interact with the UAV with the assistance of the remote controllers 115a, 115b, 115c. The authentication system can include a memory storage 130 that can store information about the user, remote controller, and / or UAV.

  Users 110a, 110b, 110c may be individuals associated with a UAV. The user can be a UAV operator. The user can be an individual authorized to operate the UAV. The user can provide input to control the UAV. The user can provide input for controlling the UAV by the remote controllers 115a, 115b, 115c. The user provides user input to control the flight of the UAV, the operation of the UAV payload, the status of the load relative to the UAV, the operation of one or more sensors of the UAV, the operation of the UAV communication, or other functions of the UAV. Can be. The user can receive data from the UAV. Data acquired using one or more sensors of the UAV is provided to the user, optionally via a remote controller. The user may be the owner of the UAV. The user may be a registered owner of the UAV. The user may be registered as being permitted to operate the UAV. The user may be a human operator. The user may be an adult or a child. The user may or may not have a line of sight with the UAV while operating the UAV. The user can communicate directly with the UAV using the remote controller. Alternatively, the user may communicate indirectly (optionally using a remote controller) with the UAV via the network.

  The user may have a user identifier (for example, user ID1, user ID2, user ID3...) That identifies the user. The user identifier may be unique to the user. Other users may have different identifiers than the user. The user identifier may uniquely differentiate and / or distinguish the user from other individuals. Each user may be given only a single user identifier. Alternatively, the user may be able to register multiple user identifiers. In some cases, a single user identifier may be given to only a single user. Alternatively, a single user identifier may be shared by multiple users. In a preferred embodiment, a one-to-one correspondence may be provided between a user and a corresponding user identifier.

  Optionally, the user may be authenticated as being authorized for the user identifier. The authentication process may include verifying the identity of the user. Examples of the authentication process are described in more detail elsewhere herein.

  The UAVs 120a, 120b, 120c may be operable when the power is turned on. The UAV may be in flight or landing. The UAV may collect data using one or more sensors (optionally, the load may be a sensor). UAVs respond autonomously (eg, do not require user input) or semi-autonomously (eg, include some user input) in response to control from the user (eg, manually through a remote controller). However, it may include a mode that does not depend on user input). The UAV may be able to respond to commands from remote controllers 115a, 115b, 115c. The remote controller may not be connected to the UAV, and the remote controller may communicate wirelessly with the UAV from a distance. The remote control may accept and / or detect user input. The UAV may be able to follow a pre-programmed set of instructions. In some cases, the UAV may operate quasi-autonomously by responding to one or more commands from a remote controller, or may otherwise operate autonomously. For example, one or more commands from a remote controller can cause a series of autonomous or semi-autonomous actions by the UAV according to one or more parameters. UAVs can be switched between manual, autonomous and / or semi-autonomous operation. In some cases, UAV activity may be governed by a set of one or more flight restrictions.

  A UAV can have one or more sensors. A UAV may include one or more visual sensors, for example, an image sensor. For example, the image sensor may be a monocular camera, a stereoscopic camera, a radar, a sonar, or an infrared camera. The UAV is part of other sensors that can be used to determine the position of the UAV, such as a global positioning system (GPS) sensor, an inertial measurement unit (IMU) (eg, accelerometer, gyroscope, magnetometer). Or an inertial sensor, a lidar, an ultrasonic sensor, an acoustic sensor, or a WiFi sensor that can be used separately from the above. Various examples of sensors include position sensors (eg, Global Positioning System (GPS) sensors, mobile device transmitters that enable position triangulation), visual sensors (eg, visible, infrared, or ultraviolet light such as cameras). , Proximity or range sensors (eg, ultrasonic sensors, lidar, time-of-flight or depth cameras), inertial sensors (eg, accelerometers, gyroscopes, inertial measurement units (IMUs) )), Altitude sensor, attitude sensor (eg, compass), pressure sensor (eg, barometer), voice sensor (eg, microphone) or electric field sensor (eg, magnetometer, electromagnetic sensor), but may include Not limited. Any suitable number of sensors can be used, for example 1, 2, 3, 4, 5, or more sensors, and combinations thereof.

  Optionally, data can be received from different types of sensors (eg, 2, 3, 4, 5, or more types). Different types of sensors may measure different types of signals or information (eg, position, orientation, velocity, acceleration, proximity, pressure, etc.) and / or utilize different types of measurement techniques to obtain data May be. For example, sensors include any suitable combination of active sensors (e.g., sensors that generate and measure energy from their own energy sources) and passive sensors (e.g., sensors that detect available energy). May be. As another example, some sensors generate absolute measurement data provided in terms of a global coordinate system (eg, position data provided by a GPS sensor, attitude data provided by a compass or magnetometer). Other sensors may be provided while relative measurement data provided in terms of a local coordinate system (eg, relative angular velocity provided by a gyroscope, relative translational acceleration provided by an accelerometer, provided by a visual sensor) (Relative attitude information, relative distance information provided by an ultrasonic sensor, a rider, or a time-of-flight camera). Sensors mounted or not mounted on the UAV may collect information such as the position of the UAV, the position of other objects, the orientation of the UAV, or environmental information. A single sensor may be able to collect a complete set of information under certain circumstances, or a group of sensors may work together to collect a complete set of information under certain circumstances. Is also good. The sensors may be used for location mapping, navigation between locations, obstacle detection, or target detection. Sensors may be used for sentiment of certain environments or objects. The sensor may be used to recognize a target. The landmark can be distinguished from other objects in the environment.

  The UAV may be an aerial vehicle. The UAV may have one or more propulsion units that may allow the UAV to move around in the air. One or more propulsion units may allow the UAV to move about in one or more degrees, two or more, three or more, four or more, five or more, six or more degrees of freedom. In some cases, a UAV may be able to rotate about one, two, three, or more axes of rotation. The rotation axes may be orthogonal to each other. The axes of rotation may remain orthogonal to each other throughout the UAV flight course. The rotation axis may include a pitch axis, a roll axis, and / or a yaw axis. A UAV may be able to move along one or more dimensions. For example, a UAV may be able to move upward due to lift generated by one or more rotors. In some cases, the UAV may be able to move along the Z axis (which may be upward with respect to the UAV orientation), the X axis and / or the Y axis (which may be horizontal). Good. The UAV may be able to move along one, two, or three axes, which may be orthogonal to one another.

  The UAV may be a rotary wing aircraft. In some cases, a UAV may be a multi-rotor aircraft that may include multiple rotors. The plurality of rotors may be able to rotate to create lift on the UAV. The rotor may be a propulsion unit that may allow the UAV to move freely in the air. The rotors may rotate at the same speed and / or produce the same amount of lift or thrust. The rotor may rotate at arbitrarily varying speeds, which may generate different amounts of lift or thrust and / or may allow the UAV to rotate. In some cases, a UAV may be provided with one, two, three, four, five, six, seven, eight, nine, ten, or more rotors. The rotors may be arranged such that their axes of rotation are parallel to each other. In some cases, the rotors may have axes of rotation that are at any angle to one another, which may affect the movement of the UAV.

  The illustrated UAV may have multiple rotors. The rotor may be connected to the body of the UAV, which may have a control unit, one or more sensors, a processor, and a power supply. The sensors may include visual sensors and / or other sensors capable of collecting information about the UAV environment. Information from the sensors may be used to determine the location of the UAV. The rotor may be connected to the body via one or more arms or extensions that may branch off from the center of the body. For example, one or more arms may extend radially from the central body of the UAV and may have a rotor at or near the end of the arm. In another example, a UAV may include one or more arms, which may include one or more additional support members, which have one, two, three, or more rotors attached thereto. May be. For example, the rotor may be supported using a T-bar structure.

  The vertical position and / or speed of the UAV can be controlled by maintaining and / or adjusting the output of the UAV to one or more propulsion units. For example, increasing the rotational speed of one or more rotors of the UAV may assist the UAV in increasing altitude or increasing altitude at a faster rate. Increasing the rotational speed of one or more rotors may increase the thrust of the rotor. Reducing the rotational speed of one or more rotors of the UAV can help the UAV reduce altitude or reduce altitude at a faster rate. Reducing the rotational speed of one or more rotors can reduce the thrust of the rotor. When the UAV takes off, the power that may be provided to the propulsion unit may be reduced from a previous landing condition. When the UAV lands, the power provided to the propulsion unit may be reduced from previous flight conditions. The UAV may be configured to take off and / or land substantially vertically.

  The lateral position and / or speed of the UAV can be controlled by maintaining and / or adjusting the output of the UAV to one or more propulsion units. The altitude of the UAV and the rotational speed of one or more rotors of the UAV can affect the lateral movement of the UAV. For example, a UAV may tilt in a particular direction and move in that direction, and the speed of the UAV's rotor may affect the lateral movement speed and / or the trajectory of the movement. The lateral position and / or speed of the UAV may be controlled by changing or maintaining the rotational speed of one or more rotors of the UAV.

  UAVs may be of small dimensions. The UAV may be capable of being lifted and / or carried by a human. The UAV may be portable with one hand.

  A UAV may have a maximum dimension (eg, length, width, height, diagonal, diameter) not exceeding 100 cm. In some cases, the largest dimension is 1 mm or less, 5 mm or less, 1 cm or less, 3 cm or less, 5 cm or less, 10 cm or less, 12 cm or less, 15 cm or less, 20 cm or less, 25 cm or less, 30 cm or less, 35 cm or less, 40 cm or less, 45 cm or less, 50 cm or less, 55 cm or less, 60 cm or less, 65 cm or less, 70 cm or less, 75 cm or less, 80 cm or less, 85 cm or less, 90 cm or less, 95 cm or less, 100 cm or less, 110 cm or less, 120 cm or less, 130 cm or less, 140 cm or less, 150 cm or less, 160 cm or less , 170 cm or less, 180 cm or less, 190 cm or less, 200 cm or less, 220 cm or less, 250 cm or less, or 300 cm or less. Optionally, the maximum dimension of the UAV may be any two or more of the values described herein. The UAV may have a largest dimension that falls within a range between any two of the values described herein.

  UAVs may be lightweight. For example, UAV is 1 mg or less, 5 mg or less, 10 mg or less, 50 mg or less, 100 mg or less, 500 mg or less, 1 g or less, 2 g or less, 3 g or less, 5 g or less, 7 g or less, 10 g or less, 12 g or less, 15 g or less, 20 g or less, 25 g or less, 30 g or less, 35 g or less, 40 g or less, 45 g or less, 50 g or less, 60 g or less, 70 g or less, 80 g or less, 90 g or less, 100 g or less, 120 g or less, 150 g or less, 200 g or less, 250 g or less, 300 g or less, 350 g or less 400g or less, 450g or less, 500g or less, 600g or less, 700g or less, 800g or less, 900g or less, 1kg or less, 11kg or less, 12kg or less, 13kg or less, 14kg or less, 15kg or less, 17kg or less, 2kg or less, 22kg or less, 25kg Less than 3kg, 5kg or less, 4kg or less, 45kg or less, 5kg or less, 55kg or less, 6kg or less, 65kg or less, 7kg or less, 75kg or less, 8kg or less, 85kg or less, 9kg or less, 95kg or less, 10kg or less, 11kg or less, 12kg or less, 13kg or less , 14 kg or less, 15 kg or less, 17 kg or less, or 20 kg or less. The UAV may have a weight that is greater than or equal to any of the values described herein. The UAV may have a weight that falls within a range between any two of the values described herein.

  The UAV may have a UAV identifier that identifies the UAV (eg, UAVID1, UAVID2, UAVID3,...). The UAV identifier may be unique to the UAV. Another UAV may have an identifier different from the UAV. The UAV identifier can uniquely differentiate and / or distinguish the UAV from other UAVs. Only a single UAV identifier may be assigned to each UAV. Alternatively, multiple UAV identifiers may be registered for a single UAV. In some cases, a single UAV may be given only a single UAV identifier. Alternatively, a single UAV identifier may be shared by multiple UAVs. In a preferred embodiment, a one-to-one correspondence may be provided between a UAV and a corresponding UAV identifier.

  Optionally, the UAV may be authenticated as being a licensed UAV for the UAV identifier. The authentication process may include verifying the identity of the UAV. Examples of the authentication process are described in more detail elsewhere herein.

  In some embodiments, a remote controller can have a remote controller identifier that identifies the remote controller. The remote controller identifier may be unique to the remote controller. Another remote controller may have an identifier different from the remote controller. The remote controller identifier can uniquely differentiate and / or distinguish the remote controller from other remote controllers. Each remote controller may be given only a single remote controller identifier. Alternatively, a plurality of remote controller identifiers may be registered for a single remote controller. In some cases, a single remote controller may be given only a single remote controller identifier. Alternatively, a single remote controller identifier may be shared by multiple remote controllers. In a preferred embodiment, a one-to-one correspondence can be provided between a remote controller and a corresponding remote controller identifier. The remote controller identifier may or may not be associated with a corresponding user identifier.

  Optionally, the remote controller may be authenticated as being a licensed remote controller with respect to the remote controller identifier. The authentication process may include verifying the identity of the remote controller. Examples of the authentication process are described in more detail elsewhere herein.

  The remote control may be any type of device. The device may be a computer (eg, a personal computer, a laptop computer, a server), a mobile device (eg, a smartphone, a mobile phone, a tablet, a personal digital assistant), or any other type of device. The device may be a network device capable of communicating via a network. The apparatus includes one or more memory storage units, which may be non-transitory computer readable media, capable of storing code, logic, or instructions for performing one or more steps described elsewhere herein. Including. The apparatus may include one or more processors that may perform one or more steps, individually or collectively, according to code, logic, or instructions on a non-transitory computer-readable medium, as described herein. May be included. The remote controller may be hand-held. The remote control can accept input from a user via any user interactive mechanism. In one example, the device may have a touch screen that can register user input when the user touches the screen or swipes the screen. The device may have any other type of user interactive component, such as a button, mouse, joystick, trackball, touchpad, pen, inertial sensor, image capture device, motion capture device, or microphone. . The device may affect the operation of the UAV when the device is tilted, and may detect this. The remote control may be a single piece configured to perform various functions of the remote control as described elsewhere herein. Alternatively, the remote controller may be provided as multiple parts or components that can perform various functions of the remote controller individually or collectively, as described elsewhere herein. .

  The authentication system may include a memory storage unit 130 that can store information about the user, the remote controller, and / or the UAV. The memory storage may include one or more memory storage units. One or more memory storage units may be provided together or may be distributed over a network and / or at different locations. In some cases, the memory storage unit may be a cloud storage system. The memory storage may include one or more databases that store information.

  The information may include identification information about the user, the remote control, and / or the UAV. For example, the identification may include a user identifier (eg, user ID1, user ID2, user ID3,...) And / or a UAV identifier (eg, UAVID1, UAVID2, UAVID3,...). Optionally, a remote controller identifier may be further stored. The information may be stored in a long-term memory store, or only for a short time. Information may be received and buffered.

  FIG. 1 illustrates a scenario in which various users 110a, 110b, 110c can control corresponding UAVs 120a, 120b, 120c. For example, first user 110a may control first UAV 120a with the assistance of a remote controller. The second user 110b can control the second UAV 120b with the assistance of a remote controller. The third user 110c can control the third UAV 120c with the assistance of a remote controller. These users may be remote from each other. Alternatively, these users can operate UAVs in the same area. These users may operate the UAVs corresponding to the users simultaneously or at different times. The times of use may overlap. Users and UAVs may be individually recognizable so that instructions from each user can only be accepted by the corresponding UAV and not by other UAVs. This can reduce the possibility of signal interference when multiple UAVs are operating simultaneously.

  Each user can control the UAV of the corresponding user. The user may be pre-registered with the UAV so that only the licensed user can control the corresponding UAV. UAVs may be pre-registered so that only licensed UAVs can be controlled. The relationship and / or association between the user and the UAV may be known. Optionally, the relationship and / or association with the UAV may be stored in memory storage 130. The user identifier may be associated with a UAV identifier of a corresponding UAV.

  The memory storage unit can keep track of commands from the user to the UAV. The stored command may be associated with the user's corresponding user identifier and / or UAV identifier of the UAV. Optionally, the identifier of the corresponding remote controller may be stored as well.

  The identity of the device or party involved in the operation of the UAV may be authenticated. For example, the identity of the user may be authenticated. The user may be verified as a user identifier associated with the user. UAV identification information may be authenticated. The UAV may be verified as a UAV associated with the UAV identifier. Optionally, the identity of the remote controller may be authenticated. The remote controller may be verified as a remote controller associated with the remote controller identifier.

  FIG. 2 shows an example of authentication according to an embodiment of the present invention. The authentication system may be a UAV security system or may operate as part of a UAV security system. The authentication system may provide improved UAV security. The authentication system can authenticate a user, UAV, remote controller, and / or geo-fencing device.

  The authentication system may include an identification (ID) registration database 210. The ID registration database may communicate with the authentication center 220. The authentication system can communicate with an aviation control system 230, which can include a flight supervisory module 240, a flight control module 242, a traffic management module 244, a user access control module 246, and a UAV access control module 248.

  The ID registration database 210 can hold identification information on the users 250a, 250b, 250c and the aUAVs 260a, 260b, 260c. The ID registration database can assign a unique identifier to each user and each UAV (connection 1). Optionally, the unique identifier may be a randomly generated alphanumeric string or any other type of identifier that can uniquely identify a user from another user or a UAV from another UAV. . The unique identifier may be generated by the ID registration database or may be selected from a list of possible identifiers that have not yet been assigned. Optionally, the ID registration database may provide a unique identifier for the geofencing device and / or the remote controller, or any other device that may be involved in a UAV security system. The identifier may be used to authenticate the authenticating user, UAV, and / or other device. The identity registration database may or may not interact with one or more users, or one or more UAVs.

  The authentication center 220 can authenticate the identity of the user 250a, 250b, 250c or UAV 260a, 260b, 260c. Optionally, the authentication center may authenticate the identity of the geofencing device and / or remote controller, or any other device that may be involved in the UAV security system. The authentication center can obtain information about the user and the UAV (and / or any other device involved in the security system) from the ID registration database 210 (link 2). Further details regarding the authentication process are described elsewhere herein.

  The aviation control system 230 can interact with the authentication center 220. The aviation control system can obtain information about the user and the UAV (and / or any other devices involved in the UAV security system) from the authentication center (concatenation 4). The information may include a user identifier and a UAV identifier. The information may relate to confirmation or identification of the user and / or UAV identification information. The aviation control system may be a management cluster that may include one or more subsystems, such as a flight supervisory module 240, a flight control module 242, a traffic management module 244, a user access control module 246, and a UAV access control module 248. . One or more subsystems may be used for flight control, air traffic control, applicable permissions, user and UAV access management, and other functions.

  In one example, the flight supervisory module / subsystem 240 may be used to monitor UAV flight within the assigned airspace. The flight director module may be configured to detect when one or more UAVs deviate from a predetermined course. The flight director module can detect when the UAV has performed an unauthorized activity or an activity that has not been entered by the user. In addition, the flight director module can detect when one or more unauthorized UAVs enter the assigned airspace. The flight director module may issue a warning or alert to an unauthorized UAV. An alert may be given to a remote controller of a user operating an unauthorized UAV. The alert may be issued in a visual, audible, or tactile manner.

  The flight director module may utilize data collected by one or more sensors onboard the UAV. The flight director module may utilize data collected by one or more sensors that are not onboard the UAV. Data may be collected by radar, photoelectric sensors, or acoustic sensors capable of monitoring UAV or other activity within the assigned airspace. Data may be collected by one or more base stations, docks, battery stations, geo-fencing devices, or networks. The data may be collected by a stationary device. The stationary device may or may be configured to physically interact with the UAV (eg, regain energy to the UAV, accept delivery from the UAV, or provide repairs to the UAV). It does not have to be. The data may come from wired or wireless communications.

  The aviation control system may further include a flight control module / subsystem 242. The flight restriction module may be configured to generate and store one or more sets of flight restrictions. Air traffic management may be regulated based on a set of flight regulations. Generating a flight restriction may include creating a flight restriction from scratch, or may include selecting one or more sets of flight restrictions from a plurality of sets of flight restrictions. Generating the flight restrictions may include combining the selected set of flight restrictions.

  UAVs may operate according to one or more sets of flight restrictions. Flight restrictions can regulate any aspect of UAV operation (eg, flight, sensors, communications, loads, navigation, electricity usage, items being transported). For example, flight restrictions may dictate where the UAV may or may not fly. Flight restrictions may dictate when a UAV may or may not fly in a particular area. Flight restrictions may dictate when data may be collected, transmitted, and / or recorded by one or more sensors onboard the UAV. Flight restrictions may dictate when the load may be operational. For example, the load may be an image capture device, and flight regulations may dictate when and when the image capture device may capture images, transmit images, and / or store images. Is also good. Flight restrictions may dictate how communications can be made (eg, channels or methods that can be used) or what types of communications can be made.

  The flight control module may include one or more databases storing information related to flight control. For example, one or more databases may store one or more locations where UAV flight is restricted. The flight restriction module may store sets of flight restrictions for many types of UAVs, and the set of flight restrictions may be associated with a particular UAV. It may be possible to access a set of flight restrictions associated with a particular type of UAV of a plurality of types.

  The flight control module may approve or reject one or more flight plans of the UVA. In some cases, a flight plan may be developed that includes a planned flight path for the UAV. The flight path may be provided in relation to the UAV and / or the environment. The flight path may be fully defined (all points along the path are defined) or semi-defined (e.g., may include one or more navigational points, but the path to reach the navigational points is variable. Or may be less defined (eg, may include a final destination or other parameters, but need not have a defined route to get there). Good. The flight control module can receive the flight plan and approve or reject the flight plan. The flight control module may reject the flight plan if it violates the set of flight controls for the UAV. The flight control module may propose changes to the flight plan that cause a set of flight controls to be adhered to. The flight control module may generate or propose a set of flight plans for the UVA that may conform to the set of flight controls. The user may enter one or more parameters or destinations for the UAV mission, and the flight control module may generate a flight plan that may match the one or more parameters while conforming to the set of flight controls. Sets can be generated or suggested. Examples of parameters or destinations for UAV missions include destinations, one or more navigation points, timing requirements (eg, overall time limit, time to stay at a certain location), maximum speed, maximum acceleration, collected. Data type, captured image type, any other parameters or destination.

  The aviation control system may be provided with a traffic management module / subsystem 244. The traffic management module may be configured to receive a request for a resource from a user. Examples of resources are radio resources (eg, bandwidth, access to communication devices), location or space (eg, for flight planning), time (eg, for flight planning), access to base stations. , Access to a docking station, access to a battery station, access to a delivery or pickup point, or any other type of resource. The traffic management module may be configured to plan a UAV flight course on demand. The flight course may utilize the allocated resources. The traffic management module may be configured to plan missions for the UAV, which may include the operation of any sensors or other devices onboard the UAV, optionally in addition to the flight course. Good. The mission can utilize any of the allocated resources.

  The traffic management module may be configured to adjust the mission based on a condition detected in the assigned airspace. For example, the traffic management module may adjust a predetermined flight path based on the detected condition. Adjusting the flight path may include adjusting the predetermined flight path completely, adjusting the air route fix point of the semi-defined flight path, or adjusting the destination of the flight path. The detected condition may include a change in climate, available airspace, an accident, the establishment of a geofencing device, or a change in flight restrictions. The traffic management module may inform the user of adjustments to the mission, for example, adjustments of the flight path.

  Users 250a, 250b, 250c may be individuals associated with UAVs 260a, 260b, 260c, for example, UAV operators. Examples of users and UAVs are described elsewhere herein. A communication channel may be provided between the user and the corresponding UAV, which may be the person who can control the operation of the UAV (concatenation 3). Controlling the operation of the UAV may include controlling the flight of the UAV, or any other portion described elsewhere herein.

  A communication channel (link 5) may be provided between the UAV and the air control system, whereby the air control system identifies the situation, alerts the user about the situation, and / or takes the UAV. Instead, the situation can be improved. Also, the communication channel may be useful for authentication when the user and / or UAV are in the process of being authenticated. Optionally, a communication channel may be established between the flight control system and the user's remote control, and may provide some of the same functionality. In systems that include a geo-fencing device, a communication channel may be provided between the geo-fencing devices for identification / authentication and / or status identification, alerting and / or takeover.

  A communication channel (link 6) can be provided between the user and the air control system, whereby the air control system identifies the situation, alerts the user about the situation, and / or takes the UAV Instead, the situation can be improved. Also, the communication channel may be useful for authentication when the user and / or UAV are in the process of being authenticated.

  Optionally, concatenation 1 may be a logical channel. Connection 2 and connection 4 may be network connections. For example, links 2 and 4 are provided via a location area network (LAN), a wide area network (WAN) such as the Internet, a telecommunications network, a data network, a cellular network, or any other type of network. You may. Connections 2 and 4 may be provided through indirect communication (eg, via a network). Alternatively, they may be provided through a direct communication channel. Connections 3, 5, and 6 may be network connections, mobile access network connections, or any other type of connection provided via a remote controller or ground station. These may be provided via indirect or direct communication channels.

  The authorized third party (for example, the aviation control system, the geo-fencing system, etc.) identifies the corresponding UAV by the UAV identifier (ID) through the authentication center, and relates the relevant information (for example, the configuration of the UAV, the load capacity). Level and security level). The security system may be able to handle different types of UAVs. Different types of UAVs may have different physical properties (eg, type, shape, size, engine power, range, battery life, sensors, performance, load, load rating or load), Or, it may be used to perform a different task (eg, watch, video, communicate, distribute). Different types of UAVs may have different security levels or priorities. For example, different types of UAVs may be licensed to perform different activities. For example, a UAV of a first permission type may be licensed to fall within a range that a UAV of a second permission type may not be permitted to enter. UAV types may include different UAV types created by the same manufacturer or designer, or by different manufacturers or designers.

  An authorized third party (e.g., an aviation control system, a geo-fencing system, etc.) can identify the corresponding user by a user identifier (ID) through an authentication center and obtain relevant information. The security system may be able to handle different types of users. Different types of users may have different proficiencies, experience, relevance to different types of UAVs, permission levels, or different demographic information. For example, users with different proficiencies may be considered different types of users. Users may take certifications or tests to verify their proficiency. One or more other users may guarantee or verify the user's proficiency. For example, a user's instructor may verify the user's proficiency. Alternatively, the user may specify his proficiency himself. Users with different degrees of experience may be considered different types of users. For example, the user may record or prove a certain number of hours of operation of the UAV, or a certain number of missions flown using the UAV. Other users may verify or guarantee the user's experience. The user may specify the amount of experience for the user himself. The user type may indicate the level of training of the user. The user's proficiency and / or experience may be general to the UAV. Alternatively, the user's proficiency and / or experience may be specific to the UAV type. For example, a user may have a high proficiency or a high amount of experience for a first type of UAV, while having a low proficiency or a low amount of experience for a second type of UAV. . Different types of different users may include users of different permission types. Different permission types may mean that different sets of flight restrictions may be imposed on different users. In some cases, some users may have a higher security level than others, which may mean that less flight restrictions or restrictions will be exhausted. In some cases, ordinary users can be differentiated from administrative users who may be able to take over control from ordinary users. The general user can be differentiated from the controlling user (eg, government agency staff, emergency services members, law enforcement agencies, etc.). In some embodiments, the administrative user may be the controlling user or may be differentiated from the controlling user. In another example, a parent may be able to take over flight control from their child, or an instructor may be able to take over flight control from a student. The user type may indicate a class or category of a user operating one or more types of UAVs. Other user type information may be based on the user's demographics (eg, location, age, etc.).

  Similarly, any other device or party involved in the security system may have its own type. For example, a geofencing identifier may indicate a geofencing device type, or a remote controller identifier may indicate a remote controller type.

  UAVs operating within the security system may be given a UAVID and key. The ID and the key can be provided from the ID registration database. IDs and keys may be globally unique and may not be arbitrarily copied. A user operating a UAV within the range of the safety system may be given a user ID and a key. The ID and the key can be provided from the ID registration database. IDs and keys may be globally unique and may not be arbitrarily copied.

  The UAV and the aviation control system may have mutual authentication using an ID and a key, thereby enabling operation of the UAV. In some cases, authentication may include obtaining permission to fly within a restricted area. The user and the flight control system may have mutual authentication using an ID and a key, thereby allowing the user to operate the UAV.

  The key may be provided in various formats. In some embodiments, the UAV key may not be detachable from the UAV. The key can be designed to prevent key theft. The key may be implemented by a one-time writable memory that is not externally readable (eg, an encrypted chip) or by a cured universal subscriber identity module (USIM). In some cases, a user key or remote control key may be inseparable from the user's remote control. The key may be used by the authentication center to authenticate the UAV, user, and / or any other device.

  As described herein, an authentication system may include one or more UAV identifiers that uniquely identify UAVs with respect to each other and one or more user identifiers that uniquely identify users with respect to each other. An identity registration database configured to store, an authentication center configured to authenticate UAV identity and user identity, a UAV identifier for the authenticated UAV, and an authenticated user And a aviation control system configured to provide a set of flight restrictions based on at least one of the authenticated UAV identifier and the authenticated user identifier. .

  The authentication system may be implemented using any hardware configuration or settings that are known or later developed in the art. For example, the identity registration database, authentication center, and / or airline control system may be operated individually or collectively using one or more servers. One or more subsystems of the aviation control system, such as a flight supervisory module, a flight control module, a traffic management module, a user access control module, a UAV access control module or any other module, use one or more servers to: It may be realized individually or collectively. Any description of a server may apply to any other type of device. The device may be a computer (eg, a personal computer, a laptop computer, a server), a mobile device (eg, a smartphone, a mobile phone, a tablet, a personal digital assistant), or any other type of device. The device may be a network device capable of communicating via a network. The apparatus may include one or more memory storage units that may include a non-transitory computer readable medium capable of storing code, logic, or instructions for performing one or more steps described elsewhere herein. May be included. The apparatus comprises one or more processors capable of performing one or more steps, individually or collectively, according to code, logic, or instructions on a non-transitory computer-readable medium, as described herein. May be included.

  Various components, such as an ID registration database, an authentication center, and / or an aviation control system may be implemented on hardware at the same point or at different points. The authentication system components may be implemented using the same device or multiple devices. In some cases, the installation of the authentication system may incorporate a cloud computing infrastructure. Optionally, a peer-to-peer (P2P) relationship may be used by the authentication system.

  The components may not be mounted on the UAV, mounted on the UAV, or provided in a combination thereof. The components may not be mounted on the remote controller, may be mounted on the remote controller, or may be provided in a combination thereof. In some preferred embodiments, components may be provided that are not mounted on the UAV and not mounted on the remote controller, and that the UAV (and / or other UAV) and the remote controller (and / or other Remote controller). Components may communicate directly or indirectly with the UAV. In some cases, the communication may be relayed via another device. The other device may be a remote controller or another UAV.

Flight Regulations UAV activities may be regulated according to a set of flight regulations. The set of flight restrictions may include one or more flight restrictions. Various types and examples of flight restrictions are described herein.

  Flight restrictions can control the physical location of the UAV. For example, flight restrictions may control UAV flight, UAV takeoff, and / or UAV landing. The flight restrictions may indicate the area of the surface where the UAV may or may not fly, or the volume of space in which the UAV may or may not fly. The flight restrictions may relate to the location of the UAV (eg, the location where the UAV is located in space or on a surface below) and / or the orientation of the UAV. In some examples, flight restrictions may prevent a UAV from flying within an assigned volume (eg, airspace) and / or an assigned area (eg, ground or water below). The flight restrictions may include one or boundaries where the UAV is not allowed to fly. In other examples, the flight restrictions may only allow flight within the assigned volume and / or over the assigned area. Flight restrictions may include one or more boundaries at which the UAV is allowed to fly. Optionally, flight restrictions may prevent the UAV from flying above an altitude limit, which may be fixed or variable. In another case, flight restrictions may prevent the UAV from flying below a lower altitude limit, which may be fixed or variable. The UAV may be required to fly at an altitude between the lower altitude limit and the upper altitude limit. In another example, a UAV may be capable of flying in one or more altitude ranges. For example, flight restrictions may only allow certain orientation ranges of the UAV, or may not allow certain orientation ranges of the UAV. The range of UAV orientation may be with respect to one axis, two axes, or three axes. The axis may be a direct axis, for example, a yaw axis, a pitch axis, or a roll axis.

  Flight restrictions can control UAV movement. For example, flight regulations may include UAV translational speed, UAV translational acceleration, UAV angular velocity (eg, around one, two, or three axes), or UAV angular acceleration (eg, one, two, Or around three axes). Flight restrictions can set a maximum limit on UAV translational speed, UAV translational acceleration, UAV angular velocity, or UAV angular acceleration. Thus, the set of flight restrictions may include limiting the flight speed and / or acceleration of the UAV. Flight regulations can set a minimum threshold for UAV translational speed, UAV translational acceleration, UAV angular velocity, or UAV angular acceleration. Flight restrictions may require that the UAV move between a minimum threshold and a maximum limit. Alternatively, flight restrictions may prevent the UAV from moving within one or more translation speed ranges, translation acceleration ranges, angular velocity ranges, or angular acceleration ranges. In one example, the UAV may not be allowed to hover in the designated airspace. UAVs may be required to fly above a minimum translation speed of 0 mph. In another example, the UAV may not be allowed to fly too fast (eg, flying below a maximum speed limit of 40 mph). UAV movement may be governed over assigned volumes and / or over assigned regions.

  Flight restrictions can control takeoff and / or landing procedures for UAVs. For example, a UAV may be permitted to fly within the assigned area but not land. In another example, the UAV may be able to take off from the assigned area in a certain manner or only at a certain speed. In another example, manual takeoff or landing may not be permitted and an autonomous landing or takeoff process must be used in the assigned area. Flight regulations should govern whether takeoff is allowed, whether landing is allowed, and any rules that takeoff or landing must adhere to (eg, speed, acceleration, direction, orientation, flight mode). Can be. In some embodiments, manual landing or takeoff is not allowed, only automated sequences for takeoff and / or landing are allowed, and vice versa. UAV takeoff and / or landing procedures may be governed with respect to assigned volume and / or across assigned regions.

  In some cases, flight restrictions may control the operation of the UAV's payload. The UAV payload may be a sensor, an emitter, or any other that may be carried by the UAV. The load may be powered on or off. The load may be operable (eg, powered on) or inoperable (eg, powered off). Flight restrictions may include situations where the UAV is not allowed to operate the load. For example, in assigned airspace, flight restrictions may require that the load be powered off. The load may emit a signal, and the flight restrictions may control the nature of the signal, the magnitude of the signal, the range of the signal, the direction of the signal, or any mode of operation. For example, if the load is a light source, flight regulations may require that the light not be brighter than the threshold intensity within the assigned airspace. In another example, if the load is a speaker for emitting sound, flight regulations may require that the speaker not emit any noise outside of the allocated airspace. The load may be a sensor that collects information, and flight restrictions may include the mode in which the information is collected, the mode on how the information is pre-processed or processed, the sensitivity with which the information is collected. Limits, the frequency or sampling rate at which information is collected, the range at which information is collected, or the direction in which information is collected can be controlled. For example, the load may be an image capture device. The image capture device may be capable of capturing still images (eg, still images) or dynamic images (eg, video). Flight restrictions include zooming of the image capture device, resolution of the image captured by the image capture device, sampling rate of the image capture device, shutter speed of the image capture device, aperture of the image capture device, whether a flash is used, image capture The mode of the device (eg, lighting mode, color mode, still versus video mode), or the focus of the image capture device can be controlled. In one example, the camera may not be allowed to capture images over the assigned area. In another example, the camera may be allowed to capture images, but not capture sound over the allocated area. In another example, the camera may only be allowed to capture high resolution photos in the assigned area and only be allowed to take low resolution pictures outside the assigned area. In another example, the load may be a voice capture device. Flight restrictions may include whether the audio capture device is allowed to power on, the sensitivity of the audio capture device, the decibel range over which the audio capture device can be picked up, the directivity of the audio capture device (eg, a parabolic microphone). , Or any other attribute of the audio capture device. In one example, the audio capture device may or may not be allowed to capture audio in the assigned area. In another example, the audio capture device may only be allowed to capture audio within a particular frequency range while in the allocation area. The operation of the load can be controlled with respect to the assigned volume and / or across the assigned area.

  Flight restrictions can control whether a load can transmit or store information. For example, if the load is an image capture device, flight restrictions may control whether images (still or moving) are recorded. Flight restrictions can control whether they can be recorded in on-board memory or UAV-mounted memory on the image capture device. For example, an image capture device may be authorized to power on and display captured images on a local display, but may not be authorized to record any of the images. Flight restrictions can control whether images can be streamed offboard with the image capture device or onboard with the UAV. For example, flight restrictions may allow a UAV to have on-board image capture devices stream video to terminals that are not mounted on the UAV while the UAV is within the allocated airspace, and that the UAV may be outside the allocated airspace. If so, you can dictate that streaming the video may not be possible. Similarly, if the load is a voice capture device, the flight restrictions can control whether sound can be recorded in the on-board memory of the voice capture device or in the on-board memory of the UAV. For example, an audio capture device may be allowed to power on and play back captured sounds on local speakers, but may not be allowed to record any of them. Flight restrictions can control whether images can be streamed offboard with an audio capture device or any other load. The storage and / or transmission of the collected data can be controlled with respect to the allocated volume and / or across the allocated area.

  In some cases, the load may be items carried by a UAV, and flight restrictions may dictate the characteristics of the load. Examples of load characteristics include load dimensions (eg, height, width, length, diameter, diagonal), load weight, load stability, load material, load brittleness, or It may include the type of load. For example, flight restrictions may dictate that a UAV may carry no more than three pounds of a package while flying over an assigned area. In another example, flight restrictions may allow a UAV to carry a package having a dimension greater than one foot only within the allocated volume range. Another flight restriction could allow a UAV to fly for only 5 minutes when carrying a package of 1 pound or more within the assigned volume range, and did not leave the assigned volume within 5 minutes In that case, the UAV can land automatically. Restrictions may be placed on the type of load itself. For example, an unstable or potentially explosive load may not be carried by the UAV. Flight restrictions may prevent the UAV from carrying fragile objects. The characteristics of the load can be regulated with respect to the assigned volume and / or over the assigned area.

  Flight restrictions may also regulate activities that can be performed on items carried by the UAV. For example, flight restrictions may dictate whether an item may be dropped off in an assigned area. Similarly, flight restrictions can dictate from an assigned area whether an item may be picked up. The UAV may have a robotic arm or other mechanical structure that may assist in lowering or picking up items. The UAV may have a transport compartment that may allow the UAV to transport items. Activities related to the load may be regulated with respect to assigned volume and / or assigned area.

  The positioning of the load relative to the UAV may be controlled by flight regulations. The position of the load relative to the UAV may be adjustable. The translational position of the load relative to the UAV and / or the orientation of the load relative to the UAV may be adjustable. The translation position may be adjustable with respect to one, two, or three orthogonal axes. The orientation of the load may be adjustable with respect to one, two, or three orthogonal axes (eg, pitch, yaw, or roll axes). In some embodiments, the load may be connected to a UAV that has a support mechanism that can control the position of the load relative to the UAV. The support mechanism can support the weight of the load on the UAV. Optionally, the support mechanism may be a gimbaled platform that may allow rotation of the load about one, two, or three axes relative to the UAV. One or more frame components and one or more actuators capable of adjusting the position of the load may be provided. The flight restrictions can control a support mechanism or any other mechanism that adjusts the position of the load relative to the UAV. In one example, flight restrictions may not allow the load to be pointed downward while flying over the assigned area. For example, the range may have sensitive data that a load may not want to capture. In another example, flight restrictions may cause the load to translate downward with respect to the UAV when within the assigned airspace, which may allow for a wider field of view, such as a panoramic image capture. The positioning of the load can be controlled with respect to the assigned volume and / or across the assigned area.

  Flight restrictions may control one or more sensors of the unmanned aerial vehicle. For example, flight restrictions may include whether a sensor is on or off (or which sensor is on or off), the mode in which the information is collected, and how the information is pre-processed or processed. The mode with which the information is collected, the sensitivity limit at which the information is collected, the frequency or sampling rate at which the information is collected, the range at which the information is collected, or the direction at which the information is collected can be controlled. Flight restrictions can control whether a sensor can store or transmit information. In one example, the GPS sensor may be turned off while the UAV is within the assigned volume, while the visual or inertial sensors are turned on for navigation. In another example, the audio sensor of the UAV may be turned off while flying over the assigned area. The operation of one or more sensors can be controlled with respect to the assigned volume and / or across the assigned area.

  UAV communications may be controlled in accordance with one or more flight regulations. For example, a UAV may be capable of remote communication with one or more remote devices. Examples of remote devices are a remote controller that can control the operation of the UAV, a load, a support mechanism, a sensor, or any other component of the UAV, a display terminal that can show information received by the UAV, It may include a database from which information can be collected, or any other external device. The telecommunications may be wireless communications. The communication may be a direct communication between the UAV and the remote device. Examples of direct communication may include WiFi, WiMax, radio frequency, infrared, visible, or other types of direct communication. The communication may be a direct communication between the UAV and a remote device, which may include one or more intermediary devices or networks. Examples of indirect communication may include 3G, 4G, LTE, satellite, or other types of communication. Flight restrictions can dictate whether telecommunications are on or off. Flight restrictions may include conditions under which the UAV is not allowed to communicate under one or more wireless conditions. For example, communication may not be allowed while the UAV is within the volume of the allocated space. Flight restrictions may dictate communication modes that may or may not be allowed. For example, flight regulations may dictate whether a direct communication mode is allowed, an indirect communication mode is allowed, or a priority has been established between the direct communication mode and the indirect communication mode. In one example, only direct communication is allowed within the assigned volume. In another example, priorities for direct communication may be established over the assigned region as long as they are available, otherwise indirect communication may be used, while while outside the assigned region, No communication is allowed. Flight restrictions can dictate the characteristics of the communication, eg, the bandwidth used, the frequency used, the protocol used, the encryption used, and the devices that support the communication that can be used. For example, flight regulations may only allow existing networks to be used for communication if the UAV is within a predetermined volume. Flight restrictions may govern UAV communication with respect to assigned volume and / or across assigned regions.

  Other functions of the UAV, such as navigation, power usage and monitoring, may be regulated according to flight regulations. Examples of power usage and monitoring may include remaining flight time based on battery and power usage information, battery charge status, or estimated remaining distance based on battery and power usage information. For example, flight regulations may require that UAVs operating within the assigned volume have at least three hours of remaining battery life. In another example, flight restrictions may require that the UAV be at least 50% charged when out of quota. Such additional features may be governed by flight regulations with respect to assigned volume and / or across assigned regions.

  The assigned volume and / or assigned area may be constant and unchanged for a set of flight restrictions. For example, the boundaries for the assigned volume and / or assigned area may remain the same for a set of flight restrictions for an extended period of time. Alternatively, the boundaries may change over time. For example, the quota region may be a school, and the boundaries for the quota region may encompass schools during school hours. After school hours, the boundaries may be reduced or the allocated area may be removed. During after-school hours, the quota area may be located in a nearby park where children participate in after-school activities. The rules for assigned volume and / or assigned area may remain the same for long periods of time for the set of flight restrictions or may change over time. The change may be dictated by time, day of the week, month of month, month, quarter, season, year, or any other time-related factors. Information from the clock, which may provide information about the time, date, or other time, may be used in making boundary or rule changes. The set of flight restrictions may have dynamic components that respond to other factors in addition to time. Examples of other factors include climate, temperature, detected light levels, presence of detected individuals or machines, environmental complexity, physical traffic (eg, ground traffic, pedestrian traffic, air traffic), wireless Or, it may include network traffic, degree of detected noise, detected movement, detected thermal signature, or any other factors.

  The allocated volume and / or the allocated area may or may not be associated with the geofencing device. The geo-fencing device may be a reference point for an assigned volume and / or an assigned area. As described elsewhere herein, the location of the assigned volume and / or assigned area may be provided based on the location of the geo-fencing device. Alternatively, assigned volumes and / or ranges may be provided without requiring the presence of a geo-fencing device. For example, well-known coordinates for an airport may be provided and used as a reference to an allocated volume and / or area without the need for a physical geo-fencing device at the airport. Some of the assigned volumes and / or ranges may depend on the geo-fencing device, and some may be provided with any combination that may not.

  Flight restrictions can derive any type of flight response measure by the UAV. For example, a UAV can change courses. The UAV may automatically enter an autonomous or semi-autonomous flight control mode from a manual mode or may not respond to certain user inputs. The UAV may allow another user to take over control of the UAV. The UAV can land or take off automatically. The UAV can send an alert to the user. UAVs can automatically decelerate or accelerate. The UAV can adjust the operation of the load, the support mechanism, the sensor, the communication unit, the navigation unit, and the power supply adjustment unit (which may include interrupting operation or changing operation parameters). The flight response action may occur instantaneously or may occur after a period of time (eg, 1, 3, 5, 10, 15, 30 minutes). The period may be a grace period for the user to respond to and exercise some control over the UAV before the flight response action begins. For example, if the user is approaching a restricted flight zone, the user can be alerted and change the course of the UAV to exit the restricted flight zone. If the user does not respond within the grace period, the UAV can automatically land in a restricted flight zone. The UAV can operate normally according to one or more flight commands from a remote controller operated by a remote user. A flight response measure can override one or more flight commands if the set of flight restrictions conflicts with one or more flight commands. For example, if the user instructs the UAV to enter a no-fly zone, the UAV may automatically change course to avoid a no-fly zone.

  The set of flight restrictions can include information about one or more of the following: (1) allocated volume and / or area to which a set of flight restrictions can be applied; (2) one or more rules (eg, operation of UAVs, loads, support mechanisms, sensors, communication modules, navigation units, power units). (3) one or more flight response measures (eg, response by UAV, load, support mechanism, sensor, communication module, navigation unit, power supply unit) to make UAV compliant, or (4) allocated volume And / or time or any other factors that may affect the area, rules, or flight response measures. The set of flight restrictions may include a single flight restriction, which may include information regarding (1), (2), (3), and / or (4). The set of flight restrictions may include a plurality of flight restrictions, each of which may include information regarding (1), (2), (3), and / or (4). Any type of flight control may be combined, and any combination of flight response measures may be performed according to the flight control. For a set of flight restrictions, one or more assigned volumes and / or regions may be provided. For example, for a UAV, a set of flight restrictions may not allow the UAV to fly within the first assigned volume, but allow the UAV to fly within the second assigned volume under an altitude limit. However, a set of flight restrictions may be provided that do not allow the UAV to operate the on-board camera and only allow the UAV to record audio data in the third assigned volume. The UAV may have flight response measures that can cause the UAV to comply with flight regulations. Manual UAV operation may be overridden to make the UAV compliant with flight regulations. One or more flight response actions may be performed automatically to override manual input by the user.

  A set of flight restrictions can be generated for the UAV. Generating a set of flight restrictions may include creating a flight restriction from scratch. Generating a set of flight restrictions may include selecting a set of flight restrictions from a plurality of available sets of flight restrictions. Generating a set of flight restrictions may include combining features of one or more sets of flight restrictions. For example, the generation of a set of flight restrictions may include determining elements, such as determining volume and / or area, determining one or more rules, determining one or more flight response actions, and / or elements. It may include the determination of any factor that can be made dynamic. These elements may be generated from scratch or selected from one or more existing element options. In some cases, the flight restrictions may be manually selected by the user. Alternatively, flight restrictions may be selected automatically with the assistance of one or more processors without requiring human intervention. In some cases, some user input may be provided, but the final determination of flight restrictions may be made by one or more processors in response to the user input.

  FIG. 3 shows an example of one or more factors that can enter into the generation of a set of flight restrictions. For example, user information 310, UAV information 320, and / or geo-fencing device information 330 can enter into generation 340 of a set of flight restrictions. In some cases, only user information is considered, only UAV information is considered, only geofencing information is considered, only remote control information is considered, or any number or combination of these factors is Are considered in the generation of the set.

  Additional factors can be considered in generating a set of flight restrictions. These include information about the local environment (eg, environmental complexity, urban vs. rural, traffic information, climate information), one or more third-party sources (eg, government agencies such as the FAA). Source, information on time, priority from user input, or any other factors.

  In some embodiments, the set of flight restrictions for a particular terrain (eg, assigned volume, assigned area) is the same regardless of user information, UAV information, geo-fencing device information, or any other information. You may. For example, all users may receive the same set of flight restrictions. In another case, all UAVs may receive the same set of flight restrictions.

  Alternatively, the set of flight restrictions for a particular terrain (eg, assigned volume, assigned area) may be different based on user information, UAV information, and / or geo-fencing device information. As described elsewhere herein, user information can include information specific to individual users (eg, user flight history, records of previous user flights), and / or Type (eg, user's technical category, user's experience category) may be included. As described elsewhere herein, UAV information may include information specific to individual UAVs (eg, UAV flight history, maintenance or accident records, unique serial numbers), and And / or UAV type (eg, UAV type, characteristics).

  The set of flight restrictions may be generated based on a user identifier indicating a user type. A system for controlling an unmanned aerial vehicle (UAV) may be provided. The system includes a first communication module and one or more processors operably coupled to the first communication module, individually or collectively, a first communication module or a second communication module. Receiving a user identifier indicative of a user type, generating a set of flight restrictions for the UAV based on the user identifier, and flying to the UAV using the first or second communication module. A processor configured to transmit the set of restrictions.

  A method for controlling an unmanned aerial vehicle (UAV) receives a user identifier indicating a user type and, with the assistance of one or more processors, generates a set of flight restrictions for the UAV based on the user identifier. And transmitting a set of flight restrictions to the UAV with the assistance of a communication module. Similarly, a non-transitory computer readable medium may be provided that includes program instructions for controlling an unmanned aerial vehicle (UAV), wherein the computer readable medium includes program instructions for receiving a user identifier indicating a user type. And program instructions for generating a set of flight restrictions for the UAV based on the user identifier, and program instructions for generating a signal for transmitting the set of flight restrictions to the UAV with the assistance of a communication module. And

  The UAV includes one or more propulsion units that cause the UAV to fly, a communication module configured to receive one or more flight commands from a remote user, and a flight control transmitted to the one or more propulsion units. A flight control unit configured to generate a signal, wherein the flight control signal is generated according to a set of flight restrictions for the UAV, wherein the flight restriction is generated based on a user identifier indicating a user type of the remote user. Is done.

  As described elsewhere herein, a user type may have any characteristics. For example, the user type indicates the level of experience of the user in operating the UAV, the level of training or certification of the user in operating the UAV, or the class of the user in operating one or more types of UAVs. You may. A user identifier can uniquely identify a user from other users. The user identifier can be received from a remote controller that is remote to the UAV.

  The set of flight restrictions is generated by selecting a set of flight restrictions from the plurality of sets of flight restrictions based on the user identifier. The set of flight restrictions is generated by an aviation control system that is not onboard the UAV. The UAV can communicate with the aviation control system via a direct communication channel. The UAV can communicate with the aviation control system by being relayed through a user or a remote controller operated by the user. A UAV can communicate with an aircraft control system by being relayed through one or more other UAVs.

  The set of flight restrictions may be generated based on a UAV identifier indicating the UAV type. A system for controlling an unmanned aerial vehicle (UAV) may be provided. The system includes a first communication module and one or more processors operably coupled to the first communication module, individually or collectively, a first communication module or a second communication module. Receiving a UAV identifier indicating the UAV type, generating a set of flight restrictions for the UAV based on the UAV identifier, and flying to the UAV using the first communication module or the second communication module. A processor configured to transmit the set of restrictions.

  In some embodiments, a method for controlling an unmanned aerial vehicle (UAV) includes receiving a UAV identifier indicating a UAV type, and with the assistance of one or more processors, based on the UAV identifier, for the UAV. Generating a set of flight restrictions and transmitting the set of flight restrictions to the UAV with the assistance of a communication module. Similarly, a non-transitory computer readable medium may be provided that includes program instructions for controlling an unmanned aerial vehicle (UAV), wherein the computer readable medium includes program instructions for receiving a UAV identifier indicating a UAV type. And program instructions for generating a set of flight restrictions for the UAV based on the UAV identifier, and program instructions for generating a signal for transmitting the set of flight restrictions to the UAV with the assistance of a communication module. And

  One or more propulsion units that cause the UAV to fly, a communication module configured to receive one or more flight commands from a remote user, and a flight control signal communicated to the one or more propulsion units An unmanned aerial vehicle (UAV) including a flight control unit configured to generate a flight control signal according to a set of flight restrictions for the UAV, wherein the flight restrictions are controlled by the remote user's UAV. It is generated based on the UAV identifier indicating the type.

  As described elsewhere herein, UAV types may have any properties. For example, a UAV type may indicate a UAV type, a UAV performance capability, or a UAV payload. The UAV identifier can uniquely identify the UAV from other UAVs. The user identifier can be received from a remote controller that is remote to the UAV.

  The set of flight restrictions may be generated based on including one or more additional factors, for example, as described elsewhere herein. For example, environmental conditions may be considered. For example, if the complexity of the environment is high, further restrictions may be imposed, while if the complexity of the environment is low, fewer restrictions may be imposed. If the population density is high, further restrictions may be imposed, while if the matter density is low, less restrictions may be imposed. If the degree of traffic (eg, air traffic or traffic running on the ground) is high, further restrictions may be imposed, while if the degree of traffic is low, less restrictions may be imposed. In some embodiments, if the environmental climate is at an extreme temperature, is a strong wind, includes rainfall, or is likely to be lightning, the environmental climate is at a milder temperature, More restrictions may be given than when there is less, no rainfall, or less or no chance of lightning.

  The set of flight restrictions is generated by selecting a set of flight restrictions from the plurality of sets of flight restrictions based on the UAV identifier. The set of flight restrictions is generated by an aviation control system that is not onboard the UAV. The UAV can communicate with the aviation control system via a direct communication channel. The UAV can communicate with the aviation control system by being relayed through a user or a remote controller operated by the user. A UAV can communicate with an aircraft control system by being relayed through one or more other UAVs.

  As mentioned above, various types of flight restrictions can be provided in a set of flight restrictions. Flight restrictions may be UAV or user specific, or need not be UAV and / or user specific.

  FIG. 7 shows a diagram of a scenario that combines several types of flight restrictions. Various regions can be provided. A boundary may be provided to define an area. The set of flight restrictions may affect one or more regions (eg, airspace over an area of a two-dimensional surface, or airspace volume). The set of flight restrictions may include one or more rules associated with one or more zones.

  In one example, a flight control zone 710 may be provided, a communication control zone 720 may be provided, and a load control zone 730 may be provided. A load and communication regulation zone 750 and a non-regulation zone 760 may be provided. Zones may have boundaries of any shape or dimension. For example, a zone may have a regular shape, such as a circle, oval, ellipse, square, rectangle, any type of quadrilateral, triangle, pentagon, hexagon, octagon, band, curvature, etc. Good. Zones may have an irregular shape, which may include convex or concave components.

  The flight restriction zone 710 may impose one or more rules regarding UAV placement or movement. Flight control zones can impose flight response measures that can affect the flight of the UAV. For example, a UAV may only be able to fly at altitudes between the lower altitude limit and the upper altitude limit while within the flight restricted zone, while flight restrictions are imposed outside the restricted flight zone.

  The load restriction zone 720 may impose one or more rules regarding the operation or positioning of the UAV load. The load restriction zone can impose flight response measures that can affect the UAV load. For example, a UAV may not be able to capture images using the image capture device load while in the load restriction zone, while no load restrictions are imposed outside the load restriction zone.

  The communication restriction zone 730 can impose one or more rules on the operation of the communicator of the UAV. The communication control zone may impose flight response measures that affect the operation of the communicator of the UAV. For example, a UAV may not be able to capture images while in a traffic restricted zone, but may receive flight control signals, while no load restrictions are imposed outside the load restricted zone. .

  The load and communication restricted zone 750 may impose one or more rules regarding the operation / positioning of the UAV load and the communicator of the UAV. For example, the UAV may not be able to store the images captured by the image capture device payload while being within the payload and communication restrictions, and may be able to stream or transmit images away from the UAV. Although not possible, no payload restrictions are imposed outside of the payload and communication restrictions.

  One or more non-regulated zones may be provided. An unregulated zone may be outside one or more boundaries, or may be within one or more boundaries. While in the non-regulated zone, the user can maintain control over the UAV without automatically activating one or more flight response measures. The user may be able to operate the UAV freely within the physical limitations of the UAV.

  One or more zones may overlap. For example, the flight restriction zone may overlap with the communication restriction zone (715). In another example, the communication restriction zone may overlap with the load restriction zone (725). In another example, the flight restriction zone may overlap with the load restriction zone (735). In some cases, the flight restriction zone, the communication restriction zone, and the load restriction zone may all overlap (740).

  If the conflict zones overlap, rules from multiple zones can persist in place. For example, both flight restrictions and communication restrictions may persist in place in overlapping zones. In some cases, rules from multiple zones can persist in place as long as they do not conflict with each other.

  If there is a conflict between rules, various rule responses may be imposed. For example, the most restrictive set of rules may apply. For example, if the first zone requires the UAV to fly below 400 feet altitude and the second zone requires the UAV to fly below 200 feet, then in the overlapping zones: Rules regarding flying below 200 feet may apply. This may include combining and matching sets of rules to form the most restrictive set. For example, a first zone requires a UAV to fly above 100 feet and below 400 feet, and a second zone requires a UAV to fly above 50 feet and below 200 feet. If so, the UAV can fly between 100 feet and 200 feet while in the overlapping zone, utilizing the lower flight limit from the first zone and the upper flight limit from the second zone.

  In another case, zones may be provided with a hierarchy. Rules from higher zones in the hierarchy may be applied preferentially, albeit somewhat more restrictively than rules in lower zones in the hierarchy. The hierarchy can be ordered according to the type of regulation. For example, a UAV's positional flight restrictions may be ranked higher than communications restrictions, which may be ranked higher than load restrictions. In another example, rules regarding whether a UAV is not allowed to fly in a particular zone may outweigh other restrictions on that zone. The hierarchy may be pre-selected or pre-entered into the hierarchy. In some cases, a user establishing a set of rules for a zone can indicate which zone is higher in the hierarchy than other zones. For example, the first zone may require that the UAV fly below 400 feet and turn off the load. The second zone may require that the UAV fly below 200 feet and have no load restrictions. If the first zone is higher in the hierarchy, the rules from the first zone may be imposed without imposing any rules from the second zone. For example, a UAV may fly below 400 feet and turn off the load. If the second zone is higher in the hierarchy, the rules from the second zone may be imposed without any rules from the first zone being imposed. For example, a UAV may fly below 200 feet and have no load restrictions.

  As described above, a set of flight restrictions can impose different types of rules on a UAV while the UAV is in a zone. This may include restricting the use of the load based on the location of the UAV, or restricting wireless communication based on the location of the UAV.

  Aspects of the invention may be directed to a UAV load control system, the method comprising: a first communication module and one or more processors operably coupled to the first communication module, each processor comprising: Or, collectively, a processor configured to generate, using the first communication module or the second communication module, one or more UAV operation signals that cause an operation of a load according to a load use parameter. And

  A method for constraining the use of a UAV load on a UAV, the method comprising: receiving a signal indicating a position dependent load use parameter; and with the assistance of one or more processors. Generating one or more UAV operation signals that cause operation of the load in accordance with the load usage parameters. Similarly, a non-transitory computer readable medium can be provided that includes program instructions for constraining use of a load to a UAV, wherein the computer readable medium includes location dependent load use parameters. And a program instruction for generating one or more UAV operation signals that cause operation of the load according to the load usage parameters.

  According to an embodiment of the present system, the UAV communicates with the load, a communication module configured to receive one or more load commands from a remote user, and the load or a support mechanism that supports the load. A flight control unit configured to generate a load control signal to be generated, wherein the load control signal is generated according to one or more UAV operation signals, wherein the UAV operation signal is a position-dependent load control signal. It is generated based on the object use parameter.

  The load usage parameters may limit the use of the load at one or more predetermined locations. As described above, the load may be an image capture device, and the load usage parameters may limit the image capture device at one or more predetermined locations. The load usage parameters can limit the recording of one or more images using the image capture device at one or more predetermined locations. The load usage parameters may limit transmission of one or more images using the image capture device at one or more predetermined locations. In other embodiments, the load may be a voice capture device, and the load usage parameters limit operation of the voice capture device at one or more predetermined locations.

  Alternatively or in combination, the load usage parameters may permit use of the load at one or more predetermined locations. If the load is an image capture device, the load usage parameters may permit operation of the image capture device at one or more predetermined locations. The load usage parameters may permit recording of one or more images using the image capture device at one or more predetermined locations. The load usage parameters may permit transmission of one or more images using the image capture device at one or more predetermined locations. The load may be a voice capture device, and the load usage parameters may permit operation of the voice capture device at one or more predetermined locations.

  Further, the one or more processors, individually or collectively, receive a signal indicating the location of the UAV using the first communication module or the second communication module and make the location of the UAV location dependent. The UAV may be configured to determine whether the UAV is located at a location that restricts or permits operation of the load as compared to the load usage parameters. The location may be a flight restricted zone. The flight restricted zone may be determined by the regulator. A restricted flight zone is a predetermined distance from an airport, public meetinghouse, state property, military property, school, private house, power plant, or any other area that may be designated as a restricted flight zone. May be inside. The location may remain fixed for an extended period of time or may change over time.

  A signal indicating a location-dependent load use parameter may be received from the control entity. The controlling entity is a regulator, an international organization, or a legal entity, or any other type of controlling entity as described elsewhere herein. The controlling entity may be a global institution, such as any of the institutions and organizations described elsewhere herein. The controlling entity may be a source that is not mounted on the UAV or is mounted on the UAV. The controlling entity may be an aviation control system that is not onboard the UAV, or any other part of an authentication system that is not onboard the UAV. The controlling entity may be a database, which may be stored in the UAV's memory or stored off-board in the UAV. The database may be configured to be updatable. The controlling entity may be a transmitting device located in a place where the operation of the load is restricted or permitted. In some cases, the controlling entity may be a geo-fencing device, as described elsewhere herein. In some embodiments, a signal based on a user identifier indicating the user of the UAV and / or a UAV identifier indicating the UAV type may be transmitted.

  Aspects of the invention may be directed to a UAV communication control system, comprising a first communication module and one or more processors operably coupled to the first communication module, individually or collectively. And using the first communication module or the second communication module to receive a signal indicating a location-dependent communication usage parameter and to cause one or more of the UAV communication units to operate in response to the communication usage parameter. A processor configured to generate a UAV operation signal.

  Further, a method is provided for constraining wireless communication to a UAV, receiving a signal indicative of a location-dependent communication usage parameter and, with the assistance of one or more processors, configuring a communication unit responsive to the communication usage parameter. Generating one or more UAV operation signals that cause an operation. Similarly, a non-transitory computer readable medium can be provided that includes program instructions for restricting wireless communication to an unmanned aerial vehicle (UAV), wherein the computer readable medium is a signal that indicates location-dependent communication usage parameters. And generating program instructions for generating one or more UAV operation signals that cause operation of the communication unit according to the communication usage parameters.

  Further aspects of the invention include a communication unit configured to receive or transmit wireless communication, and a flight control configured to generate a communication control signal communicated to the communication unit to cause operation of the communication unit. The communication control signal is generated according to one or more UAV operation signals, and the UAV operation signal is generated based on location-dependent communication usage parameters.

  The communication usage parameters can limit the use of wireless communication at one or more predetermined locations. Wireless communication may be direct communication. Wireless communications may include radio frequency communications, WiFi communications, Bluetooth® communications, or infrared communications. The wireless communication may be an indirect communication. Wireless communication may include 3G, 4G, or LTE communication. The use of communication may be limited by disallowing any wireless communication. Communication may be restricted by allowing the use of wireless communication only within selected frequency bands. The use of communication may be restricted by allowing use of wireless communication only if it does not interfere with higher priority communication. In some cases, other existing wireless communications may have a higher priority than UAV communications. For example, if the UAV is flying in the vicinity, various wireless communications taking place in the vicinity may be considered to be of higher priority. In some cases, certain types of communications may be considered to be higher quality communications, such as emergency services communications, government or official communications, medical device or service communications, and the like. Alternatively or in combination, the communication usage parameters may permit the use of wireless communication at one or more predetermined locations. For example, to a certain extent, indirect communication may be allowed while direct communication is not allowed.

  Further, the one or more processors, individually or collectively, receive a signal indicating the location of the UAV using the first communication module or the second communication module and make the location of the UAV location dependent. The UAV may be configured to determine whether the UAV is located at a location that restricts or permits operation of the communication unit, as compared with the communication usage parameter. The location may be a zone where communication is restricted. The zone of restricted communication may be determined by a regulator or by an individual. The restricted flight zone is within a predetermined distance from an airport, public meetinghouse, state property, military property, school, power plant, or any other area that may be designated as a restricted flight zone. There may be. The location may remain fixed for an extended period of time or may change over time.

  The location may depend on existing wireless communication within a range. For example, if the operation of the communication unit interferes with one or more existing wireless communications within a certain range, the range may be identified as a communication restricted range. The operation of the UAV communication unit conforming to the communication use parameters can reduce electromagnetic interference or voice interference. For example, if nearby electronic devices are used, certain operations of the UAV communicator may interfere with them, for example, with their wireless signals. The operation of the UAV communication unit according to the communication usage parameters can reduce or eliminate interference. For example, the operation of the UAV communication unit within a limited frequency band does not have a risk of interfering with the operation or communication of peripheral electronic devices. In another case, by stopping the operation of the UAV communication unit within a certain range, it is possible to prevent interference with the operation or communication of peripheral electronic devices.

  A signal indicating a location-dependent communication usage parameter can be received from the controlling entity. The controlling entity is a regulator, an international organization, or a legal entity, or any other type of controlling entity as described elsewhere herein. The controlling entity may be a global institution, such as any of the institutions and / or organizations described elsewhere herein. The control entity may be a source that is not mounted on the UAV or is mounted on the UAV. The controlling entity may be an aviation control system that is not onboard the UAV, or any other part of an authentication system that is not onboard the UAV. The controlling entity may be a database, which may be stored in the UAV's memory or stored off-board in the UAV. The database may be configured to be updatable. The controlling entity may be a transmitting device located in a place where the operation of the load is restricted or permitted. In some cases, the controlling entity may be a geo-fencing device, as described elsewhere herein. In some embodiments, a signal based on a user identifier indicating the user of the UAV and / or a UAV identifier indicating the UAV type may be transmitted.

Identification Module The UAV may include one or more propulsion units that can propel the UAV. In some cases, the propulsion unit may include a rotor assembly, which may include one or more motors that drive rotation of one or more buckets. The UAV may be a multi-motor UAV that may include multiple rotor assemblies. The rotor blades can provide propulsion, eg, lift, to the UAV when rotating. The various buckets of the UAV may rotate at the same speed or at different speeds. The motion of the bucket can be used to control the flight of the UAV. The motion of the blades can be used to control takeoff and / or landing of the UAV. The operation of the rotor blades can be used to control UAV maneuvers in airspace.

  The UAV may include a flight control unit. The flight control unit can generate one or more signals that can control the operation of the rotor assembly. The flight control unit can generate one or more signals that control the operation of one or more motors of the rotor assembly, which in turn can affect the speed of rotation of the bucket. The flight control unit can receive data from one or more sensors. Data from the sensors can be used to generate one or more flight control signals to the rotor assembly. Examples of sensors may include, but are not limited to, GPS units, inertial sensors, vision sensors, ultrasonic sensors, thermal sensors, magnetometers, or other types of sensors. The flight control unit can receive data from the communication unit. The data from the communication unit may include a command from the user. Commands from the user can be entered via the remote controller and can be sent to the UAV. The data from the communicator and / or the sensor may include detection of the geofencing device or information transmitted from the geofencing device. The data from the communicator can be used to generate one or more flight control signals for the rotor assembly.

  In some embodiments, the flight control unit can control other functions of the UAV instead of or in addition to flight. The flight control unit may control the operation of the load onboard the UAV. For example, the load may be an image capture device, and the flight control unit may control the operation of the image capture device. The flight control unit can control the positioning of the onboard load on the UAV. For example, the support mechanism can support a load, for example, an image capture device. The flight control unit can control the operation of the support mechanism to control the positioning of the load. The flight control unit can control the operation of one or more sensors onboard the UAV. This may include any of the sensors described elsewhere herein. The flight control unit may control UAV communication, UAV navigation, UAV power usage, or any other function onboard the UAV.

  FIG. 4 shows an example of a flight control unit according to an embodiment of the present invention. The flight control module 400 may include an identification module 410, one or more processors 420, and one or more communication modules 430. In some embodiments, the flight control module of the UAV includes a circuit board that may include one or more chips, for example, one or more identification chips, one or more processor chips, and / or one or more communication chips. Can be included.

  Identification module 410 may be UAV specific. The identification module is capable of uniquely identifying and differentiating a UAV from other UAVs. The identification information module may include a UAV identifier and a key of the UAV.

  The UAV identifier stored in the identification module may not be able to be changed. The UAV identifier may be stored in the identification module in an unchanging state. The identification module may be a hardware component that stores the unique UAV identifier for the UAV in a manner that prevents the user from changing the unique identifier.

  The UAV key may be configured to provide UAV authentication verification. UAV keys may be specific to UAVs. The UAV key may be an alphanumeric string that may be unique to the UAV, and may be stored in the identification module. The UAV key may be randomly generated.

  The UAV may be authenticated and the operation of the UAV may be permitted using a combination of the UAV identifier and the UAV key. The UAV identifier and UAV key may be authenticated using an authentication center. The authentication center may not be mounted on the UAV. The authentication center may be part of an authentication system as described elsewhere herein (eg, authentication center 220 of FIG. 2).

  The UAV identifier and UAV key may be issued by an ID registration database (eg, ID registration module 210 of FIG. 2) as described elsewhere herein. The ID registration database may not be mounted on the UAV. The identification module may be configured to receive the UAV identifier and the UAV key once, and not change any after the initial reception. Thus, the UAV identifier and UAV key may be immutable once determined. In another example, the UAV identifier and key may be fixed once received and may not need to be rewritten. Alternatively, the UAV identifier and UAV key can be modified only by the authorized party. A general operator of the UAV may not be able to change or modify the UAV identifier and the UAV key in the identification module.

  In some cases, the ID registration database may issue the identification module itself, which may be manufactured in a UAV. The ID registration database may issue the identifiers prior to or in parallel with the manufacture of the UAV. The ID registration database can issue the identifier before the UAV is sold or distributed.

  The identification module may be implemented as a USIM. The identification module may be a memory that can be written only once. Optionally, the identification module may not be externally readable.

  The identification module 410 may not be able to be separated from the flight control unit 400. The identification module cannot be removed from other parts of the flight control unit without compromising the function of the flight control unit. The identification module cannot be removed from the rest of the flight control unit manually without assistance. Individuals cannot manually remove the identification module from the flight control unit.

  The UAV may include a flight control unit configured to control operation of the UAV, and an identification module incorporated in the flight control unit, wherein the identification module uniquely identifies the UAV from other UAVs. . A method of identifying a UAV may be provided, wherein the method controls operation of the UAV using a flight control unit, and identifies the UAV using an identification module incorporated in the flight control unit. From the UAV of the U.S.A.

  The identification module may be physically joined or attached to the flight control unit. The identification module may be integrated in the flight control unit. For example, the identification module may be a chip welded on the circuit board of the row control unit. Various physical techniques may be used to prevent the identification module from being disconnected from other parts of the flight control unit.

  System-in-Package (SIP) technology may be used. For example, a multi-functional chip including a processor, a communication module, and / or an identification module may be incorporated into a single package, thereby performing a full function. If the identification module is split, other modules in the package will be destroyed, resulting in the UAV becoming unusable.

  FIG. 5 shows a further example of a flight control unit 500 according to an embodiment of the present invention. A feasible configuration utilizing SIP technology is illustrated. The identification module 510 and the processor 520 can be packaged on the same chip. The identification module is not disconnected from the processor, and any attempt to remove the identification module will result in the processor being removed or damaged, which may result in damage to the flight control unit. . The identification module may be integrated with one or more other components of the flight control unit in one package of the same chip. In another example, the identification module can be packaged on the same chip as the communication module 530. In some cases, the identification module, processor, and communication module may all be packaged in one chip.

  A chip-on-board (COB) package may be used. The bare chip can be bonded to the wiring board using a conductive or non-conductive adhesive. Wire bonding can then be performed to achieve their electrical connection, also known as soft encapsulation. The identification module may be welded on the circuit board of the flight control unit. After packaging of the COB, the identification module, once welded on the circuit board, cannot be totally removed. Attempts to physically remove the identification module may result in damage to the circuit board or other parts of the flight control unit.

  Software can be used to ensure that the identification module is inseparable from the rest of the UAV's flight control unit. For example, each UAV can be implemented with a version of software corresponding to its identification module. In other words, there can be a one-to-one correspondence between software versions and identification modules. The software version may be specific or substantially specific to the UAV. Normal operation of the software may require obtaining a UAV key stored in the identification module. Software versions cannot operate without a corresponding UAV key. If the identification module is changed or removed, the UAV software can no longer operate properly.

  In some embodiments, the identification module can be issued by the controlling entity. The controlling entity may be the entity that identifies the UAV or exercises some form of authority over the UAV. In some cases, the controlling entity may be a government agency or a government-licensed operator. The government may be a central government, a state / local government, a city hall, or any form of local authority. The controlling entity is a government agency, such as the Federal Aviation Administration (FAA), the Federal Trade Commission (FTC), the Federal Communication Commission (FCC), telecommunications information. Department (National Telecommunication and information Administration (NTIA)), Department of Transportation (DoT), or Department of Defense (DoD). The control subject may be a regulator. The controlling entity may be a national or international organization or legal entity. The controlling entity may be a UAV manufacturer or a UAV seller.

  FIG. 6 shows an example of a flight control unit that tracks the identification of a chip on the flight control unit according to an embodiment of the present invention. Flight control unit 600 may include identification module 610 and one or more other chips (eg, chip 1620, chip 2630,...). The identification module may have a unique UAV identifier 612, a chip record 614, and one or more processors 616.

  The identification module 610 may be inseparable from other parts of the flight control unit 600. Alternatively, the identification module may be removable from the flight control unit. The identification module can uniquely identify the UAV from other UAVs through the unique UAV identifier 612.

  The identification module may include a chip record 614 that may store a record of one or more surrounding chips 620, 630. Examples of other chips may include one or more processing chips, communication chips, or any other type of chip. The chip record may be any type of data about one or more surrounding chips, for example, the type (eg, model) of the surrounding chip, information about the chip manufacturer, the serial number of the chip, the performance characteristics of the chip, or any information about the chip. Other data can be stored. The record may be specific to a particular chip, may be specific to a specific chip type, and / or may include parameters that are not necessarily specific to the chip or chip type. The chip record may be a memory unit.

  When the UAV is started, the identification module can begin a self-test, which can collect information about the surrounding chips and compare the collected information with the information stored in the chip record. The comparison can be performed using one or more processors 616 of the identification module. The identification module can check whether the surrounding chip is consistent with the internal chip record, thereby distinguishing whether it has been implanted. For example, if during the self-test the information currently collected matches the initial chip record, then it is likely that the identification module has not been implanted. During the self-test procedure, if the information currently collected does not match the initial chip record, then it is likely that the identification module has been implanted. An indication that the identification module has been implanted, or an indication that an implant has occurred, may be provided to a user or another device. For example, if the initial chip record does not match the surrounding chip information during a self-test, an alert can be sent to the user device or to the controlling entity.

  In some embodiments, the chip record information cannot be changed. The chip record information may be a memory that can be written only once. The chip record may include information about one or more surrounding chips that was collected only after the UAV was turned on. Information about surrounding chips may be physically embedded in the chip record. Information about the surrounding chip may be provided by the manufacturer and incorporated into the chip record. In some cases, the chip record may not be externally readable.

  In an alternative embodiment, the chip record information can be changed. The chip record information can be updated each time a self-test procedure is performed. For example, information about surrounding chips can be used to replace or supplement existing records for surrounding chips. A comparison may be made between the initial chip record and the chip information gathered during the self test. If no change is detected, then it is likely that the identification module has not been ported. If a change is detected, then it is likely that the identification module has been ported. Similarly, an indication that a transplant has taken place may be provided.

  For example, the initial chip record may include a record indicating two surrounding chips, one indicating model X with serial number ABCD123 and the other indicating model Y with serial number DCBA321. A self-test procedure may be performed. During the self-test procedure, information may be gathered about the surrounding chips and may show two chips, one with model X with serial number 12345FG and the other with model S with serial number HIJK987. The inconsistency of the data may provide a high probability that the identification module has been implanted. The initial identification module that records the model X with the serial number 12345FG and the model S with the serial number HIJK987 on the chip record may be removed. The initial identification module may have been replaced by a new identification module taken from a different UAV, in which case the flight control unit of the different UAV replaces the chip with model X with serial number ABCD123 and model Y with serial number DCBA321. Have. The initial chip record may include a record of the surrounding chip from the UAV, originating from the initial manufacturer or configuration of the UAV, originating from a previous operation of the UAV. In any case, it can indicate that the identification module has been ported to the UAV due to an initial manufacturer or configuration, or due to previous operation.

  Accordingly, a UAV may be provided that includes a flight control unit configured to control the operation of the UAV, the flight control unit including an identification module and a chip, wherein the identification module (1) converts the UAV to another UAV. And (3) comprising an initial record of the chip, and (3) collecting information about the chip subsequent to including the initial record of the chip, wherein the identification module comprises: And the identification module is configured to provide an alert if the information gathered about the chip does not match the initial recording of the chip. .

  A method of identifying a UAV is to control the operation of the UAV using a flight control unit, the flight control unit including an identification module and a chip, and using the identification module to separate the UAV from another UAV. Unique identification, wherein the identification module includes an initial record of the chip, gathers information about the chip following inclusion of the initial record of the chip, and uses the identification module to identify the chip. Includes going through a self-test procedure by comparing the gathered information with the chip's initial record, and providing an alert if the information gathered about the chip does not match the chip's initial record be able to.

  The chip record may be an integral part of the identification module. The chip record may not be detachable from other parts of the identification module. In some cases, the chip record cannot be removed from the identification module without damaging the identification module and / or the flight control unit or other parts.

  The self-test may be performed automatically without any user input. The self-test procedure may be started automatically when the UAV is powered up. For example, once the UAV is turned on, a self-test procedure may be performed. The self-test procedure may be started automatically when the UAV begins flying. The self-test procedure may be performed automatically when the UAV is powered down. The self-test procedure may be performed automatically (eg, at regular or irregular time intervals) automatically during operation of the UAV. Also, the self-test procedure may be performed in response to a detected event or in response to user input.

  In some embodiments, an authentication system may be involved in issuing the identification module. The authentication system can issue a physical identification module or data that can be provided to the identification module. The ID registration module and / or the authentication center may be involved in issuing the identification module. The control agency may be involved in implementing the authentication system. The controlling entity may be involved in issuing the identification module. The controlling entity may be a particular government agency or government-licensed operator, or any other type of controlling entity as described elsewhere herein.

  To prevent the UAV from being illegitimately re-equipped (eg, by a new identification module or a new identifier), an authentication system (eg, an authentication center) requires that the UAV be reviewed periodically. can do. Once the UAV has been qualified and no tampering has been detected, the authentication process can continue. The authentication process can uniquely identify the UAV and confirm that the UAV is the actual UAV identified by the identifier.

Identification for Operation UAV users may be uniquely identified. A user may be uniquely identified with the aid of a user identifier. A user identifier can uniquely identify a user and differentiate the user from other users. The user may be a UAV operator. The user may be the individual controlling the UAV. The user may control the flight of the UAV, control the operation of the load, and / or control the placement of the UAV, control the communication of the UAV, and control one or more sensors of the UAV. May control the navigation of the UAV, control the power usage of the UAV, or control any other function of the UAV.

  UAVs may be uniquely identified. A UAV may be identified with the help of a UAV identifier. A UAV identifier can uniquely identify a UAV and differentiate the UAV from other UAVs.

  In some cases, the user may be authorized to operate the UAV. One or more individual users may need to be identified before they can operate the UAV. In some cases, all users may be authorized to operate the UAV when identified. Optionally, only a selected group of users may be authorized to operate the UAV when identified. Some users may not be permitted to operate the UAV.

  FIG. 8 illustrates a process for considering whether a user is authorized to operate a UAV before allowing the user to operate the UAV. The process may include receiving a user identifier (810) and receiving a UAV identifier (820). A determination may be made as to whether the user is authorized to operate the UAV (830). If the user is not authorized to operate the UAV, the user is not allowed to operate the UAV (840). If the user is authorized to operate the UAV, the user is authorized to operate the UAV (850).

  A user identifier may be received (810). The user identifier may be received from a remote controller. The user identifier may be received from a user input. The user identifier may be retrieved from memory based on a user input. Optionally, the user input can be provided on a remote control or another device. The user may log in or go through any authentication procedure in providing the user identifier. The user may manually enter the user identifier. The user identifier may be stored on the user device. The user identifier may be stored from memory without requiring the user to manually enter the user identifier.

  A UAV identifier may be received (820). The user identifier may be received from the UAV. The UAV identifier may be received from a user input. The UAV identifier may be retrieved from memory based on a user input. Optionally, the user input can be provided on a remote control or another device. The user may log in or go through any authentication procedure in providing the UAV identifier. Alternatively, the UAV may automatically go through a self-identification or self-authentication procedure. The UAV identifier may be stored on the UAV or on the user device. The UAV identifier may be stored from memory without requiring the user to manually enter the UAV identifier. The UAV identifier may be stored in a UAV identification module. Optionally, the UAV identifier for the UAV may be immutable.

  The UAV may broadcast a UAV identifier during operation. The UAV identifier may be broadcast continuously. Alternatively, the UAV identifier may be broadcast on request. The UAV identifier may be broadcast on request of an airline control system that is not on the UAV, an authentication system that is not on the UAV, or any other device. The UAV identifier may be broadcast if the communication between the UAV and the flight control system can be encrypted or authenticated. In some cases, the UAV identifier may be broadcast in response to an event. For example, a UAV identifier may be automatically broadcast when the UAV is turned on. The UAV identifier may be broadcast during an initialization procedure. The UAV identifier may be broadcast during the authentication procedure. Optionally, the UAV identifier may be broadcast via a wireless signal (eg, a wireless, optical, or acoustic signal). The identifier may be broadcast using direct communication. Alternatively, the identifier may be broadcast using indirect communication.

  The user identifier and / or UAV identifier may be received by an authentication system. The user identifier and / or UAV identifier may be received at an authentication center of the authentication system or at an air control system. The user identifier and / or UAV identifier may be received by a UAV and / or UAV remote controller. The user identifier and / or UAV identifier may be received at one or more processors that may determine whether the user is authorized to operate the UAV.

  With the assistance of one or more processors, a determination (830) may be made as to whether the user is authorized to operate the UAV. The determination may be made onboard the UAV or offboard the UAV. The determination may be made on-board to the user's remote controller or off-board to the user's remote controller. The determination may be made on a device separate from the UAV and / or the remote controller. In some cases, a determination may be made at a component of the authentication system. The determination may be made at the authentication center of the authentication system (eg, the authentication center 220 illustrated in FIG. 2) or the aviation control system of the authentication system (eg, the aviation control system 230 illustrated in FIG. 2).

  The determination may be made in an apparatus or system that can generate one or more sets of flight restrictions. For example, the determination may be made in an aviation control system that may generate a set of one or more flight restrictions according to which the UAV is operated. The set of one or more flight restrictions may depend on the location of the UAV or any other factors related to the UAV. One or more sets of flight restrictions may be generated based on the user identifier and / or the UAV identifier.

  The user identifier and the UAV identifier may be considered when determining whether the user is authorized to operate the UAV. In some cases, only the user identifier and the UAV identifier may be considered. Alternatively, further information may be considered. Information about the user may be associated with the user identifier. For example, information about a user type (eg, proficiency, experience level, certification, license, training) may be associated with a user identifier. The user's flight history (eg, where the user has flown, the type of UAV that the user has flown, whether the user has experienced any accident) may be associated with the user identifier. Information about a UAV may be associated with a UAV identifier. For example, UAV type information (eg, model, manufacturer, characteristics, performance parameters, difficulty of operation) may be associated with a UAV identifier. UAV flight history (eg, locations where the UAV has flown, users who have interacted with the UAV in the past) may be associated with a UAV identifier. Information associated with the user identifier and / or UAV identifier may be considered in determining whether the user is authorized to operate the UAV. In some cases, additional factors may be considered, such as geographical, temporal, environmental, or any other type of factor.

  Optionally, only a single user is authorized to operate the corresponding UAV. A one-to-one correspondence may be provided between the licensed user and the corresponding UAV. Alternatively, multiple users may be licensed to operate the UAV. A many-to-one correspondence may be provided between the licensed user and the corresponding UAV. The user may only be permitted to operate a single corresponding UAV. Alternatively, the user may be authorized to operate multiple UAVs. A one-to-many correspondence may be provided between the licensed user and a plurality of corresponding UAVs. Multiple users may be licensed to operate multiple corresponding UAVs. A many-to-many correspondence may be provided between an authorized user and a number of corresponding UAVs.

  In some cases, the user may be pre-registered to operate the UAV. For example, only users pre-registered to operate the UAV may be permitted to operate the UAV. The user may be a registered UAV owner. When a user purchases or receives a UAV, the user may be registered as an owner and / or operator of the UAV. In some cases, multiple users may be able to be registered as owners and / or UAV operators. Alternatively, only a single user may be able to be registered as owner and / or operator of the UAV. A single user may be able to designate one or more other users authorized to operate the UAV. In some cases, only a user having a user identifier registered to operate the UAV may be permitted to operate the UAV. One or more registration databases may store information about registered users who are authorized to operate the UAV. The registration database may be on the UAV or not on the UAV. The user identifier may be compared to information in the registration database, and the user may only be allowed to operate the UAV if the user identifier matches a user identifier associated with the UAV in the registration database. Good. The registration database may be UAV specific. For example, a first user may be pre-registered to operate UAV1, but may not be pre-registered to operate UAV2. The user may then be allowed to operate UAV1, but may not be pre-registered to operate UAV2. In some cases, the registration database may be specific to the type of UAV (eg, all UAVs of a particular model).

  In another example, the registration database may be open regardless of the UAV. For example, a user can be pre-registered as a UAV operator. The user can be allowed to fly any UAV if those particular UAVs do not have any other requirements for licensing.

  Alternatively, the UAV may default to allowing all users to operate the UAV. All users may be permitted to operate the UAV. In some cases, all users who are not on the “blacklist” may be permitted to operate the UAV. Thus, when determining whether a user is authorized to operate a UAV, the user can be authorized to operate the UAV unless the user is on the blacklist. One or more blacklist databases may store information about users who are not authorized to operate the UAV. The blacklist database can store user identifiers of users who are not authorized to operate the UAV. The blacklist database may or may not be included in the UAV. The user identifier may be compared to information in a blacklist database, and if the user identifier does not match a user identifier in the blacklist database, the user may only be allowed to operate the UAV. Blacklisting may be specific to a UAV or a type of UAV. For example, a user may be blacklisted for a first UAV flight, but not blacklisted for a second UAV. Blacklist registration may be specific to UAV types. For example, the user may not be allowed to fly a particular module UAV, while the user is allowed to fly another model UAV. Alternatively, blacklisting need not be specific to UAVs or UAV types. Blacklist registration may be applicable to all UAVs. For example, if the user is prohibited from operating any UAV, the user may not be permitted to operate the UAV regardless of the UAV identification information or type, and the user may not be allowed to operate the UAV. is there.

  Pre-registration or blacklisting may be further applied to other factors in addition to the UAV or UAV type. For example, pre-registration or blacklisting may apply to a particular location or jurisdiction. For example, a user may be pre-registered to operate a UAV in a first jurisdiction, while not pre-registered to operate a UAV in a second jurisdiction. This may or may not depend on the identity or type of the UAV itself. In another example, pre-registration or blacklisting may apply to specific climatic conditions. For example, if the wind speed exceeds 30 miles per hour, the user may be blacklisted from operating the UAV. In another example, other environmental conditions, such as environmental complexity, population density, or air traffic may be considered.

  Further consideration as to whether the user is authorized to operate the UAV may depend on the user type. For example, in determining whether a user is permitted to operate a UAV, the skill or experience level of the user may be considered. Information about the user, eg, user type, may be associated with the user identifier. When considering whether a user is authorized to operate a UAV, information about the user, such as the user type, may be considered. In one example, a user may be permitted to operate a UAV only if the user satisfies a threshold proficiency. For example, a user may be authorized to operate a UAV if the user has undergone training for a UAV flight. In another example, a user may be authorized to operate a UAV if the user has proven that they have certain flying skills. In another example, a user may be permitted to operate a UAV only if the user meets a threshold experience level. For example, a user may be permitted to operate a UAV if the user has reached at least a certain threshold number of unit hours of flight. In some cases, the threshold number may apply to the time unit for a flight for any UAV, only UAVs of a type that matches the UAV. Information about the user may include demographic information about the user. For example, a user may be permitted to operate a UAV only when the user has reached a threshold age (eg, is an adult). Information about the user and / or UAV may be derived and considered with the assistance of one or more processors in determining whether the user is authorized to operate the UAV. In determining whether the user is authorized to operate the UAV, one or more considerations may be made according to the non-transitory computer readable medium.

  As described above, additional factors, such as geographic, time, or environmental factors, may be considered in determining whether a user is authorized to operate a UAV. For example, only some users may be licensed to operate the UAV at night, while other users may be licensed to operate the UAV only during the day. In one example, a user undergoing night flight training may be authorized to operate the UAV both during the day and at night, while a user indicating that no night flight training has been performed may only use the UAV during the day. Operation may be permitted.

  In some cases, different modes of UAV licensing may be provided. For example, in the pre-registration mode, only pre-registered users may be allowed to fly the UAV. In open mode, all users may be licensed to fly the UAV. In the skills-based mode, only users exhibiting a certain level of proficiency or experience may be allowed to fly the UAV. In some cases, a single mode may be provided for user permission. In another example, the user may be to switch between modes of user operation. For example, the UAV owner may switch the permission mode in which the UAV functions. In some cases, other factors, such as the location, time, air traffic level, and environmental conditions of the UAV, may determine the licensed mode in which the UAV operates. For example, if the environmental conditions are very windy or difficult to fly, the UAV may automatically allow only users licensed in the skill mode to fly the UAV.

  If the user is not authorized to operate the UAV, the user is not allowed to operate the UAV (840). In some cases, this may result in the UAV not responding to commands from the user and / or the user's remote controller. The user may not be able to fly the UAV or control the flight of the UAV. The user may not be able to control any other components of the UAV, such as loads, support mechanisms, sensors, communicators, navigation units, or power units. The user may or may not be able to power on the UAV. In some cases, the user can power on the UAV, but the UAV may not respond to the user. Optionally, if the user is not authorized, the UAV may power itself off. In some cases, the user may be provided with an alert or message that the user is not authorized to operate the UAV. The reason the user has not been granted may or may not be provided. Optionally, the second user may be provided with an alert or message that the user is not authorized to operate the UAV or that an attempt has been made by the user to operate the UAV. The second user may be an owner or a UAV operator. The second user may be an individual authorized to operate the UAV. The second user may be an individual exercising control of the UAV.

  In some alternative embodiments, if the user is not authorized to operate the UAV, the user may be allowed to operate the UAV only in a restricted manner. This may include geographical restrictions, time restrictions, speed restrictions, and restrictions on the use of one or more additional components (eg, loads, support mechanisms, sensors, communicators, navigation units, power units, etc.). . This may include the mode of operation. In one example, if the user is not authorized to operate the UAV, the user cannot operate the UAV at the selected location. In another example, if the user is not authorized to operate the UAV, the user can operate the UAV only at selected locations.

  If the user is authorized to operate the UAV, the user may be authorized to operate the UAV (850). The UAV may respond to commands from the user and / or the user's remote controller. The user may be able to control the flight of the UAV, or any other component of the UAV. The user can manually control the UAV through user input via a remote controller. In some cases, the UAV can automatically override user input to comply with a set of flight restrictions. The set of flight restrictions may be predetermined or may be received on the fly. In some cases, one or more geo-fencing devices may be used to set or provide a set of flight restrictions.

  Aspects of the invention can be directed to a method of operating a UAV. The method includes receiving a UAV identifier that uniquely identifies a UAV from another UAV, receiving a user identifier that uniquely identifies a user from another user, and with the assistance of one or more processors. Assessing whether the user identified by the user identifier is authorized to operate the UAV identified by the UAV identifier; and, if the user is authorized to operate the UAV, Operations may be permitted. Similarly, a non-transitory computer readable medium can be provided that includes program instructions for operating a UAV, wherein the computer readable medium receives a UAV identifier that uniquely identifies the UAV from other UAVs. Instructions for receiving a user identifier that uniquely identifies a user from another user, and permitting the user identified by the user identifier to operate the UAV identified by the UAV identifier. Program instructions for assessing whether or not the user is operating the UAV, and program instructions for permitting the user to operate the UAV if the user is authorized to operate the UAV.

  Additionally, a UAV licensing system can be provided, the UAV licensing system comprising a first communication module and one or more processors operably coupled to the first communication module, individually or Collectively, receive a UAV identifier that uniquely identifies a UAV from another UAV, receive a user identifier that uniquely identifies a user from another user, and use the UAV identifier to identify a user identified by the user identifier. Assessing whether the user is authorized to operate the UAV and transmitting a signal for permitting the user to operate the UAV if the user is authorized to operate the UAV; And a processor. An unmanned aerial vehicle (UAV) licensing module receives a UAV identifier that uniquely identifies the UAV from another UAV, receives a user identifier that uniquely identifies a user from another user, and identifies a user identified by the user identifier. Assesses whether the user is authorized to operate the UAV identified by the UAV identifier, and if the user is authorized to operate the UAV, sends a signal to permit the user to operate the UAV. One or more processors may be configured individually or collectively as described above.

  The second user may be able to take over control of the UAV from the first user. In some cases, both the first user and the second user may be permitted to operate the UAV. Alternatively, only the second user is authorized to operate the UAV. The first user may be permitted to operate the UAV in a more restricted manner than the second user. The second user may be licensed to operate the UAV in a less restrictive manner than the first user. One or more operating levels may be provided. A higher operation level may indicate a priority at which the user can operate the vehicle. For example, a user with a higher operation level may have a higher priority in operating the UAV than a user with a lower operation level. In some cases, a higher operational level user may be able to take over control of the UAV from a lower operational level user. The second user may have a higher operation level than the first user. Optionally, a higher operation level user may be permitted to operate the UAV in a less restrictive manner than a lower operation level user. Optionally, lower operating level users may be permitted to operate the UAV in a more restricted manner than higher operating level users. If the user is authorized to operate the UV and is at a higher operation level than the first user, the operation of the UAV may be displaced by the second user from the first user.

  Operation of the UAV by the second user may be permitted when the UAV authenticates the second user's privileges to operate the UAV. Authentication may be performed with the aid of a digital signature and / or digital certificate that verifies the identity of the second user. Authentication of the second user and / or the first user may be performed using any authentication procedure as described elsewhere herein.

  In some embodiments, the second user that can take over control may be part of an emergency service. For example, the second user may be a member of a law enforcement agency, a fire department, a medical facility, or a disaster relief agency. The second user may be an electronic police. In some cases, the second user may be a member of a government agency, for example, an agency that can regulate air traffic or other types of traffic. The second user may be an operator of the flight control system. The user may be a member or an administrator of the authentication system. The second user may be a member of the defense army or para-defence army. For example, the second user may be an Air Force, Coast Guard, National Guard, China Armed Police Force (CAPF), or any other type of defense army or equivalent in any jurisdiction in the world. It may be a member.

  The first user may be notified when taking over control from the second user. For example, an alert or message may be provided to a first user. The alert or message may be provided via the first user's remote control. The alert may be displayed visibly or may be audible or tactile to be recognizable. In some embodiments, the second user may make a request to take over control of the UAV from the first user. The first user can choose to accept or reject the request. Alternatively, the second user may be able to take over control without requiring acceptance or permission from the first user. In some embodiments, there is some time between when the first user is alerted that the second user has taken over control and when the second user has taken over control. There may be a time lag. Alternatively, there may be little or no time lag, so that the second user can take over immediately. The second user may attempt to take over control, 1 minute, 30 seconds, 15 seconds, 10 seconds, 5 seconds, 3 seconds, 2 seconds, 1 second, 0.5 seconds, 0.1 seconds, Within 0.05 seconds, or less than 0.01 seconds, it may be possible to take over control.

  The second user can take over control from the first user in response to any scenario. In some embodiments, a second user can take over control when the UAV enters a restricted area. Control may be returned to the first user when the UAV leaves the restricted area. A second user can operate the UAV while the UAV is within the restricted area. In another case, the second user may be able to take over control of the UAV at any time. In some cases, when a security or security threat is identified, the second user may be able to take over control of the UAV. For example, if it is detected that the UAV is heading on a course that collides with the aircraft, the second user may be able to take over control to avoid colliding with the aircraft. .

Authentication UAV users can be authenticated. A user can be uniquely identified with the aid of a user identifier. The user identifier may be authenticated to verify that the user is in fact the user associated with the user identifier. For example, if a user self-identifies using a user identifier associated with Bob Smith, the user will be authenticated to confirm that the user is in fact Bob Smith. Can be.

The UAV can be authenticated. UAVs can be uniquely identified with the help of UAV identifiers. The UAV identifier may be authenticated to verify that the UAV is in fact a UAV associated with the UAV identifier. For example, if UAV is UAV
Upon self-identification using the user identifier associated with the ABCD 1234, the UAV can be authenticated to confirm that the UAV is in fact a UAV ABCD 1234.

  In some cases, the user may be authorized to operate the UAV. One or more individual users may need to be identified before they can operate the UAV. In order to allow the user to operate the UAV, the user's identity may need to be authenticated as being an individual user. Before the user identification information is authenticated and the user is allowed to operate the UAV, it is necessary to confirm that the authenticated identification information is authorized to operate the UAV.

  FIG. 9 illustrates a process for determining whether to allow a user to operate a UAV according to an embodiment of the present invention. The process may include authenticating the user (910) and authenticating the UAV (920). If the user does not clear the authentication process, the user may not be allowed to operate the UAV (940). If the UAV does not clear the authentication process, the user may not be allowed to operate the UAV (940). A determination may be made whether the user is authorized to operate the UAV (930). If the user is not authorized to operate the UAV, the user may not be subsequently permitted to operate the UAV (940). Once the user has cleared the authentication process, the user may be allowed to operate the UAV (950). Once the UAV clears the authentication process, the user may be allowed to operate the UAV (950). Once the user is authorized to operate the UAV, the user can be authorized to operate the UAV (950). In some cases, both the user and the UAV must clear the authentication process before the user is allowed to operate the UAV (950). Optionally, both the user and the UAV must clear the authentication process, and the user must be authorized to operate the UAV before the user is allowed to operate the UAV ( 950).

  In some cases, permission to operate a UAV may be granted in any situation, or may be granted only within one or more assigned volumes or regions. For example, the user / UAV may need to clear the authentication to operate the UAV anyway. In other examples, the user may be able to normally operate the UAV, but may need to be authenticated to operate the UAV within a selected airspace, eg, a restricted range. .

  Aspects of the invention may be directed to a method of operating a UAV, wherein the method is recognizing UAV identification information, wherein the UAV identification information is uniquely distinguishable from other UAVs. And authenticating the user's identity, such that the user's identity is uniquely distinguishable from other users, and with the assistance of one or more processors, the user can identify the UAV. Assessing whether you are authorized to operate, and allowing the user to operate the UAV when the user is authorized to operate the UAV and both the UAV and the user are authenticated. Similarly, a non-transitory computer readable medium containing program instructions for operating a UAV may be provided, wherein the computer readable medium is a program instruction for recognizing UAV identification information, And a program instruction for authenticating the user's identification information, wherein the identification information of the user is uniquely distinguishable from other UAVs. A program instruction for assessing whether the user is authorized to operate the UAV with the assistance of one or more processors, and a user instruction permitted to operate the UAV; And program instructions to allow the user to operate the UAV when both are authenticated.

  Also, the systems and methods provided herein can include a UAV authentication system, wherein the first communication module and one or more processors operably coupled to the first communication module. , Individually or collectively, authenticating UAV identification information, wherein UAV identification information can be uniquely distinguished from other UAVs, and user identification information is authenticated, Is uniquely distinguishable from other users, assesses whether the user is authorized to operate the UAV, is authorized to operate the UAV, and both the UAV and the user are authenticated. And a processor configured to send a signal to allow the user to operate the UAV when done. The UAV authentication module individually or collectively authenticates UAV identification information. UAV identification information can be uniquely distinguished from other UAVs, and user authentication information is authenticated. Thus, the user's identification information is uniquely distinguishable from other users, the user is authorized to operate the UAV, and the user is allowed to operate the UAV when both the UAV and the user are authenticated. May include one or more processors configured to transmit signals.

  The user identifier and / or UAV identifier may be collected in any manner as described elsewhere herein. For example, a UAV may broadcast its identity in a continuous manner or as needed during a flight. For example, if a supervisory instruction is received from an air control system (eg, a police officer) or if the communication between the UAV and the air control system is to be encrypted and authenticated, the UAV will: A user identifier can be broadcast. The broadcast of the identification information may be implemented in various ways, for example, a wireless signal, an optical signal, an acoustic signal, or any other type of direct or indirect communication method as described elsewhere herein be able to.

  The user and / or UAV can be authenticated using any technique known in the art or later developed. Further details and examples of user and / or UAV authentication are described elsewhere herein.

UAV
The UAV may be authenticated with the assistance of a UAV key. The UAV may have a unique UAV identifier. UAVs can be further authenticated with the help of UAV identifiers. The UAV may be authenticated using a combination of the UAV identifier and the UAV key information. The UAV identifier and / or UAV key may be provided on the UAV. The UAV identifier and / or key may be part of a UAV identification module. The identification module may be part of a UAV flight control unit. The identification module may be detachable from the flight control unit as described elsewhere herein. The UAV identifier and / or UAV key need not be removable from the UAV. The UAV need not be separated from the UAV onboard UAV identifier and UAV key. In a preferred embodiment, the UAV identifier and / or UAV key may not be erased or changed.

  A further description of UAV authentication is described elsewhere herein. Further details on how UAV authentication may be performed using UAV identifiers and / or keys are described in more detail elsewhere herein.

  According to some embodiments of the present invention, any UAV that does not have a UAV identifier and UAV key cannot be authenticated by an authentication center. If the UAV identifier or UAV key is lost, the UAV will not be able to successfully access the aviation control system and will not be able to perform any activities within the restricted flight area. In some cases, the user may not be allowed to operate the UAV at all if the UAV identification is not authenticated. Alternatively, the user may not be allowed to operate the UAV in restricted airspace, but may be allowed to operate the UAV in other areas. Any illegal activity of such UAVs may be thwarted and punished.

  Under some specific circumstances, the UAV and the user may initiate a direct flight mission without authentication. For example, if a communication connection cannot be established between the UAV, the user, and the authentication center, the user may still be allowed to start a mission. In some cases, during a mission, once a communication connection is established, authentication of the user and / or UAV may occur. If the user and / or UAV do not clear the authentication, then a response can be taken. For example, a UAV may land after a predetermined period. In another case, the UAV may return to the start of the flight. If the user and / or UAV has cleared the authentication, the user may then be able to continue operation of the UAV without interruption. In some cases, no authentication of the user and / or UAV is performed even if a communication connection is established during the mission.

  If the mission has already been started without authentication, authentication may take place after the mission. Flight response measures may or may not be taken, depending on whether the certification has been cleared. Alternatively, no authentication is performed after the mission when authentication can be performed. During the mission, a determination may be made whether to proceed with the authentication based on any number of factors. For example, one or more environmental conditions may be considered. For example, environmental climate, terrain, population density, air or surface traffic, environmental complexity, or any other environmental condition may be considered. For example, a UAV may be able to determine that it is located in a city or suburb (eg, with the help of GPS and maps), and if in a suburb, no authentication is required. You may. Thus, authentication may be required when the population density is high, and may not be required when the population density is low. If the population density exceeds the population density threshold, authentication may be required. In other cases, authentication may be required at high air traffic densities and may not be required at low air traffic densities. When the air traffic density exceeds the threshold, authentication may be required. Similarly, authentication may be required when the complexity of the environment is high (e.g., a larger number or higher density of surrounding objects) and may not be required when the complexity of the environment is low. Is also good. Authentication may be required when the complexity of the environment exceeds a threshold. In determining whether authentication is required, other types of factors may be considered, such as geography, time, and any other factors described elsewhere herein.

  If the UAV flies without authentication, its flight capabilities may be limited. UAV flight may be restricted according to a set of flight restrictions. The set of flight restrictions may include one or more rules that may affect the operation of the UAV. In some embodiments, if the UAV is flying without certification, the UAV may be restricted only in accordance with flight regulations; otherwise, if the UAV is certified, any set of flight regulations may be imposed. Not done. Alternatively, the UAV may be restricted according to a set of flight restrictions during normal operation, and if the UAV is not certified, an additional set of flight restrictions may be imposed. In some embodiments, the operation of the UAV may be restricted according to a set of flight restrictions, regardless of whether the UAV is certified, but the set of flight restrictions is based on whether the UAV is certified. And may require different rules. In some cases, if the UAV is not authenticated, the rules may be more restrictive. Overall, not authenticating the UAV may result in the operator of the UAV having any aspect of the UAV (eg, flight, movement or positioning of a load, support mechanisms, sensors, communications, navigation, power usage, or any According to another aspect), the degree of freedom for controlling the UAV may be reduced.

  Examples of types of UAV flight capabilities that may be restricted may include one or more of the following, or may include other types of restrictions on UAVs, as described elsewhere herein. For example, the flight distance of a UAV may be limited, for example, and must be within a user's visible range. Flight height and / or speed may be limited. Optionally, equipment mounted on the UAV (eg, a camera or other type of load) may need to temporarily suspend operation.

  Different restrictions may be applied according to the level of the user. For example, less restrictions may apply to more experienced users. For example, a more experienced or more proficient user may be allowed to perform functions that a novice user cannot. More experienced or more proficient users may be allowed to fly in areas or places where a novice user may not be allowed to fly. As described elsewhere herein, the set of flight restrictions for a UAV may be tailored to the user type and / or UAV type.

  The UAV can communicate with the authentication system. In some examples, the authentication system may have one or more of the characteristics described elsewhere herein (such as FIG. 2). The UAV can communicate with the airline control system of the authentication system. Any description of communication between the UAV and the air control system herein may apply to any communication between the UAV and any other part of the authentication system. Any description herein of communication between the UAV and the flight control system refers to communication between the UAV and any other external device or system that may assist in the safety, security, or regulation of UAV flight. May be applied.

  The UAV can communicate with the aviation control system in any manner. For example, a UAV may form a direct communication channel with an aviation control system. Examples of a direct communication channel may include a wireless connection, WiFi, WiMax, infrared, Bluetooth, or any other type of direct communication. The UAV may form an indirect communication channel with the aviation control system. Communication may be relayed via one or more intermediate devices. In one example, the communication can be relayed via a user and / or a user device, such as a remote controller. Alternatively, or in addition, communication may be relayed via a single or multiple other UAVs. Communication may be relayed via a ground station, router, tower, or satellite. A UAV may communicate using one or many of the methods described herein. Any communication method may be combined. In some cases, different modes of communication may be used simultaneously. Alternatively or additionally, the UAV may switch between different modes of communication with the UAV.

  After mutual authentication of the UAV (possibly with the user) with the authentication center (or any part of the authentication system), a secure communication connection with the aviation control system can be obtained. A secure communication connection between the UAV and the user can also be obtained. The UAV may communicate directly with a traffic monitoring server and / or one or more geo-fencing devices of an aircraft control system. The UAV can also communicate with the user and can be relayed through the user to reach an authentication center or air control system. In some embodiments, direct communication with the traffic monitoring server and / or one or more geo-fencing devices may occur only after the UAV and / or the user has been authenticated. Alternatively, direct communication may be performed even if authentication has not been performed. In some embodiments, communication between the UAV and the user may occur only after authentication of the UAV and / or the user. Alternatively, communication between the UAV and the user may occur even though the UAV and / or the user has not been authenticated.

  In some embodiments, the UAV flight plan may be pre-registered with the flight control system. For example, a user may need to specify a planned location and / or timing of a flight. The aviation control system may be able to determine whether the UAV is authorized to fly according to the flight plan. The flight plan may be thorough or rough. During flight, the UAV may be autonomously or semi-autonomously controlled to fly according to a flight plan. Alternatively, the user may have the freedom to manually control the UAV, but is required to stay within the estimated range of the flight plan. In some cases, UAV flight may be monitored, and the UAV may be forced into flight response if manual control deviates significantly from the proposed flight plan. The flight response measures may include forcing the UAV back on the course (eg, takeover of a flight by a computer or another individual), forcing the UAV to land, forcing the UAV to remain in the air, or for forcing the UAV to fly. May be forcibly returned to the starting point. In some cases, the aviation control system may determine whether the UAV is based on other UAV flight plans, currently monitored air traffic, environmental conditions, any flight restrictions in area and / or time, or any other factors. It can be determined whether or not you are authorized to fly according to the flight plan. In an alternative embodiment, pre-registration of a flight plan may not be required.

  After a secure link has been established, the UAV may apply for resources (eg, air routes and periods, or any other resources described elsewhere herein) to the traffic management module of the air traffic control system. can do. The traffic management module may manage access rights. The UAV may accept a set of flight restrictions (eg, distance, height, speed, or any other type of flight restriction described elsewhere herein) during flight. UAVs can only take off with permission. The flight plan may be recorded in traffic management.

  During the flight, the UAV may periodically report its condition to the traffic monitoring subsystem of the flight control system. The status of the UAV can be communicated to the traffic monitoring subsystem using any technique. Direct or indirect communication, such as those described elsewhere herein, may be used. External sensor data may or may not be used in determining the status of the UAV and transmitting status information to the traffic monitoring subsystem. In some examples, the UAV status information may be broadcast or relayed by a ground station or other intermediate device to the traffic management subsystem. The UAV may be overseen by the traffic management subsystem. The traffic management subsystem may communicate with the UAV using direct or indirect communication methods, such as those described elsewhere herein. If the scheduled flight changes, the UAV may submit an application to the traffic management subsystem. The application may be submitted before the UAV begins to fly, or may be made after the UAV has begun flying. Applications may be made while the UAV is in flight. Traffic management may have the ability to monitor UAV flight. The traffic management subsystem may monitor UAV flight with information from the UAV and / or from one or more sensors external to the UAV.

  The UAV may communicate with other devices during the flight, including but not limited to other UAVs or geo-fencing devices. Also, the UAV may be able to authenticate (including, but not limited to, digital signatures + digital certificates) and / or respond (eg, respond to an authenticated geo-fencing device) in flight. Good.

  The UAV may accept a control takeover from a higher level user (eg, an aircraft control system or electronic police) during a flight, as described in more detail elsewhere herein. Higher level users can take over control if privileges are authenticated by the UAV.

  After the flight, the UAV can release the utilized resources. If the response to the traffic management subsystem times out, the claimed resources can also be released. For example, the resource may be the location and / or timing of a planned UAV flight. When the flight is completed, the UAV can signal the traffic management subsystem to free resources. Alternatively, the traffic management subsystem can self-initiate the release of resources. If the UAV stops communicating with the traffic management subsystem after a predetermined period, the traffic management subsystem can self-initiate the release of resources. In some cases, at the end of the applied period (eg, if the UAV is shut down for its mission between 3:00 and 4:00 pm and after 4:00), the traffic management subsystem will The release of resources can be self-initiated.

  The UAV can respond to an authentication request and / or an identity check request. The request may come from an authentication system. In some cases, the request may come from a traffic monitoring server. The request may be made when the UAV is powered on. The request may be made when the UAV requests the resource. Prior to the flight of the UAV, a request may be made. Alternatively, the request may be made during the flight of the UAV. In some embodiments, the security-enabled UAV responds to authentication requests and / or identity verification requests from traffic monitoring servers. In some implementations, a response may be made under any circumstances, which may include an authentication failure.

  During flight, if communication between the UAV and the flight control system is interrupted and / or the connection is lost, the UAV will quickly return to a relatively limited authority flight state and return quickly. May be possible. In this way, if communication between the UAV and the flight control system is interrupted, flight response measures can be taken. In some cases, the flight response measure may be an automatic return to the starting point of the UAV. The flight response measure may be an automatic flight of the UAV to the location of the UAV user. The flight response measure may be an automatic return of the UAV to the home location, which may or may not be the starting point of the UAV flight. The flight response measure may be to land automatically. If the UAV is flying according to a pre-registered flight plan, the flight response action may be to automatically enter an autonomous flight mode.

User The user may be a UAV operator. Users can be categorized by user type. In one example, users can be categorized by their skill and / or experience level. The authentication system can issue identification information about the user. For example, an authentication center may be responsible for issuing a certificate to a user and providing a corresponding user identifier and / or user key. In some cases, the ID registration database may perform one or more of the functions. For example, the ID registration database may provide a user identifier and / or a user key.

  The user can be authenticated. User authentication may be performed using any technique known in the art or later developed. User authentication technology may be similar to UAV authentication technology or may be different.

  In one example, a user can be authenticated based on information provided by the user. The user may be authenticated based on the knowledge that the user may have. In some cases, knowledge may be known only to that user and not widely known to other users. For example, a user may be authenticated by providing an accurate username and password. The user may be authenticated by submitting a password, passphrase, typing or swiping movement, signature, or any other type of information by the user. A user may be authenticated by properly responding to one or more queries by the system. In some embodiments, a user can apply for a login name and / or password from an authentication center. The user may be able to log in with the login name and password.

  A user may be authenticated based on the user's physical characteristics. The user may be authenticated using biometric information on the UAV. For example, a user may be authenticated by submitting biometric information. For example, a user may undergo a fingerprint scan, palm print scan, iris scan, retinal scan, or scan of any other part of the user's body. The user may provide a physical sample that can be analyzed to identify the user, such as saliva, blood, cut nails, or cut hair. In some cases, DNA analysis of a sample from a user may be performed. The user may be authenticated by face recognition or walking recognition. The user may be authenticated by submitting a voiceprint. The user may submit the user's height and / or weight for analysis.

  The user may be authenticated based on a device that may be owned by the user. The user may be authenticated based on information in the memory unit and / or a memory unit that may be owned by the user. For example, a user may have a memory device issued by an authentication center, other parts of an authentication system, or any other source. The memory device may be an external memory device, such as a U disk (eg, a USB drive), an external hard drive, or any other type of memory device. In some embodiments, the external device may be connected to a user remote controller. For example, an external device such as a U disk may be physically connected to (eg, inserted / plugged into) the remote controller, or communicate with the remote controller (eg, transmit a signal that may be picked up by the remote controller). ). The device may be a physical memory storage device.

  The user may be authenticated based on information that may be storable in a memory that may be owned by the user. A separate physical memory device may or may not be used. For example, a token, such as a digitized token, may be owned by the user. The digitized token may be stored on a U disk, hard drive or other form of memory. The digitized token may be stored in the memory of the remote control. For example, a digitized token may be received by a remote controller from an authentication center, an identity registration database, or any other source. In some embodiments, the digitized token may be externally readable from a memory of the remote control. The digitized token may or may not be modifiable on the memory of the remote control.

  The user may be authenticated with the aid of an identification module, which may be provided on the remote control. The identification module may be associated with the user. The identification module may include a user identifier. In some embodiments, the identification module may include user key information. The data stored in the identification module may or may not be externally readable. The data stored in the identification module may not be arbitrarily changeable. Optionally, the identification module need not be detachable from the remote controller. Optionally, the identification cannot be removed from the remote controller without damaging the flight controller. Optionally, the identification module may be integrated in the remote control. The information in the identification module can be recorded via an authentication center. For example, the authentication center may continue to record information from the identification module of the remote controller. In one example, the user identifier and / or user key can be recorded by an authentication center.

  The user may be authenticated by going through a mutual authentication process. In some cases, the mutual authentication process may be similar to an authentication and key agreement (AKA) process. The user may be authenticated with the help of a key mounted on the user terminal used by the user to communicate with the UAV. Optionally, the terminal may be a remote controller that can send one or more command signals to the UAV. The terminal may be a display device that can show information based on data received from the UAV. Optionally, the key may be part of the identification module of the user terminal and may be integrated in the user terminal. The key may be part of the identification module of the remote control and may be integrated in the remote control. The key may be supplied by an authentication system (eg, an identity registration database of the authentication system). Further examples and details of mutual authentication of a user may be described in more detail elsewhere herein.

  In some embodiments, the user may need to have software or applications to operate the UAV. The software or application may itself be licensed as part of the user authentication process. In one example, a user may have a smartphone app that can be used to operate a UAV. The smartphone application itself may be directly licensed. If the smartphone app used by the user has been authenticated, user authentication may or may not be used further. In some cases, the authorization of the smartphone may be combined with a further user authentication step, as described in detail elsewhere herein. In some cases, permission for the smartphone app may be sufficient to authenticate the user.

  The user may be authenticated with the assistance of an authentication system. In some cases, the user may be authenticated by an authentication center of the authentication system (eg, authentication center 220 as illustrated in FIG. 2), or any other component of the authentication system.

  User authentication may be performed at any time. In some embodiments, user authentication may occur automatically when the UAV is turned on. User authentication may be performed automatically when the remote control is turned on. User authentication may be performed when the remote controller and the UAV form a communication channel. User authentication may be performed when the remote controller and / or UAV has established a communication channel with the authentication system. User authentication may be performed in response to input from a user. For example, user authentication may occur when a user attempts to log in or provides information about the user (eg, username, password, biometric information). In another example, user authentication occurs when information from a memory device (eg, a U disk) is provided to the authentication system, or when information (eg, a digitized token or key) is provided to the authentication system. Can be done. The authentication process may be driven from a user or a user device. In another example, user authentication can occur when authentication is requested from an authentication system or another external source. The authentication center of the authentication system or the flight control system may require authentication of the user. The authentication center or air control system may be requested by the user one or more times for authentication. Authentication may occur prior to the UAV flight and / or during the UAV flight. In some cases, the user may be authenticated before using the UAV to exercise flight authority. The user may be authenticated before the flight plan can be approved. The user may be authenticated before the user can take control of the UAV. The user may be authenticated before the UAV can be allowed to take off. The user may be authenticated after the connection with the authentication system has been lost and / or re-established. The user may be authenticated when one or more events or situations are detected (eg, an unusual UAV flight pattern). The user may be authenticated when a suspended unauthorized UAV takeover occurs. The user may be authenticated when a UAV interrupted communication interference occurs. The user may be authenticated when the UAV deviates from the assumed flight plan.

  Similarly, UAV authentication may be performed at any time, for example, as described above with respect to user authentication. The user and UAV authentication are performed almost simultaneously (for example, 5 minutes or less, 4 minutes or less, 3 minutes or less, 2 minutes or less, 1 minute or less, 30 seconds or less, 15 seconds or less, 10 seconds or less, 5 seconds or less, 3 seconds or less. Hereinafter, the time does not exceed 1 second, 0.5 second or less, or 0.1 second or less). User and UAV authentication may be performed under similar conditions or scenarios. Alternatively, they may be performed at different times and / or in response to different conditions or scenarios.

  Information about the user may be collected after the user has been authenticated. Information about the user may include any information described elsewhere herein. For example, the information may include a user type. The user type may include the skill and / or experience level of the user. The information may include the user's past flight data.

Authentication Center An authentication system according to an embodiment of the present invention may be provided. The authentication system can include an authentication center. Any description of the authentication center herein may apply to any component of the authentication system. Any description of the authentication system herein may apply to an external device or entity, or one or more functions of the authentication system may be performed onboard the UAV and / or onboard the remote controller. You may.

  An authentication center may be responsible for data associated with one or more users and / or UAVs. The data may include an associated user identifier, an associated user key, an associated UAV identifier, and / or an associated UAV key. The authentication center may receive the identity of the user and / or the identity of the UAV. In some embodiments, the authentication system may be responsible for one or more users and all data associated with the UAV. Alternatively, the authentication system may be responsible for a subset of all data associated with one or more users and UAVs.

  The UAV's controller (eg, the user's remote controller) and the UAV can send a login request to the aviation control system. The controller and / or UAV may send out a login request before the UAV flies. The controller and / or UAV may send out a login request before the UAV is allowed to fly. The controller and / or UAV may send out a login request when the controller and / or UAV is turned on. The controller and / or UAV may establish a connection between the controller and the UAV, or establish a connection between the controller and the external device, or establish a connection between the UAV and the external device. When established, a login request can be sent. The controller and / or UAV may send out a login request in response to the detected event or situation. The controller and / or UAV can send out a login request when the authentication command is provided. The controller and / or UAV may send out a login request when an external source (eg, authentication center) authentication command is provided from. The controller and / or UAV may initiate a login request, or the login request may be provided in response to activation from an external controller and / or UAV. The controller and / or UAV may make a request for login at a single point during a UAV session. Alternatively, the controller and / or UAV may make requests for login at any number of times during the UAV session.

  The controller and UAV are substantially simultaneously (eg, less than 5 minutes, less than 3 minutes, less than 2 minutes, less than 1 minute, less than 30 seconds, less than 15 seconds, less than 10 seconds, less than 5 seconds, less than 3 seconds relative to each other (Less than 1 second, less than 0.5 second, less than 0.1 second). Alternatively, the controller and UAV can make requests for login at different times. The controller and the UAV can make a request for login by detecting the same event or situation. For example, when a connection between the controller and the UAV is established, both the controller and the UAV may make a login request. Alternatively, the controller and UAV can make requests for login due to different events or situations. In this way, the controller and the UAV can make requests for login independently of each other. For example, a controller may make a request for login when the controller is powered on, while a UAV may make a request for login when the UAV is powered on. These events may occur at independent times.

  Any statement in the login request can apply to any type of authentication, as described elsewhere herein. For example, any statement in the login request can apply to providing a username and password. In another example, any description of the login request can be applied to triggering the AKA protocol. In another example, any description of the login request can be applied to providing the physical characteristics of the user. The login request may be an authentication process or the initiation of a request for authentication.

  After receiving a login request from a UAV user and / or UAV, the authentication system may initiate an authentication process. In some cases, the aviation control system can receive the login request and initiate an authentication process with the authentication center. Alternatively, the authentication center may receive the login request and initiate the authentication process alone. Login request information can be sent to the authentication center, and the authentication center can authenticate the identification information information. In some cases, the login request information may include a username and / or password. In some embodiments, the login information can include a user identifier, a user key, a UAV identifier, and / or a UAV key.

  The communication connection between the flight control system and the authentication center may be secure and reliable. Optionally, the aviation control system and the certification center may utilize the same processor and / or one or more of the same set of memory storage units. Alternatively, they may not. The flight control system and the authentication center may or may not utilize the same set of hardware. The aviation control system and the authentication center may or may not be co-located. In some cases, a wired connection may be provided between the aviation control system and the authentication center. Alternatively, wireless communication may be provided between the aviation control system and the authentication center. Direct communication may be provided between the aviation control system and the authentication center. Alternatively, indirect communication may be provided between the aviation control system and the authentication center. Communication between the flight control system and the authentication center may or may not traverse the network. Communication between the flight control system and the authentication center may be encrypted.

  After authentication of the user and / or UAV at the authentication center, a communication connection between the UAV and the flight control system is established. In some embodiments, both user and UAV authentication may be required. Alternatively, user authentication or UAV authentication may be sufficient. Optionally, a communication connection between the remote controller and the flight control system may be established. Alternatively or additionally, a communication connection between the remote controller and the UAV may be established. After a communication connection, such as the connection described herein, has been established, further authentication may or may not occur.

  The UAV can communicate with the aviation control system via a direct communication channel. Alternatively, the UAV can communicate with the aviation control system via an indirect communication channel. The UAV can communicate with the aviation control system by being relayed through a user or a remote controller operated by the user. A UAV can communicate with an aircraft control system by being relayed through one or more other UAVs. Any other type of communication may be provided, such as those described elsewhere herein.

  The user's remote control can communicate with the aviation control system via a direct communication channel. Alternatively, the remote controller can communicate with the aviation control system via an indirect communication channel. The remote controller can communicate with the aviation control system by being relayed through a UAV operated by the user. The remote controller can communicate with the flight control system by being relayed through one or more other UAVs. Any other type of communication may be provided, such as those described elsewhere herein. In some cases, a communication connection between the remote controller and the aviation control system may be provided. In some cases, a communication connection between the remote controller and the UAV may be sufficient. Any type of communication between the remote controller and the UAV may be provided, such as those described elsewhere herein.

  After authentication of the user and / or UAV, the UAV may be authorized to apply for resources by the traffic management module of the airline control system. In some embodiments, both user and UAV authentication may be required. Alternatively, user authentication or UAV authentication may be sufficient.

  Resources may include air routes and / or time periods. Resources may be used according to flight plans. Resources may include, in the following, detection and avoidance of auxiliary, access to one or more geofencing devices, access to a battery station, access to a refueling station, or access to a base station and / or dock. One or more. Any other resources as described elsewhere herein may be provided.

  The traffic management module of the flight control system can record one or more flight plans of the UAV. The UAV may be authorized to apply for a modification in the scheduled flight of the UAV. The UAV may be allowed to modify the UAV's flight plan before opening the flight plan. The UAV may be allowed to modify the UAV's flight plan while executing the flight plan. The traffic management module can determine whether the UAV is authorized to make the required modifications. If the UAV is allowed to make the requested correction, the flight plan may be updated to include the requested correction. If the UAV is not authorized to make the required modifications, the flight plan may not be changed. The UAV may be required to comply with the original flight plan. If the UAV deviates significantly from the flight plan (either original or updated), a flight response action may be imposed on the UAV.

  In some embodiments, after authentication of the user and / or UAV at the authentication center, a communication connection between the UAV and one or more geo-fencing devices may be established. Further details regarding the geo-fencing device are described elsewhere herein.

  After authentication of the user and / or UAV at the authentication center, a communication connection between the UAV and one or more authenticated intermediate objects can be established. The authenticated intermediate object may be another authenticated UAV, or an authenticated geo-fencing device. The authenticated intermediate object may be a base station or a station or device capable of relaying communications. The authenticated intermediate object may undergo any type of authentication process, such as those described elsewhere herein. For example, the authenticated intermediate object may have cleared authentication using the AKA process.

  It is possible to determine whether the user is permitted to operate the UAV. A determination may be made before authenticating the user and / or UAV, concurrently with authenticating the user and / or UAV, and after authenticating the user and / or UAV. If the user is not authorized to operate the UAV, the user may not be allowed to operate the UAV. If the user is not authorized to operate the UAV, the user may only be able to operate the UAV in a restricted manner. When the user is not authorized to operate the UAV, the user may only be allowed to operate the UAV at the selected location. Users who are not authorized to operate the UAV may be subject to one or more flight restrictions, such as those described elsewhere herein. In some implementations, the set of flight restrictions imposed on the user when the user is not authorized to operate the UAV may be imposed on the user when the user is authorized to operate the UAV. It may be more restrictive or stricter than regulation. A set of flight restrictions may or may not be imposed on the user when the user is authorized to operate the UAV. When the user is authorized to operate the UAV, the set of flight restrictions imposed on the user may include a null value. When the user is authorized to operate the UAV, the user may be able to operate the UAV in an unrestricted manner. Alternatively, some restrictions may apply, but may not be as strict as restrictions that may be applied to a user when the user is not authorized to operate the UAV, or may be different. Is also good.

  The set of flight restrictions may depend on the identity of the UAV and / or the identity of the user. In some cases, the set of flight restrictions may be varied depending on the identity of the UAV and / or the identity of the user. Restrictions on UAV flight may be adjusted or maintained based on the identity of the UAV. Restrictions on UAV flight may be adjusted or maintained based on the user's identity. In some embodiments, a default set of restrictions on UAV flight may be provided. Defaults may be introduced before UAV authentication and / or identification. Defaults may be introduced prior to user authentication and / or identification. Defaults may be maintained or adjusted depending on the authenticated identity of the user and / or UAV. In some cases, the default can be adjusted to a less restrictive set of flight restrictions. In another example, the default can be adjusted to a more restrictive set of flight restrictions.

  In some embodiments, if the user and / or UAV are identified and authenticated, the user can be authorized to operate the UAV. In some cases, even if the user and / or UAV are identified and authenticated, the user may not be allowed to operate the UAV. Whether the user is authorized to operate the UAV may be independent of the user and / or UAV authentication. In some cases, prior to determining whether the user is authorized to determine the user and / or UAV before determining whether the identified user is authorized to operate the identified UAV, , Identification and / or authentication may be performed.

  In some cases, only a single user is authorized to operate the UAV. Alternatively, multiple users may be licensed to operate the UAV.

  The UAV may be authenticated before the UAV is allowed to take off. The user may be authenticated before the UAV is allowed to take off. The user may be authenticated before allowing the user to exercise control over the UAV. The user may be authenticated before allowing the user to send one or more operating commands to the UAV via the user remote control.

Degree of authentication Different degrees of authentication may be performed. In some cases, a different authentication process may be performed, such as those described elsewhere herein. In some cases, a higher degree of authentication may be performed, and in other examples, a lower degree of authentication may be performed. In some embodiments, a determination may be made as to the degree or type of authentication process to receive.

  Aspects of the invention provide a method for determining a level of authentication for operation of an unmanned aerial vehicle (UAV), the method comprising receiving status information about a UAV, and using one or more processors: Assessing the degree of authentication of the UAV or the user of the UAV based on the status information; activating the authentication of the UAV or the user according to the degree of authentication; and, when the authentication of the degree is completed, the operation of the UAV by the user. Permission. Similarly, a non-transitory computer readable medium can be provided that includes program instructions for determining a level of authentication for operating an unmanned aerial vehicle (UAV), wherein the computer readable medium stores status information about the UAV. Receiving a program instruction, a program instruction for assessing the degree of UAV or UAV user authentication based on status information, a program instruction for issuing UAV or user authentication according to the degree of authentication, and the degree thereof And a program instruction for providing a signal for permitting the user to operate the UAV when the authentication degree is completed.

  An unmanned aerial vehicle (UAV) authentication system is a communication module and one or more processors operatively coupled to the communication module, individually or collectively, for receiving status information about a UAV and based on the status information. And a processor configured to assess the degree of authentication of the UAV or UAV user and to activate the UAV or user authentication according to the degree of authentication. An unmanned aerial vehicle (UAV) authentication module may be provided, wherein the unmanned aerial vehicle (UAV) authentication module individually or collectively receives status information about the UAV and, based on the status information, a user of the UAV or UAV. Includes one or more processors configured to assess the degree of authentication of the UAV or to authenticate the UAV or user according to the degree of authentication.

  A degree of authentication for the user and / or UAV may be provided. In some cases, the degree of authentication for the user may be variable. Alternatively, the degree of authentication for the user may be fixed. The degree of authentication for the UAV may be variable. Alternatively, the degree of authentication for the UAV may be fixed. In some embodiments, the degree of authentication for the user and the UAV may both be variable. Optionally, the degree of authentication for the user and the UAV may both be fixed. Alternatively, the degree of authentication for the user may be variable while the authentication for the UAV may be fixed, or the degree of authentication for the user may be fixed while the authentication for the UAV is variable. There may be.

  The degree of authentication may include not requiring any authentication for the user and / or UAV. For example, the degree of authentication may be zero. Thus, the degree of authentication may not include UAV or user authentication. The degree of authentication may include both UAV and user authentication. The degree of authentication may include authentication of the UAV without requiring authentication of the user, or may include authentication of the user without requiring authentication of the UAV.

  The degree of authentication may be selected from a plurality of options for the degree of UAV and / or user authentication. For example, for a UAV and / or a user's degree of authentication, three options may be provided (eg, a high degree of authentication, a medium degree of authentication, or a low degree of authentication). Any number of options (eg, 2 or more, 3 or more, 4 or more, 5 or more, 6 or more, 7 or more, 8 or more, 9 or more, 10 or more, 12 or more , 15 or more, 20 or more, 25 or more options). In some cases, the degree of authentication may be generated and / or determined without being selected from one or more predetermined options. The authentication degree may be generated immediately.

  A higher degree of authentication provides a higher level of confidence that the user is the user to be identified or that the UAV is a UAV to be identified as compared to a lower degree of authentication. I can do it. A higher degree of authentication provides a higher level of confidence that the user identifier matches the actual user or that the UAV identifier matches the actual UAV compared to a lower degree of authentication. I can do it. A higher degree of authentication may be a more stringent authentication process than a lower degree of authentication. A higher degree of authentication may include an additional authentication process in addition to the lower degree of authentication. For example, a lower degree of authentication may include only a username / password combination, while a higher degree of authentication may include an AKA authentication process in addition to the username / password combination. Optionally, a higher degree of authentication may require additional resources or computing power. Optionally, a higher degree of authentication may take more time.

  Any description of the degree of authentication herein can be applied to the authentication type. For example, the type of authentication to use may be selected from a number of different options. The authentication type may or may not indicate a higher degree of authentication. Depending on the context information, different types of authentication processes may be selected. For example, based on context information, a username / password combination may be used for authentication, or biometric data may be used for authentication. Depending on the situation information, biometric data authentication may be performed in addition to the AKA authentication process, or biometric data authentication may be performed in addition to the username / password. In addition, any description of the selection of the authentication degree in this specification can be applied to the selection of the authentication type.

  The degree of authentication can be assessed using the status information. The status information may include any information regarding the user, UAV, remote controller, geo-fencing device, environmental conditions, geographical conditions, timing conditions, communication or network conditions, risk to mission (eg, risk of attempted takeover or interference). Or any other type of information that may be relevant to the mission. The status information may include information provided by a user, a remote controller, a UAV, a geo-fencing device, an authentication system, an external device (eg, an external sensor, an external data source) or any other device.

  In one example, the status information may include an environmental condition. For example, the status information may include the environment in which the UAV is operated. The environment may be an environment type, for example, a rural area, a suburban area, or an urban area. When the UAV is in an urban area, a higher degree of authentication may be required than when the UAV is in a rural area. When the UAV is in an urban area, a higher degree of authentication may be required than when the UAV is in a suburban area. A higher degree of authentication may be required when the UAV is in a suburban area than when the UAV is in a rural area.

   Environmental conditions can include the population density of the environment. A higher degree of authentication may be required when the UAV is in an environment with a higher population density than when the UAV is in an environment with a lower population density. A higher degree of authentication may be required when the UAV is in an environment having a population density that meets or exceeds the population threshold, and the UAV does not exceed or exceed the population threshold. When in an environment with a lower degree of population, a lower degree of authentication may be required. Any number of population thresholds may be provided and used to determine the degree of authentication. For example, if each threshold may have been met and / or exceeded to require an increased degree of authentication, three population thresholds may be provided.

   The environmental condition may include a degree of traffic in the environment. The traffic may include air traffic and / or ground-based traffic. Surface-based traffic may include ground and / or water vehicles in the environment. A higher degree of authentication may be required when the UAV is in an environment with a higher degree of traffic than in an environment where the UAV has a lower degree of traffic. When the UAV is in an environment having a degree of traffic that meets or exceeds the traffic threshold, a higher degree of authentication may be required, and traffic where the UAV does not exceed or fall below the traffic threshold. When in an environment having a degree of authentication, a lower degree of authentication may be required. Any number of traffic thresholds may be provided and may be used to determine the degree of authentication. For example, if each threshold has been met and / or exceeded, it may be necessary to increase the degree of authentication, and five traffic thresholds may be provided.

   The environmental state may include the complexity of the environment in the environment. The complexity of the environment may indicate obstacles and / or potential safety issues within the environment. The environmental complexity can be used to represent the degree to which the environment is occupied by obstacles. Environmental complexity may be a quantitative or property measure. In some embodiments, the environmental complexity is the number of obstacles, the volume or proportion of space occupied by obstacles, the volume or proportion of space within a certain proximity to the UAV, occupied by obstacles, hindered by obstacles. Volume or ratio of unoccupied space, volume or ratio of space within a certain proximity to UAV, unobstructed by obstacles, proximity of obstacles to UAV, obstacle density (eg, number of obstacles per unit space), obstacle The determination may be based on one or more of an object type (eg, stationary or movable), a spatial arrangement of the obstacle (eg, position, orientation), a movement of the obstacle (eg, speed, acceleration), and the like. . For example, an environment with a relatively high failure density is associated with a high environmental complexity (eg, indoor environment, urban environment), while an environment with a relatively low failure density has a lower environmental complexity. Rate (eg, high altitude environment). As another example, environments where a large proportion of space is occupied by obstacles have a higher complexity, whereas environments where a large percentage of unobstructed space occupies a lower complexity. Thus, the complexity of the environment can be calculated based on the generated environmental representation. The complexity of the environment can be determined based on a three-dimensional digital representation of the environment generated using the sensor data. The three-dimensional digital representation may include a three-dimensional point cloud or occupancy grid. A higher degree of authentication may be required when the UAV is in an environment with additional environmental complexity than when the UAV is in an environment with lower environmental complexity. When the UAV is in an environment having a degree of complexity of the environment that meets or exceeds the complexity threshold of the environment, a higher degree of authentication may be required, and the UAV may be in the environment complexity threshold. A lower degree of authentication may be required when in an environment with a degree of complexity of the environment not exceeding or below. Any number of environment complexity thresholds may be provided and used to determine the degree of authentication. For example, if each threshold has been met and / or exceeded, it may be necessary to increase the degree of authentication, and two environment complexity thresholds may be provided.

   Environmental conditions may include environmental climatic conditions. Examples of climatic conditions may include, but are not limited to, temperature, rainfall, wind speed or direction, or any other climatic condition. A higher degree of certification is required when the UAV is in an environment with more severe or potentially harmful climatic conditions than when the UAV is in an environment with less severe or less harmful climatic conditions. It may be. A higher degree of authentication may be required when the UAV is in an environment that meets or exceeds the climatic threshold, and when the UAV is in an environment that does not exceed or is below the climatic threshold, A lower degree of authentication may be required. Any number of climate thresholds may be provided and may be used to determine the degree of authentication. For example, multiple climatic thresholds may be provided where each threshold may be required to increase the degree of authentication because it has been met and / or exceeded.

  The status information may include geographic information. For example, the status information may include the location of the UAV. The status information may include geographic flight restrictions on the location of the UAV. Some locations may be classified as sensitive locations. In some examples, the location may be an airport, a school, a university campus, a hospital, a military zone, a secure zone, a research facility, a judicial landmark, a power plant, a private house, a shopping mall, a meeting place, or any May include other types of locations. In some cases, locations may be categorized into one or more categories that may indicate the "confidentiality" level of the location. A higher degree of authentication may be required when the UAV is in a location with a higher degree of confidentiality than when the UAV is in a location with a lower degree of confidentiality. For example, a higher degree of authentication may be required when the UAV is in a secure military facility than when the user is in a shopping mall. If the UAV is in a location that has a degree of confidentiality that meets or exceeds the location's confidentiality threshold, the UAV determines the degree of confidentiality that does not exceed or falls below the location's confidentiality threshold. When in the possession, a higher degree of authentication may be required and a lower degree of authentication may be required. Any number of location confidentiality thresholds may be provided and used to determine the degree of authentication. For example, some location confidentiality thresholds may be provided if each authentication threshold may need to be increased because it has been met and / or exceeded.

  The status information may include time-based information. Time-based information may include time, day, day, month, quarter, season, year, or any other time-based information. In some periods, a higher degree of authentication may be required than in other periods. For example, a higher degree of authentication may be required on days of the week when there was more traffic in the past. At times when there were more traffic or accidents in the past, a higher degree of authentication may be required. In seasons with a harsher environmental climate, a higher degree of certification may be required. A higher degree of authentication may be required when the time is within one or more specific time ranges. Any number of specific time ranges may be provided and used to determine the degree of authentication. For example, ten time ranges may be provided, with different degrees or types of authentication required for each time range. In some cases, multiple types of time ranges may be weighed simultaneously during the degree of authentication. For example, the time of day and day of the week may be considered and may be weighed to determine the degree of authentication.

  The status information may include information about the user. The status information may include user identification information. The user identification information may indicate a user type. The status information may include a user type. Examples of user types may include user proficiency and / or experience. Any other user information, such as described elsewhere herein, may be used as the status information. A higher degree of authentication may be required when the user has a lower skill or experience than when the user has a higher skill or experience. If the user has a skill or experience level that meets or exceeds the skill or experience threshold, a lower degree of authentication may be required and the user may not meet or exceed the skill or experience threshold. If they have an equivalent skill or experience level, a higher degree of authentication may be required. Any number of skills or experience thresholds may be provided and used to determine the degree of authentication. For example, three skill or experience thresholds may be provided, where each threshold is met and / or exceeded, and a reduced degree of authentication may be required.

  The status information may include information on the UAV. The status information may include UAV identification information. The UAV identification information may indicate a UAV type. The status information may include a UAV type. Examples of UAV types may include UAV models. Any other UAV information as described elsewhere herein may be used as the status information. A higher degree of authentication may be required when the UAV model is more complex or difficult to maneuver than when the UAV model is simpler or easier to maneuver. . If the complexity or difficulty of the UAV model meets or exceeds the complexity or difficulty threshold, a higher degree of authentication may be required, and the complexity or difficulty of the UAV model is If less than or equal to the difficulty threshold, a lower degree of authentication may be required. Any number of complexity or difficulty thresholds may be provided and may be used to determine the degree of authentication. For example, four complexity or difficulty thresholds may be provided, where each threshold is met and / or exceeded, and an increased degree of authentication may be required.

  The status information may include the complexity of the task performed by the UAV. A UAV may include performing one or more tasks during a mission. The task may include flying along a flight path. The task may include collecting data about the UAV environment. The task may include sending data from the UAV. The tasks may include receiving, transporting, and / or placing the load. The task may include managing power onboard the UAV. The mission may include a lookout or photography mission. In some cases, task complexity may be higher if more computing or processing resources onboard the UAV are used to complete the task. In one example, the task of detecting a moving target and following the moving target by the UAV may be more complex than the task of playing pre-recorded music from the UAV's speakers. When the UAV task is more complex, a higher degree of authentication may be required than when the UAV task is simpler. If the UAV task complexity meets or exceeds the task complexity threshold, a higher degree of authentication may be required and the UAV task complexity is less than or equal to the task complexity threshold. Sometimes a lower degree of authentication may be required. Any number of task complexity thresholds may be provided and may be used to determine the degree of authentication. For example, multiple task complexity thresholds may be provided if each threshold has been met and / or exceeded, which may require an increased degree of authentication.

  The status information may include information on a surrounding communication system. For example, the presence or absence of a wireless signal in the environment may be an example of the situation information. In some cases, the possibility of affecting one or more surrounding wireless signals may be provided as context information. The number of wireless signals in the environment may or may not affect the likelihood of affecting one or more surrounding wireless signals. If more signals were provided, it may be more likely that at least one of them could be affected. The security level of the wireless signal within the environment may or may not affect the likelihood of affecting one or more surrounding wireless signals. For example, the more security the wireless signals have, the less likely they will be affected. A higher degree of authentication may be required when it is more likely to affect one or more surrounding wireless signals than when it is less likely to affect one or more surrounding wireless signals. A higher degree of authentication may be required when the likelihood of affecting one or more surrounding wireless signals meets or exceeds a communication threshold, affecting one or more surrounding wireless signals. When the likelihood of doing is less than or equal to the communication threshold, a lower degree of authentication may be required. An arbitrary number of communication thresholds may be provided, and this may be used to determine the degree of authentication. For example, multiple communication thresholds may be provided, where each threshold is met and / or exceeded, and an increased degree of authentication may be required.

  The risk of interference with the operation of the UAV may be an example of situation information. The status information may include information regarding the risk of hacking / hijacking of the UAV. Another user may attempt to take over control of the UAV in an unauthorized manner. If the risk of hacking / hijacking is higher, a higher degree of authentication may be required than if the risk of hacking / hijacking is lower. If the risk of hacking / hijacking meets or exceeds the risk threshold, a higher degree of authentication may be required, and whether the risk of hacking / hijacking falls below the risk threshold Or if it is, a lower degree of authentication may be required. Any number of risk thresholds may be provided and may be used to determine the degree of authentication. For example, multiple risk thresholds may be provided, where each threshold is met and / or exceeded, and an increased degree of authentication may be required.

  The status information may include information regarding a risk of interference with UAV communication. For example, another unauthorized user may interfere with the licensed user's communication with the UAV in an unauthorized manner. Unlicensed users may interfere with UAV commands from authorized users, which may affect UAV control. Unlicensed users may interfere with data from the UAV for the licensed user's device. If the risk of interference to UAV communication is higher, a higher degree of authentication may be required than if the risk of interference to UAV communication is lower. If the risk of interference with UAV communication meets or exceeds the risk threshold, a higher degree of authentication may be required, and whether the risk of interference with UAV communication does not meet the risk threshold Or if it is, a lower degree of authentication may be required. Any number of risk thresholds may be provided and may be used to determine the degree of authentication. For example, multiple risk thresholds may be provided, and if each threshold is met and / or exceeded, an increased degree of authentication may be required.

  The status information may include information about one or more sets of flight restrictions. The status information may include information on a degree of flight restriction in one area. This may be based on current flight restrictions or past flight restrictions. Flight restrictions can be imposed by the controlling entity. If the degree of flight restriction within the area is higher, a higher degree of authentication may be required than if the flight restriction within the area is lower. If the degree of flight restriction within the region meets or exceeds the restriction threshold, a higher degree of authentication may be required, and the degree of flight restriction within the region may be If less than or equal to, a lower degree of authentication may be required. An arbitrary number of limit thresholds may be provided, and the authentication level may be determined using the limit thresholds. For example, multiple restriction thresholds may be provided, where each threshold is met and / or exceeded, and an increased degree of authentication may be required.

  Any type of context information may be used alone or in combination when determining the degree of authentication for a user and / or UAV. The type of contextual information used may remain the same over time or may change. When multiple types of status information are assessed, they can be assessed almost simultaneously with respect to determining the degree of authentication. Multiple types of status information may be considered as equivalent factors. Alternatively, multiple types of status information may be weighted, and need not necessarily be equal factors. The type of the more weighted status information may be more relevant to the determined degree of authentication.

  The determination of the authentication level may be made onboard the UAV. The UAV can receive and / or generate status information to be used. One or more processors of the UAV may receive status information from either an external data source (eg, an authentication system) or a data source onboard the UAV (eg, sensors, clocks). In some embodiments, one or more processors may receive information from an aviation control system that is not onboard the UAV. Information from the flight control system can be assessed to determine the degree of authentication. The information from the flight control system may be contextual information or may be appended to the type of contextual information described elsewhere herein. One or more processors can make the determination using the received status information.

  The determination of the degree of authentication may be made off-board to the UAV. For example, the determination may be made by an authentication system. In some cases, an aviation control system or authentication center that is not installed on the UAV can make a determination regarding the degree of authentication. One or more processors of the authentication system are either external data sources (e.g., UAVs, external sensors, remote controllers) or data sources mounted on the authentication system (e.g., clocks, other information about the UAV). Can receive status information. In some embodiments, one or more processors can receive information from a UAV, remote controller, remote sensor, or other external device that is not included in the authentication system. One or more processors can make the determination using the received status information.

  In another case, the decision may be made onboard the user's remote control. The remote controller can receive and / or generate status information to be used. One or more processors of the remote controller may receive status information from either an external data source (eg, an authentication system) or a data source mounted on the remote controller (eg, memory, clock). it can. In some embodiments, one or more processors may receive information from an aircraft control system that is not mounted on a remote control. Information from the flight control system can be assessed to determine the degree of authentication. The information from the flight control system may be contextual information or may be appended to the type of contextual information described elsewhere herein. One or more processors can make the determination using the received status information.

  When determining the authentication level based on the situation information, any other external device may be used. A single external device may be used, or multiple external devices may be used together. Other external devices may receive status information from on-board or off-board sources. Other external devices may include one or more processors that can use the received status information to make the determination.

  FIG. 10 shows a diagram in which the level of flight control is affected by the degree of authentication according to an embodiment of the present invention. A set of flight restrictions can be generated that can affect the operation of the UAV. The set of flight restrictions may be generated based on the degree of authentication. A set of flight restrictions may be generated based on the degree of authentication completed. It may be considered whether the authentication has been successfully cleared. The degree of authentication may apply to any part of the system, for example, UAV authentication, user authentication, remote controller authentication, geo-fencing device authentication, and / or any other type of authentication.

  In some embodiments, as the degree of authentication 1010 increases, the level of flight restrictions 1020 may decrease. As higher degrees of certification are formed, concerns and need for restrictions on flight may be reduced. The degree of certification and the level of flight control can be inversely proportional. The degree of authentication and the level of flight control may be linearly proportional (eg, linearly inversely proportional). The degree of certification and the level of flight control may be exponentially proportional (eg, exponentially inversely proportional). Any other inverse relationship between the degree of certification and the level of flight control may be provided. In an alternative embodiment, the relationship may be directly proportional. The relationship may be linearly proportional, exponentially proportional, or any other relationship. The level of flight control may depend on the degree of authentication that is performed. In an alternative embodiment, the level of flight control may be independent of the degree of certification. The level of flight control may or may not be selected for the degree of certification. If the degree of authentication is lower, more restrictive flight restrictions may be created. For a higher degree of authentication, a less restrictive set of flight restrictions may be generated. The set of flight restrictions may or may not be generated based on the degree of certification.

  Aspects of the invention are directed to a method of determining a level of flight control for operating a UAV, the method including using one or more processors to assess a degree of authentication of the UAV or a user of the UAV. Issuing a UAV or user's authentication according to the degree of authentication, generating a set of flight restrictions based on the degree of authentication, and causing an operation of the UAV according to the set of flight restrictions. Similarly, embodiments of the present invention may be directed to a non-transitory computer readable medium containing program instructions for determining a level of flight control for a UAV, wherein the computer readable medium is a UAV or Program instructions for assessing the degree of authentication of a UAV user, program instructions for validating the UAV or user according to the degree of authentication, and program instructions for generating a set of flight restrictions based on the degree of authentication. And program instructions for causing operation of the UAV according to a set of flight restrictions.

  A UAV authentication system may be provided, wherein the UAV authentication system comprises a communication module and one or more processors operably coupled to the communication module, individually or collectively, a user of the UAV or UAV. And a processor configured to assess a degree of authentication of the UAV or user according to the degree of authentication, and to generate a set of flight restrictions based on the degree of authentication. The UAV authentication module, individually or collectively, assesses the degree of authentication of the UAV or UAV user, activates the UAV or user according to the degree of authentication, and generates a set of flight restrictions based on the degree of authentication. One or more processors configured as follows.

  As described elsewhere herein, the degree of authentication may include not requiring any authentication to the user and / or UAV. For example, the degree of authentication can be zero. Thus, the degree of authentication may include a lack of UAV or user authentication. The degree of authentication may include both UAV and user authentication. The degree of authentication may include authentication of the UAV without requiring authentication of the user, or may include authentication of the user without requiring authentication of the UAV.

  The degree of authentication may be selected from a plurality of options for the degree of authentication for the UAV and / or the user. For example, three options for UAV and / or user authentication may be provided (eg, high authentication degree, intermediate authentication degree, or low authentication degree). Depending on the degree of authentication, any number of options (eg, 2 or more, 3 or more, 4 or more, 5 or more, 6 or more, 7 or more, 8 or more, 9 or more, 10 or more, 12 or more , 15 or more, 20 or more, 25 or more options). In some cases, the degree of authentication may be generated and / or determined without selecting from one or more predetermined options. The authentication degree may be generated immediately. The UAV and / or the user may be authenticated according to the authentication level. UAVs and / or users may be considered authenticated if they clear the authentication process. A UAV and / or user may be considered unauthenticated if they go through an authentication process but have not cleared. For example, an identifier / key mismatch may be an example of not clearing the authentication. That the provided biometric data does not match the biometric data on the record may be another example of not clearing the authentication. Providing an incorrect login username / password combination may be a further example if the authentication process is not cleared.

  Information regarding the degree of authentication may include the level or category of authentication performed. The level of the category may be qualitative and / or quantitative. The information regarding the degree of authentication may include one or more types of authentication performed. Information regarding the degree of authentication may include data collected during authentication (eg, if authentication includes processing the biometric data, the biometric data itself may be provided).

  The set of flight restrictions may be generated based on the degree of authentication. Any description of the degree of authentication herein may be further applied to the type of authentication. The set of flight restrictions can be generated according to any technique as described elsewhere herein. For example, a set of flight restrictions is generated by selecting a set of flight restrictions from a plurality of sets of restrictions. In another example, the set of flight restrictions may be generated from scratch. The set of flight restrictions may be generated with the assistance of input from the user.

  The set of flight restrictions may be generated with the aid of one or more processors. The generation of the set of flight restrictions may be performed onboard the UAV. The UAV may receive and / or generate a degree of authentication to be used. One or more processors of the UAV may receive information related to the degree of authentication from an external data source or a data source onboard the UAV. In some embodiments, one or more processors may receive information from an aviation control system that is not onboard the UAV. Information from the flight control system may be assessed to generate a set of flight restrictions. One or more processors can make the determination using the information associated with the received degree of authentication.

  The generation of the set of flight restrictions may be performed off-board to the UAV. For example, the generation of a set of flight restrictions may be performed by an authentication system. In some cases, an aviation control system or certification center that is not on board the UAV can generate a set of flight restrictions. One or more processors of the authentication system can receive information related to the degree of authentication from either an external data source or a data source mounted on the authentication system. In some embodiments, one or more processors can receive information from a UAV, remote controller, remote sensor, or other external device that is not included in the authentication system. One or more processors can make the determination using the information associated with the received degree of authentication.

  In another case, the generation of the set of flight restrictions may be performed on-board to the user's remote control. The remote controller may receive and / or generate an authentication degree to be used. One or more processors of the remote controller can receive information related to the degree of authentication from either an external data source or a data source mounted on the remote control. In some embodiments, one or more processors can receive information from an aircraft control system that is not on a remote controller. Information from the aviation control system can be assessed to generate a set of flight restrictions. One or more processors may make the determination using information regarding the degree of authentication.

  Any other external device may be used in generating the set of flight restrictions based on the degree of authentication. A single external device may be used, or a plurality of external devices may be used together. Other external devices can receive information about the authentication level from a source that is not installed or is installed. Other external devices may include one or more processors that can make the determination using the received information about the degree of authentication.

  UAVs can be operated according to a set of flight restrictions. A UAV user can issue one or more commands that cause UAV operation. The command can be issued with the assistance of a remote controller. UAV operation can occur in accordance with a set of flight regulations. If one or more commands do not conform to the set of flight restrictions, the commands can be overridden so that the UAV continues to comply with the set of flight restrictions. When the command complies with a set of flight restrictions, it may not be necessary to skip the command and it may be possible to control the UAV without interference.

Device Identification Storage FIG. 11 shows an example of device information that can be stored in a memory according to an embodiment of the present invention. A memory storage system 1110 may be provided. Information from one or more users 1115a, 1115b, one or more user terminals 1120a, 1120b, and / or one or more UAVs 1130a, 1130b may be provided. The information may include one or more commands, an associated user identifier, an associated UAV identifier, associated timing information, and any other associated information. One or more sets of information 1140 may be stored.

  Memory storage system 1110 may include one or more memory storage units. The memory storage system may include one or more databases that can store the information described herein. The memory storage system may include a computer readable medium. For example, one or more electronic storage units may be provided, such as a memory (eg, a read-only memory, a random access memory, a flash memory) or a hard disk. A “storage” type medium may include any physical memory, such as a computer, processor, etc., or their associated modules, such as any or all of various semiconductor memories, tape devices, disk drives, etc. May provide non-temporary storage at any time for software programming. In some embodiments, the non-volatile storage medium is, for example, any optical or magnetic disk, such as any storage device in any computer or the like, such as may be used to implement a database. And so on. Volatile storage media includes dynamic memory, such as the main memory of such a computer platform. Substantial transmission media include coaxial cables, copper wire and fiber optics, including the wires that comprise a bus within a computer system. The carrier transmission medium may take the form of electrical or electromagnetic signals, or acoustic or light waves, such as those generated during radio frequency (RF) and infrared (IR) data communications. Thus, common forms of computer readable media are, for example, floppy disks, flexible disks, hard disks, magnetic tapes, any other magnetic media, CD-ROM, DVD or DVD-ROM, any other optical media, punch cards Paper, tape, any other physical storage medium with a pattern of holes, RAM, ROM, PROM and EPROM, flash EPROM, any other memory chip or cartridge, a carrier for transmitting data or instructions, such a carrier. Includes cables or links for transmission, or any other medium from which a computer can read programming code and / or data. Many of these forms of computer readable media may be involved in transmitting one or more sequences of one or more instructions to a processor for execution.

  The memory storage system may be located at a single location or may be distributed over multiple locations. In some embodiments, a memory storage system can include a single memory storage unit, or multiple memory storage units. A cloud computer infrastructure may be provided. In some cases, a peer-to-peer (P2P) memory storage system may be provided.

  The memory storage system may be provided without being mounted on the UAV. The memory storage system may be provided in a device external to the UAV. The memory storage system may be provided without being mounted on the remote controller. The memory storage system may be provided in a device external to the remote controller. The memory storage system need not be mounted on the UAV and the remote controller. The memory storage system may be part of an authentication system. The memory storage system may be part of an aviation control system. The memory storage system may include one or more memory units, which may be one or more memory units of an authentication system, for example, an aircraft control system. Alternatively, the memory storage system may be decoupled from the authentication system. The memory storage system may be owned and / or operated by the same entity as the authentication system. Alternatively, the memory storage system may be owned and / or operated by a different entity than the authentication system.

  A communication system may include one or more recording devices. One or more recording devices can receive data from any device in the communication system. For example, one or more recording devices can receive data from one or more UAVs. One or more recording devices can receive data from one or more users and / or remote controllers. One or more memory storage units can be provided via one or more recording devices. For example, one or more memory storage units may be provided via one or more recording devices that receive one or more messages from a UAV, a user, and / or a remote controller. One or more recording devices may or may not have a limited range of receiving information. For example, the recording device may be configured to receive data from a device that is in the same physical area as the recording device. For example, a first recording device can receive information from a UAV when the UAV is in a first zone, and a second recording device can receive information from the UAV when the UAV is in a second zone. Information can be received. Alternatively, the recording device has no limited range and can receive information from the device (eg, UAV, remote controller) regardless of the location of the device. The recording device may be a memory storage unit and / or may convey the gathered information to the memory storage unit.

  Information from one or more users 1115a, 1115b may be stored in a memory storage system. The information may include user identification information. Examples of user identification information may include a user identifier (eg, user ID1, user ID2, user ID3,...). The user identifier may be unique to the user. In some cases, information from the user may include information useful for identifying and / or authenticating the user. Information from one or more users may include information about the users. Information from one or more users may include one or more commands from the user (eg, command 1, command 2, command 3, command 4, command 5, command 6, ...). The one or more commands may include a command that causes operation of the UAV. UAV flight, UAV takeoff, UAV landing, UAV payload operation, UAV support mechanism operation, UAV on-board one or more sensor operations, UAV One or more communication units, one or more power units of the UAV, one or more navigation units of the UAV, and / or any function of the UAV can be controlled. Any other type of information may be provided by one or more users and may be stored in a memory storage system.

  In some embodiments, all user input may be stored in a memory storage system. Alternatively, only selected user inputs may be stored in the memory storage system. In some cases, only certain types of user input may be stored in the memory storage system. For example, in some embodiments, only user identification input and / or command information is stored in the memory storage system.

  Optionally, a user can provide information to the memory storage system with the assistance of one or more user terminals 1120a, 1120b. A user terminal may be a device capable of interacting with a user. The user terminal may be able to interact with the UAV. The user terminal may be a remote controller configured to send one or more operation commands to the UAV. The user terminal may be a display device configured to show data based on information received from the UAV. A user terminal may be capable of both sending information to the UAV and receiving information from the UAV.

  The user can provide information to the memory storage system with the assistance of any other type of device. For example, one or more computers or other devices that may have the ability to receive user input may be provided. The device may be capable of communicating user input to a memory storage device. The device may not interact with the UAV.

  User terminals 1120a, 1120b can provide information to the memory storage system. The user terminal can provide information about the user, user commands, or any other type of information. The user terminal can provide information about the user terminal itself. For example, a user terminal identification may be provided. In some cases, a user identifier and / or a user terminal identifier may be provided. Optionally, a user key and / or a user terminal key may be provided. In some examples, the user does not provide any input for the user key, but the user key information may be stored on or accessible by the user terminal. In some cases, the user key information may be stored on a physical memory of the user terminal. Alternatively, the user key information may be stored off-board (eg, on the cloud) and accessible by the user terminal. In some embodiments, a user terminal can carry a user identifier and / or an associated command.

  UAVs 1130a, 1130b can provide information to a memory storage system. UAVs can provide information about UAVs. For example, UAV identification information may be provided. Examples of UAV identification information may include UAV identifiers (eg, UAVID1, UAVID2, UAVID3,...). The UAV identifier may be unique to the UAV. In some cases, information from the UAV may include information useful for UAV identification and / or authentication. Information from one or more UAVs may include information about UAVs. Information from one or more UAVs may include one or more commands (e.g., command 1, command 2, command 3, command 4, command 5, command 6, ...) received by the UAV. The one or more commands may include a command that causes operation of the UAV. UAV flight, UAV takeoff, UAV landing, UAV payload operation, UAV support mechanism operation, UAV on-board one or more sensor operations, UAV One or more communication units, one or more power units of the UAV, one or more navigation units of the UAV, and / or any function of the UAV can be controlled. Any other type of information may be provided from one or more UAVs and may be stored in a memory storage system.

  In some embodiments, the user may be authenticated before the user related information is stored in the memory storage system. For example, the user may be authenticated before the user identifier is obtained and / or stored by the memory storage system. Thus, in some implementations, only the authenticated user identifier is stored in the memory storage system. Alternatively, the user need not be authenticated, and what is supposed to be the user identifier may be stored in the memory storage system prior to authentication. If the authentication is cleared, an indication can be made that the user identifier has been verified. If the authentication is not cleared, the user identifier may be flagged for suspicious activity, or an indication that an attempt at authentication with the user identifier has failed.

  Optionally, the UAV may be authenticated before the UAV related information is stored in the memory storage system. For example, the UAV may be authenticated before the UAV identifier is obtained and / or stored by the memory storage system. Thus, in some implementations, only the authenticated UAV identifier is stored in the memory storage system. Alternatively, the UAV need not be authenticated, and the alleged UAV identifier may be stored in the memory storage system prior to authentication. If the authentication is cleared, an indication may be made that the UAV identifier has been verified. If the authentication is not cleared, the UAV identifier may be flagged for suspicious activity or an indication that an attempt at authentication with the UAV identifier has failed.

  In some embodiments, one or more flight commands are allowed only if authorized to operate the user UAV. The user and / or UAV may or may not be authenticated prior to determining whether the user UAV is authorized to operate. The user and / or UAV may be authenticated before the user is allowed to operate the UAV. In some cases, commands in the memory storage system may be stored only if the user is authorized to operate the UAV. Commands in the memory storage system may be stored only if the user and / or UAV are authenticated.

  The memory storage unit can store one or more sets of information 1140. The set of information may include information from a user, a user terminal, and / or a UAV. The set of information may include one or more of a command, a user identifier, a UAV identifier, and / or an associated time. The user identifier may be associated with the user who issued the command. The UAV may be associated with the UAV that received and / or executed the command. The time may be the time when the command was issued and / or received. The time may be the time at which the command was stored in memory. The time may be the time at which the UAV executed the command. In some cases, a single command may be provided for a single set of information. Alternatively, multiple commands may be provided in a single set of information. The plurality of commands may include both commands issued by the user and corresponding commands received by the UAV. Alternatively, a single command may be provided, which may be recorded as issued by the user, or may be recorded as received by the UAV and / or executed by the UAV. .

  In this way, a plurality of sets of information can comprise associated commands. For example, the first set of information may be stored when the command was issued by a user. The time for the first set of information may reflect when the command was issued by the user or when the set of information was stored in the memory storage system. Optionally, the first set of information may be provided using data from the remote controller. The second set of information may be stored when the command is received by the UAV. The time for the second set of information may reflect when the command was issued by the UAV or when the set of information was stored in the memory storage system. Optionally, data from the UAV may be used to provide a second set of information based on the associated command. The time for the third set of information may reflect when the command was executed by the UAV or when the set of information was stored in the memory storage system. Optionally, data from the UAV may be used to provide a third set of information based on the associated command.

  The memory storage system can store a set of information regarding a particular interaction between the first user and the first UAV. For example, multiple commands may be issued during an exchange between a first user and a first UAV. The exchange may be the performance of a mission. In some cases, the memory storage unit may store only information relevant to a particular exchange. Alternatively, the memory storage system may be information related to multiple interactions (eg, multiple missions) between the first user and the first UAV. Optionally, the memory storage system may store the information by the user identifier. Data associated with the first user may be stored together. Alternatively, the memory storage unit may store the information according to the UAV identifier. Data associated with the first UAV may be stored together. The memory storage unit may store information according to an interaction between the user and the UAV. For example, data associated with a first UAV and a first user may be stored together. In some cases, only information about the user, the UAV, or the combination of the user and the UAV may be stored in the memory storage unit.

  Alternatively, the memory storage system may store a set of information related to interactions between multiple users and / or UAVs. The memory storage system may be a data repository that collects information from multiple users and / or UAVs. The memory storage system can store information from multiple missions, which can include different users, different UAVs, and / or combinations of different users and UAVs. In some cases, the information sets in the memory storage system may be searchable or indexable. The information set can be found or indexed according to any parameters, such as user identification information, UAV identification information, time, user and UAV combination, command type, location, or any other information. The information set may be stored according to any parameters.

  In some cases, information in the memory storage system may be analyzed. The information set can be analyzed to detect one or more patterns of behavior. The information set can be analyzed to detect one or more characteristics that may be associated with an accident or an undesirable situation. For example, if a particular user frequently crashes a UAV of a particular model, this data can be extracted. In another example, if another user tends to attempt to fly the UAV within a range where flight is not allowed according to a set of flight restrictions, such information may be extracted. Statistical analysis can be performed on the information set in the memory storage unit. Such statistical analysis may be useful for identifying trends or correlated factors. For example, it may be notified that certain UAV models may have an overall higher accident rate than other UAV models. The information set can be analyzed to determine that the UAV failure rate can be generally higher when the ambient temperature is below 5 ° C. In this manner, information in the memory storage system can be generally analyzed to gather information regarding the operation of the UAV. Such a general analysis need not be responsive to a particular event or scenario.

  Information from the memory storage system may be analyzed in response to a particular event or scenario. For example, if a UAV crash occurs, information associated with the UAV can be analyzed to further provide legal information regarding the crash. If a UAV crash occurs during the mission, the information set collected during the mission may be retrieved and analyzed together. For example, a discrepancy between an issued command and a received command may be identified. The environmental condition at the time of the crash may be analyzed. The presence or absence of other UAVs or obstacles within the range may be analyzed. In some embodiments, the information set for the UAV may be further derived from other missions. For example, in other missions, it may be detected that there has been some near miss or malfunction. Such information may be useful in determining the cause of the crash and / or any actions that need to be taken after the crash.

  The information in the information set can be used to track personalized UAV activity. For example, personalized UAV activity can be tracked using one or more commands, an associated user identifier, and an associated UAV identifier.

  The information set may store commands, user information, UAV information, timing information, location information, environmental status information, flight control information, or any detected situation. Any information may correspond to the command. For example, the geographic information may include the location of the UAV and / or remote controller at the time the command was issued. The geographic information may also indicate whether the UAV has entered a zone for the purpose of reviewing flight restrictions. The environmental condition may include one or more environmental conditions of the area. For example, when a command is issued or received, the complexity of the environment of the area around the UAV may be considered. The climate experienced by the UAV when the command was issued may be considered. The command may be issued at some point.

  The memory storage system may be updated in real time. For example, as commands are issued, received, and / or executed, they can be recorded in a memory storage system, along with any other information from the information set. This may be done in real time. The command and any related information in the information set is 10 minutes, 5 minutes, 3 minutes, 2 minutes, 1 minute, 30 seconds, 15 seconds, 10 seconds, 5 seconds, 3 seconds from issuance and / or execution of the command. , Can be stored within less than 1 second, 0.5 second, or 0.1 second. The information set can be stored or recorded in the memory storage system in any manner. These can be recorded as coming in without relating to other parameters such as user identification information, UAV identification information, or a combination of user and UAV. Alternatively, they may be recorded in relation to other parameters. For example, all information sets for the same user may be stored together. Even though not all information sets are stored together, they may be searchable and / or indexable to find the associated information. For example, if an information set for a particular user comes in at different times and was recorded with information sets from other users, the information set can be searched to find all information sets associated with the user. There may be.

  In an alternative embodiment, the memory storage system may not need to be updated in real time. The memory storage system may be updated regularly, at regular or irregular time intervals. For example, a memory storage system may be used every week, every day, every few hours, every hour, every 30 minutes, every 15 minutes, every 10 minutes, every 5 minutes, every 3 minutes, every 1 minute, every 30 minutes. It may be updated every 15 seconds, every 10 seconds, every 5 seconds, or every 1 second. In some cases, an update schedule may be provided, which may include regular or irregular update times. The update schedule may be fixed or may be changeable. In some cases, the update schedule may be changed by an operator or administrator of the memory storage system. The update schedule may be changed by an operator or administrator of the authentication system. The user of the UAV may or may not be able to change the update schedule. A UAV user may be able to change the UAV update schedule associated with the user. The user may be able to change the update schedule for a UAV that the user is authorized to operate.

  The memory storage system may be updated in response to detected events or situations. For example, a memory storage system may request or retrieve a set of information from one or more external sources (eg, remote controllers, UAVs, users) when an operator of the memory storage system requests information. In another example, the memory storage system may be capable of requesting or retrieving a set of information when a detected situation occurs, for example, a detected crash. In some cases, one or more external sources (eg, remote controller, UAV, user) may push the information set to the memory storage system. For example, if the UAV detects that the UAV is approaching a flight restricted zone, the UAV may push the information set to a memory storage system. In another example, if the remote controller or UAV recognizes that there are some interfering wireless signals, they can push the information set to the memory storage unit.

  Aspects of the invention may be directed to a method of recording the behavior of an unmanned aerial vehicle (UAV), the method comprising identifying a UAV identifier that uniquely identifies the UAV from other UAVs; Receiving a user identifier that uniquely identifies from another user, wherein the user provides, via a remote controller, one or more commands for causing operation of the UAV; Recording one or more commands, a user identifier associated with the one or more commands, and a UAV identifier associated with the one or more commands. Similarly, according to an embodiment of the present invention, a non-transitory computer readable medium including program instructions for recording the behavior of an unmanned aerial vehicle (UAV) may be provided, wherein the computer readable medium stores a user identifier. , Program instructions for associating with one or more commands from a user, wherein the user identifier uniquely identifies the user from other users and causes the user to operate the UAV via a remote controller. And a program instruction for associating a UAV identifier with one or more commands, wherein the UAV identifier uniquely identifies the UAV from other UAVs. Associated with one or more commands and a user identifier in one or more memory storage units. Including One or more and commands, the program instructions for recording one or more commands associated with UAV identifier.

  According to embodiments of the present invention, an unmanned aerial vehicle (UAV) behavior recording system may be provided. The system comprises one or more memory storage units and one or more processors operably coupled to the one or more memory storage units, individually or collectively, making a UAV unique from other UAVs. Receiving a UAV identifier that uniquely identifies the user and a user identifier that uniquely identifies the user from other users, the method comprising: Providing the above commands and recording in the one or more memory storage units one or more commands, one or more commands associated with the user identifier, and a UAV identifier associated with the one or more commands And a memory storage unit configured to:

  The memory storage system can store the information set for any period of time. In some cases, the information sets can be stored permanently until they are erased. Deletion of the information set may or may not be allowed. In some cases, only an operator or administrator of the memory storage system may be allowed to interact with data stored in the memory storage system. In some cases, only an operator of an authentication system (eg, an aviation control system, an authentication center) may be allowed to interact with data stored in the memory storage system.

  Optionally, the information set may be automatically deleted after a period of time. The period may be established in advance. For example, the information set may be automatically deleted after a predetermined period. Examples of the predetermined period are 20 years, 15 years, 12 years, 10 years, 7 years, 5 years, 4 years, 3 years, 2 years, 1 year, 9 months, 6 months, 3 months, 2 months, 1 month Including months, 4 weeks, 3 weeks, 2 weeks, 1 week, 4 days, 3 days, 2 days, 1 day, 18 hours, 12 hours, 6 hours, 3 hours, 1 hour, 30 minutes, or 10 minutes Good, but not limited to these. In some cases, the information set may be manually deleted only after a predetermined period has elapsed.

Control Takeover In some embodiments, the operation of the UAV may be compromised. In one example, a user can operate a UAV. Another user (eg, a hijacker) may attempt to take over control of the UAV in an unauthorized manner. The systems and methods described herein may allow for the detection of such attempts. Also, the systems and methods described herein may provide a response to such hijacking attempts. In some embodiments, information collected in the memory storage system can be analyzed to detect hijacks.

  FIG. 12 shows a diagram of a scenario where a hijacker is trying to take over control of a UAV, according to an embodiment of the present invention. The user 1210 can issue a user command to the UAV 1220 using the user remote controller 1215. Hijacker 1230 may issue a hijacker command to UAV 1220 using hijacker remote controller 1235. Hijacker commands may interfere with user commands.

  In some embodiments, user 1210 may be a licensed user of UAV 1220. The user may have an initial relationship with the UAV. Optionally, the user may be pre-registered with the UAV. The user may be operating the UAV before the hijacker attempts to take over control of the UAV. In some cases, if the user is a UAV licensed user, the user can operate the UAV. If the user is not a licensed user of the UAV, the user may not be permitted to operate the UAV or may operate the UAV in a more restricted manner.

  The user identification information may be authenticated. In some cases, the user identification information may be authenticated before the user operates the UAV. The user may be authenticated before, concurrently with, or subsequent to determining whether the user is a licensed UAV user. If the user is authenticated, the user can operate the UAV. If the user is not authenticated, the user may not be allowed to operate the UAV or may operate the UAV in a more restricted manner.

  The user 1210 can use the user remote controller 1215 to control the operation 1220 of the UAV. The remote control can obtain user input. The remote controller can send a user command to the UAV. User commands may be generated based on user input. User commands can control the operation of the UAV. For example, user commands can control UAV flight (eg, flight path, takeoff, landing). User commands include: one or more load operations, one or more load positions, one or more support mechanism operations, one or more sensor operations, one or more communication unit operations, one The operation of the navigation unit described above and / or the operation of one or more power supply units can be controlled.

  In some cases, user commands can be sent continuously to the UAV. Even if the user does not actively provide input at some point, commands can be sent to the UAV to keep it current or based on the latest input provided by the user. For example, if the user input includes joystick movement and the user is holding the joystick at a particular angle, a flight command may be sent to the UAV based on the joystick angle known from the previous movement. In some cases, user input may be continuously provided to the remote control, even though the user is not actively moving or has not physically changed anything. For example, if the user input includes tilting the remote controller to a particular attitude and the user does not adjust the established attitude, the user input is provided permanently based on the permanently measured attitude of the remote controller. You may. For example, if the remote controller is at angle A for an extended period of time, during that period user input may be understood as the remote controller's attitude is at angle A. A flight command indicating that the flight command in response to the remote controller is angle A may be transmitted to the UAV. User commands for the UAV may be updated in real time. User command is less than 1 minute, 30 seconds, 15 seconds, 10 seconds, 5 seconds, 3 seconds, 2 seconds, 1 second, 0.5 seconds, 0.1 seconds, 0.05 seconds, or 0.01 seconds Can reflect user input.

  Optionally, user commands need not be sent continuously to the UAV. User commands may be sent at regular or irregular intervals. For example, the user command may include hourly, every 30 minutes, every 15 minutes, every 10 minutes, every 5 minutes, every 3 minutes, every minute, every 30 seconds, every 15 seconds, every 10 seconds, every 5 seconds, every 3 seconds It may be sent every 2 seconds, every 1 second, every 0.5 seconds, or every 0.1 seconds or less. User commands may be sent according to a schedule. The schedule may or may not be changeable. User commands may be sent in response to one or more detected events or situations.

  The user command may be received by UAV 1220. If the user command received at the UAV matches the user command sent from the user remote controller 1215, the UAV may be able to operate according to the command from the user. If the issued command matches the received command, communication between the UAV and the remote controller may be operable. If the issued command matches the received command, the command may not have been dropped. In some embodiments, if the issued command does not match the received command, the command may have been dropped (eg, the communication link between the remote controller and the UAV may have been dropped). Or an interfering command may have been issued.

  The hijacker 1230 may use the hijacker remote controller 1235 to control the operation 1220 of the UAV. The remote control can get hijacker input. The remote controller can send hijacker commands to the UAV. Hijacker commands may be generated based on hijacker inputs. Hijacker commands may control the operation of the UAV. For example, hijacker commands may control UAV flight (eg, flight path, takeoff, landing). The hijacker command may include one or more load actions, one or more load locations, one or more support mechanism actions, one or more sensor actions, one or more communication unit actions, one The operation of the above navigation unit and / or the operation of one or more power supply units may be controlled.

  In some cases, hijacker commands may be sent continuously to the UAV. This can be done in a manner similar to the way user commands are continuously sent to the UAV. Alternatively, the hijacker command need not be sent continuously to the UAV. This can be done in a manner similar to the way user commands are continuously sent to the UAV. Hijacker commands may be sent at regular or irregular intervals. Hijacker commands may be sent according to a schedule. Hijacker commands may be sent in response to one or more detected events or situations.

  The hijacker command may be received by UAV 1220. When the hijacker command received at the UAV matches the hijacker command sent from the hijacker remote controller 1235, the UAV may be able to operate according to the command from the hijacker. When the issued command matches the received command, a communication link between the UAV and the hijacker remote controller may be operational. When the command received by the UAV matches the command issued by the hijacker receiving controller, the hijacker may have succeeded in taking over control of the UAV. In some cases, the hijacker may have succeeded in taking over control of the UAV when the UAV has performed one or more actions in accordance with the hijacker command. When the UAV does not perform one or more actions according to a user command, the hijacker may have succeeded in taking over the control of the UAV.

  If a hijacker command is received on the UAV, the UAV may or may not also receive the user command. In one type of hijack, the communication link between the UAV and the hijacker remote controller may interfere with the communication link between the UAV and the user remote controller. This may prevent user commands from reaching the UAV, or may be received by the UAV only in uncertain conditions. Hijacker commands may or may not be received by the UAV. In some embodiments, the hijacker connection may interfere with the user connection when the hijacker issues a command to take over control of the UAV. The UAV may only receive hijacker commands in this scenario. UAVs may operate according to hijacker commands. In another embodiment, the hijacker connection may interfere with the user connection without the hijacker necessarily sending a command to the UAV. This signal interference may be sufficient to establish a hijacking or hack of the UAV user operation. Optionally, the UAV may not receive any commands (eg, may stop receiving previously entered user commands). A UAV may have one or more default actions that occur when communication with the user is lost. For example, the UAV can park in the air in place. In another example, the UAV may return to the starting point of the mission.

  In another type of hijacking, the UAV may receive both user commands and hijacker commands. The communication link between the UAV and the hijacker remote controller does not necessarily interfere with the communication link between the UAV and the user remote controller. UAVs may operate according to hijacker commands. The UAV may choose to operate according to the hijacker command, while ignoring the user command. Alternatively, the UAV may take one or more default actions when multiple sets of commands are received by the UAV. For example, the UAV can park in the air in place. In another example, the UAV may return to the starting point of the mission.

  A hijacker may be an individual who is not authorized to operate the UAV. Hijackers can be individuals who are not pre-registered with the UAV. A hijacker may be an individual who is not authorized to take over control from the user and operate the UAV. Otherwise, the hijacker may be licensed to operate the UAV. However, if the user is already operating the UAV, the hijacker may not be permitted to interfere with the user's operation.

  The systems and methods described herein can include detecting interference with one or more commands from a user. This can include UAV hijacking. User commands may be interfered when the user command has not reached the UAV. User commands may be interfered with due to the communication connection between the UAV and the hijacker. In some cases, hijackers may attempt to disrupt the signal between the user and the UAV. Signal jamming may occur in response to hijacker communication with the UAV. Alternatively, the hijacker need not be in communication with the UAV to intercept the signal between the user and the UAV. For example, even though the hijacker device has not issued any hijacker commands, the hijacker device may broadcast signals that may interfere with the user's communication with the UAV. Even if the user commands reach their respective UAVs, the user commands may be interfered. If the UAV does not act according to the user command, the user command may be interfered. For example, a UAV may choose to act according to a hijacker command instead of a user command. Alternatively, the UAV may choose to take a default action or take no action in place of a user command.

  Hijacker commands may or may not conflict with user commands. Unauthorized communication may provide conflicting commands to the UAV and interfere with one or more commands from the user. In one example, a user command can cause a UAV to fly and a hijacker command can cause a flight in different ways. For example, a user command may instruct the UAV to turn right, while a hijacker command may instruct the UAV to move forward. The user command may instruct the UAV to rotate about the pitch axis, while the hijacker command may instruct the UAV to rotate about the yaw axis.

  In addition to detecting interference, the systems and methods herein may allow for actions to be taken in response to detected interference with one or more commands from a user. The action may include alerting the user about the interference. The action may include alerting one or more other parties (eg, an operator or administrator of the authentication system) about the interference. Actions may include one or more default actions by the UAV (eg, landing, aerial in place, returning to the starting point).

  Aspects of the invention are directed to a method of alerting a user when the operation of a UAV is compromised, the method comprising authenticating the user and causing user input to cause the operation of the UAV. Receiving one or more commands from a remote controller that receives and causes the operation of the UAV; detecting unlicensed communication that interferes with one or more commands from the user; Alerting the user about unauthorized communication. In a similar manner, a non-transitory computer readable medium can be provided that includes program instructions for alerting a user when the operation of a UAV is compromised. The computer-readable medium includes program instructions for authenticating a user to cause the operation of the UAV, and one or more commands from a remote controller for receiving user input and causing the operation of the UAV. It may include program instructions and program instructions for generating an alert provided to the user via the remote controller regarding detected unauthorized communication that interferes with one or more commands from the user.

  A UAV alert system according to an embodiment of the present invention may be provided, wherein the UAV alert system comprises a communication module and one or more processors operatively coupled to the communication module, individually or collectively. , Authenticate a user to cause UAV operation, receive one or more commands from a remote controller that receives user input and cause UAV operation, and interfere with one or more commands from the user One or more processors configured to detect unauthorized communications and generate a signal to alert a user via a remote controller regarding unauthorized communications. The UAV alert module, individually or collectively, authenticates a user to cause the operation of the UAV, receives one or more commands from a remote controller that receives user input and causes the operation of the UAV, One or more configured to detect unlicensed communication that interferes with one or more commands from and generate a signal to alert a user via a remote controller regarding unauthorized communication. A processor may be included.

  Unlicensed communications may include hijacker commands. Unlicensed communication may indicate an attempted hijack by an unauthorized user. Hijacker commands may optionally include one or more commands for controlling operation of the UAV. Unlicensed communication may indicate an attempt by an unauthorized user to interfere with a signal. Unlicensed communications that cause signal interference need not include hijacker commands to control the operation of the UAV.

  Alerts may be generated for unauthorized communications. The alert may activate the UAV for another individual (eg, an operator and / or an administrator of the authentication system, a law enforcement individual, an emergency services individual) and / or to a controlling entity. It can be provided to the trying user.

  The alert may be provided visually, audibly, and / or tactilely. For example, the alert may be provided on a display on the screen of the user remote control. For example, characters or images indicating unauthorized communication may be provided. Characters or images may be provided to indicate that interference with the user command has occurred. In another example, the alert may be provided audibly via a user remote control. The user remote control may have a speaker that can emit sound. The sound may indicate an unauthorized communication. The sound may indicate interference with a user command. The alert may be provided tactilely via a remote control. The user remote control may vibrate or pulse. Alternatively, the user remote control may be jerky, warm or cold, communicate a mild electric shock, or provide any other tactile indication. Haptic effects may indicate unauthorized communication. The haptic effect may indicate interference with a user command.

  The alert may indicate the type of communication that is not allowed. The type of unauthorized communication may be selected from one or more categories of unauthorized communication. For example, the unauthorized communication may be a competing flight command, a signal jamming communication, a competing payload operation command, or a competing communication (eg, data transmission) command. Alerts can visually differentiate different types of unauthorized communications. For example, different characters and / or images may be provided. Alerts can audibly differentiate different types of unauthorized communications. For example, different sounds may be provided. The different sounds may be different words or different tones. Alerts can tactilely differentiate different types of unauthorized communications. For example, different vibrations or pulsations may be used.

  Various methods of detecting unauthorized communication can be implemented. For example, unauthorized communication may be detected if the user identifier associated with the unauthorized communication is not authenticated or does not indicate a user authorized to interact with the UAV. For example, a hijacker may not be authenticated as a user. In some cases, a separate hijacker identifier may be extracted. The hijacker identifier may determine that the individual is not an individual authorized to operate the UAV or an individual authorized to take over control of the operation from the user. In some cases, the key information may also be used to identify a hijacker. For example, information about the hijacker key can be extracted during an identification and / or authentication process. The hijacker key may not match the user key. The hijacker may not have access to the user's key. Thus, the hijacker may be identified as not a user. Hijacker communications may be identified as not user communications. In some cases, the hijacker may not be able to create a user identifier and / or user key.

  Unauthorized communication may be detected when a comparison is made between user commands issued from a remote controller and / or between commands received on a UAV. If the user command is not received on the UAV, one or more interfering unauthorized communications may have occurred. Unlicensed communication may be detected if unlicensed communication reduces the efficiency of the communication channel between the user remote controller and the UAV. One or more incompatible commands may or may not be provided to the UAV based on unauthorized communication. For example, one or more incompatible commands may be hijacker flight commands that are incompatible with user commands. Detection may be made that the UAV has received an incompatible command. In other cases, commands that are incompatible with the UAV may not have been received, and commands that are incompatible with the UAV may not be detected by the UAV. The lack of receipt of a command issued by the user may be sufficient to indicate that unauthorized communication is interfering with the user command.

  Unauthorized communication may be detected when a comparison is made between a user command issued from the remote controller and an operation performed by the UAV. If the UAV does not operate according to the user command, one or more interfering unauthorized communications may have occurred. This may occur at a first stage where communication between the user remote controller and the UAV may take place. This may occur at a second stage where the UAV receives the command and the UAV executes the command. Examples of types of unauthorized communication in the first stage are described above. During the unauthorized communication in the second stage, a user command may be received by the UAV. However, alternative incompatible commands may also be received by the UAV. UAVs may operate according to alternative incompatible commands. A mismatch between a command issued by the user and the behavior of the UAV may indicate unauthorized communication. In another example, a UAV may receive user commands and alternative incompatible commands, but may take no action or take default action due to the nature of the conflicting commands. Lack of behavior or default behavior may result in a discrepancy between user commands and UAV behavior.

  In some cases, data from a memory storage system (eg, a memory storage system such as that illustrated in FIG. 11) may be analyzed to detect unauthorized communication. Data from one or more information sets may be analyzed. In some embodiments, the commands stored in the information sets can be compared. For example, multiple sets of information may be stored and associated with a particular interaction between a user and a UAV. The plurality of information sets may include commands issued by the remote controller, commands received by the UAV, and / or commands executed by the UAV. If the command issued by the remote controller matches the command received by the remote controller, then there is little or no risk of interference in the communication between the user remote controller and the UAV. If the command issued by the remote controller does not match the command received by the remote controller, then there is a high risk of interference in the communication between the remote controller and the UAV. The commands may not match if a different command was received by the UAV, or if no command was received by the UAV. If the command issued by the remote controller matches the command executed by the UAV, then there is little or no risk of unauthorized communication that will interfere with the user command. If the command issued by the remote controller does not match the operation of the UAV, then there is a high risk of unauthorized interference with the user command. In some cases, errors may occur in the operation of the UAV without hijacker interference. For example, a UAV may receive a user command but may not be able to execute according to the command. Commands or other data from the memory storage system can be compared to detect interference with user commands.

  In some cases, data, eg, command data, may be derived from a separate device and need not be present in the memory storage system. For example, user command data may be retrieved from a remote controller and / or command data from a UAV may be retrieved and a comparison may be made.

  A hijacker may be an individual who is not authorized to take control of the UAV from the user. However, in other examples, handover of control may be permitted, as described elsewhere herein. For example, a user with a higher priority level or higher operation level may be able to take over control. The user may be an administrative user. The user may be a member of law enforcement or an emergency service. A user may have any of the characteristics as described elsewhere herein. The UAV may react differently if the user is allowed to take over control from the original user. Any description of a licensed user herein may also apply to an autonomous or semi-autonomous system that can take over control of the UAV from the user. For example, a computer may take over control of a UAV in certain circumstances and operate the UAV according to one or more sets of code, logic, or instructions. The computer can operate the UAV according to a set of flight restrictions.

  The system may be able to distinguish between unauthorized takeovers and licensed takeovers. If takeover has been granted, the licensed user may be allowed to continue to take over control of the UAV. If takeover is not authorized, communication between the UAV and the original user can then be re-established, and communication between the UAV and the unauthorized user can be locked out and one or more individuals can be An alert may be provided, the UAV may take one or more default flight responses, and / or a licensed entity may take over control of the UAV.

  In this specification, an example of a scenario in which a licensed takeover can be performed will be described. The UAV can send out a message containing the signature. The message may include various types of information including flight control commands, UAV GPS location and / or time information. The UAV or any other information related to the operation of the UAV may be sent (eg, information about the UAV load, information about the positioning of the UAV load, information about data collected using the load, one of the UAVs). Sending information about one or more sensors, information about data collected using one or more sensors, information about UAV communications, information about UAV navigation, information about UAV power usage, or any other information Can be). In some cases, the message may be received by the aviation control system.

  If the air control system recognizes from the information sent (eg, broadcasted) by the UAV that the UAV has entered the restricted area, the air control system alerts the UAV, or The continuation of the activity in the area can be stopped. The restricted area may or may not be determined with the aid of a geo-fencing device, as described elsewhere herein. Optionally, the restricted area may be an allocated volume or space on an allocation range. The user may not be authorized to fly the UAV in a restricted area. UAVs may not be allowed to enter restricted areas. In some embodiments, no UAV is allowed to enter a restricted area. Alternatively, some UAVs may be allowed to enter a restricted area, but that area may be limited to UAVs controlled by the user.

  Alerts can be sent to the user via a communication connection between the flight control system and the user. For example, an alert may be sent to the user's remote controller with which the user is interacting. The user may be the individual operating the UAV when entering the UAV restricted area. Optionally, the alert may also be sent first to the UAV, which is then sent to the user via a communication connection between the UAV and the user. The alert may be relayed to the user using an intermediate device or a network. If the user does not interrupt the flight of an unlicensed UAV accordingly, the aviation control system may replace the UAV. The UAV may be given a period that allows the UAV to leave the restricted area. If the UAV does not leave the restricted area within the time period, the airline control system can take over control of the operation of the UAV. If the UAV continues to penetrate further into the restricted area and does not initiate a turn, the aviation control system can take over control of the operation of the UAV. Any description of a UAV entering the restricted area herein may apply to any other activity of the UAV that is not licensed under the set of flight restrictions on the UAV. For example, this may include a UAV collecting images with a camera when the UAV is in an area where photography is not allowed. Similarly, an alert can be issued to the UAV. The UAV may or may not have some time to follow before replacing the air control system.

  After initiating the process to take over control, the airline control system can use the digital signature to send remote control commands to the UAV. Such remote control commands may have a trusted digital signature and digital certificate of the airline control system, thereby protecting them from counterfeit control commands. The digital signature and digital certificate of the flight control system cannot be fake.

  The flight control unit of the UAV can recognize remote control commands from the flight control system. The priority of the remote control command of the air control system may be set to be higher than that from the user. In this way, the aviation control system can have a higher operation level than the user. These commands from the flight control system can be recorded by the certification center. Also, the original user of the UAV may be notified of a command from the aviation control system. The user may be notified that the flight control system has been superseded. The original user may or may not be able to know details of how the aviation control system is controlling the UAV. In some embodiments, the user remote control can indicate information about how the flight control system is controlling the UAV. For example, while the aviation control system is controlling the UAV, data such as UAV positioning may be shown on a remote controller in real time. Commands from the flight control system may be provided by an operator of the flight control system. For example, an aviation control system may utilize one or more administrative users with the ability to take over control of a UAV. In another example, commands from the flight control system can be provided automatically with the assistance of one or more processors without requiring human intervention. Commands may be generated according to one or more parameters with the assistance of one or more processors. For example, if a UAV enters a restricted area where the UAV is not allowed to enter, one or more processors of the flight control system may return to the UAV to exit the restricted area. Can be generated. In another example, the flight control system may create a path for the UAV to initiate a landing.

  The flight control system can guide the UAV to leave the restricted area. Thereafter, control authority may be returned to the original user. Alternatively, the aviation control system can land the UAV appropriately. In this way, licensed takeover may be possible in various scenarios. Conversely, an unauthorized takeover may be detected. As described elsewhere herein, one or more responses may be made to unauthorized takeovers. For example, a licensed entity may take over control of a UAV from an unauthorized hijacker. The flight control system may have a higher level of operation than an unlicensed hijacker. The aviation control system may be able to take over control of the UAV from an unauthorized hijacker. In some embodiments, the aviation control system may be given a higher level of operation. Alternatively, the aviation control system may be provided with a higher level of operation, while one or more government agencies may have a higher level of operation. The aviation control system may have a higher level of operation than all civilian users.

  Deviations in UAV behavior may be detected. Deviations in UAV behavior may result from one or more hijacker activities. Deviations in UAV behavior may result from malfunctioning of the UAV and / or the user's remote controller. In one example, UAV behavior may include flight. Any description of UAV flight deviations herein may refer to any other type of UAV behavior deviation, such as load behavior, load positioning, support mechanism operation, sensor operation, communication, navigation, and the like. And / or may apply to power usage deviations.

  FIG. 13 illustrates an example of a UAV flight deviation in accordance with an embodiment of the present invention. UAV 1300 may have a predicted path 1310 to go. However, the actual UAV path 1320 may be different than the predicted path. At some point, the predicted location 1330 of the UAV can be determined. However, the actual UAV location 1340 may be different. In some embodiments, a distance d between the predicted location and the actual location may be determined.

  A predicted path 1310 of UAV progress can be determined. Information on the predicted route can be determined using data from the user remote controller. For example, a user can provide input to a remote control, and the remote control can provide one or more UAV flight commands based on the user input. Flight commands from the remote controller may be received by a flight control unit of the UAV, which may send one or more control signals to the UAV propulsion unit to cause the flight commands. In some embodiments, one or more flight commands sent by the remote controller can be used to determine a predicted path for the UAV. For example, if the flight command instructs the UAV to go straight ahead, it can be predicted that the predicted path will continue straight ahead. In calculating the predicted route, the posture / orientation of the UAV may be considered. The flight command results in maintaining or adjusting the orientation of the UAV, which may be used to affect the flight path.

  At any given point in time, a predicted location 1330 for the UAV may be determined based on the predicted path. In calculating the predicted location, the predicted motion of the UAV, eg, predicted speed and / or predicted acceleration, may be considered. For example, if it is determined that the predicted route is straight forward and the UAV speed remains constant, the predicted location can be calculated.

  The actual path 1320 of the UAV's progress can be determined. Using data from one or more sensors, information about the actual route can be determined. For example, a UAV may have one or more on-board GPS sensors that may be used to determine the coordinates of the UAV in real time. In another example, a UAV may use one or more inertial, visual, and / or ultrasonic sensors to provide navigation of the UAV. A multi-sensor fusion for determining the location of the UAV may be incorporated. At any given time, the actual location 1340 of the UAV can be determined based on the sensor data. A UAV may carry one or more sensors, such as those described elsewhere herein. The one or more sensors may be any of the sensors described elsewhere herein. In some cases, data from on-board sensors may be used to determine the actual route and / or UAV location. In some cases, one or more off-board sensors may be used to determine the actual route and / or UAV location. For example, multiple cameras may be provided at known locations and UAV images may be captured. The image can be analyzed to determine the location of the UAV. In some cases, a combination of on-board sensors for UAVs and off-board sensors for UAVs may be used to determine the actual route and / or location of the UAV. One or more sensors may operate independently of the UAV and, optionally, may not be controllable by the user. The one or more sensors may be onboard the UAV or offboard the UAV and may still operate independently of the UAV. For example, a UAV may have a GPS tracking device that may not be controllable by the user.

  The difference d between the predicted location of the UAV and the actual UAV location can be determined. In some cases, distance d may be calculated with the aid of one or more processors. The difference in coordinates between the predicted location of the UAV and the actual location of the UAV can be calculated. The coordinates may be provided as global coordinates. Alternatively, the coordinates may be provided as local coordinates, and one or more transformations to a global coordinate system or to the same local coordinate system may be performed.

  The one or more processors used to determine the difference may be onboard the UAV, onboard the remote controller, or external to the UAV and the remote controller. In some cases, one or more processors may be part of an aviation control system, or any other part of an authentication system. In some embodiments, one or more processors may be part of a flight supervisory module, a flight control module, or a traffic management module.

  In one example, commands from the remote controller can be communicated to the UAV and can be detected by the aviation control system. The aviation control system may receive commands directly from a remote controller or via one or more intermediate devices or networks. A memory storage system (eg, the memory storage system of FIG. 11) may receive the command. The memory storage system may be part of or accessed by the flight control system. Data from sensors (on-board and / or off-board to the UAV) may be received by the airline control system. The aviation control system may receive sensor data directly from the sensor, via the UAV, or via any other intermediate device or network. The memory storage system may or may not be able to receive the sensor data.

  In some embodiments, there may be some natural deviation between the predicted path of the UAV and the actual path. However, large deviations increase the likelihood of deviations due to hijacking or malfunction, or any other compromise to the UAV. This may apply to any type of UAV behavior deviation and need not be limited to flight. In some cases, the distance d can be examined to determine the danger of hijacking or malfunction, or any other compromise to the UAV. The indication of danger may be determined based on the distance. In some cases, the danger indication may be a binary indication of the danger (eg, whether a danger exists or does not exist). For example, if the distance remains below a predetermined value, a danger indication may not be provided. If the distance exceeds a predetermined value, an indication of a danger of hijacking or malfunction may be provided. In other cases, the danger indication may be provided as one or more categories or levels. For example, if the distance meets or exceeds a first threshold, it may indicate a high level of risk. If the distance is comprised between a first threshold and a lower second threshold, it may indicate an intermediate level of risk. If the distance is below the second threshold, it may indicate a low level of risk. In some cases, the level of risk may be substantially continuous, or may have numerous categories. For example, the danger label may be quantitative. Based on the distance, a percentage of danger may be provided. For example, a 74% risk of hijacking or malfunction may be provided based on the deviation.

  In some cases, deviation may be the only factor that provides an indication of danger. In other embodiments, other factors may be used in combination with the deviation to determine the indication of danger to be presented. For example, under a first set of environmental conditions, a deviation of a particular distance may indicate that the UAV is at increased risk (eg, hijacking, malfunctioning), while the second. Under the set of two environmental conditions, the same particular distance may indicate that the UAV is less at risk. For example, a 10 day departure from the predicted location on a quiet day may indicate that some form of hijacking or malfunction has occurred. However, a 10 meter departure on a strong wind day may indicate a low risk of hijacking or malfunction as winds are more likely to deviate on the flight path.

  Factors that may be considered in determining a hazard indication include environmental conditions (eg, environmental climate (wind, rainfall, temperature), traffic, environmental complexity, obstacles), UAV movement (eg, speed). , Acceleration), communication conditions (eg, signal strength, potential for signal dropout or presence of interfering signals), UAV-type sensitivity (eg, cornering, stability), or any other factors May be included.

  An indication of danger that the UAV is not operating according to one or more flight commands may be provided. This may include the degree to which the UAV is at risk. This may include flight operations, load operations, support mechanism operations, sensor operations, communications, navigation, power usage, or any other type of UAV operation described herein. A larger deviation in UAV behavior may correspond to a higher degree of risk that the UAV is not operating according to one or more flight commands. In some embodiments, the type of deviation in UAV behavior can be assessed to determine the degree of risk. For example, deviations in UAV flight may be treated differently than deviations in load activity. In some embodiments, deviations in the location of the UAV may be treated differently than deviations in the speed of the UAV.

  Aspects of the invention may be directed to a method of detecting a flight deviation of a UAV, the method comprising: receiving one or more flight commands provided by a user from a remote controller; Calculating the predicted location of the UAV based on one or more flight commands with the assistance of a processor; detecting the actual location of the UAV with the assistance of one or more sensors; Comparing the predicted location to the actual location to determine a deviation in the UAV and providing an indication of a danger that the UAV is not operating according to one or more flight commands based on the deviation in UAV behavior. Including. In addition, a non-transitory computer readable medium can be provided that includes program instructions for detecting a flight departure of the UAV, wherein the computer readable medium is one or more provided by a user from a remote controller. Based on the flight command, program instructions for calculating the predicted location of the UAV, with the assistance of one or more sensors, program instructions for detecting the actual location of the UAV, and deviations in the behavior of the UAV. Providing an indication of a danger that the UAV is not operating according to one or more flight commands based on the program instructions for comparing the predicted location to the actual location to determine and a deviation in UAV behavior. Program instructions.

  A UAV flight departure detection system according to an embodiment of the present invention may be provided. The flight departure detection system comprises a communication module and one or more processors operably coupled to the communication module, individually or collectively, for one or more flight commands provided by a user from a remote controller. Receiving, calculating, with the assistance of one or more processors, the predicted location of the UAV based on the one or more flight commands, detecting the actual location of the UAV, with the assistance of one or more sensors, Compare the predicted location to the actual location to determine a deviation in UAV behavior and provide an indication of danger that the UAV is not operating according to one or more flight commands based on the deviation in UAV behavior. One or more processors configured to generate signals for The UAV flight departure detection module receives, individually or collectively, one or more flight commands provided by a user from a remote controller and, with the assistance of one or more processors, based on the one or more flight commands. Calculating the predicted location of the UAV, detecting the actual location of the UAV with the assistance of one or more sensors, and determining the predicted location as the actual location to determine a deviation in UAV behavior. Comparing and based on deviations in UAV behavior, the UAV may include one or more processors configured to generate a signal to provide an indication of a danger that the UAV is not operating in accordance with one or more flight commands. .

  An indication of danger is provided as an alert. The alert may be provided to the user via the user's remote control. Thus, the user may be able to make a choice to take action depending on the danger indication. The danger indication is provided to the remote control and to the aviation control system separate from the UAV. Thus, the aviation control system may be able to determine whether to take action depending on the danger indication. For example, an aviation control system may take over control of a UAV. Before deciding to take over control of the UAV, the airline control system may ask the user to confirm that the user is still controlling the UAV. For example, if the user confirms that the UAV is indeed operating according to the user's command, the aviation control system may decide not to take over control of the UAV. If the user does not confirm that the UAV is operating in accordance with the user's command, the aviation control system may take over control of the UAV.

  In some embodiments, the danger indication may be presented on the UAV itself. The UAV may have one or more on-board protocols in place that may cause one or more default flight responses from the UAV. For example, if the UAV receives a report that its flight control has been compromised, the UAV may automatically initiate a landing sequence, and may automatically fly in the air or wait in place. May automatically return to the starting point of the mission or may fly automatically to a designated "home" location. In some embodiments, the starting point of the mission may be where the UAV has taken off. The “home” location may be a predetermined set of coordinates that can be stored in the UAV's memory. In some cases, the starting point of the mission may be set at the home location. In some cases, the home location may be the location of the user or the user's remote control. As the user moves around, the home location of the remote control may be updated and the UAV may be able to find the remote control. In some cases, the user may manually enter the coordinates of the home or specify the home address as the home. The UAV can lock out commands from external sources while going through the default flight response procedure. In some cases, the UAV may lock out commands from civilian users during the default flight response procedure. The UAV may or may not lock out commands from the flight control system or control entity during the default flight response procedure.

  An indication of danger that the UAV is not operating according to one or more flight commands may include information on the type of compromise of the UAV. For example, an indication of a danger that the UAV is not operating in accordance with one or more flight commands may include an indication of a danger that the UAV has been hijacked. In another example, an indication of a danger that the UAV is not operating in accordance with one or more flight commands may include an indication of a danger that a signal from the remote controller has been obstructed. In another example, an indication of a danger that the UAV is not operating according to one or more flight commands may include an indication of a danger that the UAV has malfunctioned onboard. The alert may convey information regarding the type of UAV compromise. An alert may convey information about the degree of danger. Alerts may convey information about the degree of risk for the compromise of various types of UAVs. For example, an alert may indicate that there is a 90% chance of compromise in some form, and a 85% chance of compromise due to hijacking, a 15% probability of compromise due to communication disruption, and onboard operation of the UAV. It can be shown that the probability of compromise due to failure is 0%.

  If the command received by the UAV is different from the command issued through the remote controller, the risk of hijacking may be higher. If the command received by the UAV is a command not found in commands issued through the remote controller, the risk of communication disturbance may be higher. If the command received by the UAV matches the command issued through the remote controller, but the operation of the UAV does not follow the received command, the risk of onboard malfunction may be higher.

  Any description of hijacking herein may be applied to hacking. A hacker may intercept one or more communications originating at or originating from the UAV. Hackers may intercept data collected by UAVs. Hackers may intercept data from one or more UAV sensors or loads. For example, a hacker may intercept a UAV with data from an on-board image capture device. In this way, hackers may attempt to steal the acquired data. In this way, hackers may violate the privacy of UAV operators. Hackers may also intercept communications going to the UAV. For example, a hacker may intercept one or more commands from a user remote controller to a UAV. Hackers may intercept the command and determine how the UAV behaves. Hackers can use the intercepted commands to determine the location of the UAV or other UAV activity that would not otherwise be apparent.

  Interception of a communication (uplink or downlink) by a hacker may not interfere with other parts of the communication. For example, when a hacker intercepts an image being streamed from a UAV, the intended image recipient can still receive the image. Otherwise, the intended recipient may not know that eavesdropping is taking place. Alternatively, communication interception may interfere with other parts of the communication. For example, the intended image recipient cannot receive the image when the image is intercepted. The systems and methods described herein can assist in detecting and / or preventing hacking.

  For example, a device may need to be authenticated before engaging in any communication with various components of the UAV system. For example, a device may need to be authenticated before receiving communication from a UAV and / or a remote controller. A device can only receive a communication if the device is authorized to receive the communication. The hacker may not be authorized to receive the communication, and thus may not be able to receive the communication. Similarly, in the event that a hacker attempts and emits a false replacement communication, the hacker's identification information cannot correspond to an authorized user and can prevent the hacker from issuing a false communication. . Similarly, an alert can be provided to an authorized user when a false communication is made or an attempted false communication is made by an unauthorized user. In some embodiments, encryption of the communication may be performed. In some cases, only authorized and / or authorized users may have the ability to decrypt encrypted communications. For example, even if a hacker communication is intercepted, the hacker may not be able to decrypt and decrypt the communication. In some embodiments, decryption may require the user for a key that may be stored in physical memory on the licensed device only. In this way, hackers may have difficulty trying to obtain a copy of the key and / or fake as an authorized user.

Personalized Evaluation User and / or UAV activity can be evaluated. For example, the activity of a UAV user can be evaluated. Because the user can be uniquely identified, the user's activity can be tied to unique user identification information. In this way, activities performed by the same user can be associated with the user. In one example, the user's activity may relate to a previous flight mission by the user. Various tests, certifications, or training exercises may also be associated with the user. Also, user activity may refer to any unsuccessful attempts by a user to participate in a mission, interference with the operation of another user's UAV, and / or interception of communications with another user's UAV. In some embodiments, the user may be authenticated before associating the activity with the user identifier.

  UAV activity can be evaluated. UAVs are also uniquely identifiable and can link UAV activity to unique UAV identification information. In this way, activities performed by the same UAV may be associated with that UAV. In one example, the UAV activity can relate to a previous flight mission by the UAV. Various maintenance activities, diagnostics, or certifications may also be associated with the UAV. UAV activity may also include any errors, malfunctions, or accidents. In some embodiments, the UAV may be authenticated before associating the activity with the UAV identifier.

  One or more user and / or UAV activities can be evaluated. In some cases, the evaluation may include providing a qualitative evaluation. For example, one or more annotations associated with either the user's activity or UAV can be associated with the user or UAV and / or the corresponding user's activity or UAV. For example, if the UAV was involved in an accident, annotations about the accident, how the accident occurred, and to whom negligence liability is assigned may be associated with the UAV. In another example, if the user makes many mission flights at high wind speeds and is successfully navigating different zones, annotations may be provided regarding these achievements. One or more rating categories may be associated with the user and / or corresponding user activity. For example, if a user has completed many different tasks, the user may obtain a “skilled user” rating associated with the user. If the UAV has gone through many malfunctions and errors, the UAV may have a “high risk of malfunction” rating associated with the UAV.

  In some cases, the evaluation may include providing a quantitative evaluation. For example, a user and / or UAV activity may receive a rating score, for example, a written score or a numeric score. The reputation score may be associated with either the user or UAV activity, and may be associated with the user or UAV and / or the corresponding user or UAV activity. For example, when a user completes a mission, the user may receive a rating or score on how the user performed during the mission. For example, the user may receive a rating of 75 for the first mission and a 9.8 rating for the second mission, indicating that the user may have performed better during the second mission. . Other factors, such as mission difficulty, may be involved. In some cases, a user may receive a higher rating for successfully completing a more difficult task. In another example, the user may have undergone a proficiency or certification test and may receive a numerical score indicating how the user performed. The UAV may receive an evaluation score depending on how the mission is completed. For example, if the UAV malfunctioned during the mission, the UAV may receive a lower rating than if the UAV did not malfunction during the mission. If the UAV is undergoing regular maintenance, the UAV rating may be higher than if the UAV did not undergo regular maintenance.

  When the user and / or UAV successfully completes the activity in a positive way, the user and / or UAV may have a higher overall rating. When a user and / or UAV is engaged in behavior that may not succeed or may be suspicious of completing an activity, the user and / or UAV may have an overall lower rating. Thus, a user and / or UAV may have a reputation score based on the activity of the user and / or UAV.

  In some embodiments, the rating system can provide a set of ratings to a user and / or UAV. The assessment may automatically determine the assessment (eg, qualitative and / or quantitative assessment) with the assistance of one or more processors without requiring human interaction. The rating may be determined according to one or more parameters or algorithms, and data regarding user and / or UAV activity. For example, each successfully completed mission may automatically raise the reputation of the user and / or UAV to a more positive result. Each unsuccessful mission or crash can automatically reduce the reputation of the user and / or UAV to a more negative result. Thus, the assessment can be objective.

  Alternatively or additionally, ratings may be provided by one or more human users. For example, a user may rate himself. The user may rate the UAV that the user has flown. In another example, a user's colleague may rate the user. Colleagues may rate the UAV that the user has flown. For example, a first user may be operating a first UAV. The second user observes the first user and notices that the first user has incorrect flight behavior (e.g., diving towards the second user's UAV or threatening the second user). You can be notified that you are engaged. The second user may provide a negative rating of the first user. In another example, the second user may observe that the first user is engaged in positive flight behavior (eg, performing difficult maneuvers, helping the second user). And a positive rating of the first user.

  User and / or UAV ratings may be viewed by other users. For example, a first user can view a second user's overall rating and vice versa. The user can view his own evaluation. The user may take measures to improve the user's rating. In some embodiments, the system may only allow activity by a user if the user rating reaches a threshold level. For example, if the user rating reaches a threshold level, the user can only operate within certain areas. If the user rating is 7.0 or higher, the user can only fly within certain areas. The level of flight restriction may depend on the user and / or UAV rating. In some cases, user and / or UAV ratings may indicate user type and / or UAV type, and vice versa. If the user has a higher user rating, a lower level of flight restriction can be provided, and if the user has a lower user rating, a higher level of flight restriction can be provided. If the user has a low user rating, the set of flight restrictions for the user may be stricter, and if the user has a higher user rating, the set of flight restrictions for the user may be less strict. You may. If the UAV has a higher UAV rating, a lower level of flight restriction may be provided, and if the UAV has a lower UAV rating, a higher level of flight restriction may be provided. If the UAV has a low UAV rating, the set of flight controls for the UAV may be more stringent, and if the UAV has a higher UAV rating, the set of flight controls for the UAV may be less stringent. You may.

Flight Monitoring It may be desirable for the flight control system to know the location of the UAV. The UAV can send location information to the flight control system. In some cases, it may be desirable for the UAV to report location information for security and / or security purposes. The UAV may periodically and actively report its current location and course to the flight control system. However, in some cases, the UAV may not comply with the report. This may occur when the communication between the UAV and the air control system is lost, otherwise the UAV may maliciously deliberately hold the information or make a false (ie, false) May provide information. The aviation control system can deploy a recording device in its management area to monitor the status of the UAV. One or more recording devices can be deployed to monitor UAV activity.

  FIG. 14 illustrates an example of a monitoring system using one or more recording devices according to an embodiment of the present invention. UAV 1410 may be provided within an environment. The environment may be inside an area managed by the airline control system. One or more recording devices (eg, recording device A 1420a, recording device B 1420b, recording device C 1420c,...) May be provided within an area managed by the aviation control system. A monitoring device or system 1430 can receive information collected from one or more recording devices. In some embodiments, the monitoring system may be an aviation control system.

  In some embodiments, an aviation control system can be used to manage the flight system of the entire UAV. The area managed by the aviation control system may be worldwide. In another example, the area managed by the flight control system may be restricted. The area managed by the flight control system may be based on jurisdiction. For example, the aviation control system may manage the UAV's flight system within all jurisdictions (eg, country, state / province, province, city, town, county, or any other jurisdiction). Different aviation control systems can manage different areas. The size of the regions may be equal or different.

  UAV 1410 may send one or more messages, which may be monitored by one or more recording devices 1420a, 1420b, 1420c. The message from the UAV may include a signature. In some cases, the message from the UAV may include identification information unique to the UAV (eg, UAV identifier and / or UAV key information). The identification information can uniquely identify and differentiate a UAV from other UAVs. The message from the UAV may include any other information, such as flight control commands, information about the UAV's GPS location (or other location information about the UAV), and / or time information. The information may include location information about the UAV (eg, GPS information). The time information may include the time at which the message was created and / or sent. The time may be set according to the clock of the UAV.

  The signals obtained from these recording devices 1420a, 1420b, 1420c can be time stamped and collected in the flight control system 1430. Data from the recording device can be stored in a memory storage system. The memory storage system may be part of or accessible by the flight control system. The aviation control system can analyze information from the data recording device. In this manner, the aviation control system may be capable of collecting UAV past control information as well as flight information and UAV asserted GPS flight paths. The aviation control system may be able to collect operational data related to the UAV, including commands sent to the UAV, commands received by the UAV, actions performed by the UAV, and information about the UAV, for example, It may include the location of the UAV at different times.

  In some embodiments, the UAV can communicate directly with the flight control system and / or provide information directly to the memory storage system. Alternatively, the UAV can communicate directly with one or more recording devices that can communicate with the flight control system and / or the memory storage system. In some cases, information about the UAV may be relayed to the aviation control system via one or more recording devices. In some cases, the recording device may provide the aviation control system with additional data associated with information for the UAV.

  The aviation control system can analyze the time data to determine the location of the UAV. Aspects of the invention may be directed to a method for determining a location of a UAV, the method comprising: receiving, at a plurality of recording devices, one or more messages from the UAV; At time stamping one or more messages from the UAV and calculating a UAV location based on the time stamping of the one or more messages with the assistance of one or more processors. Including. A non-transitory computer readable medium containing program instructions for determining the location of a UAV may be provided, wherein the computer readable medium receives, at a plurality of recording devices, one or more messages from the UAV. Instructions for adding a time stamp to one or more messages from a UAV in a plurality of recording devices, and calculating the location of a UAV based on the addition of a time stamp to one or more messages. Program instructions for performing A UAV communication location system includes a communication module and one or more processors operably coupled to the communication module, individually or collectively, a plurality of recording devices sent from the UAV and remote to the UAV. And a processor configured to calculate a location of the UAV based on a timestamp of the one or more messages received at.

  In one example of analyzing the location of a UAV based on time data, the approximate location of the UAV can be determined using the time difference between signals transmitted from different recording devices that have collected the same message from the same UAV. For example, if two recording devices both receive a signal sent from one particular UAV, then according to the time difference when the recording device receives the signal, the UAV may determine the time difference between the two recording devices and determine the position. It can be seen that they are on the hyperbola formed. A hyperbola may be formed using two, three or more recording devices. In this way, a rough UAV location can be asserted along a hyperbola. The time stamp may be taken when the signal leaves the UAV, and the time stamp may be taken when the signal arrives at the recording device. The time difference can be calculated using such information.

  In another example, multiple recording devices can receive signals from the UAV and determine the time difference. An example of the time difference may be a time difference between when the signal was transmitted by the UAV and when the recording device received the signal. In some cases, the UAV may time stamp the signal when the signal is sent to one or more recording devices. One or more recording devices can add a time stamp when a signal is received. The difference in time between the two timestamps may indicate the amount of time the signal has reached the recording device. The progress time can be correlated with the approximate distance from the UAV to the recording device. For example, if the travel time is shorter, the UAV may be closer to the recording device than if the travel time is longer. If more than one recording device is exhibiting different travel times, the UAV may be close to the recording devices exhibiting lesser travel times. For example, if the UAV is further away from the recording device, the travel time for the signal may be expected to be longer. The progress time may be a small unit of time. For example, the progress time may be on the order of seconds, milliseconds, microseconds, or nanoseconds. The time stamp for the UAV and / or recording device may be provided with a high degree of accuracy (eg, on the order of seconds, milliseconds, microseconds, and / or nanoseconds). The clocks of the UAV and / or the recording device may be synchronized. A time stamp can be provided using a clock. In some cases, there may be some offset between one or more clocks of the UAV and / or recording device, but the offset is well known and can be compensated. Using triangulation techniques or other similar techniques, a rough UAV location can be determined based on the distance from the UAV to one or more recording devices.

  In a further example of UAV location analysis, one or more recording devices may also roughly determine the distance between the UAV and the recording device via a Received Signal Strength Indication (RSSI). . RSSI may be a measure of the power present in a signal (eg, a wireless signal) received at a recording device. A higher RSSI measurement may indicate a stronger signal. In some embodiments, the wireless signal may attenuate over long distances. Thus, a stronger signal may be correlated with a closer distance, while a weaker signal may be correlated with a greater distance. The approximate distance of the UAV to the recording device can be confirmed based on the RSSI. In some cases, the approximate UAV location can be determined by comparing RSSIs of a plurality of recording devices. For example, if two recording devices are provided, the location where the UAV is likely can be provided as a hyperbola. When three or more recording devices are provided, a rough UAV location can be determined using a triangulation method. If multiple recording devices exhibit different RSSI values, the UAV may be closer to a recording device exhibiting a stronger RSSI value as compared to a recording device exhibiting a weaker RSSI value.

  Further examples may be provided comprising one or more recording devices with multiple receiving channels. The recording device may have one or more antennas that can receive multiple signals. For example, a receiving antenna may have multiple receiving channels. Multiple signals received over multiple reception channels can be processed to obtain the relative direction of the UAV. The aviation control system, the authentication center, or other parts of the authentication system may process multiple signals from the receiving antenna by undergoing beamforming. This may make it possible to obtain crabs. Beamforming can detect the direction of arrival of the signal and can be used to detect the direction of the UAV relative to the recording device. By using multiple recording devices to see where the expected directions of the UAV intersect, the location of the UAV can be narrowed down.

  In another example, the recording device may include a sensor, for example, a visual sensor, an ultrasonic sensor, or other type of sensor. The recording device may be capable of recording the environment surrounding the recording device. The recording device can record the presence or movement of the UAV in the environment. For example, the recording device may record UAVs flying in the environment on videotape. UAVs can be detected using data from the recording device and the location of the UAV with respect to the recording device can be analyzed. For example, the distance of the UAV relative to the recording device can be determined based on the size of the UAV in the image, and / or the direction can be determined when the direction of the sensor is known.

  The location of the recording device may be known. The global coordinates of the recording device may be known. Alternatively, the recording device may have local coordinates, and the local coordinates of the recording device may be converted to a common coordinate system. In some embodiments, the recording device may have a predetermined location. In other examples, the recording device may be moved around or may be installed from time to time. The recording device can transmit a signal indicating the location of the recording device. For example, the recording devices may each have a GPS unit, which may provide the recording device with global coordinates. The coordinates of the recording device can be transmitted. The flight control system, or any other part of the authentication system, may know the location of the recording device. The flight control system, or any other part of the authentication system, may receive a signal from the recording device indicating the location of the recording device. Thus, as the recording device is moved around, the aviation control system can obtain updated data regarding the location of the recording device. In some cases, the recording device may be a small device that can be picked up and moved. The recording device may or may not be self-propelled. The recording device may be capable of being handled or carried by a human. Alternatively, the recording device may be a rather large device that can provide a permanent or semi-permanent location for data.

  Any number of recording devices may be provided inside the area. One, two, three, four, five, six, seven, eight, nine, ten, or more recording devices may be provided. In some cases, the signal from the UAV may have a limited range. In some cases, only recording devices within the vicinity of the UAV may receive the signal. The recording device that receives the signal can record information about the received signal and can provide the information to an authentication system (eg, an aircraft control system of the authentication system). More recording devices receiving signals from the UAV can provide greater certainty or accuracy at the approximate UAV location. In some embodiments, providing more or more recording devices within a particular area can increase the likelihood that a significant number of recording devices will receive signals from the UAV. In some cases, the recording device may include at least one recording device per square mile, three recording devices per square mile, five recording devices per square mile, ten recording devices per square mile, and one recording device per square mile. 15 recorders, 20 recorders per square mile, 30 recorders per square mile, 40 recorders per square mile, 50 recorders per square mile, 1 square mile 70 recording devices, 100 recording devices per square mile, 150 recording devices per square mile, 200 recording devices per square mile, 300 recording devices per square mile, per square mile A density of 500 recording devices, or 1000 recording devices per square mile, may be distributed within the area.

  The recording devices may be distributed over a large area. For example, a plurality of recording devices may be approximately 50 square meters, 100 square meters, 300 square meters, 500 square meters, 750 square meters, 1000 square meters, 1500 square meters, 2000 square meters, 3000 square meters, 5000 square meters, 7000 square meters, 10,000 square meters, 15,000 square meters, 20,000 square meters. Or they may be distributed over an area larger than 50,000 square meters. Having a large area may be useful for detecting differences in the progress time, signal strength or other data collected by the recording device. If the recording device is only in a narrow area, the signal travel time is also reduced, and it may be difficult to determine or differentiate for each recording device. The recording devices may be dispersed apart from each other. For example, at least two of the plurality of recording devices are at least 1 meter apart, 5 meters apart, 10 meters apart, 20 meters apart, 30 meters apart, 50 meters apart, 75 meters apart, 100 meters apart, 150 meters apart, 200 meters apart, 300 meters apart, 500 meters apart, 750 meters apart, 1000 meters apart, 1250 meters apart 1500 m apart, 1750 m apart, 2000 m apart, 2500 m apart, 3000 m apart, 5000 m apart, or 10000 m apart Toru located away. Having a recording device that may be dispersed apart may be useful for detecting differences in the time of flight, signal strength, or other data collected by the recording device. If the recording devices are too close together, the signal travel time may be short and it may be difficult to determine or differentiate from one recording device to another.

  The authentication center, the flight control system, or any other part of the authentication system can calculate a rough UAV location based on the data received from the recording device. Using one or more processors, a rough UAV location can be calculated based on data from the recording device. Data from the recording device may include time stamp data, signal strength data, sensor data, or any other type of data described elsewhere herein.

  The authentication center, aviation control system, or any other part of the authentication system checks the location asserted by the UAV against the rough location information based on the timing information, and compares the asserted location with the rough location information. It can be determined whether there is a significant difference from the position. Larger deviations may indicate a higher risk of any form of compromise to the UAV. For example, a larger deviation may indicate a higher risk of a location fraudulently reported by the UAV. A location that is fraudulently reported by the UAV may indicate malicious or fraudulently related activity (eg, sensor abuse, or reporting fake location data). An incorrectly reported location may indicate an error or malfunction in the navigation system of the UAV (eg, a GPS sensor failure, an error in one or more sensors used to determine the location of the UAV). Errors or malfunctions in the UAV's navigation system need not be malicious, but may raise concerns that the UAV's location may not be tracked accurately. In some cases, the location asserted / reported by the UAV may be compared to the location of the calculated UAV, and the difference between the calculated location and the asserted location exceeds a threshold If so, an alert may be issued. In some cases, only differences between locations are considered in determining the risk of fraud. Alternatively, other factors may be considered, for example, environmental conditions, wireless communication conditions, UAV model parameters, or any other factors as described elsewhere herein.

  The recording device may be present as an air traffic monitoring system and may record a history of monitored flight missions. The aviation control system compares the flight information actively reported by the UAV with the flight information obtained by one or more recording devices for the same UAV, and determines whether the data reported by the UAV is true. Can be determined quickly. An alert may be provided if there is any form of compromise to the UAV. The alert may be provided to the operator of the UAV, the air control system, or any other entity. The alert may or may not indicate an estimated level of danger. The alert may or may not indicate the type of compromise (eg, possible tampering or counterfeiting, possible sensor malfunction).

User Authentication Process The authentication center can use any of a number of processes to authenticate the identity of the user flying the UAV. For example, the authentication center may use a simple authentication process, such as by comparing the user's identification information and password with authentication information stored in association with the user. In another process, the user's identity can be authenticated by obtaining the user's voiceprint, fingerprint, and / or iris information and comparing the obtained information to stored user information. Alternatively, the user identification information can be verified using a short message signal (SMS) verification sent to the mobile device associated with the user. The system may also utilize a token and / or an identity module built into the remote controller to authenticate the user associated with the remote controller.

  In a further example, the user authentication process may include a combination of the authentications listed above. For example, the user requires the user to enter identifying information (eg, a username) along with a password, and then presents the user with a second step of authentication by verifying the characters received on the user's mobile device. May be authenticated using a two-step process.

  After successful authentication, the authentication center can obtain information about the user from the database. The obtained information can be sent to an aviation control system, where it can be determined whether the user is authorized to fly.

UAV Authentication Process While authentication of the user can be performed using the user's native personal information (eg, voiceprint, fingerprint), UAV authentication uses device information stored within the UAV, such as a code within the device. You may use the converted key. Thus, UAV authentication may be based on a combination of a UAV identifier and a key stored inside the UAV. In addition, UAV authentication may be performed using authentication and key agreement (AKA). AKA is a two-way authentication protocol. In some examples, while using AKA, the authentication center can authenticate the validity of the UAV, and the UAV can authenticate the validity of the authentication center. An example of AKA-based authentication is described in FIG.

  FIG. 15 shows a diagram 1500 of two-way authentication between a UAV and an authentication center according to an embodiment of the present invention. In particular, FIG. 15 shows how the UAV interacts with the air control system and then the air control system interacts with the authentication center.

  AKA authentication between the UAV and the authentication center may be performed based on a Universal Subscriber Identification Module (USIM). In particular, the UAV may have an on-board USIM module that includes an International Mobile Subscriber Identity (IMSI) and a key. In some examples, the key is burned into the UAV as it is manufactured. The key may be permanently engraved or integrally formed on the UAV when manufactured. In this way, the key is protected and cannot be read. In addition, the key is shared with an authentication center or any other component of the authentication system (eg, authentication center 220 as illustrated in FIG. 2). Defeating USIM is extremely difficult. In the present technology, AKA is recognized as an authentication system having high security. In this way, the authentication center may have a high degree of security and reliability, extending protection of the user's IMSI, key and counter SQN.

  As seen in step 1505, the UAV may provide an authentication request and an IMSI to the aviation control system. The UAV can send its IMSI actively (broadcast) or passively (response). Once the authentication request and the IMSI have been received at the air control system, the air control system can send an authentication data request to the authentication center at step 1510. The authentication data request may include information about the UAV, for example, the IMSI of the UAV.

  In step 1515, the authentication center may receive the IMSI, query for a corresponding key, generate a random number, and calculate an authentication vector (AV) according to a predetermined algorithm. The algorithms f1, f2, f3, f4 and f5 are described in the general Universal Mobile Telecommunications System (UMTS) security protocol. An AV may include five elements, for example, RAND (random number), XRES (expected response), CK (encryption key), IK (unified check key), and AUNT (authentication token). Alternatively, the authentication vector may include one or more elements of the example, including at least one, including different elements. In this example, the AUNT includes a hidden counter SQN, an AMF (authentication management field), and a MAC (message authentication code).

  AUNT: = SQN (+) AK || AMF || MAC

  At step 1520, the authentication center may send an authentication data response to the air control system, which may then provide the UAV with an authentication response including AUNT and RAND at step 1525. In particular, AUNT and RAND may be sent to security module A of the UAV. At step 1530, security module A can verify the AUNT. The security module A can calculate AK according to the RAND and the key. Once the AK is calculated, the SQN can be calculated and retrieved according to AUNT. Then, XMAC (expected authentication code), RES (response to random number), CK (encryption key), and IK (integrated check key) can be calculated. Security module A can compare MAC and XMAC. If the MAC and XMAC are different, the UAV can send an authentication reject message to the remote controller and the authentication center, in response to which the authentication ends. Alternatively, if the MAC and XMAC are the same, the security module may verify that the received SQN is within the proper range. Specifically, the security module A can record the largest SQN received, so that only the SQN can be increased. If the SQN is not normal, the UAV may send a synchronization failure message, so that authentication may be terminated. Alternatively, if the SQN is within the proper range, security module A can verify the authenticity of AUNT and provide computer RES to the authentication center.

  As seen in FIG. 15, the security module can send the RES to the air control system at step 1535, and the air control system can provide the RES to the authentication center at step 1540. Alternatively, the UAV may provide the RES directly to the authentication center.

  Once the authentication center receives the RES, the authentication center can compare the XRES (expected response to the random number) and the RES at step 1545. If XRES and RES do not match, authentication fails. Alternatively, if XRES and RES are found to be the same, mutual authentication is successful.

  After mutual authentication, the UAV and the flight control system can conduct secure communication by using the matched CK and IK. Specifically, after the mutual authentication, at step 1550, the authentication center can send the matched CK and IK to the flight control system. In addition, in step 1555, the UAV can calculate the matched CK and IK. Once the aviation control system receives the matching CK and IK from the authentication center, at step 1560, a secure communication can be established between the UAV and the aviation control system.

Aeronautical control system The airline control system may include a user and UAV access subsystem, an air condition monitoring subsystem, a right of access management subsystem, and a geo-fencing subsystem. The aviation control system can perform several functions, including real-time aviation monitoring and recording of UAV activity. Also, the aviation control system can assign access rights within restricted airspace. In addition, the aviation control system can accept applications for a geofencing device and can inspect and determine the nature of the geofencing device.

  The aviation control system can also provide the necessary authorization for user and aircraft authentication. Further, the aviation control system can monitor non-compliant aircraft. The aviation control system can recognize non-compliant or near non-compliant behavior and can warn of such behavior. In addition, the aviation control system can provide measures for non-compliant aircraft, such as aviation monitoring, access control, safety interfaces with certification centers, geo-fencing, and other forms of non-compliance. The aviation control system may have each event recording function. The aviation control system can also provide hierarchical access to aviation status information.

  The aviation control system may include an aviation situation monitoring subsystem. The aviation status monitoring subsystem may be responsible for monitoring the status of real-time flight within the assigned airspace, for example, UAV flight status. Specifically, the aviation condition monitoring subsystem can monitor whether the licensed aircraft is flying along a predetermined course. The aviation condition monitoring subsystem may also be responsible for discovering unusual behavior of licensed aircraft. Based on the detected unusual behavior, the aeronautical condition monitoring subsystem can alert the non-compliance control system. In addition, the aviation condition monitoring subsystem can monitor the presence of unauthorized aircraft and alert non-compliant systems based on the detection of unauthorized aircraft. Examples of airspace monitoring may include other examples along with radar, photoelectric, and acoustic detection.

  The aviation condition monitoring subsystem can also actively authenticate the aircraft identification information and respond to authentication requests received from the aircraft. In addition, the aviation situation monitoring system can actively obtain information on the flight status of a specific aircraft. The aircraft being monitored may be located three-dimensionally as they are being monitored. For example, an aeronautical condition monitoring system may follow the wakes of aircraft and compare them to a planned course to recognize abnormal behavior. An unusual behavior may be recognized as a behavior that exceeds a predetermined tolerance threshold (eg, a threshold that deviates from a predetermined flight plan during flight or falls below a threshold altitude). In addition, the monitoring points may be interspersed or concentrated.

  The aviation condition monitoring subsystem may be broadcast by a licensed (or compliant) aircraft in real-time with respect to the aircraft in the monitored airspace (either received directly or received and forwarded). ) It may have primary means for monitoring the airspace as receiving and solving the flight information in real time. Real-time flight information may be obtained by active air supervisor inquiry and aircraft response. In addition, the aeronautical condition monitoring subsystem may have auxiliary means for monitoring airspace, such as acoustic radar and photoelectric radar. In some examples, the authenticated user may be allowed to query the airspace monitoring subsystem for the status of the aviation situation.

  The aviation control system may also include a right of access management subsystem. The access control system may be responsible for accepting initial applications for course resources and applications for course changes, which plan flight courses and, for applicants, decide on the application. Has the ability to send feedback on responses. Examples of information provided for the determined response include a planned flight course, a monitoring point along the way, as well as a time response window. In addition, the right-of-way management system may be responsible for adjusting a given flight course if the current airspace and / or other airspace conditions are: Certain flight courses include, but are not limited to, climate, changes in available airspace resources, accidents, the establishment of geofencing equipment, as well as adjustments to their properties, such as spatial extent, duration, and restricted hierarchy. It may be adjusted for non-limiting reasons. The entry right management system may also notify the applicant or user that the initial flight course has been adjusted. In addition, authenticated users may be allowed to query the right of way management subsystem for licensed air course assignments.

  The aviation control system may also include a safety interface with the authentication center subsystem. A secure interface with the authentication center subsystem may be responsible for secure communication with the authentication center. Specifically, the aviation control system can communicate with an authentication center for authentication or for querying aircraft and user characteristics.

  In some examples, a user may recognize other users within the same range through the flight control system. The user may choose to share information with other users, for example, the user's flight path. Also, the user can share content captured by the user's device. For example, a user may share content captured from a camera on or within the user's UAV. In addition, users can send instant messages to each other.

  In addition, the UAV flight system may include a geo-fencing subsystem that includes one or more geo-fencing devices. A UAV may be able to detect a geofencing device, or vice versa. The geofencing device can cause the UAV to act according to a set of flight restrictions. Examples of the geofencing subsystem are described in more detail herein.

Flight process relying solely on UAV authentication In certain applications, the aviation control system may only need to authenticate to the UAV before the UAV can take off. In these applications, there is no need to authenticate the user. The process by which the aviation control system authenticates to the UAV may be indicated by AKA, as described above in FIG. After authentication, the UAV and the aviation control system can obtain a CK and an IK and communicate with each other as described in steps 1550 and 1555 of FIG. CK may be used for data encryption and IK may be used for data integrity protection.

  After authentication, the user can finally obtain, via a secure channel, the key (CK, IK) created during the authentication process, and the communication data between the user and the UAV is Can be protected from hijacking or accidental control. Thus, the subsequent data message (MSG) may include information about the UAV, such as the location of the UAV, the speed of the UAV, and the like. In this way, UAVs can be tested by the IK with comprehensive protection. The transmitted information is as follows.

Formula 1: MSG1 || ((HASH (MSG1) || CRC () + SCR (IK)) || IMSI
Here, MSG1 = MSG || RAND || TIMESTAMP || GPS.

  In Equation 1 above, CRC () may be a periodic checksum for the information and SCR (IK) may be a data mask derived from IK. In addition, in this description, MSG is the initial message, HASH () is a hash function, RAND is a random number, the timestamp is the current timestamp, and GPS is used to avoid replay attacks. The current location.

  FIG. 16 shows a process 1600 for sending a message with a cryptographic signature, according to an embodiment of the present invention. In a first step 1610, a message is constructed. As mentioned in the previous description, the message can be expressed as "MSG". After the message has been constructed, in step 1620, the sender of the message may generate a digest of the message from the characters of the message using a hash function. The digest may simply be the hash of the message itself MSG, or it may be the hash of the modified message, eg, MSG1 as described above. In particular, MSG1 may include information such as an edited version of the original message MSG, random number RAND, current timestamp TIMESTAMP, and current location GPS. In other examples, the modified message may include alternative information.

  Once the digest of the message MSG or of the modified message MSG1 has been generated, in step 1630, the sender can encrypt the digest using a personal key. Specifically, the digest can be encrypted using the sender's public key, such that the encrypted digest can serve as a personal signature for the sent message. Thus, at step 1630, the encrypted digest may then be sent to the recipient as a digital signature of the message along with the message.

  FIG. 17 shows a process 1700 for verifying a message by decrypting a signature, according to an embodiment of the present invention. As seen in step 1710, the recipient receives the message and the encrypted digest, for example, the message described in FIG. 16 and the encrypted digest. At step 1720, the recipient can calculate the digest of the message from the original message received using the same hash function as the sender. In addition, at step 1730, the recipient can decrypt the digital signature attached to the message using the sender's public key. Once the digital signature attached to the message has been decrypted, in step 1740, the recipient can compare the digest. If the two digests are the same, the recipient can verify that the digital signature is from the sender.

  Thus, when another party receives this information and uploads it to the authentication center, it can be treated as a digital signature. That is, the presence of such wireless information may be equal to the presence of this UAV. This process can simplify the UAV authentication process. That is, after the initial authentication is completed, the UAV can correctly announce that the UAV is clearly present by performing the above process instead of having to start a complicated initial authentication process each time. it can.

Flight Process Relying on UAV and User Authentication In some applications, a UAV may only take off after both the UAV and the user have been authenticated.

  Authentication to the user can be based on an electronic key. When the UAV is manufactured, the manufacturer may incorporate an electronic key. The electronic key may have a built-in USIM card, which includes an IMSI-U (IMSI associated with the user) and a KU (key associated with the user) shared with an authentication center. This is also the only user identity and is only written once when the USIM is manufactured. Thus, USIM cards cannot be duplicated or counterfeited. Also, it is protected by the security mechanism of USIM and cannot be read. Therefore, it is very difficult to decode USIM. The electronic key as an electronic device can be inserted into the remote controller, integrated into the remote controller, or remotely via conventional means such as Bluetooth, WIFI, USB, voice, optical communication, etc. Can communicate with the controller. The remote controller can obtain the basic information of the electronic key and can communicate with the authentication center for the corresponding authentication.

  Authentication to the user may be accomplished by various other means, for example, by the nature of the user. In particular, authentication of the user may be achieved by voiceprint, fingerprint, iris information, and the like.

  Authentication for UAVs is based on an on-board security module, which is authenticated by an authentication center via a CH (channel). In one example, the security module onboard the UAV includes an IMSI-M (e.g., an IMSI associated with the UAV, such as provided by a manufacturer) and a KM (e.g., a UAV as provided by the manufacturer). USIM) that includes the key associated with the USIM. The KM is supplied between the UAV and the authentication center, but is written only once when the USIM is manufactured. Also, it is protected by the security mechanism of USIM, and there is no possibility of being read out. Therefore, it is very difficult to decode USIM.

  The UAV's on-board security module and authentication center can be authenticated bi-directionally using a process similar to UTMS's bi-directional authentication by using an authentication and key agreement mechanism, ie, AKA. AKA is a match for two-way authentication. That is, not only does the authentication center need to validate the UAV or electronic key, but the UAV or electronic key also needs to validate the authentication center that provides the service. This process is illustrated by the AKA authentication process between the UAV and the authentication center as described above in FIG.

  Before performing the flight task, the UAV and electronic key may need to perform an authentication process. In one example, both are authenticated sequentially or in parallel to an authentication center, where the basic authentication process takes place. In particular, (IMSI-M, KM) can be used for UAV authentication, and (IMSI-U, KU) can be used for electronic key authentication. The following description is general. The security module indicates a UAV or electronic key.

  After the authentication center completes the authentication of the UAV, the authentication center can determine many characteristics of the UAV through a database. For example, the authentication center may determine the type of UAV, UAV capacity, UAV ownership, UAV health / operational status, UAV maintenance needs, UAV past flight records, and the like. In addition, after authentication of the electronic key by the authentication center is completed, the authentication center can determine personal information, operation permission, flight history, and the like of the user corresponding to the electronic key.

  After the above-mentioned authentication is completed, the controller sends several matching passwords: CK-U (CK associated with the user), IK-U (IK associated with the user), CK-M (CK associated with UAV) and IK-M (IK associated with UAV). The basic authentication process and results described above can be used flexibly in the context of a UAV.

  The electronic key can be negotiated with the authentication center for flight tasks via an encrypted channel. Based on the user and the nature of the UAV, the authentication center may approve, reject, or give relevant suggestions or instructions to the modification regarding the flight task. The in-flight process, authentication, uses various passwords to maintain communication with the UAV and remote controller, obtain flight parameters (eg, position, speed, etc.) and manage and control the permissions of the UAV or user in flight can do.

  The wireless communication link between the UAV and the remote controller uses a dual signature of the UAV and the electronic key. When a message is sent, the sender generates a digest of the message from the characters of the message using a hash function, and then encrypts the digest using a personal key. This encrypted digest is sent to the recipient along with the message as a digital signature of the message. The recipient first uses the same hash function as the sender to calculate the digest of the message from the original message received, and then decrypts the digital signature attached to the message using the sender's public key. . If these two digests are the same, the recipient can confirm that the digital signature is from the sender.

  Specifically, the subsequent data message (MSG) may be a remote control command, a location report, a speed report, etc., and may be integrity protected and tested by IK-U and IK-M. it can. The transmitted information is as follows.

MSG1 || (HASH (MSG || RAND) || CRC) (+) SCR1 (IK-M) (+) SCR2 (IK-U)) || IMSI-U || IMSI-M
Here, MSG1 = MSG || RAND || TIMESTAMP || GPS.

  In the above equation, CRC (+) is the periodic checksum for the information, and SCR1 (IK) and SCR2 (IK) are the data masks derived from IK. SCR1 () and SCR2 () can be general password generators. In addition, HASH () is a hash function, RAND is a random number, TIMESTAMP is the current timestamp, and GPS is the current location to avoid replay attacks.

  Such information can be treated as a digital signature once it has been uploaded to an authentication center. That is, the presence of such wireless information may be equal to the presence of this UAV and the user. This process can simplify the UAV authentication process. That is, after the initial authentication is completed, the UAV can correctly announce that the UAV is clearly present by performing the above process instead of having to start a complicated initial authentication process each time. it can.

  To increase security, the aforementioned IK can be given an expiration date. The authentication center can continuously perform the AKA process using the UAV and the electronic key. During the flight process, the UAV can receive a user switch program.

  The certification center may have the identity of the UAV, registered UAV flight tasks, and its actual flight history. Further, information of a corresponding user may be held. In addition, based on the result of the two-way verification, the authentication center can further provide various services and information regarding the security of the user. The authentication center can also take over the UAV to some extent. For example, an authentication center may replace some functions of the UAV. In this way, supervision and regulation of UAVs by administrative agencies may be strengthened.

Supervision Process The air control system can send an IMSI query command to the UAV via the peer communication mechanism B. After the UAV responds to the IMSI query with its IMSI, the administrator may initiate the aforementioned command authentication in the flight control system to identify the UAV as legally holding the IMSI. Once the UAV is proved to have a legitimate IMSI, further signaling may occur between the UAV and the flight control system using the matched CK and IK. For example, a UAV may report historical information or task planning. In addition, the aviation control system can require the UAV to take certain actions. In this way, the airline control system may take over some actions of the UAV. By using this authentication process, the aviation control system can ensure accurate identification without the risk of sham.

  In another example, if the airline control system sends an IMSI query command to the UAV and does not receive a response, or receives an error response or error authentication, the airline control system may consider the UAV to be compliant. it can. In another example, a UAV system may require a UAV to periodically broadcast its IMSI without having to be directed by air traffic control. The aviation control system, upon receiving the broadcast IMSI, may choose to initiate the aforementioned authentication process at the UAV.

Geo-Fencing Overview UAV flight systems may include one or more geo-fencing devices. A UAV may be able to detect a geofencing device, or vice versa. The geofencing device can cause the UAV to act according to a set of flight restrictions. The set of flight restrictions may include geographic components that may be related to the location of the geofencing device. For example, a geo-fencing device can be provided with a location and can assert one or more geo-fencing boundaries. UAV activity may be regulated within the geofencing boundary. Alternatively or additionally, UAV activity may be regulated outside the geofencing boundary. In some cases, the rules imposed on the UAV may be different inside the geo-fencing boundary and outside outside the geo-fencing boundary.

  FIG. 18 shows an example of a UAV and a geo-fencing device according to an embodiment of the present invention. The geo-fencing device 1810 can assert a geo-fencing boundary 1820. The UAV 1830 may face a geo-fencing device.

  The UAV 1830 may operate according to a set of flight restrictions. The set of flight restrictions may be generated based on the geo-fencing device. The set of flight restrictions may take into account the boundaries of the geofencing device. The set of flight restrictions may be associated with geofencing boundaries within the geofencing device.

  A geofencing device 1810 may be provided at a location. A geo-fencing device may be any device that may be used to assist in determining one or more geo-fencing boundaries and may be used in one or more sets of flight restrictions. The geofencing device may or may not transmit a signal. The signal may or may not be detectable by the UAV. A UAV may be capable of detecting a geo-fencing device with or without a signal. The geofencing device may or may not be capable of detecting UAVs. The UAV may or may not transmit signals. The signal may or may not be detectable by the geofencing device. One or more intermediate devices may be capable of detecting signals from the UAV and / or the geo-fencing device. For example, an intermediate device may receive signals from the UAV and may transmit data about the UAV to the geo-fencing device. The intermediate device can receive signals from the geo-fencing device and can send data about the geo-fencing device to the UAV. Various combinations of detection and communication may be performed as described in more detail elsewhere herein.

  The geo-fencing device may be used as a reference for one or more geo-fencing boundaries 1820. The geo-fencing boundary may indicate a two-dimensional range. Anything above or below the two-dimensional extent can be within the geofencing boundary. Anything above or below the two-dimensional extent may be outside the geofencing boundary. In another example, the geofencing boundary may represent a three-dimensional volume. The space within the three-dimensional volume may be within the geofencing boundary. The space outside the three-dimensional volume may be outside the boundaries of the geofencing boundary.

  The geofencing device boundary may be open or closed. The closed geo-fencing device boundary may totally enclose an area within the geo-fencing device boundary. A closed geofencing device boundary can begin and end at the same point. In some embodiments, a closed geofencing boundary may have no beginning or end. Examples of closed geofencing boundaries may be circular, square, or any other polygon. Open geofencing boundaries may have different beginnings and ends. The geofencing wall may have boundaries that are straight or curved. A closed geofencing boundary can enclose an area. For example, a closed boundary may be useful for defining a flight restricted zone. Open geofencing boundaries can form barriers. Barriers can be useful for forming geo-fencing boundaries at natural physical boundaries. Examples of physical boundaries are jurisdictional boundaries (eg, boundaries between countries, regions, states, provinces, towns, cities, towns, or land boundaries), naturally occurring boundaries (eg, rivers, streams, rivulets) , Cliffs, canyons, canyons), man-made boundaries (eg, walls, streets, bridges, dams, doors, walkways), or any other type of boundary.

  The geofencing device may have a position based on a geofencing boundary. Using the position of the geofencing device, the position of the geofencing boundary to be determined can be determined. The location of the geo-fencing device may serve as a reference for the geo-fencing boundary. For example, if the geo-fencing boundary is a circle surrounding the geo-fencing device, the geo-fencing device may be at the center of the circle. Thus, depending on the location of the geo-fencing device, the geo-fencing boundary may be determined to be a circle surrounding the geo-fencing device, having the geo-fencing device at its center and having a predetermined radius. The geofencing device need not be a circular center. For example, the boundary of the geo-fencing device may be provided to be a circle that is offset with respect to the geo-fencing device. The geofencing device itself may be within the boundaries of the geofencing device. In an alternative embodiment, the boundaries of the geo-fencing device may be such that the geo-fencing device is outside the boundaries of the geo-fencing device. However, the boundaries of the geofencing device may be determined based on the location of the geofencing device. The location of the geofencing device boundary may also be determined based on the type of geofencing boundary (eg, shape, size of the geofencing boundary). For example, if the type of geo-fencing boundary is recognized as a hemispherical boundary having a radius of 30 meters, centered on the location of the geo-fencing device, the geo-fencing device will be recognized as having global coordinates X, Y, Z. Then, the location of the geofencing boundary can be calculated according to the global coordinates.

  The UAV has access to the geo-fencing device. Knowledge of the boundaries of the geofencing device can be provided by the UAV. The UAV may fly according to flight regulations that may have different rules based on whether the UAV is on a first side of a geofencing device boundary or on a second side of a geofencing device boundary. it can.

  In one example, the UAV may not be allowed to fly within the boundaries of the geofencing device. Thus, as the UAV approaches the geo-fencing device, detection may be made that the geo-fencing boundary is close or that the UAV has crossed the geo-fencing boundary. The detection may be made by the UAV. For example, the UAV can know the location of the UAV and the geofencing boundary. In another example, detection may be made by an aircraft control system. The aviation control system may receive data regarding the location of the UAV and / or the location of the geo-fencing device. The UAV may or may not know the location of the geofencing device. Flight restrictions may prevent the UAV from being allowed to fly within the boundary. Flight response measures may be taken by the UAV. For example, the course of the UAV may be changed so that the UAV does not enter the geofencing boundary, or the UAV may exit the geofencing boundary if the UAV enters. it can. Any other type of flight response action may be taken and may include alerting the user of the UAV or the flight control system. Flight response measures may be initiated onboard the UAV or may be initiated from the flight control system.

  In some cases, the UAV can access the geo-fencing device. The UAV can be aware of its location (eg, using a GPS unit, any other sensor, or any other technology described elsewhere herein). The UAV can know the location of the geofencing device. UAVs can directly detect geofencing devices. The geo-fencing device can detect the UAV and can send a signal to the UAV indicating the location of the geo-fencing device. The UAV may receive an indication of the geo-fencing device from the flight control system. Based on the location of the geo-fencing device, the UAV can recognize the location of the geo-fencing boundary. The UAV may be able to calculate the location of the geo-fencing boundary based on the recognized location of the geo-fencing device. In another example, the calculation of the location of the geo-fencing device may be made off-board to the UAV, and the location of the geo-fencing boundary may be sent to the UAV. For example, a geofencing device may know its own location and the type of boundary (eg, the spatial arrangement of the boundary relative to the position of the device). The offense device can calculate the location of its own geofencing boundary and send the boundary information to the UAV. Boundary information may be sent directly from the geofencing device to the UAV or via another intermediate (eg, an airline control system). In another example, the flight control system can know the location of the geo-fencing device. The aviation control system can receive the location of the geo-fencing device from the geo-fencing device or from the UAV. The flight control system can know the type of boundary. The aviation control system can calculate the location of the geofencing boundary and send the boundary information to the UAV. Boundary information may be sent directly from the aviation control system to the UAV. Boundary information may be sent directly from the airline control system to the UAV or via one or more intermediates. If the location of the geo-fencing boundary is known to the UAV, the UAV can compare its location to the location of the geo-fencing device.

  One or more flight response actions may be taken based on the comparison. The UAV may be able to self-initiate taking flight response measures. The UAV may have a set of flight restrictions stored onboard in the UAV, and may be capable of initiating flight response measures compliant with the flight regulations. Alternatively, the flight restrictions may be stored off-board in the UAV, but may be accessible by the UAV for the UAV to determine flight response actions to be taken by the UAV. In another example, the UAV does not self-initiate a flight response, but can receive a flight response indication from an external source. Based on the location comparison, the UAV can ask an external source if a flight response is required, and the external source can provide an indication of the flight response if necessary. For example, the aviation control system may look at the position comparison to determine if a flight response action is required. If so, the flight control system can give the UAV instructions. For example, if it is necessary to stagger the flight path of the UAV to avoid entering the geofencing boundary, a command to change the flight path can be provided.

  In another case, the UAV can access the geo-fencing device. The UAV can be aware of its location (e.g., using a GPS unit, any other sensor, or any other technology described elsewhere herein). Optionally, the UAV does not know the location of the geofencing device. The UAV can provide information about the location of the UAV to an external device. In one example, the external device is a geo-fencing device. A geofencing device can recognize its own position. The geo-fencing device can recognize the position of the UAV from information provided from the UAV. In an alternative embodiment, the geo-fencing device may detect the UAV and determine the location of the UAV based on the detected data. The geo-fencing device may be capable of receiving information regarding the location of the UAV from a further source, for example, an aircraft control system. The geo-fencing device may be aware of the location of the geo-fencing boundary. The geo-fencing device may be capable of calculating the position of the geo-fencing boundary based on the recognized position of the geo-fencing device. Further, the calculation of the position of the boundary may be based on the type of the boundary (eg, the spatial arrangement of the boundary relative to the location of the device). If the location of the geo-fencing boundary is known, the geo-fencing device can compare the location of the UAV to the location of the geo-fencing device.

  In another example, the external device is an aviation control system. The aviation control system can recognize the position of the geo-fencing device. The aviation control system can receive the location of the geo-fencing device directly from the geo-fencing device or via one or more intermediate devices. The aviation control system can detect the geo-fencing device and determine the position of the geo-fencing device based on the detected data. In some cases, information from one or more recording devices can be used to determine the location of the geofencing device. The aviation control system may be able to receive the location of the geo-fencing device from a further source, for example, a UAV. The flight control system can recognize the position of the UAV from information provided by the UAV. In an alternative embodiment, the aviation control system device can detect the UAV and determine the location of the UAV based on the detected data. In some cases, information from one or more recording devices can be used to determine the location of the UAV. The geo-fencing device may be capable of receiving information regarding the location of the UAV from a further source, for example, a geo-fencing device. The flight control system can know the location of the geofencing boundary. The aviation control system may receive the location of the geofencing device boundary from the geofencing device or another source. The aviation control system may be able to calculate the location of the geo-fencing boundary based on the recognized location of the geo-fencing device. The calculation of the position of the boundary may be based on (eg, the spatial arrangement of the boundary with respect to the location of the device). If the location of the geo-fencing boundary is known, the aviation control system can compare the location of the UAV to the location of the geo-fencing device.

  One or more flight response actions may be taken based on the comparison. A geo-fencing device, or airline control system, may be able to provide information regarding a comparison with a UAV. The UAV may be able to self-initiate taking flight response measures. The UAV may have a set of flight restrictions stored onboard in the UAV, and may be capable of initiating flight response measures compliant with the flight regulations. Alternatively, the flight restrictions may be stored off-board in the UAV, but may be accessible by the UAV for the UAV to determine flight response actions to be taken by the UAV.

  In another example, the UAV does not self-initiate a flight response, but can receive a flight response indication from an external source. The external source may be a geo-fencing device or an aeronautical control system. Based on the position comparison, an external source can provide instructions on flight response measures, if necessary. For example, the aviation control system may look at the position comparison to determine if a flight response action is required. If so, the flight control system can give the UAV instructions. For example, if it is necessary to stagger the flight path of the UAV to avoid intrusion into the geo-fencing boundary, a command to change the flight path can be provided.

  Any description provided above for flight regulations can be applied herein. Geofencing devices can establish boundaries of locations that may be involved in flight restrictions. Various types of flight restrictions can be imposed, as described elsewhere herein. Geofencing devices may be used to establish boundaries for different types of flight restrictions, which may affect the flight of the UAV (eg, flight path, takeoff, landing), operation of the UAV's payload. Positioning of the UAV payload, operation of the UAV support mechanism, operation or arrangement of one or more sensors of the UAV, operation of one or more communication units of the UAV, operation of navigation of the UAV, power distribution of the UAV, and And / or may include any other operations of the UAV.

  FIG. 19 shows a side view of a geo-fencing device, a geo-fencing boundary, and a UAV according to an embodiment of the present invention. The geofencing device 1910 can be provided anywhere. For example, a geofencing device may be provided on the object 1905 or on the surface 1925. The geo-fencing device may be used as a reference for one or more geo-fencing boundaries 1920. UAV 1930 may approach a geo-fencing device and / or a geo-fencing boundary.

  The geofencing device 1910 can be established at a location. In some cases, the geofencing device may be provided in a permanent or semi-permanent manner. The geofencing device may be substantially immobile. The geofencing device may not be moved manually without the assistance of a tool. The geofencing device may remain at the same location. In some cases, a geofencing device may be fixed or attached to object 1905. The geofencing device may be built into the object.

Alternatively, the geo-fencing device may be easily movable and / or portable. The geofencing device can be moved manually without the need for tools. The geofencing device can be moved from one location to another. The geofencing device may be removably attached to or supported by the object. In some cases, the geo-fencing device may be a hand-held device. Geofencing devices can be picked up and transported by humans. The geofencing device can be picked up and carried by one hand by a human. The geofencing device may be easily transportable. In some embodiments, the geofencing device comprises about 500 kg, 400 kg, 300 kg, 200 kg, 150 kg, 100 kg, 75 kg, 50 kg, 40 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10 kg, 9 kg, 8 kg, 7 kg, 6 kg 5, 5 kg, 4 kg, 3 kg, 2 kg, 15 kg, 1 kg, 750 g, 500 g, 300 g, 200 g, 100 g, 75 g, 50 g, 30 g, 20 g, 15 g, 10 g, 5 g, 3 g, 2 g, 1 g, 500 mg, 100 mg, 50 mg, 10 mg Weights of up to 5 mg, or 1 mg. The geo-fencing device is about 5 m ³ , 3 m ³ , 2 m ³ , 1 m ³ , 0.5 m ³ , 0.1 m ³ , 0.05 m ³ , 0.01 m ³ , 0.005 m ³ , 0.001 m ³ , 500 cm ³ , 300 cm ³ , 100 cm ³ , 75 cm ³ , 50 cm ³ , 30 cm ³ , 20 cm ³ , 10 cm ³ , 5 cm ³ , 3 cm ³ , 1 cm ³ , 0.1 cm ³ , or 0.01 cm ³ or less Good. The geo-fencing device may be worn by an individual. The geofencing device may be carried in a pocket, bag, pouch, purse, rucksack, or any other personal item.

  The geofencing device can be moved from one location to another with the assistance of an individual. For example, a user can pick up a geofencing device, move it to another location, and drop it off. Optionally, the user may need to detach the geo-fencing device from an existing object, then pick up the geo-fencing device, move it to another location, and attach it to a new location. Alternatively, the geo-fencing device may be self-propelled. The geofencing device may be movable. For example, the geo-fencing device may be another UAV or another vehicle (eg, a land-based vehicle, an underwater-based vehicle, an aerial-based vehicle, a space-based vehicle). In some cases, the geo-fencing device may be attached to or supported by a UAV or other vehicle. The location of the geofencing device may be updated as it moves and / or tracked.

  In some embodiments, the geofencing device may be substantially stationary during use. A geofencing device may be provided on the object 1905 or on the surface 1925. The object may be a naturally occurring object or an artificial object. Examples of naturally occurring objects may include trees, bushes, stones, hills, mountains, or any other naturally occurring objects. Examples of man-made objects may include buildings (eg, buildings, bridges, utility poles, fences, walls, breakwaters, buoys) or any other man-made objects. In one example, the geo-fencing device may be provided on a building, for example, on a building roof. The surface may be a naturally occurring surface or an artificial surface. Examples of surfaces may include ground (eg, land, soil, gravel, asphalt, streets, flooring) or underwater-based surfaces (eg, lakes, seas, rivers, streams).

  Optionally, the geo-fencing device may be a docking station. The geo-fencing device may be secured to a UAV docking station. The geo-fencing device may be located on or supported by the UAV docking station. The geo-fencing device may be part of the UAV docking station or may be integrally formed with the UAV docking station. The UAV docking station may allow one or more UAVs to land on or be supported by the docking station. A UAV docking station may include one or more landing zones that can be used to support the weight of the UAV. The UAV docking station can power the UAV. In some cases, a UAV docking station may be used to charge the UAV with one or more power units (eg, batteries) onboard. Using the UAV docking station, the power supply unit can be removed from the UAV and replaced with a new power supply unit. The new power supply unit may have a higher energy capacity or state of charge. The UAV docking station may be capable of repairing the UAV or supplying spare parts to the UAV. The UAV docking station can accept items carried by the UAV or store items that can be picked up to be carried by the UAV.

  The geo-fencing device may be any type of device. The device may be a computer (eg, a personal computer, a laptop computer, a server), a mobile device (eg, a smartphone, a mobile phone, a tablet, a personal digital assistant), or any other type of device. The device may be a network device capable of communicating over a network. The apparatus may include one or more memory storage, which may include a non-transitory computer readable medium capable of storing code, logic or instructions for performing one or more steps described elsewhere herein. Including units. The apparatus may include one or more processors that may individually or collectively perform one or more steps according to the code, logic, or instructions of the non-transitory computer-readable media described herein.

  If the device provides a reference point for a set of boundaries associated with a set of flight restrictions, the device can be a geo-fencing device. In some cases, the device may be a geo-fencing device if software or applications are running on the device that may provide the position of the device as a reference point for a set of boundaries associated with the set of flight restrictions . For example, a user may have a device that performs additional functions, such as a smartphone. The application may be downloaded to the flight control system, another component of the authentication system, or a smartphone that can communicate with any other system. The application may provide the location of the smartphone to the flight control system and indicate that the smartphone is a geo-fencing device. Thus, the location of the smartphone may be known and may be used to determine a boundary associated with the restriction. The device may already have location means, or may use a location system to determine the location of the device. For example, the location of a smartphone and / or tablet, or other mobile device may be determined. The location of the mobile device can be used to provide a reference point for a geofencing device.

  In some embodiments, the geofencing device can be designed to be installed in an outdoor environment. Geo-fencing devices can be designed to withstand various climates. The geofencing device may have a housing that can partially or completely enclose one or more components of the geofencing device. The housing can protect one or more components from wind, dust, or precipitation (eg, rain, snow, hail, ice). The housing of the geofencing device may or may not be airtight, and may or may not be waterproof. The housing of the geo-fencing device may enclose one or more processors of the geo-fencing device. The housing of the geo-fencing device may enclose one or more memory storage units of the geo-fencing device. The housing of the geofencing device can enclose the position finder of the geofencing device.

  In some embodiments, the geo-fencing device may be a remote controller configured to receive user input. The remote controller can control the operation of the UAV. This may be useful when using a geo-fencing boundary to allow UAVs to operate within the geo-fencing boundary, but to limit the operation of the UAV outside the geo-fencing boundary. For example, a UAV may only be allowed to fly within geofencing boundaries. If the UAV approaches or exits the boundary, the flight path of the UAV can be changed to keep the UAV within the geo-fencing boundary. If the UAV is only allowed to fly within the geo-fencing boundary, this may keep the UAV within a defined proximity of the remote controller. This may help the user monitor the UAV more easily. This may prevent the UAV from flying out of the desired range and getting lost. If the geo-fencing device is a remote controller, the user may be able to walk around, and the geo-fencing device boundary may move with the remote controller. In this way, the user may have some freedom to traverse an area while the UAV remains within the desired boundaries relative to the user.

  Geofencing boundaries may include one or more lateral boundaries. For example, a geo-fencing boundary may be a two-dimensional area that may define a lateral dimension of a space within the geo-fencing boundary and a space outside the geo-fencing boundary. Geofencing boundaries may or may not include altitude boundaries. Geofencing boundaries can define a three-dimensional volume.

  FIG. 19 provides an illustration where the geo-fencing boundary 1920 may include a lateral aspect and an elevation aspect. For example, one or more lateral boundaries may be provided. An upper and / or lower altitude limit may be provided. For example, the altitude limit may define the top of the boundary. The lower altitude may define the lowest part of the boundary. The boundary may be substantially flat, or may be curved, beveled, or have any other shape. Some boundaries may have a cylindrical, prismatic, conical, spherical, hemispherical, mortar, donut, tetrahedral, or any other shape. In one example description, the UAV may not be allowed to fly within the geo-fencing boundary. The UAV may fly freely outside the geofencing boundaries. Thus, the UAV can fly above the altitude limit shown in FIG.

  In some embodiments, a geo-fencing system may be provided. The geo-fencing system may be a subsystem of the flight control system. In some cases, an aviation control system may include a geo-fencing module that can perform one or more of the examples described herein. Any description of a geo-fencing system herein can be applied to a geo-fencing module that can be part of an aircraft control system. The geo-fencing module may be part of an authentication system. Alternatively, the geo-fencing system may be separate from and / or independent of the authentication system or the flight control system.

  The geofencing system can accept applications for the establishment of a geofencing device. For example, if the geofencing devices are part of a UAV system, they can be identified and / or tracked. The geofencing device may have unique identification information. For example, a geo-fencing device may have a unique geo-fencing identifier that can uniquely identify and / or differentiate the geo-fencing device from other geo-fencing devices. Identification information about the geo-fencing device may be collected. Such information may include information regarding the type of geofencing device. The geofencing device identifier can be used to ascertain the type of geofencing device. Further description regarding the type of geofencing device may be provided elsewhere herein.

  In some embodiments, the geofencing device identifier may be provided by an ID registration center. The ID registration center may also provide a user identifier and / or a UAV identifier (eg, ID registration center 210 shown in FIG. 2). Alternatively, the geo-fencing device may use an ID registration center separate from the UAV and / or the user. In this way, a geo-fencing device can be identified. If the geo-fencing device has received an application for establishment through the geo-fencing system, the geo-fencing device may be identified.

  In some embodiments, the geofencing device may be in the process of being authenticated. Authentication of the geo-fencing device may include confirming that the geo-fencing device is the geo-fencing device indicated by the geo-fencing device identifier. Any authentication technique can be used to authenticate the geofencing device. Any technique used to authenticate the UAV and / or the user may be used to authenticate the geo-fencing device. The geofencing device may have a geofencing device key. The geo-fencing device key may be used during the authentication process. In some cases, an AKA process may be used to assist in authenticating a geofencing device. Further, possible processes for authenticating a geofencing device are described in more detail elsewhere herein. The geo-fencing system can prevent the geo-fencing device from being duplicated. The geo-fencing system can prevent the replicated geo-fencing device from being authenticated by a supervisory system (eg, an airline control system) and a UAV. The certified geo-fencing device may be used by the aviation control system and can communicate with the UAV.

  The geo-fencing system can track the identification information of the geo-fencing device through the registration process of the geo-fencing device system. The geo-fencing device may be authenticated before successfully registering with the geo-fencing device system. In some cases, the geo-fencing device is registered at one time by the geo-fencing device subsystem. Alternatively, registration may be performed multiple times. The geo-fencing device may be identified and / or authenticated each time the geo-fencing device is powered on. In some cases, the geofencing device may remain powered up during use. In some cases, the geofencing device may be powered down. When the geofencing device is powered down and then powered up again, it may be subjected to an identification and / or authentication process to be established in the system. In some cases, only geofencing devices that are currently on are tracked by the system. Data relating to the geo-fencing device, once established, but not currently powered on, can be stored by the system. Devices need to be tracked when powered down.

  The geo-fencing system can examine and determine the effective spatial extent, lifetime, and / or restriction hierarchy of the geo-fencing device. For example, the location of a geofencing device can be tracked. In some cases, the geofencing device can report its location to itself. In some cases, the geofencing device may include a position tracking device, such as a GPS unit, or one or more sensors. The geo-fencing device can send information about the location of the geo-fencing device to the geo-fencing system. The location may include coordinates of the geofencing device, for example, global or local coordinates.

  The geo-fencing system can constantly monitor the geo-fencing boundaries for each geo-fencing device. The geofencing devices may have the same type of boundary or different types of boundary. For example, the boundaries may be different for each device. The geofencing system can constantly monitor the type of boundary and the location of the geofencing device. Thus, the geofencing system may be able to determine the location boundaries of the geofencing device. The effective spatial range of the geofencing device may be known by the system.

  The lifetime of the geofencing device boundary may be known. In some embodiments, the geo-fencing boundary may remain unchanged for an extended period of time. These may remain on as long as the geofencing device is powered on. In another example, the geo-fencing boundary may change over time. Even when the geofencing device is powered on, the geofencing boundary may have the same range, but may or may not be valid. For example, from 2 pm to 5 pm a day, a geo-fencing boundary may be provided, while the geo-fencing boundary is not valid during the remaining time. The shape and / or size of the geofencing boundary may change over time. The change in geofencing boundary may be based on time, day of week, day of month, week of month, month, quarter, season, year, or any other time-related factors. The change may be regular or periodic. Alternatively, the changes may be irregular. In some cases, a schedule may be provided that is able to follow changes in geofencing boundaries. Further, examples and descriptions of changing geofencing boundaries are provided in more detail elsewhere herein.

  The hierarchy of the geofencing device may be known by the geofencing subsystem. The above description of the various flight control hierarchies may apply to the geofencing device hierarchy. For example, if multiple geofencing devices have overlapping spatial extents, the overlapping extents can be treated according to a hierarchy. For example, flight restrictions associated with geofencing devices having higher tiers can be applied to overlapping ranges. Alternatively, more restrictive flight restrictions may be used to the extent of overlap.

  The geofencing system can determine how a geofencing device can be published. In some cases, the geo-fencing device can emit a signal. The signal can be used to detect a geofencing device. The UAV may be capable of detecting a signal from the geo-fencing device to detect the geo-fencing device. Alternatively, the UAV may not be able to detect the geo-fencing device directly, but the geo-fencing system may be able to detect the geo-fencing device. A recording device, such as a recording device described elsewhere herein, may be capable of detecting a geofencing device. The aviation control system may be able to detect the geo-fencing device. The geofencing device can be published in any way. For example, a geo-fencing device may be published using electromagnetic or acousto-optic signals. The signal from the geofencing device may be detected with the aid of a visual sensor, infrared sensor, ultraviolet sensor, sound sensor, magnetometer, wireless receiver, WiFi receiver, or any other type of sensor or receiver . The geofencing system can track which type of signal is being used by the geofencing device. The geo-fencing system can notify one or more other devices or systems (eg, UAVs) of what type of signal is provided by the geo-fencing device, thereby using the correct sensor A geofencing device can be detected. Geosensing information can also track information such as frequency range, bandwidth, and / or protocol used when transmitting signals.

  The geo-fencing system can manage a resource pool for the UAV based on information from the flight geo-fencing device. Geo-fencing devices can impose one or more restrictions on the operation of a UAV. For example, UAV flight may be restricted based on geo-fencing equipment. One example of a resource may be an available airspace. Available airspace may be limited based on the location and / or boundaries of the geofencing device. The available airspace information may be used by the aviation control system when allocating resources to the UAV. The available airspace may be updated in real time. For example, a geofencing device may be turned on or off, added or removed, moved, or the boundaries of the geofencing device may change over time. Thus, the available airspace may change over time. The available airspace may be updated in real time. The available airspace may be updated on a continuous or periodic basis. The available airspace may be updated at regular or irregular time intervals or according to a schedule. The available airspace may be updated in response to events, for example, requests for resources. In some cases, available airspace may be predicted over time. For example, if the schedule of the geofencing device is known in advance, some changes in airspace may be predictable. Thus, when the user requests resources such as airspace for the future, the predicted available airspace can be assessed. In some embodiments, different levels may be provided. For example, users of different operation levels may be defined. Different resources may be available to the user based on the user's level of operation. For example, some geo-fencing restrictions may apply only to certain users, while not applying to others. User types can affect available resources. Another example of a level may include a UAV type. UAV types may affect available resources. For example, some geo-fencing restrictions may apply only to certain models, while not applying to UAVs of other models.

  If a user desires to operate a UAV, a request may be made for one or more resources. In some cases, a resource may include some space for a period of time. A resource may include a device, such as, for example, those described elsewhere herein. Based on available resources, the flight plan may be accepted or rejected. In some cases, changes may be made to the flight plan to adapt to available resources. The geofencing device information can be used in determining resource availability. The geofencing device information may be useful in determining whether a proposed flight plan is accepted, rejected, or changed.

  Users can interact with the geofencing system. Users can query the geofencing system for resource allocation. For example, a user may request an assignment of the status of available airspace or other resources. A user may be asked about an available airspace status assignment corresponding to a user level (eg, operation level, user type). The user may request an available airspace status assignment corresponding to the UAV type or other characteristic. In some cases, the user may receive information returned from the geo-fencing system for resource allocation. In some cases, the information may be presented in a graphical format. For example, a map indicating available airspace may be provided. The map may indicate the current available airspace when the user makes an inquiry, or may project the available airspace at some point in the future that the user is asking. The map may indicate the location and / or boundaries of the geofencing device. A further description of the user interface that may show the geofencing device and / or available resources may be provided in more detail elsewhere herein (eg, FIG. 35).

  In some embodiments, a non-compliance protection system may be provided. The non-compliance control system may be a subsystem of the aircraft control system. The aviation control system may include a non-compliance control module that can perform one or more of the actions described herein. Any description of a non-compliance control system herein may apply to a non-compliance control module that may be part of an aircraft control system. The non-compliance countermeasure module may be part of an authentication system. Alternatively, the non-compliance control system may be separate from and / or independent of the authentication system or the flight control system.

  A non-compliance control system can track UAV activity. For example, the location of a UAV can be tracked. The UAV location may include the UAV orientation. Tracking the location of the UAV may also include movement of the tracking UAV (eg, translation speed, translation acceleration, angular velocity, angular acceleration). Other operations of the UAV, such as operation of the load, positioning of the load, operation of the support mechanism, operation of one or more UAV sensors, operation of the communication unit, operation of the navigation unit, power dissipation, or any other UAV Activity can be tracked. The non-compliance measure system can detect when the UAV is behaving abnormally. The non-compliance control system can detect when the UAV is engaged in behavior that is not compliant with a set of flight regulations. User identification information and / or UAV identification information may be considered in determining whether or not to comply with a set of flight restrictions. Geo-fencing data may be considered in determining whether a UAV is compliant or non-compliant with a set of flight restrictions. For example, a non-compliance protection system can detect when an unlicensed UAV appears in a restricted airspace. The restricted airspace may be provided within the boundaries of the geofencing device. The user and / or UAV may not be allowed to enter restricted airspace. However, the presence of a UAV approaching or approaching restricted airspace may be detected. UAV activity may be tracked in real time. UAV activity may be tracked continuously, tracked periodically, tracked according to a schedule, or tracked in response to detected events or situations.

  The non-compliance control system can issue an alert when the UAV is about to engage in an activity that does not comply with the UAV's set of flight restrictions. For example, a warning can be given if an unauthorized UAV is trying to enter restricted airspace. Warnings can be given in any way. In some cases, the alert may be an electromagnetic or acousto-optic alert. An alert may be provided to the user of the UAV. The alert may be provided via a user terminal, for example, a remote controller. Alerts may be provided to the flight control system and / or UAV. The user may be given the opportunity to change the behavior of the UAV so that the UAV complies with flight regulations. For example, if the UAV is approaching restricted airspace, the user may have time to change the UAV's route to avoid the restricted airspace. Alternatively, the user may not be given the opportunity to change the behavior of the UAV.

  The non-compliance control system may cause the UAV to achieve flight response measures. Flight response measures may be activated to make the UAV compliant with a set of flight regulations. For example, if the UAV enters a restricted area, the flight path of the UAV may be changed to cause the UAV to quickly exit the restricted area or land. A flight response measure may be a mandatory measure that can override one or more user inputs. The flight response measure may be a mechanical, electromagnetic, or acousto-optical means, or a takeover of the control of the UAV. If the warning is ineffective, the means may drive the UAV away, capture it, or even destroy it. For example, the means may cause the flight path of the UAV to change automatically. The means can automatically land the UAV. The means can power down or self-destruct the UAV. Any other flight response measures, such as those described elsewhere herein, may be used.

  A non-compliance control system can record and track information about UAV activity. Various types of information regarding the UAV may be recorded and / or stored. In some embodiments, the information can be stored on a memory storage system. All information related to UAV activity may be stored. Alternatively, a subset of the information related to UAV activity may be stored. In some cases, post-examination can be facilitated using the recorded information. The recorded information may be used for legal purposes. In some cases, the recorded information may be used for disciplinary action. For example, an event may occur. Recorded information related to the event may be considered. The information can be used to determine details of how or why the event occurred. If the event is an accident, the information can be used to determine the cause of the accident. The information can be used to assign accidental negligence. For example, if a party is responsible for an accident, the information can be used to determine that the party is responsible. Disciplinary action may be taken if the parties are responsible. In some cases, multiple parties may share various degrees of negligence. Disciplinary action may be assigned depending on the information recorded. In another example, the event may be an action by a UAV that is not compliant with a set of flight restrictions. For example, UAVs may fly through areas where photography is not allowed. However, UAVs may have captured images using a camera. The UAV may have somehow continued to capture images after the warning was issued. The information can be analyzed to determine how long the UAV has captured the image or the type of image captured. The event may be an unusual behavior exhibited by the UAV. If the UAV exhibits abnormal behavior, the information can be analyzed to determine the cause of the abnormal behavior. For example, if the UAV performed an action that did not match the command issued by the user remote controller, the information can be analyzed to determine how or why the UAV performed the action. .

  In some embodiments, the recorded information may not be changeable. Optionally, the individual user may not be able to change the recorded information. In some cases, only the operator or administrator of the memory storage system and / or the non-compliance protection system may be able to access the recorded information.

Communication Type UAVs and geo-fencing devices can interact within a UAV system. The geo-fencing device may provide one or more geo-fencing boundaries that may affect available space for the UAV and / or when the UAV is in the air space, or that may affect activities that are not. it can.

  FIG. 39 illustrates different types of communication between a UAV and a geo-fencing device, according to an embodiment of the present invention. The geo-fencing device may be online 3910 or offline 3920. The geofencing device may only be able to receive signals from UAV3930, may only be able to send signals to UAV3940, or may both send and receive signals from UAV3950.

  When the geo-fencing device is connected (eg, communicating) to an authentication center, the geo-fencing device may be online 3910. When the geo-fencing device is connected (eg, communicating) to any part of the authentication system, the device may be online. When the geo-fencing device is connected (communicating) to the flight control system or its modules (eg, geo-fencing module, non-compliance control module), the geo-fencing system can be online. When the geo-fencing device is connected to the network, the geo-fencing device can be online. When a geo-fencing device is directly connected to another device, the geo-fencing device can be online. A geo-fencing device may be online if the device is capable of communicating with another device or system.

  When the geo-fencing device is not connected to (eg, communicating with) the authentication center, the geo-fencing device may be offline 3920. When the geo-fencing device is not connected (eg, communicating) to any part of the authentication system, the geo-fencing device may be offline. When the geo-fencing device is not connected (communicating) to the flight control system or its modules (eg, geo-fencing module, non-compliance control module), the geo-fencing system can be offline. When the geo-fencing device is not connected to the network, the geo-fencing device can be offline. When a geo-fencing device is not directly connected to another device, the geo-fencing device may be offline. If the geo-fencing device is not capable of communicating with another device or system, the geo-fencing device may be offline.

  The geo-fencing device can communicate with the UAV. Communication between the geo-fencing device and the UAV can occur in various ways. For example, communication may occur via a channel, a signaling system, a multiple access mode, a signaling format, or a signaling format. Communication between the geo-fencing device and the UAV may be direct or indirect. In some cases, only direct communication may be used, only indirect communication may be used, or both direct and indirect communication may be used. Elsewhere in this specification, further examples and details relating to direct and indirect communication are described.

  If the geofencing device only receives signals from UAV3930, indirect communication may be used. When the geofencing device is online, the indirect communication may include a signal to the UAV. For example, a network may be used to communicate signals from the geofencing device to the UAV. When the geofencing device is offline, the indirect communication may include a UAV presence record. The geofencing device may be capable of detecting the presence of a UAV or receiving indirect communication of the presence of a UAV.

  If the geofencing device only sends signals to UAV3940, direct communication may be used. Direct communication can be used whether the offense device is online or offline. Even though the geo-fencing device is not in communication with the authentication system or its components, the geo-fencing device may be capable of communicating directly with the UAV. The geo-fencing device can communicate and transmit directly to the UAV. Geofencing devices can provide direct communication via wireless signals. The direct communication may be an electromagnetic signal, a photoacoustic signal or any other type of signal.

  If the geofencing device both sends and receives signals with the UAV 3950 (eg, is involved in two-way communication), it may use direct or indirect communication. In some cases, direct and indirect communication may be used simultaneously. The geofencing device and the UAV may switch between using direct communication and using indirect communication. Direct or indirect communication may be used, whether the geofencing device is online or offline. In some embodiments, direct communication may be used as part of a two-way communication from a geo-fencing device to a UAV, while indirect communication may be used as part of a two-way communication from a UAV to a geo-fencing device. May be used. For some of the two-way communications from the UAV to the geo-fencing device, the indirect communication may include a signal to the UAV when the geo-fencing device is online and the recorded UAV when the geo-fencing device is offline. Can include presence. Alternatively, direct and indirect communication can be used interchangeably, regardless of direction.

  Optionally, the communication rules may be stored in a memory onboard the geofencing device. Optionally, one or more rules associated with one or more sets of flight restrictions may be stored onboard the geofencing device. The geofencing device may or may not be capable of connecting to a network, such as the Internet, any other WAN, LAN, telecommunications network, or data network. If the geo-fencing device can be connected to the network, the geo-fencing device does not need to have the rules stored in memory. For example, the communication rules need not be stored on-board in the geofencing device. Alternatively, one or more rules associated with one or more sets of flight restrictions need not be stored onboard in the geofencing device. The geofencing device can access rules stored in a separate device or memory through the network.

  The geofencing device memory can store geofence identification and / or authentication information. For example, the geo-fencing device memory can store a geo-fencing device identifier. The memory can store a geo-fencing device key. Associated algorithms may be stored. The geofencing device identifier and / or key may not be changed. Optionally, the geofencing device identifier and / or key may not be externally readable. The geofencing device identifier and / or key may be stored on a module that is inseparable from the geofencing device. The module cannot be removed from the geofencing device without breaking and without impairing the function of the device. In some cases, the geo-fencing identification and / or authentication information may be stored on-board in the geo-fencing device, regardless of whether the device may access the network.

  The geo-fencing device may include a communication unit and one or more processors. One or more processors may perform any step or function of the geofencing device individually or collectively. The communication unit may enable direct communication, indirect communication, or both indirect and direct communication. The communication unit and one or more processors may be provided on the geo-fencing device independent of whether the device may access a network.

  In some embodiments, the UAV may be offline or online. The UAV may be offline (eg, not connected to an authentication system). When offline, the UAV cannot communicate with any component of the authentication system, such as an authentication center, an air control system, or a module of an air control system (eg, a geo-fencing module, a non-compliance control module). When the UAV is not connected to the network, the UAV may be offline. A UAV may be offline when the UAV is not directly connected to another device. If the UAV is not capable of communicating with another device or system, the UAV may be offline.

  When the UAV may be offline, a digital signature method may be used in the communication. For communication, the issue and use of certificates may be used. Such a method may provide some security for communication with the UAV. Such security can be provided without requiring the UAV to communicate with the authentication system.

  When the UAV is connected (eg, communicating) to any component of the authentication system, eg, an authentication center, an air control system, or any module of the authentication center (eg, a geo-fencing module, a non-compliant module). , UAVs may be online. When a UAV is connected to a network, the UAV may be online. When a UAV is directly connected to another device, the UAV may be online. The UAV may be online if the geofencing device is capable of communicating with another device or system.

  When the UAV is online, various communication methods or techniques may be used. For example, a UAV and / or a user can receive a geofencing signal, and authentication can occur at an authentication center of the authentication system. Authentication may be performed on the geofencing device, which may confirm that the device is authentic and licensed. In some cases, confirmation may be made that the geofencing device complies with legal standards. In some cases, the authenticated geo-fencing device may notify the UAV and / or the user about one or more sets of flight restrictions. The aviation control system may notify the UAV and / or the user about the set of one or more flight restrictions imposed in response to the certified geo-fencing device.

  FIG. 20 illustrates a system in which a geofencing device transmits information directly to a UAV according to an embodiment of the present invention. The geofencing device 2010 can transmit a signal 2015 that can be received by the UAV 2030. The geo-fencing device may have a geo-fencing boundary 2020. The geo-fencing device may include a communication unit 2040, a memory unit 2042, a detector 2044, and one or more processors 2046. Signals can be transmitted using communication. The presence of UAV2050 can be detected using a detector.

  The geo-fencing device 2010 can broadcast a wireless signal 2015. The broadcast may be performed continuously. The broadcast may occur independently of any detected conditions. Advantageously, this broadcast mode may be simple. Alternatively, the broadcast of the signal may occur when an approaching UAV 2020 is detected. At other times, there is no need to cause a broadcast. This advantageously avoids using radio resources. The geofencing device may remain invisible until a UAV is detected.

  Aspects of the invention can be directed to a geo-fencing device 2010, a communication module 2040 configured to transmit information within a predetermined geographic range of the geo-fencing device, and a predetermined geographical location of the geo-fencing device. One or more storage units 2042 configured to store or receive one or more sets of flight restrictions for a range, wherein the communication module is configured to allow the UAV to enter a predetermined geographic area of the geo-fencing device. The UAV is further configured to send a set of flight restrictions from one or more sets of flight restrictions. A method may be provided for providing a UAV with a set of flight restrictions, the method comprising: for a given geographic area of the geofencing device, one or more storage units of the geofencing device. Storing or receiving a set of flight restrictions and communication configured to transmit information within a predetermined geographic area of the geofencing device when the UAV enters the predetermined geographic area of the geofencing device. Sending, with the assistance of the module, the UAV a set of flight restrictions from one or more sets of flight restrictions.

  The geo-fencing device 2010 can detect the presence of the UAV 2020. Optionally, the detector 2044 of the geo-fencing device may assist in detecting the presence of the UAV.

  In some embodiments, a geofencing device can detect a UAV by identifying the UAV via visual information. For example, a geo-fencing device can visually detect and / or identify the presence of a UAV. In some cases, a camera or other type of visual sensor may be provided as a UAV detector. The camera may be able to detect the UAV when the UAV reaches within a predetermined range of the geo-fencing device. In some cases, the detector of the geofencing device may include multiple cameras or visual sensors. Multiple cameras or vision sensors may have different fields of view. The camera can capture UAV images. The image can be analyzed to detect the UAV. In some cases, the image can be analyzed to detect the presence or absence of a UAV. The images can be analyzed to determine the estimated distance of the UAV from the geofencing device. The image can be analyzed to detect the type of UAV. For example, different models of UAVs can be identified.

  Information in the electromagnetic spectrum from any portion may be used in identifying the UAV, for example, analyzing other spectra from the UAV in addition to the visible spectrum to detect the presence of the UAV and / or Can be identified. In some cases, the detector may be an infrared detector, an ultraviolet detector, a microwave detector, a radar, or any other type of device capable of detecting an electromagnetic signal. The detector may be capable of detecting the UAV when the UAV reaches within a predetermined range of the geofencing device. In some cases, a plurality of sensors may be provided. The multiple sensors may have different fields of view. In some cases, a UAV electromagnetic image or signature may be detected. The image or signature can be analyzed to detect the presence or absence of a UAV. The image or signature can be analyzed to estimate the distance of the UAV from the geofencing device. The image or signature can be analyzed to detect the type of UAV. For example, different models of UAVs can be identified. In one example, the first UAV model type may have a different thermal signature than the second UAV model type.

  The geofencing device can detect a UAV by identifying the UAV via acoustic information (eg, sound). For example, a geo-fencing device can acoustically detect and / or identify the presence of a UAV. In some cases, the detector may include a microphone, sonar, ultrasonic sensor, vibration sensor, and / or any other type of acoustic sensor. The detector may be capable of detecting a UAV when the UAV reaches within a predetermined range of the geofencing device. The detector may include multiple sensors. The multiple sensors may have different fields of view. The sensor can capture the UAV's acoustic signature. The acoustic signature can be analyzed to detect the UAV. The acoustic signature can be analyzed to detect the presence or absence of a UAV. The acoustic signature can be analyzed to determine the estimated distance of the UAV from the geofencing device. The acoustic signature can be analyzed to detect the type of UAV. For example, different models of UAVs can be identified. In one example, the first UAV model type may have a different acoustic signature than the second UA model type.

  The geofencing device can identify an approaching UAV by monitoring one or more radio signals from the UAV. Optionally, the UAV may be broadcasting a radio signal that may be detectable by the geo-fencing device when the UAV reaches within range. The UAV detector may be a receiver of radio signals from the UAV. The detector may optionally be a UAV communication unit. The same communication unit can be used to transmit signals and detect wireless communication from the UAV. Alternatively, different communication units can be used to transmit signals and detect wireless communication from the UAV. The presence or absence of the UAV can be detected by analyzing the wireless data captured by the detector. The wireless data can be analyzed to estimate the distance of the UAV from the geofencing device. For example, the time difference or signal strength can be analyzed to estimate the distance of the UAV from the geofencing device. The UAV type can be detected by analyzing the wireless data. In some cases, wireless data may include identifying UAV-related data, such as a UAV identifier and / or UAV type.

  In some cases, the geo-fencing device can detect the UAV based on information from the flight control system or any other component of the authentication system. For example, an aviation control system may track the location of a UAV and may send a signal to the geofencing device when the aviation control system detects that the UAV is approaching the geofencing device. In another example, the aviation control system can send location information about the UAV to the geo-fencing device, and the geo-fencing device can determine that the UAV is approaching the geo-fencing device. In some embodiments, the detector may be a communication unit capable of receiving data from an aircraft control system.

  The UAV may or may not send any information about UAV 2020. In some cases, the UAV can send out wireless communications. Wireless communication can be detected by a detector onboard the geofencing device. Wireless communication may include broadcasting information via a UAV. The broadcast of information by the UAV can announce the presence of the UAV. Additional information regarding UAV identification may or may not be provided. In some embodiments, the information regarding UAV identification may include a UAV identifier. The information may include information on the UAV type. The information may include location information about the UAV. For example, a UAV may broadcast its current global coordinates. The UAV may broadcast any other attributes, such as UAV parameters or UAV type.

  In some embodiments, the UAV can establish communication with the geo-fencing device and exchange of information can take place. Communication may include one-way communication or two-way communication. The communication may include information on UAV identification, geofencing device identification information, UAV type, geofencing device type, UAV location, geofencing device location, geofencing device boundary type, flight restrictions, or any other type of It may include information.

  The geo-fencing device can recognize the presence of the UAV through an on-board detector to the geo-fencing device. The geofencing device can recognize the presence of the UAV through information from other devices. For example, an aviation control system (eg, a geo-fencing module, a non-compliance countermeasure module), an authentication center, another geo-fencing device, another UAV can provide the geo-fencing device with information about the presence of the UAV.

  The detector of the geofencing device may be configured to detect the presence of a UAV within a predetermined range of the geofencing device. In some implementations, the detector may detect the presence of a UAV outside a predetermined range. The detector may be very likely to detect the presence of a UAV when the UAV is within a predetermined range. When the UAV is within the predetermined range of the geofencing device, the detector will provide 80% probability, 90% probability, 95% probability, 97% probability, 99% probability, 99% probability. A UAV may be detected with a probability of 0.5%, 99.7%, 99.9%, or more than 99.99%. The predetermined range of the geo-fencing device may be when within a predetermined distance of the UAV geo-fencing device. The predetermined range of the geo-fencing device may have a circular, cylindrical, hemispherical, or spherical shape with respect to the geo-fencing device. Alternatively, the predetermined area may have any shape based on the geofencing device. The geofencing device may be provided at the center of a predetermined range. Alternatively, the geo-fencing device may be offset from the center of the predetermined range.

  The predetermined range of the geofencing device may include any degree of distance. For example, the predetermined range of the geofencing device is 1 meter, 3 meters, 5 meters, 10 meters, 15 meters, 20 meters, 25 meters, 30 meters, 40 meters, 50 meters, 70 meters, 100 meters, 120 meters, It may be within 150 meters, 200 meters, 300 meters, 500 meters, 750 meters, 1000 meters, 1500 meters, 2000 meters, 2500 meters, 3000 meters, 4000 meters, 5000 meters, 7000 meters, or 10,000 meters.

  The communication unit of the geo-fencing device can be configured to transmit information to the UAV within a predetermined range of the geo-fencing device. The communication unit may be configured to continuously transmit information, transmit information periodically, transmit information according to a schedule, or transmit information regarding the detection of an event or situation. The transmitted information can be broadcast so that it can be received by a UAV. If other devices are within the predetermined range, they may receive information as well. Alternatively, only selected devices may receive information, even if they are within range. In some implementations, the communication unit may transmit information to the UAV, possibly outside a predetermined range. The communication unit may very likely have communications reach the UAV when the UAV is within a predetermined range. When the UAV is within a predetermined range of the geo-fencing device, the communication unit may have 80%, 90%, 95%, 97%, 99%, 99% It is possible to successfully transmit information to the UAV with a probability of .5%, 99.7%, 99.9%, or more than 99.99%.

  The communication unit of the geofencing device may be configured to transmit information within a predetermined range of the geofencing device when detecting the presence of the UAV. Detection of the presence of a UAV may be an event or condition that may start transmitting information from the geofencing device. The information can be sent once or continuously after detecting the presence of the UAV. In some cases, information may be continuously or periodically transmitted to the UAV while remaining within a predetermined range of the geofencing device.

  In some embodiments, the information sent to the UAV may include a set of flight restrictions. The set of flight restrictions may be generated on a geofencing device. The set of flight restrictions may be generated by being selected from a plurality of sets of flight restrictions. The set of flight restrictions may be generated from scratch with a geofencing device. The set of flight restrictions may be made with the aid of user input. The set of flight restrictions may combine features from multiple sets of flight restrictions.

  The set of flight restrictions may be generated based on information about the UAV. For example, a set of flight restrictions may be generated based on UAV types. The set of flight restrictions may be selected from a plurality of sets of flight restrictions based on the UAV type. The set of flight restrictions may be generated based on the UAV identifier. The set of flight restrictions may be selected from a plurality of sets of flight restrictions based on the UAV identifier. The set of flight restrictions may be generated based on information about the user. For example, a set of flight restrictions may be generated based on the user type. The set of flight restrictions may be selected from a plurality of sets of flight restrictions based on the user type. A set of flight restrictions may be generated based on the user identifier. The plurality of flight restrictions may be selected from a plurality of sets of flight restrictions based on the user identifier. Any other type of flight restriction generation technology may be utilized.

  The geo-fencing device may be configured to receive a UAV identifier and / or a user identifier. The UAV identifier can uniquely identify the UAV from other UAVs. A user identifier can uniquely identify a user from other users. The UAV identification information and / or the user identification information may be authenticated. The communication module of the geo-fencing device may receive the UAV identifier and / or the user identifier.

  The communication module may be capable of changing the communication mode when the UAV enters a predetermined range of the geofencing device. The communication module may be a communication module of a geofencing device. Alternatively, the communication module may be a UAV communication module. The communication module may operate under a first communication mode before the UAV enters a predetermined range of the geofencing device. The communication module can switch to the second communication mode when entering a predetermined range of the UAV geofencing device. In some embodiments, the first communication mode is an indirect communication mode and the second communication mode is a direct communication mode. For example, a UAV may communicate with a geo-fencing device via a direct communication mode when the UAV is within a predetermined range of the geo-fencing device. The UAV can communicate with the geo-fencing device via the indirect communication mode when the UAV is outside a predetermined range of the geo-fencing device. In some embodiments, two-way communication can be established between the UAV and the geo-fencing device. Optionally, two-way communication can be established when the UAV is within a predetermined range of the offending device. The communication module may provide information within the predetermined range of the geo-fencing device when the UAV is within the predetermined range of the geo-fencing device, and optionally when the UAV is not outside the predetermined range of the geo-fencing device. Can be sent. The communication module may provide information within a predetermined range of the geo-fencing device when the UAV is within the predetermined range of the geo-fencing device, and optionally when the UAV is not outside the predetermined range of the geo-fencing device. Can be received.

  One or more processors 2046 of the geo-fencing device can be configured to generate a set of flight restrictions individually or collectively. The set of flight restrictions may be generated using information about the set of flight restrictions that may be stored on-board in the geofencing device. The processor may generate a set of flight restrictions and may select a set of flight restrictions from a plurality of sets of flight restrictions stored in one or more memory units 2042. The processor may generate a set of flight restrictions by combining flight restrictions from a plurality of sets of flight restrictions stored in one or more memory units. Alternatively, the processor may generate the set of flight restrictions using information about the set of flight restrictions that may be stored off-board in the geofencing device. In some cases, off-board information may be pulled out to the geo-fencing device and received by the geo-fencing device. The geo-fencing device can store the retrieved information permanently or temporarily. The retrieved information may be stored in a short-term storage memory. In some cases, the retrieved information may be temporarily stored by buffering the received information.

  The geofencing device may or may not be detectable by the UAV. In some cases, the geofencing device may include an indicator that is detectable by the UAV. The indicator may be a visible marker, an infrared marker, an ultraviolet marker, an acoustic marker, a radio signal, or any other type of marker that may be detectable by a UAV. Further details of the detection of a geofencing device by UAV may be described in more detail elsewhere herein. The UAV may be capable of receiving a set of flight restrictions without detecting a geofencing device. The geo-fencing device can detect the UAV, and can push a set of flight restrictions or any other geo-fencing data to the UAV without requiring the UAV to detect the geo-fencing device. it can.

  The set of flight restrictions may include a set of one or more geofencing boundaries. A geofencing boundary can be used to contain a UAV or to eliminate a UAV. For example, a set of flight restrictions may include one or more boundaries at which a UAV is allowed to fly. UAVs may optionally not be allowed to fly out of bounds. Alternatively, the set of flight restrictions may include a set of one or more boundaries where the UAV is not allowed to fly. The set of flight restrictions may or may not impose any altitude restrictions. In some embodiments, the set of flight restrictions may include an altitude limit at which the UAV is not allowed to fly. The set of flight restrictions may include a lower altitude at which the UAV is not allowed to fly.

  The set of flight restrictions may include conditions under which the UAV is not allowed to operate the UAV's payload. The UAV payload may be an image capture device, and flight restrictions may include conditions where the UAV is not allowed to capture images. The condition may be a condition based on whether the UAV is inside or outside the geofencing boundary. The set of flight restrictions may include conditions under which the UAV is not allowed to communicate under one or more wireless conditions. Radio conditions may include one or more selected frequencies, bandwidths, protocols. Conditions can be based on whether the UAV is within or outside the geofencing boundary.

  The set of flight restrictions may include one or more restrictions on the items carried by the UAV. For example, restrictions may be placed on the number of articles, the dimensions of the articles, the weight of the articles, or the types of the articles. The situation may be based on whether the UAV is within or outside the geofencing boundary.

  The set of flight restrictions may include a minimum battery level for operating the UAV. Battery capacity may include state of charge, remaining flight time, remaining flight distance, energy efficiency, or any other factor. The condition may be based on whether the UAV is within or outside the geofencing boundary.

  The set of flight restrictions may include one or more restrictions on landing a UAV. Restrictions may include landing procedures that can be implemented by the UAV, or whether the UAV can really land. The condition may be based on whether the UAV is within or outside the geofencing boundary.

  Any other type of flight control may be provided, as described in more detail elsewhere herein. One or more sets of flight restrictions may be associated with a predetermined range of the geofencing device. The one or more sets of flight restrictions are associated with one or more geo-fencing boundaries within a predetermined range of the geo-fencing device. In some embodiments, the predetermined range may indicate a range of UAV detection and / or communication with the UAV. Geofencing boundaries may indicate boundaries that may define different operations that may or may not be allowed by the UAV. Different rules may be applied inside and outside the geofencing boundary. In some cases, the predetermined range is not used to define an action. The geofencing boundary may end at a predetermined range. Alternatively, the geofencing boundary may be different from the predetermined range. The geo-fencing boundary may be included within a predetermined range. In some cases, some buffer regions may be provided between the predetermined area and the geo-fencing boundary. The buffer area can ensure that the UAV can receive a set of flight restrictions before reaching the boundary.

  In one example, the UAV can receive a set of flight restrictions when the UAV is within a predetermined range of the geo-fencing device. The UAV can determine from the set of flight restrictions that the geo-fencing boundary for the device is approaching and that the UAV is not allowed to enter the geo-fencing boundary. The UAV may make this determination before the UAV reaches the geo-fencing boundary, when the UAV crosses the geo-fencing boundary, or immediately after the UAV crosses the geo-fencing boundary. The set of flight restrictions sent to the UAV may include instructions to keep the UAV from entering one or more geofencing boundaries. The UAV can take flight response measures. For example, the flight path of a UAV may be automatically controlled to avoid one or more geofencing boundaries. A UAV may be automatically landed when the UAV enters one or more geofencing boundaries. As the UAV enters one or more geo-fencing boundaries, the flight path of the UAV may be automatically controlled to exit the UAV from the area enclosed by the one or more geo-fencing boundaries.

  FIG. 21 illustrates a system in which an aviation control system can communicate with a geofencing device and / or a UAV. Geo-fencing device 2110 and UAV 2120 may be provided in the system. An aviation control system 2130 may be further provided. The geo-fencing device may provide a spatial reference to one or more geo-fencing boundaries 2115. The geofencing device may include a communication unit 2140 and a detector 2142. The aviation control system may include one or more processors 2150 and a memory unit 2152.

  UAV 2120 may be detected by detector 2142 of the geofencing device. UAVs may be detected using any technique, as described elsewhere herein. A UAV may be detected when the UAV enters a predetermined range. The UAV is likely to be detected when the UAV enters a predetermined range. In some cases, the UAV may be detected before entering the predetermined range. When the UAV enters a predetermined range, the UAV may be provided with a set of flight restrictions.

  A set of flight restrictions may be generated in the flight control system 2130. The set of flight restrictions may be generated by selecting a set of flight restrictions for the UAV from a plurality of available sets of flight restrictions. A set of flight restrictions may be stored in memory 2152. One or more processors 2150 of the aircraft control system may select a set of flight restrictions from a plurality of sets of flight restrictions. Any other flight control generation techniques, including those described elsewhere, may be used by the aviation control system.

  In some cases, geofencing device 2110 may send a signal to air control system 2130 that may trigger the generation of a set of flight restrictions at the air control system. With the help of the communication unit 2140 of the geofencing device, the signal can be transmitted. When the geo-fencing device detects that the UAV is within a predetermined range, the geo-fencing device can send a signal to the flight control system. Detection of a UAV that falls within the predetermined range can cause the geofencing device to cause the aviation control system to trigger an instruction to generate a set of flight restrictions for the UAV.

  In some embodiments, the geofencing device may be able to detect information about the UAV and / or the user. Geo-fencing may be able to detect UAV identifiers and / or user identifiers. The geofencing device may be able to determine a UAV type or a user type. The geofencing device can communicate information about the UAV and / or the user to the aviation control system. For example, the geo-fencing device can communicate information about the UAV type or user type to the aviation control system. The geo-fencing device can communicate the UAV identifier and / or the user identifier to the aviation control system. The geo-fencing device may communicate additional information to the aviation control system, such as environmental conditions, or any other data captured or received by the geo-fencing device.

  The flight control system can optionally use information from the geo-fencing device to assist in generating a set of flight restrictions. For example, an aviation control system may generate a set of flight restrictions based on UAV or user information. The flight control system can generate a set of flight restrictions based on the UAV type or the user type. The flight control system may generate a set of flight restrictions based on the UAV identifier or the user identifier. Additional data from the geofencing device, such as environmental conditions, can be used by the aviation control system in generating the set of flight restrictions. For example, a set of flight restrictions may be generated based on a set of environmental conditions detected or communicated by the geofencing device. The geo-fencing device may have one or more on-board sensors that may enable the geo-fencing device to detect one or more environmental conditions. In some cases, the aviation control system may receive data from additional data sources different from the geo-fencing device. In some cases, the aviation control system may receive data from multiple geo-fencing devices. The aviation control system may receive information about environmental conditions from multiple data sources, for example, multiple fencing devices, geo-fencing devices, and external sensors, or third-party data sources. Any data from a geofencing device or other data source can be used in generating a UAV flight control set. The set of flight restrictions may be generated based on one or more of the following: user information, UAV information, additional data from a geo-fencing device, or additional information from other data sources.

  The UAV may or may not send communications directly to the flight control system. In some embodiments, the UAV can send the UAV and / or user data to the aviation control system. Alternatively, the UAV does not send UAV and / or user data to the aviation control system.

  Once the flight control system has generated a set of flight restrictions for the UAV, the flight control system may communicate the set of flight restrictions to the UAV. The aviation control system may communicate directly or indirectly with the UAV in applying the set of flight restrictions. The aviation control system can communicate the set of flight restrictions to the UAV via the geo-fencing device. For example, an aviation control system may generate a set of flight restrictions and communicate the set of flight restrictions to the geo-fencing device, which may then send the set of flight restrictions to the UAV.

  The UAV may receive the set of flight restrictions quickly. The UAV may receive a set of flight restrictions before, concurrently with, or after entering a predetermined range of the geofencing device. The UAV may receive a set of flight restrictions before, simultaneously with, or after passing the geo-fencing boundary of the geo-fencing device. In some embodiments, the UAV is approximately 10 minutes, 5 minutes, 3 minutes, 1 minute, 30 seconds, 15 seconds, 10 seconds, 5 seconds, 3 seconds, 2 seconds, of detection by the detector of the geofencing device. Within 1 second, 0.5 seconds, or 0.1 seconds, the set of flight restrictions can be received. The UAV provides approximately 10 minutes, 5 minutes, 3 minutes, 1 minute, 30 seconds, 15 seconds, 10 seconds, 5 seconds, 3 seconds, 2 seconds, 1 second, 0. Within 5 seconds, or less than 0.1 seconds, a set of flight restrictions can be received.

  FIG. 22 illustrates a system for detecting a geofencing device by a UAV according to an embodiment of the present invention. The geofencing device 2210 may be detectable by the UAV 2220. The UAV may have a memory unit 2230, a communication unit 2232, a flight controller 2234, and / or one or more sensors 2236.

  Geo-fencing device 2210 may include an indicator. The indicator of the offending device may be detectable by the UAV 2220. The indicator may be a marker that may be capable of being identified by one or more sensors 2236 onboard the UAV. The indicator may be detectable by the UAV while the UAV is in flight. The indicator may be detectable by the one or more sensors onboard the UAV while the UAV is in flight. The indicator may be detectable by the UAV before or when the UAV reaches within a predetermined range of the geofencing device. The indicator may be detectable by the UAV before the UAV enters the geo-fencing boundary of the geo-fencing device. The indicator may be detectable by the UAV when the UAV has entered the geo-fencing boundary of the geo-fencing device.

  The indicator may be a wireless signal. The geofencing device can continuously broadcast a wireless signal. The geofencing device can broadcast the wireless signal periodically (eg, at regular or irregular periods). For example, a geofencing device may operate at approximately once every 0.01 seconds, once every 0.05 seconds, once every 0.1 seconds, once every 0.5 seconds, once every second, once every two seconds, once every three seconds, once every five seconds. Once a second, once every 10 seconds, once every 15 seconds, once every 30 seconds, once every minute, once every 3 minutes, once every 5 minutes, once every 10 minutes, or once every 15 minutes or less The signal can be broadcast. The geofencing device can broadcast a radio signal according to a schedule. The geofencing device can broadcast a wireless signal depending on an event or condition. For example, a geo-fencing device can broadcast a wireless signal in response to the presence of a detected UAV. The geo-fencing device may broadcast a wireless signal in response to detecting that the UAV has traversed a predetermined range of the geo-fencing device. In response to detecting the UAV before the UAV enters the predetermined range, when the UAV enters the predetermined range, or after the UAV enters the predetermined range, the geo-fencing device may communicate with the wireless signal. Can be broadcast. The geo-fencing device may broadcast a radio signal to the UAV before the UAV crosses the geo-fencing boundary of the geo-fencing device.

  The indicator can provide any type of wireless signal. For example, the wireless signal may be a radio signal, a Bluetooth signal, an infrared signal, a UV signal, a visible or optical signal, a WiFi or WiMax signal, or any other type of wireless signal. The wireless signal may be broadcast such that any device in the area can receive and / or detect the wireless signal. In some cases, the wireless signal may target only the UAV. The radio signal may be detectable by a radio receiver, or a sensor onboard the UAV. In some embodiments, the wireless receiver or sensor may be a communication unit. The same communication unit can be used to detect indicators and provide communication between the UAV and another device, for example, a user terminal. Alternatively, different communication units may be used to detect the indicator or provide communication between the UAV and another device, such as a user terminal.

  The indicator may be a visible marker. The visible marker may be detectable by one or more visual sensors of the UAV. A visible marker may be visually represented on the image captured by the camera. The visible marker may include an image. The visible marker may be static or may include a still image that does not change over time. Still images may include letters, numbers, icons, graphics, symbols, images, 1D, 2D, or 3D barcodes, quick response (QR) codes, or any other type of image. Visible markers may be dynamic and may include images that can change over time. The visible markers may change continuously, periodically, according to a schedule, or in response to detected events or situations. The visual markers may be maintained static or may be displayed on an image that may cause the displayed markers to change over time. The visual marker may be a sticker that may be provided on the surface of the geofencing device. The visual marker may include one or more lights. The spatial arrangement of the lights and / or the blinking pattern of the lights may be used as part of the visual marker. The visual marker may have a color. Further description of dynamic markers is described in more detail elsewhere herein. The visual marker may be visually recognizable from a distance. The UAV may be capable of visually recognizing a visual marker when the UAV enters a predetermined area of the geofencing device. The UAV may be capable of visually recognizing a visual marker before the UAV enters a predetermined area of the geofencing device. The UAV may be capable of visually recognizing a visual marker before the UAV enters the geo-fencing boundary of the geo-fencing device.

  The indicator may be an acoustic marker. Acoustic markers can emit sound, vibration, or other identifiable sound effects. The acoustic marker may be detectable by an acoustic sensor on-board the UAV, such as a microphone, or other type of acoustic detector. Acoustic markers can emit different tones, pitches, frequencies, harmonics, volume, or sound patterns or vibrations. The acoustic marker may or may not be detectable by the human naked ear. The acoustic marker may or may not be detectable by the general mammalian ear.

  An indicator can indicate the presence of a geofencing device. When the UAV detects the indicator, the UAV may be aware that a geo-fencing device may be present. In some cases, the indicator can uniquely identify the geofencing device. For example, each geo-fencing device may have a different indicator that may be detectable by the UAV to distinguish the geo-fencing device from other geo-fencing devices. In some cases, a set of flight restrictions may be generated based on the uniquely identified geo-fencing device. The set of flight restrictions may be associated with a uniquely identified geo-fencing device.

  In some cases, the indicator may indicate the type of geofencing device. The indicator need not be specific to a particular geofencing device, but may be specific to a particular geofencing device type. In some cases, different types of geofencing devices may have different physical properties (eg, model, shape, size, power output, range, battery life, sensors, performance capabilities), or different geofencing Functions (eg, keeping the UAV out of area, affecting the flight of the UAV, affecting the operation of the UAV's payload, affecting the communication of the UAV, affecting the on-board sensors on the UAV). Effecting, affecting the navigation of the UAV, affecting the power usage of the UAV). Different types of geo-fencing devices may have different security levels or priorities. For example, the rules imposed by a first level geofencing device may be more important than the rules imposed by a second level geofencing device. Geo-fencing device types may include different geo-fencing device types created by the same manufacturer or designer, or by different manufacturers or designers. In some cases, a set of flight restrictions may be generated based on the type of geo-fencing device identified. The set of flight restrictions may be associated with the type of geo-fencing device identified.

  The indicator may be permanently fixed to the geofencing device. The indicator may be integral to the geofencing device. In some cases, the indicator cannot be removed from the geofencing device without damaging the device. Alternatively, the indicator may be removable from the geofencing device. The indicator can be removed from the geofencing device without damaging the geofencing device. In some embodiments, the indicator may be the body or shell of the geofencing device itself. The body or shell of the geofencing device may be recognizable by the UAV. For example, a UAV may include a camera that can capture images of the geofencing device and recognize the geofencing device from its body or shell.

  UAV 2220 may be capable of detecting a geofencing device. The UAV can detect the indicator of the geofencing device. The UAV generates a sensor configured to detect a geofencing device indicator and one or more signals that operate the UAV according to a set of flight restrictions generated based on the detected geofencing device indicator. And a flight control module configured as described above. A method of operating a UAV includes detecting a geofencing device indicator with the assistance of an onboard sensor on the UAV, and using a flight control module to generate a flight generated based on the detected geofencing device indicator. Generating one or more signals that operate the UAV according to a set of regulations.

  The UAV may detect the indicator with the help of sensor 2236. UAVs can carry one or more types of sensors. In some cases, the UAV may be capable of detecting different types of indicators. For example, a UAV may encounter a geofencing device with a visible marker and another geofencing device with a wireless signal as an indicator. A UAV may be capable of detecting both types of indicators. Alternatively, the UAV can watch for a particular type of indicator (eg, recognize only visual markers as indicators for a geofencing device). The UAV may carry one or more types of sensors, such as those described elsewhere herein, and may have a communication unit 2232 that may also function as a sensor for the indicator. .

  When the UAV detects a geo-fencing device, the UAV can generate or receive a set of flight restrictions. The UAV can then operate according to the set of flight restrictions. Various types of flight restrictions may be provided, for example, as described in further detail elsewhere herein. The set of flight restrictions may include information regarding the geofencing boundaries and locations, and the type of UAV operator that may or may not be permitted within or outside the geofencing boundaries. The set of flight restrictions may include when to apply the rules or restrictions and / or any flight responses taken by the UAV to comply with the restrictions.

  The set of flight restrictions may be generated onboard the UAV. A UAV may include one or more processors that may perform steps for generating a set of flight restrictions. The UAV may include a memory 2230 that can store information that can be used to generate a set of flight restrictions. In one example, the set of flight restrictions can be generated by selecting a set of flight restrictions from a plurality of sets of flight restrictions. A set of flight restrictions may be stored in the on-board memory of the UAV.

  UAVs can detect the presence of a geofencing device. A set of flight restrictions may be generated based on the presence of the detected geo-fencing device. In some cases, the presence of a geo-fencing device may be sufficient to generate a set of flight restrictions. The UAV and / or user information may be provided on the UAV. In some cases, UAV and / or user information may be used in generating a set of flight restrictions. For example, a set of flight restrictions may be generated based on UAV and / or user information (eg, UAV identifier, UAV type, user identifier, and / or user type).

  The UAV may receive other information about the geo-fencing device, such as the type of the geo-fencing device or an identifier unique to the geo-fencing device. Information about the geo-fencing device may be determined based on the indicator of the geo-fencing device. Alternatively, other channels may deliver information about the geofencing device. Geo-fencing device information may be used to assist in generating a set of flight restrictions. For example, a set of flight restrictions may be generated based on geo-fencing information (eg, geo-fencing device identifier, geo-fencing device type). For example, different types of geofencing devices may have different size or shape boundaries. Different types of geofencing devices may have different operating rules or constraints imposed on the UAV. In some cases, different geofencing devices of the same type may have the same shape or size boundaries and / or the same type of imposed operating rules. Alternatively, different flight restrictions may be imposed, even within the same geofencing device type.

  The UAV may collect or receive other information that may be used to generate a set of flight restrictions. For example, a UAV may receive information regarding environmental conditions. Information about environmental conditions may be received from a geo-fencing device, an aircraft control system, one or more external sensors, one or more sensors onboard the UAV, or any other source. The set of flight restrictions may be generated based on other information, for example, environmental conditions.

  The set of flight restrictions may be generated off-board to the UAV. For example, a set of flight restrictions may be generated in a UAV off-board aviation control system. The aviation control system may include one or more processors that may perform steps for generating a set of flight restrictions. The aviation control system may include a memory that can store information that can be used to generate a set of flight restrictions. In one example, a set of flight restrictions can be generated by selecting a set of flight restrictions from a plurality of sets of flight restrictions. The set of flight restrictions may be stored in a memory of the flight control system.

  UAVs can detect the presence of a geofencing device. In response to detecting the geo-fencing device, the UAV may send a request for a set of flight restrictions to the aviation control system. The set of flight restrictions may be generated by the aviation control system based on the presence of the detected geo-fencing device. In some cases, the presence of a geo-fencing device may be sufficient to generate a set of flight restrictions. UAV and / or user information may be provided to the aviation control system from the UAV or from any other component of the system. In some cases, UAV and / or user information may be used to assist in generating a set of flight restrictions. For example, a set of flight restrictions may be generated based on UAV and / or user information (eg, UAV identifier, UAV type, user identifier, and / or user type).

  The aviation control system can receive other information about the geo-fencing device, such as the type of the geo-fencing device or an identifier unique to the geo-fencing device. The flight control system may receive information from the UAV that determined the information based on the indicator of the geofencing device. Alternatively, information about the geo-fencing device may be delivered by other channels. For example, an aviation control system may receive information directly from a geofencing device. The aviation control system may be able to compare the location of the UAV with the location of the geo-fencing device to determine which geo-fencing device the UAV has detected. Geo-fencing device information may be used to assist in generating a set of flight restrictions. For example, a set of flight restrictions may be generated based on geo-fencing information (eg, geo-fencing device identifier, geo-fencing device type). For example, different types of geofencing devices may have different size or shape boundaries. Different types of geofencing devices may have different operating rules or constraints imposed on the UAV. In some cases, different geo-fencing devices of the same type may have the same shape or size boundaries and / or the same type of operating rules imposed. Alternatively, different flight restrictions may be imposed, even within the same geofencing device type.

  The aviation control system may collect or receive other information that may be used to generate a set of flight restrictions. For example, an aviation control system may receive information regarding environmental conditions. Information about environmental conditions may be received from a geofencing device, one or more external sensors, one or more sensors onboard the UAV, or any other source. The set of flight restrictions may be generated based on other information, for example, environmental conditions.

  In another example, a set of flight restrictions may be generated onboard the geofencing device. The geofencing device may include one or more processors that may perform steps for generating a set of flight restrictions. The geofencing device may include a memory that can store information that can be used to generate a set of flight restrictions. In one example, the set of flight restrictions can be generated by selecting a set of flight restrictions from a plurality of sets of flight restrictions. The set of flight restrictions may be stored in the memory of the geofencing device.

  UAVs can detect the presence of a geofencing device. In response to detecting the geo-fencing device, the UAV may send a request for a set of flight restrictions to the geo-fencing device. The set of flight restrictions may be generated on the geo-fencing device in response to a request from the UAV. UAV and / or user information may be provided to the geo-fencing device from the UAV or from any other component of the system. In some cases, UAV and / or user information may be used to assist in generating a set of flight restrictions. For example, a set of flight restrictions may be generated based on UAV and / or user information (eg, UAV identifier, UAV type, user identifier, and / or user type).

  The geo-fencing device may use information about the geo-fencing device, such as the type of the geo-fencing device or a unique identifier for the geo-fencing device. The geo-fencing device can store information about the geo-fencing device on-board the geo-fencing device. Geo-fencing device information may be used to assist in generating a set of flight restrictions. For example, a set of flight restrictions may be generated based on geo-fencing information (eg, geo-fencing device identifier, geo-fencing device type). For example, different types of geofencing devices may have different size or shape boundaries. Different types of geofencing devices may have different operating rules or constraints imposed on the UAV. In some cases, different geo-fencing devices of the same type may have the same shape or size boundaries and / or the same type of operating rules imposed. Alternatively, different flight restrictions may be imposed, even within the same geofencing device type.

  The geofencing device may collect or receive other information that may be used to generate a set of flight restrictions. For example, a geo-fencing device can receive information about environmental conditions. Information about environmental conditions may be received from other geo-fencing devices, one or more external sensors, one or more sensors onboard the geo-fencing device, a UAV, or any other source. The set of flight restrictions may be generated based on other information, for example, environmental conditions.

  In some embodiments, the geo-fencing device may include, individually or collectively, data received by the receiver configured to receive data useful for determining a set of flight restrictions. One or more processors configured to determine a set of flight restrictions based on the at least one and a one or more transmitters configured to communicate a signal that causes the UAV to fly according to the set of flight restrictions. obtain. Aspects of the invention can be directed to a method for controlling flight of a UAV, which method uses a user receiver of a geofencing device to generate data useful for determining a set of flight restrictions. Receiving, determining the set of flight restrictions with the assistance of one or more processors based on data received by the receiver, and assisting the one or more transmitters of the geofencing device with the UAV Transmitting a signal to cause the aircraft to fly in accordance with a set of flight restrictions. The receiver may be an input element for collecting data. The transmitter may be an output element that outputs a signal to the UAV.

  In some embodiments, the receiver may be a sensor. The data received by the receiver may be sensed data indicative of one or more environmental conditions of the geofencing device. The geofencing device can be any type of sensor, such as a visual sensor, a GPS sensor, an IMU sensor, a magnetometer, an acoustic sensor, an infrared sensor, an ultrasonic sensor, other sensors described in the context of being carried by a UAV. , Or described elsewhere herein, or may include any other type of sensor. The one or more environmental conditions may include any type of environmental condition, such as those described elsewhere herein. Sensors can provide data on environmental climate (eg, temperature, wind, rainfall, sunshine, humidity), environmental complexity, population density, or traffic (eg, surface or air traffic near geofencing devices). It may be possible to detect. Environmental conditions may be considered when generating the set of flight restrictions. For example, when rain is compared with when it is not raining, the flight regulations may be different. The flight restrictions may be different when the sensor detects a lot of movement (eg, high traffic volume) around the geofencing device and when it detects no movement.

  The data received by the receiver may be detected data indicative of one or more wireless or communication states of the geofencing device. For example, a geo-fencing device may be surrounded by different wireless networks or hot spots. Radio or communication conditions may be considered when generating the set of flight restrictions

  The receiver may be a detector configured to detect the presence of a UAV. Data received by the receiver may indicate the presence of a UAV. The detector may be capable of recognizing the UAV as one UAV as compared to other objects that may be in the environment. The detector may be capable of detecting UAV identification information and / or UAV type. In some cases, the data received by the receiver may indicate a UAV type and / or UAV identifier. The detector may be able to detect the location of the UAV. The detector may be capable of detecting a UAV distance to the detector. The detector may be capable of detecting a direction of the UAV relative to the detector. The detector may be able to determine the orientation of the UAV. The detector may be able to detect the location of the UAV relative to the detector and / or relative to the global environment.

  The receiver may be a communication module configured to receive a wireless signal. The data received by the communication module may be a user input. The user can manually input data directly into the communication module. Alternatively, the user can interact with a remote user terminal that can signal the communication module to indicate user input. The data may include information from one or more surrounding geofencing devices. Geo-fencing devices can communicate with each other and share information. The data may include information from the flight control system or any other part of the authentication system.

  The set of flight restrictions may be determined based on data received by the receiver. The set of flight restrictions may include one or more geofencing boundaries for one or more flight restrictions. The geo-fencing boundary may be determined based on data received by the receiver. Thus, different geofencing boundaries may be provided for the same geofencing device under different circumstances. For example, the geo-fencing device may generate a first set of boundaries when a first type of UAV is detected, and the geo-fencing device may generate a second set of UAVs when a second type of UAV is detected. A set of two boundaries can be generated. Both the first type UAV and the second type UAV may be within range of the geo-fencing device at the same time, and each may be imposed different boundaries. In another example, the geofencing device may generate a first set of boundaries when the environmental condition indicates a high wind speed, and when the environmental condition indicates a low wind speed. , A second set of boundaries can be generated. The geo-fencing boundary may be determined based on any data received by the receiver, including but not limited to UAV information, user information, environment information, shared information.

  The set of flight restrictions may include one or more types of flight restrictions. Flight restrictions may be applied to areas within or outside the geofencing boundary. Flight restrictions are one or more aspects of UAV operation (eg, flight, takeoff, landing, load operation, load positioning, support mechanism operation, objects that can be carried by the UAV, communications, sensors, navigation, and / or power). Use). In some cases, flight restrictions may be imposed only within the geofencing boundaries. Alternatively, restrictions may be imposed only outside the geofencing boundaries. Some restrictions can be imposed both inside and outside the boundary. The overall set of constraints within the boundary may be different from the overall set of constraints outside the boundary. Flight restrictions may be determined based on the data received by the receiver. In this way, different restrictions can be provided for the same geofencing device under different conditions. For example, the geo-fencing device can generate a first set of flight restrictions when a first type of UAV is detected, and the geo-fencing device can detect that a second type of UAV is detected. Sometimes, a second set of restrictions can be generated. Both the first type UAV and the second type UAV may be within range of the geo-fencing device at the same time, and each may be subject to a different set of restrictions. In another example, when the geo-fencing device detects many wireless hot spots in several areas, the geo-fencing device may generate a first set of flight restrictions and the geo-fencing device may have many wireless hot spots. If no spot is detected, a second set of flight restrictions can be generated.

  The geo-fencing device may transmit a signal that causes the UAV to fly according to a set of flight restrictions. The signal may include the flight control set itself. The geofencing device can locally determine the set of flight restrictions and then send the set of flight restrictions to the UAV. The set of flight restrictions may be sent directly to the UAV, or may be sent to an aviation control system that may relay the set of flight restrictions to the UAV. The signal may be sent directly to the UAV or to another external device.

  In some embodiments, the signal may include a trigger that causes an external device to send a set of flight restrictions to the UAV. One example of an external device may be another geo-fencing device, an aviation control system, or any other external device. In some cases, the external device may store a plurality of possible sets of flight restrictions or components that may be used to generate the sets of flight restrictions. The geo-fencing device can send a signal to an external device that can cause a set of flight restrictions to be generated according to a determination by the geo-fencing device. The external device can then communicate the generated set of flight restrictions to the UAV. The signal may be sent directly to an external device.

  The signal may include an identifier that causes the UAV to select a determined set of flight restrictions from a memory of the UAV. The UAV can generate a set of flight restrictions based on signals from the geo-fencing device. For example, a UAV may store one or more sets of flight restrictions or components of a flight restriction in a memory of the UAV. The geo-fencing device can send a signal to the UAV that can cause a set of flight restrictions to be generated according to a determination by the geo-fencing device. In one example, the signal may include an identifier that may determine the generation of a set of flight restrictions. The identifier may be a unique identifier for a particular set of flight restrictions. The UAV may then operate according to the generated set of flight restrictions.

  FIG. 23 shows an example of a UAV system when the UAV and the geofencing device do not need to communicate directly with each other. In some cases, the UAV can detect the presence of a geofencing device, and vice versa.

  The UAV system may include a geo-fencing device 2310, a UAV 2320, and / or an external device 2340. A UAV may include a memory unit 2330, a sensor 2332, a flight controller 2334, and / or a communication unit 2336.

  External device 2340 may be an aircraft control system, an authentication center, or any other part of an authentication system. The external device may be another UAV or another geo-fencing device. The external device may be a separate device from the other types of devices described herein. In some cases, the external device may include one or more physical devices. Multiple physical devices can communicate with each other. The external device may have a distributed architecture. In some cases, the external device may have a cloud computing infrastructure. The external device may have a P2P architecture. An external device can communicate with the UAV 2320 and can communicate alone with the geo-fencing device 2310.

  In one implementation, the geofencing device 2310 may be capable of detecting the presence of a UAV. The geo-fencing device may include a detector that can detect the presence of the UAV when the UAV is within a predetermined geographic area of the geo-fencing device. The detector may be any type of detector, such as those described elsewhere herein. For example, the detector may use a visual sensor, radar, or any other detection mechanism as described elsewhere herein. The detector may be configured to detect the UAV with the assistance of one or more external devices. For example, additional sensors may be provided separately in the environment. A separate sensor can detect the UAV, or the detector of the geofencing device can detect the UAV, or assist in collecting information about the UAV. For example, the separate sensors may include a visual sensor, an acoustic sensor, an infrared sensor, or a wireless receiver that may be spread throughout the environment occupied by the geofencing device. As described elsewhere herein, the detector can detect the UAV before the UAV enters the predetermined range, or detects the UAV when the UAV is within the predetermined range. The probability of doing so can be very high. The detector can detect the UAV before the UAV reaches the geofencing device boundary.

  The detector may be able to detect any information about the UAV and / or the user. The detector can detect UAV or user type. The detector may be able to determine the UAV identifier and / or the user identifier. In some embodiments, the detector may be a communication module. The communication module may receive communication from the UAV or an external device indicating the UAV and / or user information. A UAV may broadcast information that may be received by a detector to detect the presence of the UAV. The broadcasted information may include UAV-related information, such as UAV identification information, UAV type, UAV location, or UAV attributes.

  The geofencing device may include a communication module that may be configured to send a signal that triggers transmitting a set of flight restrictions to the UAV. The communication module may signal when the UAV has entered a predetermined geographic area of the geofencing device. The communication module can send a signal when the UAV is detected by the geo-fencing device. The communication module can send a signal before entering the geofencing device boundary where the UAV enters.

  Aspects of the invention can include a geo-fencing device, a detector configured to detect the presence or absence of a UAV within a predetermined geographic area of the geo-fencing device; A communication module configured to send a signal to the UAV that triggers the transmission of a set of flight restrictions when entering the target area. Further aspects can be directed to a method of providing a set of flight restrictions to a UAV, the method including, with the assistance of a detector of the geofencing device, determining whether the UAV is within a predetermined geographic area of the geofencing device. Detecting and transmitting a signal that triggers a set of flight restrictions on the UAV when the UAV enters a predetermined geographic area of the geofencing device, with the assistance of a communication module of the geofencing device. .

  The signal from the communication module can be sent to any device off-board to the geo-fencing device. For example, the signal may be sent to external device 2340. As described above, signals may be sent to an aircraft control system, authentication center, other geo-fencing device, or other UAV. In some cases, the signal may be sent to the UAV itself. External device signals can be received and a set of flight restrictions can be sent to UAV2320. When the external device receives the signal, the external device can generate a set of flight restrictions. The external device can send the flight control set to the UAV after the flight control set has been generated.

  In some alternative embodiments, the communication module may provide signals to components onboard the geofencing device. For example, a set of flight restrictions can be retrieved from memory of the geofencing device and signaled to one or more processors of the geofencing device that can send the set of flight restrictions to the UAV. Two-way communication may be provided between the geofencing device and the UAV.

  The communication module may be configured to transmit information within a predetermined geographic area of the geofencing device. The communication module may be configured to reach the device at least within a predetermined geographic area of the geofencing device. The communication module may be able to reach the geofencing device beyond a predetermined geographical range of the device. The communication module may initiate a direct communication that may have a limited range. In some cases, the communication modules may communicate indirectly and may utilize one or more intermediate devices or networks.

  The communication module may be configured to transmit the information continuously. The communication module is configured to transmit information periodically (eg, at regular or irregular intervals), transmit information according to a schedule, or transmit information upon an event or condition. Is also good. For example, the communication module can transmit information when detecting the presence or absence of a UAV. The communication module may transmit information when detecting that the UAV is within a predetermined range of the geofencing device. The communication module can transmit information when detecting that the UAV is approaching a geofencing boundary. The communication module may transmit information when any condition is detected, such as those described elsewhere herein.

  Geo-fencing device 2310 may include a position finder configured to provide a location of the geo-fencing device. In some cases, the position finder may be a GPS unit. The position finder may provide global coordinates of the geo-fencing device. The position finder can use one or more sensors to determine the location of the geofencing device. The position finder can provide local coordinates of the geo-fencing device. The location of the geofencing device may be included in a signal that triggers transmission of a set of flight restrictions. In one example, the external device may receive the location of the geo-fencing device. The external device may be able to track the location of the geo-fencing device and / or any other geo-fencing device within the area.

  In some embodiments, the set of flight restrictions may be generated on an external device. The set of flight restrictions may be generated based on the UAV and / or user information. For example, the UAV identification, UAV type, user identification, and / or user type may be used to generate a set of flight restrictions. Using the information about the geo-fencing device, a set of flight restrictions can be generated. For example, geofencing device identification information, type, or location may be used. The set of flight restrictions may be selected from a plurality of sets of flight restrictions based on any type of information described herein.

  The set of flight restrictions may include any of the characteristics as described elsewhere herein. The set of flight restrictions may include geo-fencing boundaries. The set of flight restrictions may include one or more restrictions on the operation of the UAV.

  The set of flight restrictions can be sent from an external device to the UAV. In some cases, the set of flight restrictions may be sent from the geo-fencing device to the UAV. The set of flight restrictions may be sent from the geofencing device to the UAV, either directly or via an external device.

  In another implementation, the UAV may receive information regarding the location of the geofencing device. The UAV is configured to generate a communication unit configured to receive a location of the geo-fencing device and one or more signals that cause the UAV to operate in accordance with a set of flight restrictions generated based on the location of the geo-fencing device. And a configured flight control module. Aspects of the invention may include a method of operating a UAV, the method receiving a location of a geo-fencing device with the assistance of a communication unit of the UAV, and geo-fencing the UAV with the assistance of a flight control module. Generating one or more signals that operate in accordance with a set of flight restrictions generated based on the position of the device.

  The UAV may receive information regarding the positioning of the geo-fencing device while the UAV is in flight. The geo-fencing device may include an on-board position finder on the geo-fencing device. For example, the position finder may be a GPS unit configured to provide global coordinates to the geo-fencing device. Any other position finder, as described elsewhere herein, may be provided on the geofencing device.

  The UAV may receive information regarding the positioning of the geofencing device at a communication unit of the UAV. The communication unit may be configured to receive the location of the geo-fencing device directly from the geo-fencing device. The communication unit may be configured to receive the location of the geofencing device from one or more intermediate devices (ie, external devices). The one or more intermediate devices may be a UAV off-board aviation control system.

  The set of flight restrictions may be generated onboard the UAV. The UAV can store information that can be used to generate a set of flight restrictions in the on-board memory of the UAV. For example, the UAV's onboard memory may store multiple sets of flight restrictions. The UAV may use the received information associated with the geo-fencing device to generate a set of flight restrictions. Detection of the geofencing device can trigger the generation of a set of flight restrictions. Geofencing device information may or may not affect the generation of a set of flight restrictions. The UAV can then operate according to the generated set of flight control sets.

  The set of flight restrictions may be generated in the aviation control system or on other external devices off-board to the UAV. The external device can store information that can be used to generate a set of flight restrictions in on-board memory of the external device. For example, the on-board memory of the external device may store multiple sets of flight restrictions. The external device can use the received information associated with the geo-fencing device to generate a set of flight restrictions. The detection of the geofencing device can trigger the generation of a set of flight restrictions. Geofencing device information may or may not affect the generation of a set of flight restrictions. In some cases, a set of flight restrictions may be generated based on the location of the geo-fencing device. The external device can send the generated set of flight restrictions to the UAV. The set of flight restrictions may be sent directly or indirectly. The UAV may have a communication unit capable of receiving a set of flight restrictions from an external device.

  External devices, such as air navigation control systems or other parts of the authentication system, can assist in managing the interaction between the UAV and the geo-fencing device. Any description herein can be applied to any type of external device. The aviation control system can receive information from multiple UAVs and multiple geofencing devices. Aviation control systems can collect information from a number of sources and assist in managing UAV flights. Aviation control systems may push dynamic route information to various UAVs. The aviation control system may accept, reject, or modify the UAV's scheduled route based on information about other UAVs and / or geo-fencing devices. The aviation control system can use the location information of various geo-fencing devices to accept, reject, or change the planned route of the UAV. The aviation control system can provide navigation services. Aviation control systems can assist in assisting navigation within the UAV's environment. The aviation control system can help the UAV navigate an environment where it may have one or more geo-fencing devices.

  FIG. 41 illustrates an example of a system of a UAV in which an aviation control system interacts with multiple UAVs and multiple geo-fencing devices according to an embodiment of the present invention. The aviation control system 4110 can communicate with one or more geofencing devices 4120a, 4120b, 4120c, and 4120d. The aviation control system can communicate with one or more UAVs 4130a, 4130b, 4130c, and 4130d.

  In some embodiments, the aviation control system may know the location of the geo-fencing device. The geofencing device may include a position finder that can determine the location of the geofencing device. The information location from the detector can be communicated to the aviation control system. The location of the geofencing device may be updated if it changes.

  The flight control system may know the location of the UAV. The UAV may have a position finder that determines the location of the UAV. For example, the UAV may have a GPS unit or other sensors may be used to determine the location of the UAV. Information about the location of the UAV can be communicated to the flight control system. The location of the UAV may be updated if it changes.

  The aviation control system can know the location of the geofencing device and the UAV. The location of the geofencing device and UAV can be searched in real time or frequently. Aviation control systems can advantageously collect information from multiple geofencing devices and multiple UAVs. In this way, the aviation control system may be able to overview the devices inside the area. The aeronautical control system can be aware of the location of the geo-fencing device and the UAV, and does not require the geo-fencing device to detect the UAV or vice versa. In some cases, detection may be performed between the geofencing device and the UAV. The aviation control system may be able to detect when the UAV has entered a predetermined range of the geofencing device. The aviation control system may be able to detect when the UAV is approaching the geo-fencing boundary of the geo-fencing device. The aviation control system may be able to alert the UAV and / or the geo-fencing device that the UAV is approaching the geo-fencing device. Alternatively, an alert may not be provided.

  When the flight control system detects that the UAV is approaching the geofencing device, the flight control system can generate a set of flight restrictions for the UAV and send the set of flight restrictions to the UAV. The aviation control system can detect that the UAV is approaching the geo-fencing device by comparing the UAV location data to the geo-fencing device location data. The location of the UAV in real time can be compared to the location of the geofencing device in real time. The UAV coordinates can be compared to the geofencing device coordinates. The location of the UAV and the geo-fencing device can be compared, without the need to detect the UAV by the geo-fencing device, or vice versa. The set of flight restrictions may be tailored to or generated based on the geo-fencing device the UAV is approaching. The UAV may receive the set of flight restrictions and operate according to the set of flight restrictions.

  In an alternative implementation, the UAV may detect that the geo-fencing device can provide an indication to the aviation control system that the UAV is approaching the geo-fencing device. The aviation control system can generate a set of flight restrictions for the UAV and send the set of flight restrictions to the UAV. The geofencing device can provide the location of the data to be detected, but need not have other functionality. In some cases, the geofencing device may be located at a specific location and may be uniquely identified or identifiable by type, where the type is somehow dependent on the type of flight restriction being generated. There could be a relationship. Geofencing devices do not need to take any action on their own. Alternatively, the geo-fencing device can detect that the UAV is approaching and can provide an indication to the aviation control system that the UAV is approaching the geo-fencing device. The flight control system can generate a set of flight restrictions for the UAV and send the set of flight restrictions to the UAV. The geofencing device can provide the location of the data to be detected by the UAV, but need not have other functionality. In some cases, the geofencing device may be located at a specific location and may be uniquely identified or identifiable by type, where the type is somehow dependent on the type of flight restriction being generated. There could be a relationship. Geofencing devices do not need to perform additional actions on their own. Thus, in some implementations, the geofencing device may advantageously be a relatively simple or cost-effective device.

  In a further alternative implementation, instead of generating a set of flight restrictions on board the air control system, the air control system provides a signal to the UAV that may cause the UAV to generate the set of flight restrictions. Signals from the aviation control system may determine which set of flight restrictions should be generated. Signals from the flight control system may correspond to a single set of flight restrictions. Once the UAV has generated a set of flight restrictions, the UAV may then act according to the set of flight restrictions. In another example, instead of generating a set of flight restrictions on board the air control system, the air control system may provide a signal to the geo fencing device that may cause the geo fencing device to generate the set of flight restrictions. Can be. Signals from the flight control system can determine which set of flight restrictions to determine are to be generated. Signals from the flight control system may correspond to a single set of flight restrictions. The geo-fencing device can send the generated set of flight restrictions to the UAV. When the UAV receives the set of flight restrictions, the UAV can then act according to the set of flight restrictions. Similarly, the aviation control system can provide the additional device with any other type of signal that causes the additional device to generate a set of flight restrictions. The further device can send the generated set of flight restrictions to the UAV, and the UAV can operate according to the set of flight restrictions.

  As described above, various types of interactions between components of the UAV system may allow for the creation of flight regulations and to make the operation of the UAV compliant with flight regulations. Flight restrictions may relate to one or more ranges defined by boundaries of the geofencing device. In some cases, various components, such as a UAV, a user terminal (eg, a remote controller), a geo-fencing device, an external storage unit, and / or an aviation control system (or other external device) can communicate with each other; Or they may be detectable from each other.

  In some embodiments, a push communication may be provided between any two components. Push communication may include communication sent from a first component to a second component, where the first component initiates communication. Communication may be sent from the first component to the second component without any request for communication from the second component. For example, an aviation control system can push communications down to the UAV. The aviation control system can send the UAV a set of flight restrictions without the UAV requesting a set of flight restrictions.

  Optionally, a pull communication may be provided between any two components. Pull communication may include communication sent from a first component to a second component, where the second component initiates communication. Communication may be sent from the first component to the second component in response to a request for communication from the second component. For example, the aviation control system may send the UAV a set of flight restrictions when the UAV requests an update of the set of flight restrictions.

  Communication between any two components may be automatic. Communication may occur without the need for any instructions or input from the user. Communication may occur automatically in response to a schedule or detected event or situation. One or more processors can receive the data and can automatically generate instructions for communication based on the received data. For example, an aviation control system may automatically send a local navigation map update to the UAV.

  One or more communications between any two components may be manual. Communication may take place upon command or input from a user. The user can start communication. The user can control one or more aspects of the communication, for example, content or distribution. For example, the user can instruct the UAV to request a local navigation map update from the flight control system.

  Communication may occur continuously in real time, on a routine basis (eg, on a periodic basis with regular or irregular time intervals, or on a schedule) or in a non-routine manner (eg, detection). (In response to an event or situation that has occurred). The first component may continually send communications to the second component in a routine or non-routine manner. For example, a geo-fencing device can continuously send information about its location to an aviation control system. The flight control system can know the location of the geofencing device in real time. Alternatively, the geo-fencing device can send information about the location of the geo-fencing device in a routine manner. For example, the geofencing device can update the aviation control system every minute for its location. In another example, the geo-fencing device can send updates about its location to the flight control system according to a schedule. The schedule may be updated. For example, a geo-fencing device may send updates for its location every minute on Monday while a geo-fencing device may send updates for its location every 5 minutes on Tuesday. In another example, the geo-fencing device may send information about the location of the geo-fencing device in a non-routine manner. For example, when the device detects that the UAV is approaching the device, the geo-fencing device can send information about the location of the geo-fencing device to the aviation control system.

  Communication between any two components may be direct or indirect. Communication may be provided directly from the first component to the second component without the need for any intermediates. For example, a remote controller can send a wireless signal from a transmitter that is received directly by a UAV receiver. Relaying through an intermediate may provide indirect communication from the first component to the second component. The intermediate may be one or more intermediate devices or networks. For example, a remote control can send signals to control the operation of a UAV through a telecommunications network, which can include being routed through one or more telecommunications towers. In another example, the flight control information can be sent directly to the UAV and then indirectly to the user terminal (eg, via the UAV), or sent directly to the user terminal and then indirectly to the UAV. (E.g., via a user terminal).

  Any type of communication between any components can be made in various ways, for example, as described herein. The communication may include location information, identification information, information for authentication, information about environmental conditions, or information related to flight restrictions. For example, via push or pull communication, automatic or manual communication, communication occurring in real time, continuously, in a routine or routine manner, or communication that may be direct or indirect. One or more sets of flight restrictions may be provided.

  Regulations determined by geofence equipment

  The geofencing device may have a boundary. The boundaries can define the extent to which a set of flight restrictions can be applied. The range may be within the geo-fencing boundary. The range may be outside the geofencing boundary. The boundaries may be determined during the generation of the set of flight restrictions. The boundaries may be determined independently of generating other parts of the set of flight restrictions.

  In some embodiments, the geo-fencing device can generate a set of flight restrictions. The set of flight restrictions generated by the geofencing device may further include an indication of the geofencing device boundary. Alternatively, the geo-fencing device can determine the boundaries of the geo-fencing device independent of whether the device generates a set of flight restrictions or a different device generates the set of flight restrictions. .

  Alternatively, the aviation control system may generate a set of flight restrictions. The set of flight restrictions generated by the flight control system may further include an indication of the boundaries of the geofencing device. Alternatively, the air control system can determine the boundaries of the geo-fencing device independent of whether the air control system generates a set of flight restrictions or a different device generates the set of flight restrictions. . Any description herein of the determination of flight restrictions or geofencing device boundaries by a geofencing device can also be applied to the determination of flight restrictions or geofencing device boundaries by an aviation control system.

  In a further example, the UAV may generate a set of flight restrictions. The set of flight restrictions generated by the UAV may further include an indication of geofencing device boundaries. Alternatively, the UAV may determine the boundaries of the geo-fencing device independent of whether the UAV generates a set of flight restrictions or a different device generates the set of flight restrictions. Any description herein of the determination of flight restrictions or boundaries of a geofencing device by a geofencing device can also be applied to the determination of flight restrictions or boundaries of a geofencing device by a UAV.

  The geo-fencing device can self-determine a set of flight restrictions applicable to the geo-fencing device and / or boundaries of the geo-fencing device. The set of flight restrictions (and / or boundaries) may include information from air traffic control systems, user input, environmental condition information (eg, environmental climate, environmental complexity, population density, traffic), airline conditions (eg, (Air traffic conditions), information from surrounding geo-fencing devices, and / or information from one or more UAVs. Any flight restrictions can be modified or updated in response to information from any of the listed factors or from any of the listed sources. Updates or changes may be made in real time, periodically (eg, at regular or irregular time intervals), on a schedule, or in response to detected events or situations.

  Restriction type

  As described above, any type of flight control may be imposed on the operation of the UAV. As described above, any type of flight restriction may be imposed depending on the presence or absence of a geofencing device. The geo-fencing device may have one or more geo-fencing boundaries that may be associated with a set of flight restrictions.

  The set of flight restrictions may include restrictions on UAV behavior. For example, UAV entry into a region bounded by a geofencing boundary may be restricted. Examples of other restrictions are restricting presence, allowing presence, altitude restriction, linear velocity restriction, angular velocity restriction, linear acceleration restriction, angular acceleration restriction, time restriction, load use restriction, aerial photography restriction , Restrictions on sensor operation (eg, turning on / off specific sensors, not collecting sensors using data, not recording data from sensors, not transmitting data from sensors), limiting missions (E.g., publishing in a particular electromagnetic spectrum, which may include visible light, infrared, or ultraviolet light, sound or vibration restrictions), restrictions on changes in the appearance of the UAV (e.g., restrictions on deformation of the UAV), radio signals. Restrictions (eg, band, frequency, protocol), restrictions on communications used or changes in communications, restrictions on items carried by UAVs For example, the type of article, the weight of the article, the size of the article, the material of the article), restrictions on actions taken on or by the article (eg, dropping or delivering the article, picking up the article), operation of the UAV support mechanism , Restrictions on power usage or management (eg, requiring sufficient battery power), restrictions on landing, restrictions on takeoff, or restrictions on any other use of the UAV. Any of the examples given elsewhere herein with respect to flight restrictions, combined with the presence or absence of a geo-fencing device, can be applied to UAVs as possible restrictions.

  Geofencing devices may be of different types. In some cases, different types of geofencing devices may be subject to different types of flight restrictions. Examples of flight restriction types may include any of the flight restrictions described above, or any of the flight restrictions described elsewhere herein. In some cases, different geofencing devices of different types may have different boundaries (eg, different shapes, sizes, changing states) in correlation with the geofencing device.

  As described above, different restrictions may be imposed based on the UAV identification information, the user identification information, and / or the geo-fencing device subject. Different restrictions may be imposed on different UAV types, different user types, and / or different geofencing device types. Different restrictions may be placed on UAVs with different operation levels, users with different operation levels, and / or geofencing devices with different operation levels.

  If the UAV is not acting in accordance with a set of flight regulations, flight response measures may be taken. UAV control may be superseded by the user. Is it a UAV that automatically provides the UAV with flight response according to on-board instructions, or is an aviation control system capable of sending instructions to the aviation control system to perform flight response according to on-board instructions. Or another user with a higher level of operation than the original UAV user may take over control. Instructions can be provided to the UAV from a remote source, the source having higher rights than the original user. Takeover reporting can be provided to the aviation control system. UAVs can perform flight response measures. Flight response measures may be provided depending on flight restrictions that the UAV does not comply with.

  For example, if the UAV is in a range where it is not allowed to be inside, the UAV may be required to leave the range and return to a starting or home point or land. Before a takeover occurs, the UAV can be given some time for the user to leave the UAV out of range. If the UAV leaves the only area where the UAV is allowed to fly, the UAV may be required to return to the area or land. The UAV can be given some time to allow the user to bring the UAV back into range before takeover of control. If the UAV is operating the load within a range where the UAV is not allowed to operate the load, the load may be automatically turned off. If the UAV is collecting information through a sensor and the collection of information within the range is not allowed, the sensor may be turned off or the sensor cannot record the data being collected Or it may not be possible for the sensor to transmit the data being collected. In another example, if wireless communication is not permitted within range, the communication unit of the UAV may be turned off to prevent wireless communication. If the UAV is not allowed to land within range and the user gives a landing command, the UAV will not land but may wait in mid-air. The UAV must be maintained within a certain level of battery charge range, and if the charge level drops below a desired level, the UAV can be automatically directed to a battery charging station, or May be navigated out of or may be forced to land. In either situation, the user can be given some time to comply, or alternatively, the flight response measures can take effect immediately. Any other type of flight response measure may be provided that may allow the UAV to comply with non-compliant flight regulations.

  In some cases, a geo-fencing device can be used to define a restricted flight zone, where a set of one or more restricted flights can be applied. The geo-fencing boundary may be the outer perimeter of the restricted flight zone. In some cases, the same set of flight restrictions may apply within a flight restriction zone or outside a flight restriction zone for a particular UAV taking on a particular mission.

  Optionally, a geofencing device may be used to define a number of restricted flight zones. FIG. 24 illustrates an example of a geo-fencing device that may have multiple restricted flight zones. The geo-fencing device 2410 can be used to define a first restricted flight zone (eg, zone 2420a) and a second restricted flight zone (eg, zone B 2420b). Optionally, a third restricted flight zone (eg, zone C2420c) may be provided. Any number of restricted flight zones may be defined by the geo-fencing device. For example, depending on the geofencing device, one or more, two or more, three or more, four or more, five or more, six or more, seven or more, eight or more, nine or more, ten or more, eleven or more , 12 or more, 15 or more, 20 or more, 25 or more, 30 or more, 50 or more, or 100 or more flight restriction zones may be defined.

  Zones may or may not overlap. In one case, zone A, zone B, and zone C may be separate zones that do not overlap. For example, zone A may have a circular shape. Zone B may be donut shaped (eg, inside zone outer boundary B, outside zone outer boundary A). ). Zone C may be rectangular in shape with notches (e.g., inside zone outer boundary C and outside zone outer boundary B). The outer boundaries of the zones may be concentric such that the boundaries do not cross each other. Alternatively, the outer boundaries of the zones may intersect each other. In some cases, the zones may overlap. In some cases, a zone may be completely inside another zone. For example, zone A may be a circle. Zone B may be a circle without holes. Zone C may be completely inside Zone B. In some cases, if a zone is inside another zone, the inner zone may have all the restrictions of the outer zone.

  Zones may have any size or shape. Zones may be defined by two-dimensional boundaries. The space above or below the two-dimensional boundary may be part of a zone. For example, a zone may be circular, oval, triangular, square, rectangular, any quadrilateral, band, pentagon, hexagon, octagon, semicircle, donut, star, or any other regular or irregular shape. It may have a two-dimensional boundary having a regular shape. The shape may or may not include one or more holes therein. Zones may be defined by three-dimensional boundaries. The space enclosed inside the three-dimensional boundary may be part of a zone. For example, the zones may be spherical, cylindrical prismatic (with any shaped cross-section), hemispherical, bowl-shaped, donut-shaped, bell-shaped, wall-shaped, conical, or any regular or irregular It may have a shape. The different zones defined by the geofencing device may have the same shape or may have different shapes. The different zones defined by the geofencing device may have different sizes.

  In some cases, the geofencing device may be inside the outer boundaries of all zones. Alternatively, the geo-fencing device may be outside one or more outer boundaries of the zone. All zones may be spaced and independent. However, all zones of the geo-fencing device may be located with respect to the geo-fencing device. When moving the geofencing device within the environment, the zones of the geofencing device can be moved along the device. For example, if the geofencing device travels about 10 meters east, the zone of the geofencing device can be moved 10 meters east correspondingly. In some embodiments, the zones may be radially symmetric. Regardless of how the geo-fencing device is rotated, the zones may remain the same. Alternatively, the zones may not be radially symmetric. For example, as the geofencing device rotates, the zones can be rotated accordingly. The zones can be rotated about the geo-fencing device. For example, if the geo-fencing device rotates 90 degrees clockwise, the zone can rotate 90 degrees clockwise about the geo-fencing device point. In some cases, rotation of the geofencing device may not affect the location of the zone.

  In some cases, each flight restriction zone may have its own restrictions. The set of flight restrictions may be associated with different flight restriction zone boundaries and corresponding restrictions. For example, the set of flight restrictions may include a zone A boundary, a zone B boundary, a zone C boundary, a zone A restriction, a zone B restriction, and / or a zone C restriction. Different zones may have different restrictions. In one example, the zone may restrict flight so that no UAV can enter zone A. Zone B may allow flight, but may prevent the UAV from operating cameras within Zone B. Zone C may allow flight and camera use, but may not allow the UAV to fly below the lower altitude limit. The instructions for these different restrictions may be provided in a set of flight restrictions. Different zones may have restrictions on different aspects of UAV operation. Different zones may have different levels of restrictions, but are restrictions on the same aspect of UAV operation. For example, Zone A, Zone B, and Zone C may limit UAV flight. However, UAV flight may be restricted in different ways in different zones. For example, in Zone A, the UAV may not be allowed to enter at all. In zone B, the UAV may have to fly above the lower altitude limit, where the lower altitude increases as the distance from the zone increases. In zone C, the UAV may not fly below the lower altitude limit that can be maintained at a significant level of altitude, where the lower altitude limit of zone C matches the highest point of the lower zone B altitude limit.

  Similarly, each zone may have its own set of boundaries that are the same or different from the boundaries of other zones. Each set of boundaries may correspond to a different set of flight restrictions. Each set of boundaries may correspond to a different set of flight restrictions. In some cases, the type of flight restriction for each set of boundaries may be the same. Alternatively, the type of flight restriction for each set of boundaries may be different.

  In some embodiments, the zone closest to the geofencing device may have the most stringent restrictions. In some embodiments, the zone closest to the geo-fencing device may have tighter restrictions than the zone away from the geo-fencing device. Zones further from the geofencing device may have less stringent restrictions than zones closer to the geofencing device. For example, in zone A, the UAV may not be allowed to enter. In Zone B, the UAV may be allowed to fly above the first altitude floor. In Zone C, the UAV may be allowed to fly above a second altitude lower limit that is lower than the first altitude lower limit. In some embodiments, all restrictions in a zone that is remote from the geofencing device may apply to all zones that are closer to the geofencing device. Thus, zones closer to the geo-fencing device may be subject to other zone restrictions. For example, zone C may have a set of restrictions. Zone B may have zone B restrictions in addition to all of zone C restrictions. Zone A may have all of the restrictions of zone C, plus the restrictions of zone B, and additionally the restrictions from zone A. For example, zone C may allow the UAV to fly throughout the zone and operate the UAV load, but not allow it to land. Zone B may also not allow the UAV to land, but may prevent movement of the load on the UAV and still allow the UAV to fly in any way. Zone A may not allow the UAV to land, prevent movement of the load, and may require that the UAV fly above the lower altitude limit.

  In other embodiments, the zones may have restrictions independently of each other. Zones closer to the geofencing device need not be more restrictive than other zones. For example, zone A may prevent the UAV from operating the load, but may allow the UAV to fly everywhere. Zone B may allow the UAV to operate the load, but may prevent the UAV from flying above the altitude limit, while Zone C prevents wireless communication from the UAV while preventing the UAV from operating. It may be possible to fly everywhere and operate the load.

  UAV navigation

  One or more UAVs can navigate a range. A UAV can travel along a flight path. The flight path may be predetermined, semi-predetermined, or created in real time.

  For example, the entire flight path may be determined in advance. The locations along the flight path may each be predetermined. In some cases, the flight path may include the location of the UAV within range. In some cases, the flight path may further include the orientation of the UAV at a location. In one example, the predetermined flight path may pre-determine both the location and orientation of the UAV. Alternatively, only the location of the UAV may be predetermined, while the orientation of the UAV may not be predetermined and may be variable. Other features of the UAV may or may not be predetermined as part of a predetermined flight path. For example, the use of the load may be predetermined as part of the flight path. For example, a UAV may carry an image capture device. The features of the image capture device where it is turned on or off, zoom, mode, or other operation of the image capture device at various locations along the path may be predetermined. In some cases, the position (eg, orientation) of the image capture device with respect to the UAV may also be predetermined as part of the flight path. For example, the image capture device may have a first orientation with respect to the UAV at a first location and then switch to a second orientation with respect to the UAV at a second location. In another example, the wireless communication may be predetermined as part of a flight path. For example, it may be predetermined that the UAV use a constant communication frequency in a first part of the flight path and switch to a different communication frequency in a second part of the following path. Any other operational features of the UAV may be predetermined as part of a predetermined flight path. In some embodiments, the manner of operation of the UAV that is predetermined as part of the flight path may be variable. The user may be able to provide input that can control one or more variable features of UAV operation while the UAV is traversing the flight path. The user may or may not be able to change the predetermined portion of the predetermined flight path.

  In another example, the flight path may be pre-determined. Several parts or checkpoints may be provided in the flight path, which may be predetermined. The non-predetermined portions may be variable and / or controllable by a user. For example, a series of route fix points may be predetermined for the flight path. The UAV flight path between the fixed routes may be variable. However, the UAV can be guided to each route fixed point even if the route between the route fixed points may vary. In some cases, the destination of the end may be predetermined. The entire route to the end destination may be variable and / or controllable by the user.

  In another example, the route may be created in real time. The entire flight may be controlled by the user. The user can manually control the UAV without any schedule or predetermined route or destination. The user is free to fly the UAV in the environment. A UAV flight path may be created as the UAV traverses the environment.

  Geo-fencing devices within range can affect the flight path of the UAV. In some cases, a geo-fencing device in the environment may be considered and may impose one or more sets of flight restrictions for UAVs operating in the environment. The UAV behavior may or may not be altered by the geofencing device. If the UAV behavior does not conform to a set of flight restrictions, the UAV behavior can be changed. If the UAV behavior complies with a set of flight restrictions, the UAV behavior may not be arbitrarily changed. When the UAV is traversing a predetermined flight path, a pre-determined flight path, or a real-time flight path, a geo-fencing device may be considered.

  FIG. 42 shows an example of an environment in which there is a UAV that may be traversing the flight path and where one or more geo-fencing devices are present. One or more UAVs (eg, UAV 4210a, UAVB 4210b) can traverse the environment along a flight path. The flight path (eg, path A, path B, path C) may be predetermined, may be pre-determined, or may be determined in real time. The UAV may optionally be flying toward destination 4220. The destination may be a predetermined destination or a destination determined in real time. The destination may be the destination of the ultimate goal or a fixed point along the route. The destination may be any location that may be the purpose of the UAV. One or more geofencing devices (eg, GF14230a, GF24230b, GF34230c, GF44230d, or GF5, 4230e) may be provided in the environment. The geofencing device may have a geofencing device boundary.

  A UAV may operate according to a set of flight restrictions associated with one or more geofencing devices. Any interaction between the UAV and the geofencing device may be provided as described elsewhere herein. Any interaction between the aviation control system (or other external device or system) and the UAV and / or geo-fencing device may be provided as described elsewhere herein. As a result of the interaction, a set of flight restrictions that can be provided to the UAV or generated onboard the UAV can be generated. The set of flight restrictions may include one or more restrictions imposed by geo-fencing devices in range.

  In one example, the UAV 4210a may be heading for a destination 4220. One or more geofencing devices 4230a, 4230b may be provided between the UAV and the destination. The geofencing device may have a boundary that may be located between the UAV and the destination. In some cases, the boundaries of the geofencing device may interfere with the UAV's path toward the destination. A UAV may optionally have a flight trajectory. In some cases, if the UAV continues along its flight trajectory, it will encounter the geofencing device boundary on its way to its destination. The trajectory may be along a predetermined flight path, a pre-determined flight path, or a real-time flight path for the UAV.

  In one example, the originally planned flight path may intersect a restricted area within the boundaries of the geofencing device. In such a case, the route can be changed to another route (eg, route A) that can bypass the geofencing device and keep the UAV outside the restricted area. The route can be calculated to get the UAV to the destination while avoiding the restricted area. In some cases, the route may be selected to cause the UAV to arrive at the destination with relatively little deviation from the predetermined route. The minimum amount of possible deviation can be calculated. Alternatively, the amount of deviation may be within 50%, 40%, 30%, 20%, 10%, 5%, or 1% or less of the smallest possible deviation. For example, it may be determined that the UAV cannot pass between geofencing devices because GF1 and GF2 overlap the boundary. The UAV may choose to take a route that bypasses either the GF2 side or the GF1 side. The GF2 pathway may be shorter or less deviate from the original pathway. In this way, the route can be selected to go around the GF2 side. In some cases, the route may be selected in consideration of environmental conditions. When high winds are blowing, the UAV can take a wider path to avoid boundaries, to more assure that the UAV will not be inadvertently blown into the restricted area. . Other metrics, such as energy efficiency, may be considered. UAVs can be routed with relatively high levels of energy efficiency. In this way, while the UAV is in flight, the predetermined route may be changed to avoid the geo-fencing device.

  In another example, the predetermined path can be calculated or generated to avoid the geofencing device in advance. For example, a user can enter a scheduled route, a route fix, or a destination. The user can indicate that the user wants the UAV to reach a particular destination (which may be a route fix). An aviation control system, or any other system described elsewhere herein, can collect data regarding geo-fencing devices in an area. The aviation control system can detect the location and / or boundary of the geofencing device. The user can optionally schedule a flight path to arrive at the destination. The flight control system can accept, reject, or change the route. In some cases, the flight control system may propose a route (eg, route A) that may allow the UAV to reach the destination while avoiding restricted areas. The scheduled route can be selected so as to not significantly deviate from the route originally scheduled by the user. The user can choose to accept or reject the scheduled route. Alternatively, the route scheduled by the air control system may be performed automatically. In this way, a predetermined UAV flight path can be planned to allow the UAV to reach its destination past various geo-fencing devices, already taking into account the geo-fencing device. In some embodiments, the user need not schedule the entire route, but may schedule one or more destinations. The aviation control system can review the geofencing device information and generate a predetermined flight path that allows the UAV to reach the destination without entering a restricted area. In some cases, a number of possible paths may be considered, avoiding a restricted area, and a single path may be selected from the number of paths.

  In another example, the pre-determined flight path may have the UAV in orbit such that it intersects a restricted area within the boundaries of the geofencing device. For example, the destination may be registered and the UAV may be moving toward the destination. In such a case, the route can be changed to another route (eg, route A) that can bypass the geofencing device and keep the UAV outside the restricted area. The route can be calculated to get the UAV to the destination while avoiding the restricted area. In some cases, the route may be selected to cause the UAV to reach the destination with relatively few departures based on the trajectory prior to the departure. A new path can be selected taking into account environmental or other conditions. Thus, while the UAV is in flight, the pre-determined route may be changed to avoid the geo-fencing device, but still allow the UAV to reach its destination.

  In some cases, the pre-determined route may be calculated or generated to avoid the geofencing device in advance. For example, a user may enter a scheduled destination (eg, a final destination, a route fix). An aviation control system, or any other system described elsewhere herein, can collect data regarding geo-fencing devices in an area. The aviation control system can detect the location and / or boundary of the geofencing device. The flight control system can determine if the intended destination is within a restricted area, which may be within the boundaries of the geo-fencing device. If the destination is not within a restricted area, the scheduled destination may be recognized thereafter. If the destination is in a restricted area where the UAV is not allowed to enter, the airline control system may then reject the destination. In some cases, the flight control system may suggest another destination that is outside the restricted area, but may be closer to where the original destination was. In generating a new scheduled destination, one or more factors may be considered, such as distance from the original scheduled destination, ease of flight path to approach the new destination, or environmental conditions. .

  In addition, the user may have manual control of the UAV in real time. The UAV may have a trajectory that may indicate that the UAV is about to enter a restricted area within the boundaries of the geofencing device. In such a case, the route can be changed to another route (eg, route A) that can bypass the geofencing device and keep the UAV outside the restricted area. In some cases, a warning may be issued to the user that the user is approaching a boundary, and optionally the user may be allowed some time to self-correct. If the user does not self-correct within the allotted time, control may be taken over from the user. Alternatively, the route may be changed automatically without giving the user time for self-correction. Upon takeover, the UAV may fly along a modified path (eg, path A). The route can be calculated to get the UAV to the intended destination while avoiding the restricted area. One or more factors may be considered when formulating Route A, such as deviations from the original orbit, energy efficiency, or environmental conditions. Thus, the real-time route is determined while the UAV is in flight. It can be modified to avoid geo-fencing devices.

  In some embodiments, the UAV may include a local navigation map. The UAV can receive a local navigation map from an aircraft control system or other external device. The UAV can receive a local navigation map from the geo-fencing device. The local navigation map may include the location of one or more geofencing devices. The local navigation map may include one or more geofencing device boundaries. The local navigation map may include information regarding restrictions that may be imposed on the UAV in various areas. For example, if the UAV is not allowed to fly within the boundaries of the geo-fencing device, the local map may indicate restrictions on flying within a range on the map. In another example, the UAV is not allowed to operate the load within the boundaries of another geo-fencing device, and the local map indicates restrictions on the operation of the load within the range on the map. Can be. A set of one or more flight restrictions for a UAV may be reflected in a local navigation map.

  UAVs can navigate ranges using local navigation maps. In some cases, the local navigation map may include a predetermined route graphed therein. The predetermined route may already take into account the geofencing device. The UAV may then be able to follow a predetermined route. If the UAV deviates from a predetermined route, adjustments may be made as needed. The UAV's current location may be compared to a location on the map where the UAV is assumed to be. If the predetermined route does not take into account the geofencing device and is deemed to enter a restricted area, the predetermined route may be updated and reflect this information. Map information may be updated.

  In some embodiments, the local navigation map may include one or more UAV destinations as part of a pre-determined route. The destination may include a UAV route fixed point. The destination may already take into account the geo-fencing device. For example, a destination may be selected for a location that is not within a restricted area. The UAV may be able to travel from destination to destination. If one or more restricted areas are encountered, adjustments may be made as needed. If the destination does not take into account the geo-fencing device and one or more of the destinations is in a restricted area, the destination may be updated to an area outside the restricted range, reflecting this information Map information may be updated to

  Alternatively, the UAV may operate along a real-time path. The local navigation map can track the location of the UAV relative to one or more geo-fencing devices. If the UAV is deemed to be approaching a restricted flight range, adjustments may be made as necessary to change the UAV route.

  In some cases, the local navigation map may be updated to reflect information about the environment the UAV is approaching as it crosses the environment. For example, as the UAV approaches a new part of the environment, the UAV's local navigation map may reflect information about the new part of the environment. In some embodiments, if the UAV leaves a previous part of the environment, the local navigation map will no longer reflect information about the previous part of the environment. In some cases, the local navigation map may be updated by the flight control system. In another example, one or more geo-fencing devices can update the map. As the UAV approaches the geo-fencing device, the geo-fencing device can provide the UAV with information that can be used to update the local map. If the UAV encounters a different geo-fencing device during its mission, the UAV map may be updated with geo-fencing device local information from various geo-fencing devices.

  Geofencing devices can impose restrictions on the operation of UAVs. As mentioned above, one example may be a restriction on UAV flight. For example, a UAV may not be allowed to fly within the boundaries of a geofencing device (ie, a flight-restricted area). Other examples of flight restrictions imposed by geo-fencing devices are load movement restrictions, load positioning restrictions, support mechanism restrictions, transported object restrictions, sensor restrictions, communication restrictions, navigation restrictions, power restrictions. It may include usage restrictions, or any other type of restriction. UAVs may be compliant with restrictions or may engage in activities that are not. UAV flight paths may be affected by different types of restrictions. Different ways of operating different types of flight restrictions may be provided.

  A UAV (eg, UAVB 4210b) may be heading for destination 4220. Given that the UAV travels along the most direct path (eg, path B), the UAV will enter an area within the boundaries of the geofencing device (eg, GF44230d). Limits within the range may relate to factors other than the presence or absence of a UAV. For example, the limit may be a lower altitude limit. A UAV may be required to fly above a certain altitude. If the UAV is capable of reaching altitude, the UAV may be allowed to travel along path B to the destination. However, if the UAV is not able to reach altitude, or reaching altitude, it will cause a greater deviation from the UAV's flight path than traveling around the range (eg, along path C). If so, the UAV may then be commanded to proceed around the area (eg, along path C). In another example, the restriction may be the operation of the load (eg, image capture). If the UAV can turn off its camera, or cannot capture any images with its own camera, the UAV will turn off the camera while in range and In that state, you can proceed along path B and then leave your range to turn on your camera. However, if it is not possible for the UAV to turn off its own camera, or stop capturing images, or it is undesirable for the UAV to turn off its own camera, the UAV may follow the path C Therefore, a route may be set around the range. Thus, depending on the limits within the range, the UAV may be able to follow the original route or direction, or may be routed around the range. If it is not possible to comply with the restriction while the UAV is within the range, or if compliance with the restriction is less desirable for the UAV than being routed around the range, the UAV may It can be routed around a range. One or more factors may be considered in determining whether it is undesirable for the UAV to adhere to the restrictions while in range. Factors such as environmental conditions, navigational needs, energy efficiency, safety, or mission objectives when determining whether the UAV should be routed around the range or comply with the limits of the range. May be considered.

  This may be the case when the UAV is flying on a predetermined path, a pre-determined path, or a real-time path. For example, if the UAV is flying on a predetermined route, and the predetermined route is traversing the range, the user may continue or change the predetermined route, and so on. Can be determined. If the UAV is flying on a pre-determined path towards the destination and a more direct path or path trajectory traverses the range, continue the direct path / path along the path; Or a UAV that can make a similar decision, such as changing routes, is flying according to a real-time manual command from the user, and if the user is guiding the UAV toward the area, the user is prompted by the user command. A similar decision can be made, such as allowing the UAV to guide the UAV into the range, or taking control and changing the route instead.

  Geofencing identification

  The geofencing device may be uniquely identifiable. In some embodiments, geofencing devices may have their own unique geofencing device identifier. The geofence identifier can uniquely identify the geofencing device from other geofencing devices. With its own geofence identifier, a geofencing device can be differentiated from other geofencing devices.

  FIG. 40 shows an example of a system with multiple geofencing devices, each with a corresponding geofence identifier. The first geofencing device 4010a may have a first geofence identifier (eg, geofence ID1), and the second geofencing device 4010b may have a second geofencing identifier (eg, geofence). ID2), and the third geofencing device 4010c may have a third geofence identifier (eg, geofence ID3). One or more UAVs 4020a, 4020b may be in an environment, where a geo-fencing device may be provided. In some embodiments, an aircraft control system 4030 or other external device may be provided, which may provide a set of flight restrictions. Any other architecture, as described elsewhere, may be provided for the generation of flight restrictions. For example, flight restrictions may be generated or stored in an airline control system, one or more UAVs, or one or more geofencing devices. The aviation control system is provided for illustrative purposes only and is not limiting.

  The geofencing device may have a geofence identifier (eg, geofence ID1, geofence ID2, geofence ID3, ...) that identifies the geofencing device. The geofence identifier may be unique to the geofencing device. Another geofencing device may have an identifier different from the geofencing device. The geofence identifier can uniquely differentiate and / or distinguish the geofencing device from other individuals. Each geofencing device may be given only a single geofence identifier. Alternatively, the geo-fencing device may be capable of registering multiple geo-fencing identifiers, and in some cases a single geo-fencing identifier may be assigned to only a single geo-fencing device. Alternatively, a single geofence identifier may be shared by multiple geofencing devices. In a preferred embodiment, a one-to-one correspondence may be provided between the geofencing device and the corresponding geofence identification.

  Optionally, the geofencing device may be authenticated as being a licensed geofencing device for the geofence identifier. The authentication process may include verifying the identity of the geofencing device. Examples of the authentication process are described in more detail elsewhere herein.

  In some embodiments, the identity registration database of the authentication system can manage identification information about the geo-fencing device. The ID registration database can assign a unique identifier to each geofencing device. Optionally, the unique identifier may be a randomly generated string of alphanumeric characters or any other type of identifier that can uniquely identify a geofencing device from other geofencing devices. The unique identifier may be generated by the ID registration database or may be selected from a list of possible identifiers that have been left unassigned. The identifier can be used to authenticate the geofencing device. The ID registration database may or may not interact with one or more geo-fencing devices.

  A set of flight restrictions associated with the geo-fencing device may be generated based on information about the geo-fencing device. The information about the geo-fencing device may include an identification of the information about the geo-fencing device. The identification of the information may include a geofence identifier, or a type of geofencing device. In some embodiments, the geofence identifier may indicate the type of geofencing device.

  The type of geofencing device can have any properties. For example, the type of geo-fencing device may include the model of the geo-fencing device, the performance capabilities of the geo-fencing device, the range of the geo-fencing device (eg, the range of the geo-fencing device predetermined for detection or communication), the geo-fencing device. , The power capability of the geofencing device (eg, battery life), the manufacturer of the geofencing device, or the type of restriction imposed by the geofencing device. The geofence identifier can uniquely identify geofencing from other geofencing devices. The geofence identifier can be received from a geofencing device. In some cases, the geofencing device may have an identification module. In some cases, the geofence identifier may be stored in the identification module, and the identification module is not changed or removed from the geofencing device. The geofencing identifier may prevent tampering or be resistant to tampering.

  Aspects of the present invention can be directed to a method for identifying a geofencing device, the method comprising receiving a geofencing identifier that uniquely identifies the geofencing device from other geofencing devices; Generating a geofence identifier based on the set of flight restrictions and operating the UAV according to the set of flight restrictions. A geo-fencing device identification system can be provided to receive a geo-fencing identifier that uniquely identifies the geo-fencing device from other geo-fencing devices and to allow operation of the UAV according to a set of flight restrictions. , One or more processors operable individually or collectively to generate a set of flight restrictions for the UAV based on the geofence identifier. The system can further include one or more communication modules, wherein the one or more processors are operatively coupled to the one or more communication modules.

  FIG. 25 illustrates a process for generating a set of flight restrictions according to an embodiment of the present invention. A geofencing device identifier may be received (2510). A set of flight restrictions can be provided based on the geofencing device identifier (2520).

  The geofencing device identifier may be received by a device or system that can generate a set of flight restrictions. For example, the geo-fencing device identifier may be received by an aviation control system. Alternatively, the geo-fencing device identifier may be received by a UAV, one or more processors of the geo-fencing device, a user terminal, a memory storage system, or any other component or system. The geofencing device identifier may be received by one or more processors of any component or system. The same component or system may generate a set of flight restrictions. For example, one or more processors, UAVs, geo-fencing devices, user terminals, memory storage systems, or any other components or systems of the flight control system generate a set of flight restrictions based on the geo-fencing device identifier. You may.

  The set of flight restrictions may be generated based on geofencing device identification information. The set of flight restrictions may be generated based on the type of geofencing device. Other factors, such as UAV information, user information, environmental conditions, or timing may affect the generation of a set of flight restrictions.

  Any type of flight control may be provided, for example, as described elsewhere herein. Flight restrictions may apply to any aspect of UAV operation. Flight restrictions may be tied to the location and / or boundaries of the geofencing device. The set of flight restrictions may be applied to the specific geofencing device associated with it. Another geo-fencing device may have a second set of flight restrictions that may be applicable. In some examples, the set of flight restrictions determines that the UAV is configured to be maintained at least a predetermined distance from the geo-fencing device, or the set of flight restrictions determines that the UAV is at least geo-fenced. Decide to be configured to be maintained within a predetermined distance of the device. The set of flight restrictions includes the upper flight limit below which the UAV cannot fly above, or the lower flight limit below which the UAV cannot fly below, while at a predetermined location relative to the geofencing device. obtain. The set of flight restrictions may include restrictions on the use of UAV payloads based on the location of the UAV relative to the location of the geofencing device, or the sets of flight restrictions may be based on the location of the geofencing device. Restrictions on the use of UAV communication units based on the location of the UAV.

  A set of flight restrictions may be generated for each geofencing device. For example, aviation control system 4030 may generate and / or provide a set of flight restrictions for various geo-fencing devices. For example, a set of flight restrictions for a first geofencing device (eg, geofence ID 14010a) may be provided to a UAV 4020a approaching the first geofencing device. The UAV can operate in accordance with a set of flight restrictions for the first geofencing device. The UAV may communicate with the aviation control system to receive the generated set of flight restrictions. In some cases, the UAV may notify the aviation control system that the UAV is approaching the first geo-fencing device. Alternatively, the geo-fencing device may notify the aviation control system that the UAV is approaching the geo-fencing device.

  The second UAV 4020b may approach another geo-fencing device (eg, geo-fence ID 34010c). A second set of flight restrictions for other geo-fencing devices may be provided to a second UAV. The UAV may operate in accordance with another set of geofencing device second flight regulations. The UAV may communicate with the aviation control system to receive the generated set of flight restrictions. In some cases, the UAV may notify the aviation control system that the UAV is approaching other geo-fencing devices. Alternatively, other geo-fencing devices may notify the aviation control system that the UAV is approaching other geo-fencing devices.

  The UAV may receive a set of flight restrictions applicable to the UAV. For example, if the UAV is within range of the first geo-fencing device but not within the range of the second or third geo-fencing device, then the UAV may have a flight control for the first geo-fencing device. Only sets can be received. In some cases, for a UAV, only a set of flight restrictions for the first geo-fencing device may be generated. Similarly, if the second UAV is within range of the third geo-fencing device but not within the first or second geo-fencing device, the second UAV may be in the third geo-fencing device. Only a set of flight restrictions for can be received. In some cases, for the second UAV, only a set of flight restrictions for the third geo-fencing device may be generated.

  Geo-fencing certification

  The identity of the geofencing device can be authenticated. The identification information of the geofencing device can be verified by going through an authentication process. The authentication process may use the geofence identifier to verify that the geofencing device matches the geofencing device with which the geofencing identifier is registered.

  An aspect of the present invention is directed to an authentication method for a geo-fencing device, wherein the method authenticates the identification information of the geo-fencing device, wherein the identification information of the geo-fencing device is uniquely identified from other geo-fencing devices. Being distinguishable, providing the UAV with a set of flight controls, wherein the flight controls are related to the location of the certified geo-fencing device, and operating the UAV in accordance with the set of flight controls. including. The geo-fencing device authentication system authenticates the identification information of the geo-fencing device, where the identification information of the geo-fencing device is uniquely distinguishable from other geo-fencing devices, and places the information on the location of the geo-fencing device where the flight regulations are certified. An associated set of flight restrictions for the UAV may include one or more processors configured individually or collectively to generate a UAV according to the set of flight restrictions. The system can further include one or more communication modules, wherein the one or more processors are operatively coupled to the one or more communication modules.

  FIG. 26 illustrates a process for authenticating a geo-fencing device, according to an embodiment of the present invention. A geofencing device identifier may be received (2610). The identity of the geofencing device may be authenticated (2620). A set of flight restrictions may be provided (2630).

  The geofencing device identifier may be received by a device or system that can generate a set of flight restrictions. For example, the geo-fencing device identifier may be received by an aviation control system. Alternatively, the geo-fencing device identifier may be received by a UAV, one or more processors of the geo-fencing device, a user terminal, a memory storage system, or any other component or system. The geofencing device identifier may be received by one or more processors of any component or system. The same component or system may generate a set of flight restrictions. For example, an aircraft control system, one or more processors, UAVs, geo-fencing devices, user terminals, memory storage systems, or any other components or systems may generate a set of flight restrictions based on a geo-fencing device identifier. Good.

  The set of flight restrictions may be generated after the geofencing device identifier is received. The set of flight restrictions may be generated after the geofencing device identification has been authenticated. The set of flight restrictions may be generated based on geofencing device identification information. The set of flight restrictions may be generated independently of the geo-fencing device identification information. Authentication of the geofencing device identification information may be required before a set of flight restrictions is generated. Alternatively, a set of flight restrictions may be generated even if the geofencing device is not certified. In some embodiments, if the geo-fencing device is certified, the geo-fencing device may be given a first set of flight restrictions, and if the geo-fencing device is not certified, A set of two flight restrictions may be granted. The first and second sets of flight restrictions may be different. In some embodiments, the second set of flight restrictions may be more restrictive or more restrictive than the first set. The set of flight restrictions may be generated based on the type of geofencing device. Other factors, such as UAV information, user information, environmental conditions s, or timing may affect the generation of a set of flight restrictions.

  Any authentication process can be used to authenticate the geofencing device. Any of the approaches described elsewhere herein for authenticating other devices may be applied to the authentication of a geo-fencing device. For example, the process used to authenticate a user or UAV can be applied to a geofencing device. In one example, the geo-fencing device can be authenticated to the geo-fencing device with the assistance of an on-board key. The geofence key may not be movable from the geofencing device. Optionally, the key cannot be removed from the geofencing device without damaging the device. The key may be stored in an identification module of the geofencing device. In some cases, the identification module cannot be removed from the geofencing device without damaging the device. The identification module may have any of the characteristics of any other type of identification module (eg, a UAV identification module) as described elsewhere herein.

  Geo-fencing certification

  Geo-fence via certification center

  An authenticated UAV can broadcast its location and IMSI over a wireless link, which may have information with the contents of the signature. In addition, the UAV and the authentication center can negotiate to create a trusted set of CK1 and IK1 characterized as SCS1 (Security Communication Set).

  The geofencing device is similarly certified by the certification center. In particular, as with UAV licensing, geofencing devices and authentication centers can negotiate to create reliable CK2 and IK2 characterized as SCS2.

  The wireless channel for communication between the geofencing device and the UAV may be achieved by multiplexing various channels for a multiple access arrangement, for example, by time deviation, frequency deviation, or code deviation. Wireless information sent by the UAV or by the geo-fencing device may be sent in the form of a signature certificate, for example, as described in FIG. Thus, when a message (MSG) is sent, information is sent in the following format.

Equation 1: MSG1 || ((HASH (MSG1) || SCR () (+) SCR (IK)) || IMSI

  Here, MSG1 = MSG || RAND || TIMESTAMP || GPS.

  In Equation 1 above, SCR () can be a general password generator, and SCR (IK) can be a data mask extracted from IK. In addition, in this description, MSG is the original message, hash () is a hash function, RAND is a random number, time stamp is the current time stamp, and GPS is the current message to avoid replay attacks. Is a place.

  Upon receiving the UAV information, the geo-fencing device can establish a network link with the authentication center and report to the UAV IMSI. The authentication center can be queried as to whether the UAV is allowed to appear within this range. If the query indicates that the UAV is barred from entering this range, or that restriction information needs to be sent to the UAV, the authentication center will send a request to the geo-fencing device over the network. It can be notified and the geo-fencing device sends the restriction information by signature authentication.

  The information sent by the geo-fencing device is not subject to forgery and can be controlled by an authentication center. After receiving the information sent by the geo-fencing device, the UAV provides an encrypted transmission via the CK1-protected link established by the remote controller and / or the public communication network with the authentication center can do. In this way, the UAV can send the geo-fencing information received by the UAV to an authentication center for authentication. After successfully confirming that the geo-fencing information is genuine and reliable, the UAV can interpret the content in the geo-fencing device. On the other hand, this may be reported to the user via the remote control. In some cases, the flight course may be modified by the user or the UAV itself.

  During the flight, the UAV can announce its location or its destination. After the authentication center is notified of such information and finds that the UAV cannot enter the corresponding range, it can send prohibition information requesting a return to the UAV. The above process can be accomplished safely and can withstand a variety of attacks. If the UAV continues to enter the restricted area, for example, the authentication center may record the intrusion of the UAV and report the intrusion to the relevant administrative department.

  Do not go through the certification center

  The authenticated UAV may wirelessly broadcast relevant information (eg, its ID, its location, and its course), and other such information having the characteristics of a digital signature. After receiving the above information from the UAV, the geo-fencing device may connect to the aviation control system via a network and report the IMSI of the UAV. Then, the airline control system can determine whether or not the UAV exists in this area. If it is determined that the UAV cannot enter the area or need to inform the UAV of some restriction information, the aviation control system can notify the geo-fencing device through a network, Can send restriction information by signature authentication. The information sent by the geo-fencing device is not subject to forgery and can be controlled by an authentication center. The secure information channel from the authentication center to the UAV is described below.

  In embodiments of the present invention, a particular public key algorithm may be used. A password pair can be selected according to a public key algorithm. A password pair consists of a public key and a secret key. Thus, two password pairs are provided. The geo-fencing device and the authentication center each control their own private keys. The geofencing device private key controlled by the geofencing device is denoted as KP, and the corresponding public key is denoted as KO. The authentication center secret key controlled by the authentication center is denoted as CAP, and the corresponding public key of the authentication center is denoted as CAO.

  In one example, when registering a geo-fencing device, the password pair KP (for the private key of the geo-fencing device) and KO (for the public key of the geo-fencing device) may be granted by the authentication center and reported to it. it can. The secret key (KP) of the geofencing device cannot be read or duplicated. In addition, the authentication center can use the authentication center's private key (CAP) to encrypt the public key (KO) of the geo-fencing device and generate the certificate C. The flight control system obtains the certificate C from the authentication center and sends it to the geo-fencing device. In addition, the MSG to be sent to the UAV can be first subjected to a hash function HUSH to generate a digest D. The MSG can then be encrypted to form a signature S using the private key (KP) of the geo-fencing device. Further, the geofencing device can send C, S, and MSG to the UAV over a wireless channel.

  After the UAV receives the C, S, and MSG, it can decrypt C using the known public key (CAO) of the authentication device, obtain the public key (KO) of the geofencing device, and use the KO To decrypt the signature S to obtain a decrypted digest D1. In addition, the UAV can perform a hash function HUSH on the MSG to obtain a digest D. The UAV can compare the decrypted digest D1 with the digest D. If they are the same, the UAV can authenticate the MSG sent by the geo-fencing device. Thus, the above-described signing process allows the UAV and the certificate to communicate securely with each other.

  During the flight, the UAV can announce its location or target. Upon receiving the UAV's location, the authentication center can send restriction information and, if it is determined that the UAV is barred from entering the corresponding airspace, can request the UAV to go back on the course. The foregoing process can be performed securely and can withstand a variety of attacks. If the UAV continues to enter, the authentication center may record the non-compliant entry of the UAV and report to the governing body.

  Alternatively, the geo-fencing device may continue to broadcast the restriction information in one direction. Authentication of this information is similar to the process described above. Restriction information can indicate permission to fly various types of UAVs within this area. In addition, wireless channels for communication between the geofencing device and the UAV can be deployed in multiple access with channel multiplexing, for example, time, frequency, or code deviations.

  Aviation control systems can actively push information.

  The location of the flight-prepared UAV and the flying UAV and the planned course, and thus the aviation control system, can determine in real time that geo-fencing may be affected. In this example, the aviation control system can prepare a list of geofencing to avoid for each UAV. The geofence that each UAV should avoid may be affected by the UAV level, UAV user, and flight authority. In addition, the flight control system can send the list to the UAV through an encrypted channel between the flight control system and the UAV, and the list is then forwarded to the user.

  Before and during the flight, the UAV with the electronic map can accept information pushed by the flight control system. The UAV may also receive information regarding, for example, the location of the geofencing near the UAV and the course of the UAV, the scope of the activity, and the duration of the activity. The UAV can also send an explicit acknowledgment back to the aviation control system. The UAV can also actively obtain and update valid geo-fencing information close to its course and provide such information to the aviation control system. When actively providing such information, the UAV may not need to send an acknowledgment back to the aviation control system.

  When the flight control system pushes the information and the UAV actively gets the information, use the system to ensure that the entity sending the information is not fake and that the information has not been tampered with be able to. Communication security can be ensured using the secure communication connection established during the authentication process to push information to it. See the preceding section for details on establishing a secure communication connection and security control.

  Storage of data and associated identifiers

  FIG. 27 illustrates another example of device information that may be stored in a memory according to an embodiment of the present invention.

  A memory storage system 2710 can be provided. Information from one or more users 2715a, 2715b, one or more user terminals 2720a, 2720b, one or more UAVs 2730a, 2730b, and / or one or more geofencing devices 2750a, 2750b may be provided. The information may include any type of data (eg, one or more commands, environmental data), a data source (eg, an identifier of the device from which the data is created), and an associated device identifier (eg, an associated user identifier). , Associated UAV identifiers, associated geofencing device identifiers), and / or any other associated timing information or other associated information. One or more sets of information 2740 may be stored.

  Memory storage system 2710 may include one or more memory storage units. The memory storage system may include one or more databases that can store the information described herein. The memory storage system may include a computer readable medium. The memory storage system may have any of the characteristics of any of the other memory storage portions described herein (eg, the memory storage system of FIG. 11). The memory storage system may provide the data at one location or may be distributed over multiple locations. In some embodiments, a memory storage system may include a single memory storage unit, or multiple memory storage units. A cloud computer infrastructure may be provided. In some cases, a peer-to-peer (P2P) memory storage system may be provided.

  The memory storage system may be provided off-board in the UAV. The memory storage system may be provided on a device external to the UAV. The memory storage system may be provided off-board to the remote controller. The memory storage system may be provided on a device external to the remote controller. The memory storage system may be offboard to the UAV and remote controller. The memory storage system may be part of an authentication system. The memory storage system may be part of an aviation control system. The memory storage system may include one or more memory units, which may be one or more memory units of an authentication system, for example, an aircraft control system. Alternatively, the memory storage system may be separate from the authentication system. The memory storage system may be owned and / or operated by the same entity as the authentication system. Alternatively, the memory storage system may be owned and / or operated by a different entity than the authentication system.

  A communication system may include one or more recorders. One or more recorders may receive data communication from any device in the system. For example, one or more recorders may receive data from one or more UAVs. One or more recorders may receive data from one or more users and / or remote controllers. One or more recorders may be provided with one or more memory storage units. For example, one or more memory storage units may be provided on one or more recorders that receive one or more messages from a UAV, a user, and / or a remote controller. One or more recorders may or may not have a limited range of receiving information. For example, a recorder may be configured to receive data from a device that is in the same physical area as the recorder. For example, when the UAV is in the first zone, the first recorder can receive information from the UAV, and when the UAV is in the second zone, the second recorder can receive information from the UAV. Can be received. Alternatively, the recorder has no limited range and can receive information from the device (eg, UAV, remote controller, geo-fencing device) regardless of the location of the device. The recorder may be a memory storage unit and / or may convey information gathered in the memory storage unit.

  Information from one or more data sources can be stored in memory. The data source may be any device or entity that is the source of the recorded data. For example, for data 1, the data source may be a first UAV (eg, UAV1). For data 2, the data source may be a second UAV (eg, UAV2). The data source may be a user, a user terminal (eg, a remote controller), a UAV, a geo-fencing device, a recorder, an external sensor, or any other type of device. The information may be about a data source or stored in a memory.

  For example, information about one or more users 2715a, 2715b can be stored in a memory storage system. User identification information may be included in the information. Examples of user identification information may include a user identifier (eg, user ID1, user ID2, user ID3,...). The user identifier may be unique to the user. In some cases, information from the user may include information useful for identifying and / or authenticating the user. Information from one or more users may include information about the users. Information from one or more users may include user generated data. In one example, the data may include one or more commands from a user. One or more commands may include commands that affect the operation of the UAV. Any other type of information may be provided by one or more users and may be stored in a memory storage system.

  In some embodiments, all user inputs may be stored as data in the memory storage system. Alternatively, only selected user inputs may be stored in the memory storage system. In some cases, only certain types of user input are stored in the memory storage system. For example, in some embodiments, only user identification input and / or command information is stored in the memory storage system.

  A user may provide information to the memory storage system, optionally with the assistance of one or more user terminals 2720a, 2720b. A user terminal may be a device capable of interacting with a user. A user terminal may be capable of interacting with a UAV. The user terminal may be a remote controller configured to send one or more operation commands to the UAV. The user terminal may be a display device configured to show data based on information received from the UAV. A user terminal may be capable of both transmitting information to the UAV and receiving information from the UAV. In some embodiments, a user terminal may be a data source for data stored in a memory storage system. For example, the remote controller 1 may be a source of the data 4.

  The user can provide information to the memory storage system with the assistance of any other type of device. For example, one or more computers or other devices may be provided that may have the ability to receive user input. The device may be capable of communicating user input to a memory storage device. The device does not need to interact with the UAV.

  User terminals 2720a, 2720b can provide data to the memory storage system. The user terminal can provide information about the user, user commands, or any other type of information. The user terminal can provide the user with information regarding the information terminal itself. For example, a user terminal identification may be provided. In some cases, a user identifier and / or a user terminal identifier may be provided. Optionally, a user key and / or a user terminal key may be provided. In some examples, the user does not provide any input associated with the user key, but the user key information may be stored on the user terminal or accessible by the user terminal. In some cases, the user key information may be stored on a physical memory of the user terminal. Alternatively, the user key information may be stored off-board (eg, on the cloud) and accessible by the user terminal. In some embodiments, a user terminal can communicate a user identifier and / or an associated command.

  UAVs 2730a, 2730b can provide information to a memory storage system. UAVs can provide information about UAVs. For example, UAV identification information may be provided. Examples of UAV identification information may include a UAV identifier (eg, UAVID1, UAVID2, UAVID3,...). The UAV identifier may be unique to the UAV. In some cases, information from the UAV may include information useful for UAV identification and / or authentication. Information from one or more UAVs may include information about UAVs. Information from one or more UAVs may include any data (eg, data 1, data 2, data 3,...) Received by the UAV. The data may include commands that affect the operation of the UAV. Any other type of information may be provided from one or more UAVs and may be stored in a memory storage system.

  Geo-fencing devices 2750a, 2750b can provide information to a memory storage system. The geo-fencing device can provide information related to the geo-fencing device. For example, geofencing device identification information may be provided. Examples of geo-fencing device identification information may include a geo-fencing device identifier (eg, geo-fencing device 1, geo-fencing device 2, ...). The geofencing device identifier may be unique to the geofencing device. In some cases, information from the geo-fencing device may include information useful for identification and / or authentication of the geo-fencing device. Information from one or more geo-fencing devices may include information about the geo-fencing device. Information from one or more UAVs may include any data (eg, data 5, data 6,...) Received by the t-fencing device. The data may include information relating to the location of the geofencing device, the presence or absence of a detected UAV, or flight restrictions. Any other type of information may be provided from one or more geo-fencing devices and may be stored in a memory storage system.

  Any of the devices described herein may be authenticated before storing the device-related information in the memory storage system. For example, a user may be authenticated before user-related information is stored in a memory storage system. For example, the user may be authenticated before the user identifier is obtained and / or stored by the memory storage system. Thus, in some implementations, only the authenticated user identifier is stored in the memory storage system. Alternatively, the user need not be authenticated, and what is assumed to be a user identifier may be stored in the memory storage system prior to authentication. When the authentication is cleared, an indication that the user identifier has been verified may be displayed. If the authentication was not cleared, the user identifier may have been flagged for suspicious activity, or an indication that the authentication attempt made with the user identifier has failed may be made.

  Optionally, the UAV may be authenticated before the UAV related information is stored in the memory storage system. For example, the UAV may be authenticated before the UAV identifier is obtained and / or stored by the memory storage system. Thus, in some implementations, only the authenticated UAV identifier is stored in the memory storage system. Alternatively, the UAV need not be authenticated, and what is to be the UAV identifier may be stored in the memory storage system prior to authentication. When the authentication is cleared, an indication that the UAV identifier has been verified may be displayed. If the authentication was not cleared, the UAV identifier may have been flagged for suspicious activity, or an indication that the authentication attempt made with the UAV identifier has failed.

  Similarly, the geo-fencing device may be authenticated before the geo-fencing device related information is stored in the memory storage system. For example, the geo-fencing device may be authenticated before the geo-fencing device identifier is obtained and / or stored by the memory storage system. Thus, in some implementations, only the authenticated geo-fencing device identifier is stored in the memory storage system. Alternatively, the geo-fencing device need not be authenticated, and what is to be the geo-fencing device identifier may be stored in the memory storage system prior to authentication. If the authentication is cleared, an indication that the geofencing device identifier has been verified may be displayed. If the authentication was not cleared, the geofencing device identifier may have been flagged for suspicious activity, or an indication that the authentication attempt made using the geofencing device identifier has failed.

  In addition to the data source, relevant device information related to the corresponding data may be stored. For example, if a command was issued, the associated device may include the device that issued the command and / or the device that received the command. The data source may be the device that issued the command. In another example, data may be collected by sensors onboard the UAV. The data source may be a UAV. The UAV may convey detected data to a number of devices, which may include information about the associated device. For example, data 3 may be detected by UAV 1 and UAV 1 may send the device to a user (eg, user ID 3) and a geo-fencing device (eg, geo-fencing device 2). Related device information may include a user, a user terminal (eg, a remote controller), a UAV, a geo-fencing device, a recorder, an external sensor, or any other type of device.

  The memory storage unit may store one or more sets of information 2740. The set of information may include information from a user, a user terminal, a UAV, a geo-fencing device, a recorder, an external sensor, or any other type of device. The set of information may include information about one or more sets of data, data sources, and associated devices. In some cases, a single set of information may be provided with a single data item. Alternatively, multiple data items may be provided in a single set of information.

  A memory storage system can store a set of information about a particular interaction between two devices. For example, multiple commands may be issued during an exchange between two devices. The exchange may be the execution of a mission. In some cases, the memory storage unit may store only information relevant to a particular exchange. Alternatively, a memory storage system may store information related to multiple interactions between two devices. The memory storage system may optionally store information according to a particular device identifier. Data associated with the same device (eg, the same UAV) may be stored together. Alternatively, the memory storage unit can store the information according to the device identifier. Data associated with a device or a particular combination of devices can be stored together.

  Alternatively, the memory storage system may store a set of information related to interactions between multiple devices or sets of devices. The memory storage system may be a data repository that collects information from multiple users, user terminals, UAVs, geo-fencing devices, or other devices. The memory storage system can store information from multiple missions, including different users, different user terminals, different UAVs, different geo-fencing devices, and / or different combinations thereof. Good. In some cases, the information sets in the memory storage system may be searchable or indexable. The information set may be located according to any parameters, such as user identification, user terminal identification, UAV identification, geofencing device identification, time, device combination, data type, location, or any other information. Or can be indexed. The information set can be stored according to any parameters.

  In some cases, information in the memory storage system can be analyzed. The information set can be analyzed to detect one or more patterns of behavior. The information set can be analyzed to detect one or more characteristics that may be associated with an accident or an undesirable condition. Air traffic can be analyzed using the information set. Statistical analysis can be performed on the information set in the memory storage unit. Such statistical analysis may be useful for identifying trends or correlated factors. For example, one UAV model may have an overall higher accident rate than another UAV model. In this manner, the information in the memory storage system can be analyzed as a whole to gather information about the operation of the UAV. Such an overall analysis need not respond to a particular event or scenario.

  The memory storage system may be updated in real time. For example, as data is sent or received, information associated with the data can be recorded in a memory storage system along with information from any other information set. This may be done in real time. Any relevant information of the data and the information set includes the 10 minutes, 5 minutes, 3 minutes, 2 minutes, 1 minute, 30 seconds, 15 seconds, 10 seconds, 5 seconds, 3 seconds, 1 second, It can be stored in less than 0.5 seconds, or 0.1 seconds.

  In an alternative embodiment, the memory storage system may not need to be updated in real time. The memory storage system may be updated periodically at regular or irregular time intervals. In some cases, an update schedule may be provided, which may include regular or irregular update times. The update schedule may be fixed or may be changeable. The memory storage system may be updated in response to a detected event or condition.

  The memory storage system can store the information set for any period. In some cases, the information set may be stored indefinitely until deleted. Deletion of the information set may or may not be allowed. In some cases, only an operator or administrator of the memory storage system may be allowed to interact with data stored in the memory storage system. In some cases, only an operator of an authentication system (eg, an aviation control system, an authentication center) may be allowed to exchange data stored in the memory storage system.

  Optionally, the information set may be automatically deleted after a period of time. The period may be determined in advance. For example, the information set may be automatically deleted after a predetermined period. Examples of the predetermined period are 20 years, 15 years, 12 years, 10 years, 7 years, 5 years, 4 years, 3 years, 2 years, 1 year, 9 months, 6 months, 3 months, 2 months, 1 month Including months, 4 weeks, 3 weeks, 2 weeks, 1 week, 4 days, 3 days, 2 days, 1 day, 18 hours, 12 hours, 6 hours, 3 hours, 1 hour, 30 minutes, or 10 minutes Good, but not limited to these. In some cases, the information set may be manually deleted only after a predetermined period has elapsed.

  Limitations of identity-based geofencing

  One or more sets of flight restrictions in the environment may correspond to one or more geofencing devices. Each set of flight restrictions may be associated with a geofencing device. In some embodiments, only a single set of flight restrictions is associated with a geofencing device. For example, the same set of flight restrictions may apply regardless of the number or type of UAVs that can interact with the geofencing device. Alternatively, multiple sets of flight restrictions may be associated with the geofencing device. This may be done when multiple UAVs interact with the geo-fencing device. Multiple sets of UAVs may each have their own set of flight restrictions. For example, a first UAV may have a first set of flight restrictions and a second UAV set may have a second set of flight restrictions. The restrictions provided by the first and second sets of flight restrictions may be different. In some cases, it may be due to or different from the UAV identification information (eg, a difference between the first UAV identification information and the second UAV identification information). It may be different due to the identification information of the user (for example, the first user operating the first UAV and the second user operating the second UAV are different between the second user and the second user operating the second UAV). Differences in identification information). It may be different due to any other factors, such as time, environmental conditions, or any other factors. A set of flight restrictions may be associated with a single geofencing device.

  FIG. 28 illustrates a geofencing device that can provide different sets of flight restrictions in different scenarios. Different sets of flight restrictions may have the same boundaries, or may have different boundaries 2820a, 2820b. Different UAVs 2830a, 2830b, 2840a, 2840b may receive different sets of flight restrictions.

  The geo-fencing device 2810 can be provided at a location in the environment. The set of flight restrictions may be provided to a UAV near the location in the environment. If multiple UAVs are near locations in the environment, they may each receive a set of flight restrictions. The set of flight restrictions between multiple UAVs may be the same. The set of flight restrictions between multiple UAVs may be different. In one example, differences in the set of flight restrictions may be based on the identity of the UAV. Differences in the set of flight restrictions may be based on UAV type. For example, the first set of UAVs 2830a, 2830b may be of a first UAV type, and the second set of UAVs 2840a, 2840b may be of a second UAV type. The first and second UAV types may be different. Any description of UAV type-based flight control set differences herein is provided for illustrative purposes only and may apply to any other type of factor that may result in a different flight control set. . These may include user information (eg, user identification, user type), environmental conditions, timing, other UAV information, or any other type of factor described elsewhere herein.

  The first set of UAVs may receive a first set of flight restrictions, and the second set of UAVs may receive a second set of flight restrictions. The first and second sets of flight restrictions may be different. For example, a first set of UAVs 2830a, 2830b can receive a first set of flight restrictions, and a second set of UAVs 2840a, 2830b can receive a second set of flight restrictions for the geo-fencing device 2810. Can be received. The boundary between the first set of flight restrictions and the second set of flights restrictions may be different. Thus, for the same geofencing device, multiple sets of boundaries may be provided through multiple sets of flight restrictions. The first set of flight restrictions may have a first set of boundaries, and the second set of flight restrictions may have a second set of boundaries. In some cases, a single set of flight restrictions may have multiple sets of boundaries. For example, even if a single UAV receives a set of flight restrictions, regardless of multiple zones, different zones at different times, or different zones with different detected conditions, or any other factors, There may be multiple sets of boundaries. A first set of boundaries 2820a may be provided in a first set of restrictions for a first set of UAVs, and a second set of boundaries 2820b may be provided in a second set of restrictions for a second set of UAVs. May be provided. The boundaries may have different sizes or shapes. The boundaries may overlap.

  In the example provided, the boundaries can limit the presence or absence of a UAV. This is provided for illustrative purposes only, and any other type of restriction on boundaries may apply. The first set of flight restrictions can limit the presence or absence of the first type of UAVs 2830a, 2830b from the range having the first set of boundaries 2820a. Thus, a first type of UAV cannot enter the first set of boundaries. The second type UAVs 2840a, 2840b may not receive the first set of flight restrictions and are not limited by restrictions from the first set of flight restrictions. In this manner, a second type of UAV may enter within the first set of boundaries (eg, UAV 2840b may enter within first set of boundaries 2820a).

  The second set of flight restrictions can limit the presence or absence of a second UAV type 2840a, 2840b from a range having a second set of boundaries 2820b. Thus, the second type of UAV cannot enter the second set of boundaries. The first type of UAV 2830a, 2830b may not receive the second set of flight restrictions and may not be limited by restrictions from the second set of flight restrictions. In this manner, a first type of UAV may enter a second set of boundaries (eg, UAV 2830b has entered a second set of boundaries 2820b).

  Thus, even a single geofencing device can have high flexibility. The geo-fencing device may be able to provide a reference point for a different set of flight restrictions for different UAVs that can access the geo-fencing device in different situations, thereby providing any reference to the geo-fencing device itself. A high degree of control over the type of activity in the vicinity of the geofencing device can be provided without requiring changes or updates. In some embodiments, the set of flight restrictions can be generated off-board, so that any updates or specific rules can be directed off-board to the geo-fencing device, It may not require any changes to itself. In some cases, the geofencing device itself may generate the set of flight restrictions onboard, but may receive parameters, algorithms, or data from the cloud used to generate the set of flight restrictions. . The geofencing device does not need to receive any manual input when performing its function. Alternatively, the user may choose to provide a separate request or input to the geofencing device.

  Temporal change of geofencing device

  As described above, the set of flight restrictions may change over time. UAVs that encounter the geofencing device at different times may have different sets of flight restrictions. In some embodiments, the set of flight restrictions is applicable to a particular encounter or a particular time. For example, if a UAV approaches a geofencing device for the first time, the UAV may receive a first set of flight restrictions. If the UAV flies elsewhere, then returns and encounters the geo-fencing device again, the UAV may receive a second set of flight restrictions. The first and second sets may be the same. Alternatively, they may be different. The set of flight restrictions may be changed based on time, or other conditions, such as detected environmental conditions. Thus, the UAV may be given a different set of flight conditions, depending on the conditions (eg, time, environmental conditions). The set of flight conditions itself need not include any conditions. In other embodiments, the set of flight restrictions may include different states, including timing. For example, the set of flight restrictions given to the UAV apply the first set of boundaries and restrictions before 3:00 pm, and the second set of boundaries and limits between 3:00 pm and 5:00 pm Applying the restriction may indicate applying a third set of boundaries and restrictions after 5:00 pm. Thus, the set of flight restrictions may include different sets of boundaries and restrictions for the UAV, depending on different conditions (eg, time, environmental conditions, etc.).

  However, although a set of flight restrictions is provided, UAVs may be subject to different restrictions on geofencing devices, depending on conditions such as time or environmental conditions.

  FIG. 29 shows an example of a geofencing device with a set of flight restrictions that can change over time. Changes in regulations over time are provided for illustrative purposes only and may apply to any other type of condition, such as environmental conditions. For example, when the change in the first time, the second time, the third time, and the like is described in the present example, the present example includes a first set of environmental conditions, a second set of environmental conditions, It may apply to a third set of environmental conditions, or any other set of conditions (eg, a first set of conditions, a second set of conditions, a third set of conditions).

  A geofencing device 2910 at different times (time = A, B, C, or D) may be described. Different conditions may be provided at different times or at different times. UAV 2920 may be provided near the geo-fencing device. UAVs described at different times may be the same UAV or different UAVs. The geofencing device may have a set of boundaries 2930a, 2930b, 2930c, 2930d.

  The boundaries can change over time. For example, the set of boundaries 2930a at a first time (eg, time = A) may be different from the set of boundaries 2930b at a second time (eg, time = B). The boundaries can be changed in any way. For example, the horizontal portion of the boundary can be changed (eg, boundary 2930a at time = A, and boundary 2930c at time = C), and / or the vertical portion of the boundary can be changed (eg, time = A). At the boundary 2930a and time = B at the boundary 2930b). In some cases, both the horizontal and vertical portions of the both boundaries can be changed (eg, boundary = 2930b at time = B and boundary 2930c at time = C). The size and / or shape of the boundaries may vary. In some cases, the boundaries may remain the same at different times. For example, the set of boundaries 2930a at a first time (eg, time = A) may be the same as the set of boundaries 2930d at a data second time (eg, time = D).

  The type of restriction imposed on the boundary may change over time. The type of restriction may change, even though the set of boundaries remains the same. For example, at a first time (eg, time = A), boundary 2930a may be the same as boundary 2930d at a second time (eg, time = D). However, the first set of restrictions may be applied at a first time (eg, at time = A, UAV 2920 may not be allowed to enter boundary 2930a) and the second set of restrictions may be applied. The set may be applied at a second time (eg, at time = D, the UAV 2920 may be allowed to enter the boundary 2930d, but optionally, disallowing a motion load, etc.). Other restrictions may be imposed). The type of restriction may be different, even if the boundaries remain the same. Even though the boundaries remain the same and the type of restriction is the same, the level of restriction may be different (eg, within certain frequency ranges for not being allowed to use any wireless communication). Only use wireless communications).

  In some embodiments, while the boundary changes over time, the type of restriction imposed on the boundary may be the same. For example, at a first time (eg, time = A), boundary 2930a can change relative to boundary 2930b at a second time (eg, time = B). The first set of restrictions may be applied at a first time, and the second set of restrictions may be applied at a second time. The first set of restrictions may be the same as the second set of restrictions. For example, at time = A, UAV 2920 may be allowed to enter boundary 2930a. At time = B, the UAV may not be allowed to enter the boundary 2930b, but may change boundaries and allow the UAV to enter an area where the UAV was not previously able to enter; And / or prevent the UAV from entering an area where the UAV could previously enter. The area where UAV entry may be possible may be changed with changes in boundaries.

  Alternatively, the first set of restrictions may not be the same as the second set of restrictions. For example, at time = B, the UAV may not be allowed to enter boundary 2930b. At time = C, the UAV may be able to enter the boundary 2930c, but may not be able to emit any wireless communication while within the boundary. In this way, both the boundary and the set of restrictions can be changed. The set of restrictions may be changed such that the type of restriction changes. The set of restrictions may be of the same type of restriction, but may be varied so that the level of restriction can vary.

  UAVs may encounter geo-fencing devices in various situations. Different situations may be provided in order (the UAV encounters the geofencing device at any number of times or under a number of different conditions), or may be provided instead (eg, the UAV is theoretically At different times or under different sets of situations, the geofencing device may be reached for the first time).

  In some embodiments, a change in the set of flight restrictions may be made without requiring that the geofencing device have an indicator. For example, an aviation control system can know the location of the geofencing device and the UAV. The flight control system can detect when the UAV is within a predetermined range of the geo-fencing device. The aviation control system may recognize a set of conditions (eg, current time, environmental conditions, UAV identity or type, user identity or type, etc.) when the UAV approaches the nearby geo-fencing device. Based on the conditions, the flight control system can provide the UAV with a set of flight restrictions. The UAV does not need to detect the geo-fencing device and does not need to detect the indicator of the geo-fencing device, but the UAV may do so as described elsewhere herein.

  In another example, the geofencing device may detect the presence or absence of a UAV when the UAV approaches the geofencing device. The geofencing device may detect the UAV when the UAV reaches within a predetermined range of the geofencing device. The geo-fencing device may recognize a set of conditions (eg, current time, environmental status, UAV identity or type, user identity or type, etc.) when the UAV approaches the geo-fencing device. Based on the conditions, the geo-fencing device can provide the UAV with a set of flight restrictions. The UAV does not need to detect the geo-fencing device and does not need to detect the indicator of the geo-fencing device, but the UAV may do so as described elsewhere herein.

  In addition, the UAV can generate a set of flight restrictions on-board. UAVs can detect the presence or absence of a geofencing device. Alternatively, information may be provided to the UAV from the flight control system or the geo-fencing device regarding the UAV's proximity to the geo-fencing device. When the UAV approaches the geo-fencing device, the UAV can recognize a set of conditions (eg, current time, environmental status, UAV identity or type, user identity or type, etc.). Based on the conditions, the UAV can generate a set of flight restrictions onboard the UAV. The UAV does not need to detect the geo-fencing device and does not need to detect the indicator of the geo-fencing device, but the UAV may do so as described elsewhere herein.

  In other embodiments, geofencing device 2910 may include indicator 2940. The indicator may be any type of indicator, as described elsewhere herein. Although visual markers are provided for illustrative purposes only, any other type of indicator may be used, such as a wireless signal, a thermal signal, an acoustic signal, or any other type of indicator. The UAV may be able to detect the indicator of the geofencing device. The UAV may be able to detect the indicator when the UAV approaches the geo-fencing device (eg, enters a predetermined range of the geo-fencing device).

  Indicators may change over time. Changing the indicator may reflect different conditions. The indicator may be changed periodically (eg, at regular or irregular time intervals) according to a preset schedule or in response to detected events or situations. Changing the indicator may be performed spontaneously by the geo-fencing device. The geofencing device may have a set of instructions as to in which circumstances to provide an indicator. The instructions may be updated with information from an external device (e.g., cloud, aviation control system, UAV, other geo-fencing device, etc.). In some cases, changes to the indicator may incorporate data from one or more external devices. In one example, the flight control system can command the geo-fencing device to change the indicator. In another example, another external device, such as a UAV, other geo-fencing device, or a remote controller for the geo-fencing device, can instruct the geo-fencing device to change the indicator. Indicators can change characteristics. The property may be detectable by the UAV. For example, with respect to a visual marker, changing the characteristic may include changing the visual appearance of the indicator. In another example, for an acoustic signal, the change in properties may include a change in the detectable acoustic signature of the indicator. For a wireless signal, the change in characteristics may include a change in information transmitted by the indicator.

  For example, the indicator can change periodically. In one example, the indicator can change every hour. In another example, the indicator can change daily. The geofencing device may have an on-board clock that may allow the geofencing device to keep track of time.

  The indicator can be changed according to a preset schedule. For example, the schedule may cause the indicator to change from the first indicator characteristic to the second indicator characteristic at 9:00 am on Monday, and then change from the second indicator characteristic to the third characteristic at 3:00 pm on Monday. May then return to the first property from the third property at 1:00 am on Tuesday, and then indicate at 10:00 am on Tuesday that the first property should be changed to the second property, etc. . The schedule may be changeable. In some cases, the operator of the aircraft control system may be able to change the schedule. In another example, the owner or operator of the geofencing device may be able to change the schedule. The geo-fencing device owner and / or operator may be able to enter or change the schedule by manually interacting with the geo-fencing device or remotely from a separate device, which results in The schedule of the geo-fencing device can be updated.

  In another example, the indicator can change in response to a detected event or situation. For example, if air traffic around the geo-fencing device reaches a threshold density, the indicator can then be changed. If the climate around the geo-fencing device changes (such as raining or wind speed increases), then the indicator can be changed. Optionally, the dynamic indicator can change in response to the presence or absence of a detected UAV. For example, a UAV may be uniquely identified. The geo-fencing device can receive a UAV identifier that uniquely identifies the UAV from other UAVs. Indicator parameters or characteristics may be selected based on the UAV identifier. For example, the set of flight restrictions may depend on UAV identity or UAV type. In another example, the parameters or characteristics of the indicator may be selected based on the user identifier. For example, the set of flight restrictions may depend on the user's identity or user type.

  Changes to the indicators may reflect changes to the set of flight restrictions. For example, the UAV may be able to detect a change in the characteristics of the indicator and know that a different set of restrictions is being implemented. For example, the UAV may use a different set of flight restrictions when the indicator changes. Alternatively, the UAV may differ using the same set of flight restrictions, but may seek the same set of flight restrictions for different restrictions or boundaries for different indicators.

  For example, if the UAV detects an indicator 2940 (e.g., indicated by an "X") under a first set of characteristics, the UAV may provide a first set of restrictions (e.g., a first set of boundaries 2930a, a first set of boundaries 2930a, Set of restrictions) is implemented. If the UAV detects an indicator 2940 (e.g., indicated by "O") under a second set of characteristics, the UAV indicates a second set of restrictions (e.g., a second set of boundaries 2930b, a second restriction). Set) can see that is implemented. If the UAV detects an indicator 2940 (e.g., indicated by "=") under a third set of characteristics, the UAV may provide a third set of restrictions (e.g., a third set of boundaries 2930c, a third restriction). Set) is implemented. If the UAV detects an indicator 2940 (eg, indicated by a “+”) under a fourth set of characteristics, the UAV may set a fourth set of restrictions (eg, a fourth set of boundaries 2930d, a fourth restriction). Set) is implemented.

  The UAV can know that the UAV supports indicator characteristics with different restrictions based on the on-board local memory. The local memory onboard the UAV may or may not be updated continuously, periodically, on a schedule, or in response to detected events or situations. In some cases, an external device, such as an aviation control system, may be aware of different regulations corresponding to different indicator characteristics. The UAV may send information about the detected indicator characteristic to an external device. The external device may generate a set of flight restrictions and then provide the set of flight restrictions to the UAV accordingly. Any other communication architecture may be used, for example, as described elsewhere herein.

  Aspects of the present invention may be directed to a geo-fencing device, the one or more memory storage units configured to store a plurality of indicator parameters, and (1) according to a first indicator parameter, Changing over time to follow a second of the plurality of indicator parameters, (2) the UAV entered (a) while the UAV was in flight and (b) within a predetermined geographic area of the UAV geofencing device. And a dynamic indicator configured to be able to detect when. A method for providing a set of flight restrictions to a UAV may be provided, the method comprising storing a plurality of indicator parameters in one or more memory storage units of a geofencing device; Changing the indicator of the device over time from following the first indicator parameter to following the second indicator parameter of the plurality, wherein the dynamic indicator comprises: It is configured to be able to detect during flight and when (b) the UAV has entered a predetermined geographical area of the geofencing device.

  As described above, the indicator may be a dynamic indicator. A dynamic indicator may have one or more parameters / characteristics. In some embodiments, the dynamic indicator may be a visual marker that changes appearance over time. A first appearance of the visual marker may be generated based on the first indicator parameter, and a second appearance of the visual marker different from the first appearance of the visual marker is based on the second indicator parameter. May be generated. In another example, the dynamic indicator may be a wireless signal that changes characteristics over time. A first property of the wireless signal may be generated based on the first indicator parameter, and a second property of the wireless signal different from the first property of the wireless signal is based on the second indicator parameter. May be generated.

  The dynamic indicator can uniquely identify the geo-fencing device and distinguish the geo-fencing device from other geo-fencing devices. For example, different geo-fencing devices may have different indicators. The different dynamic indicators may be different from each other. Thus, if the UAV detects a dynamic indicator, the UAV can know the identification of the geo-fencing device as well as the set of flight restrictions that are being enforced under that condition. In other embodiments, the indicators need not be unique to each geofencing device. In some cases, the same type of geofencing device may be provided with the same indicator. The indicator may be specific to the type of geofencing device. If the UAV detects a dynamic indicator, the UAV can know not only the set of flight restrictions that are being enforced under those conditions, but also the type of geofencing device. In other examples, the indicators need not be device specific. Different types of different geo-fencing devices may show the same indicator. The indicator may reflect the set of flight restrictions corresponding to the indicator, and the UAV does not need to uniquely identify the geo-fencing device or type of geo-fencing device.

  The dynamic indicator may indicate a first set of flight restrictions when following a first indicator parameter, and may indicate a second set of flight restrictions when following a second indicator parameter. As described above, the set of flight restrictions may be generated and / or stored on any device in the UAV system. Any combination of communications may be made to allow the UAV to operate according to a set of flight restrictions. In some examples, the first set of flight restrictions and the second set of flight restrictions may be stored onboard the UAV, and the first set of flight restrictions and the second set of flight restrictions may be , The UAV may be stored in an off-board flight control system, or the first set of flight restrictions and the second set of flight restrictions may be stored on-board in the geo-fencing device.

  Geofence overlap and priority

  FIG. 30 illustrates a scenario where a UAV can be provided within overlapping areas of multiple geofencing devices. Multiple geofencing devices 3010a, 3010b may be provided in the environment. The geofencing device may have corresponding boundaries 3020a, 3020b. One or more UAVs may be provided in the environment.

  UAV 3030d may be outside the boundaries of both first geofencing device 3010a and second geofencing device 3010b. The UAV may optionally not be under a set of restrictions from the first geofencing device or the second geofencing device. A UAV is free to operate in an environment without having a set of flight restrictions applied to the UAV.

  UAV 3030a may be within the boundaries of first geo-fencing device 3010a and outside the boundaries of second geo-fencing device 3010b. The UAV may be under a set of restrictions from a first geo-fencing device, while not being under a set of restrictions from a second geo-fencing device. The UAV may operate in accordance with a first set of flight restrictions associated with the first geofencing device.

  UAV 3030c may be inside the boundary of second geo-fencing device 3010b and outside the boundary of first geo-fencing device 3010a. The UAV may be under a set of restrictions from the second geo-fencing device, but not a set of restrictions from the first geo-fencing device. The UAV may operate in accordance with a second set of flight restrictions associated with the second geofencing device.

  UAV 3030d may be within the boundaries of both first geo-fencing device 3010a and second geo-fencing device 3010b. UAVs that are within a range of geo-fencing devices that may be under a set of flight restrictions may be provided with the possibility of being different. In describing the present invention, any of the possibilities may be applied when describing multiple overlapping zones.

  For example, one or more zones may be provided by different geo-fencing devices and overlap. For example, the first zone of the first set of boundaries 3020a of the first geo-fencing device may overlap the second zone in the second set of boundaries 3020b of the second geo-fencing device.

  If multiple zones overlap, rules from multiple zones can continue to be enforced. For example, if both the first set of flight restrictions associated with the first geo-fencing device and the second set of flight restrictions associated with the second geo-fencing device continue to be implemented in overlapping zones Good. In some cases, rules from multiple zones may continue to be enforced as long as they do not conflict with each other. For example, while the UAV is in the first zone, the first geo-fencing device may not allow use of the UAV load. While the UAV is in the second zone, the second geo-fencing device may not allow use of the UAV's communication. If the UAV 3030d is in both zones, the UAV may not be allowed to operate the UAV load and may not be allowed to use the communication unit.

  If there is a conflict between the rules, various rule responses may be imposed. For example, the most restrictive set of rules may be applied. For example, if the first zone required the UAV to fly below 400 feet and the second zone required the UAV to fly below 200 feet, then in the overlapping zone May apply rules regarding flying below 200 feet when the UAV is in the overlapping zone. This may include combining and corresponding sets of rules to form the most restrictive set. For example, if the first zone required the UAV to fly more than 100 feet and less than 400 feet, and the second zone required the UAV to fly more than 50 feet and less than 200 feet , UAVs may fly between 100 feet and 200 feet while in overlapping zones, using a lower flight limit from the first zone and a upper flight limit from the second zone.

  In another case, zones may be provided with a hierarchy. One or more priority levels may be provided in the hierarchy. Higher priority geofencing devices (eg, higher tiers) may have rules that are valid for lower priority level geofencing devices (eg, lower tiers), which may have higher priority. The rules associated with a given geofencing device are somewhat more restrictive than the rules of a lower priority geofencing device. The priority level of the geo-fencing device may be pre-selected or pre-entered. In some cases, a user who sets a set of rules in a zone can indicate which geo-fencing device has a higher priority level than other geo-fencing devices. In some cases, the manufacturer of the geo-fencing device can pre-select a hierarchy of geo-fencing devices. The preselected priority may or may not be changed. In another example, a geofencing device owner or operator can enter a hierarchy level for a geofencing device. The owner or operator of the geofencing device may be able to change the priority level of the geofencing device. In some cases, the priority level of the geo-fencing device may be determined by an external device, such as an aviation control system, one or more UAVs, or other geo-fencing device. In some cases, an operator of the aircraft control system may be able to view and confirm information about a number of geofencing devices and enter or adjust the priority level of the geofencing devices. In some embodiments, some priority levels may be required by jurisdiction. For example, certain jurisdictions may require that government facilities or emergency services geofencing devices have a higher level of priority than privately owned or operated geofencing devices .

  In one implementation of the UAV's priority propulsion type rule set in overlapping zones, the first zone requires the UAV to fly below 400 feet and the load to be powered off. There are cases. The second zone requires the UAV to fly below 200 feet and may have no payload restrictions. If the first zone can be associated with a higher priority geofencing device, rules from the first zone can be imposed without imposing any rules from the second zone. For example, a UAV may fly below 400 feet and power off a load. If the second zone is associated with a higher priority geofencing device, rules from the second zone can be imposed without imposing any rules from the first zone. For example, UAVs may fly below 200 feet and have no payload restrictions.

  In some cases, where multiple zones overlap, multiple sets of flight restrictions may be provided. A master set of flight restrictions may be provided, and the UAV may conform. As described above, the master set of flight restrictions may incorporate both the first and second sets of flight restrictions, if there is no conflict, with more restrictions between the first and second sets of flight restrictions. May be implemented in the most restrictive manner, or aspects of both the first and second sets of flight restrictions may be incorporated, or the flight restrictions associated with higher priority geofencing devices May be incorporated.

  Aspects of the invention may include a method of operating a UAV, the method comprising determining a location of the UAV and identifying a plurality of geo-fencing devices, wherein each geo-fencing device comprises: Indicating a set of UAV flight restrictions in an area covering the UAV location and, with the assistance of one or more processors, a flight restriction to be followed by the UAV selected from a set of flight restrictions of a plurality of geo-fencing devices And operating the UAV in accordance with the flight control master set. Similarly, a non-transitory computer readable medium can be provided that includes program instructions for operating an AV, the computer readable medium comprising program instructions for determining a location of a UAV, and a plurality of geofencing devices. Program instructions for identifying the geofencing device, wherein each geofencing device indicates a set of UAV flight restrictions in an area covering the location of the UAV, and a set of flight restrictions for the plurality of geofencing devices. Program instructions for giving priority to the flight control master set to be followed by the UAV and permitting operation of the UAV according to the flight control master set selected from the following.

  Further, the UAV's flight control prioritization system determines the location of the UAV and identifies a plurality of geo-fencing devices, each of which is associated with a UAV within an area covering the UAV location. Shows a set of flight restrictions and allows operation of the UAV according to the master set of flight restrictions, giving priority to a master set of flight restrictions that the UAV should follow, selected from the set of flight restrictions of the plurality of geofencing devices. And one or more processors configured individually or collectively. The system can further include one or more communication modules, wherein the one or more processors are operatively coupled to the one or more communication modules.

  FIG. 31 illustrates an example of different regulations for different geo-fencing devices, in accordance with aspects of the present invention. Multiple geo-fencing devices 3110a, 3110b, 3110c may have a priority level and / or one or more sets of restrictions. The set of restrictions may include one or more metrics. One or more regulatory values may be associated with one or more metrics. One example of a metric may include the type of restriction. For example, a first metric may be applied to a lower altitude limit, a second metric may be applied to a payload operational limit, a third metric may be applied to a wireless communication limit, A fourth metric may apply to the battery capacity limit, a fifth metric may apply to the speed limit, and a sixth metric may apply to the maximum item weight.

  In some embodiments, geofencing devices may have different priority levels. Any number of priority levels may be provided. For example, one or more, two or more, three or more, four or more, five or more, six or more, seven or more, eight or more, nine or more, ten or more, fifteen or more, twenty or more , 25 or more, 30 or more, 40 or more, 50 or more, or 100 or more priority levels may be provided. The priority level may be of a nature or a quantitative nature. For example, priority levels may be divided into low, medium, and high. A geo-fencing device with a higher priority level may be at a higher tier than a geo-fencing device with an intermediate priority level. Arbitrary categorization may be performed for the priority level. For example, a priority level A, a priority level B, a priority level C, and the like may be provided. In some cases, the priority level may have a numerical value. For example, geofencing device 3110a may have priority level 98, geofencing device B3110b may have priority level 17, and geofencing device C3110c may have priority level 54. . In some cases, a higher numerical priority level may be a higher tier.

  The multiple fencing devices may have different priority levels, and the set of flight restrictions from the geofencing device with the highest priority may be selected as the master set of flight restrictions. For example, if the UAV is within the overlapping zone of geo-fencing devices A, B, and C, the UAV may have a master set of flight restrictions using the restrictions associated with geo-fencing device A. However, this is because the geo-fencing device A has the highest priority level. If the UAV is within the overlapping zone of the geo-fencing devices B and C, the UAV may have a set of controlling flight restrictions associated with the geo-fencing device C, which may be This is because C has a higher priority level than the geofencing device B. Thus, in this scenario, the UAV master set may include AVAL3 for metric A, BVAL3 for metric B, EVAL3 for metric E, and FVAL3 for metric F. In some cases, different geo-fencing devices may have the same priority level. If the UAV has fallen into duplication with an equivalent priority level geofencing device, other techniques may be used to determine the flight control master set for the UAV. For example, any of the other examples described elsewhere herein may be used.

  In another example, the master set of flight restrictions may include the most stringent restrictions selected from the set of flight restrictions. For example, if the UAV is within the overlapping zones of geofencing devices A, B, and C, for each metric, the most restrictive value from various geofencing devices can be selected. For example, for metric A, the most restrictive value of AVAL1, AVAL2, or AVAL3 can be selected. For example, if the metric is the lower altitude limit, AVAL1 = 400 feet, AVAL2 = 250 feet, and AVAL3 = 300 feet, AVAL1 can be selected, but AVAL1 provides the most restrictive lower altitude limit To do that. For metric B, the most restrictive value can be selected from BVAL1 or BVAL3. Geofencing device B can be limited to a minimum, since the device does not have any restrictions on metric B. Metric B is the operational limit of the load, and BVAL1 = can load the load but cannot store any collected data, and BVAL3 = turn the load on If that is not possible, BVAL3 may be selected because BVAL3 offers a more restrictive use of the load. For metric D, neither the geo-fencing device nor the geo-fencing device C may have any restrictions. Thus, DVAL2 can be selected for metric D because it is the most restrictive by default. For each metric, the most restrictive metric can be selected from the geofencing device.

  In another example, the master set of flight restrictions may include restrictions from a geofencing device that has the most stringent flight restrictions overall. Overall, the geo-fencing device C has the strictest regulations compared to the geo-fencing devices A and B, at which time the master set may include the regulation of the geo-fencing device C. Even if some of the metrics are more stringent in A and B, if the geofencing device is more restrictive overall, then geofencing device D may be selected.

  The master set of flight restrictions may include flight restrictions from a single set of flight restrictions. For example, only the regulation from the master set geo-fencing device A, the regulation from the geo-fencing device B, or the regulation from the geo-fencing device C may be included. The flight control master set includes flight controls from multiple sets of flight controls. For example, the master set may include flight restrictions from two or more of the geofencing devices A, B, and C. Values for different geofencing devices may be selected for different metrics.

  In some embodiments, the flight control master set may be prioritized based on UAV identification information (eg, UAV identifier or UAV type). A UAV identifier may be received. The UAV identifier can uniquely identify the UAV from other UAVs. The flight control master set may be based on unique UAV identification information. For example, the UAV identification information can determine which set of geofencing device restrictions is used or which combination of geofencing device restrictions is used. Based on the UAV identification information, it is possible to determine which technique is used to determine the master set. The master set of flight restrictions may be based on UAV types. For example, a UAV type can determine which set of geofencing device restrictions is used or which combination of geofencing device restrictions is used. Depending on the UAV type, it can be determined which technique is used to determine the master set.

  In some embodiments, the flight control master set may be prioritized based on user identification information (eg, user identifier or user type). A user identifier may be received. A user identifier can uniquely identify a user from other users. The master set of flight restrictions may be based on unique user identification information. For example, the user identification information can determine which set of geofencing device restrictions is used or which combination of geofencing device restrictions is used. Based on the user identification information, it is possible to determine which technique is used to determine the master set. The master set of flight restrictions may be based on user type. For example, a user type can determine which set of geofencing device restrictions is used or which combination of geofencing device restrictions is used. Which technique is used to determine the master set can be determined depending on the user type.

  The multiple geofencing devices having overlapping ranges may be static geofencing devices. Alternatively, they may include one or more mobile geofencing devices. When a mobile geofencing device encounters a stationary geofencing device, overlapping ranges may be created. If the stationary geofencing device has boundaries that can change over time, overlapping ranges may even be created or disappear.

  Mobile geofencing

  The geofencing device may be stationary or mobile. In some cases, the geofencing device may remain at the same location. In some cases, the geo-fencing device may remain in place unless moved by an individual. A substantially stationary geofencing device may be installed in the environment and may not be automatically propelled. The stationary geofencing device may be fixed to or supported by a stationary structure. The user may manually move the stationary geofencing device from a first location to a second location.

  The geofencing device may be movable. The geo-fencing device can be moved from place to place. The geo-fencing device can be moved without requiring the individual to move the geo-fencing device. The mobile geofencing device may be self-propelled. The mobile geofencing device may be affixed to or supported by a movable object, for example, a vehicle. The mobile geo-fencing device may have one or more propulsion units thereon, which may allow the mobile geo-fencing device to move around the environment. The mobile geo-fencing device is attached to, or attached to, a mobile object that may have one or more propulsion units that may allow the mobile object to move around an environment having the mobile geo-fencing device. May be supported by

  FIG. 32 shows an example of a mobile geofencing device according to an embodiment of the present invention. The mobile geofencing device may be a UAV 3210a, 3210b. The mobile geo-fencing device may be an aircraft, a ground-based vehicle, an underwater-based vehicle, or a space-based vehicle, or any combination thereof. UAVs are provided for illustrative purposes only, and any description of a UAV herein may apply to any other vehicle or movable object.

  The mobile geofencing devices 3210a, 3210b may have locations that can change over time. A distance d can be provided between the mobile geofencing devices. The mobile geofencing device may have corresponding boundaries 3220a, 3220b. The boundaries may be the same or may change over time. As described elsewhere herein, the boundaries may change in response to one or more detected conditions.

  Mobile geofencing devices can send out wireless communications. The wireless communication may be a message that may include information about the mobile geofencing device. Identification information, such as a geofencing device identifier or a type of geofencing device, may be sent. The message may include a message signature. The message may include geofencing device key information. The message may include location information for the mobile geofencing device. For example, the message may include global coordinates for the geo-fencing device. The mobile geo-fencing device may have a GPS unit or other on-board position finder that may provide the location of the mobile geo-fencing device. The message may include information about the flight plan or course of the geofencing device. The message may include time information, for example, the time at which the message is sent. The time may be provided to the mobile geofencing device according to an on-board clock. The message may include flight control information. For example, the message may include information regarding the received flight command and / or the flight command being performed.

  If the mobile geofencing device is a UAV, the messages may be sent and received by each other. For example, if the first mobile geo-fencing device 3210a is in proximity to the second mobile geo-fencing device 3210b, each may send out a message having any of the information described herein. it can. The UAVs can identify and / or detect each other based on the messages sent. Alternatively, other detection or recognition techniques may be used, as described elsewhere herein.

  Messages from UAVs may be created on an ongoing basis. For example, the message may be broadcast continuously. UAVs can send messages regardless of whether they are detected with each other. Messages from the UAV may be delivered periodically (eg, at regular or irregular time intervals), on a schedule, or in response to detected events or situations. For example, if the UAV detects the presence or absence of another UAV, it can send a message. In another example, the UAV may send a message when so commanded by the flight control system.

  In some cases, the message for the UAV may include a geo-fencing radius. The geo-fencing radius may be related to the maneuverability or mission of the corresponding UAV. For example, if the maneuverability of the UAV is higher, a smaller radius can be provided. If the maneuverability of the UAV is lower, a larger radius can be provided.

  For example, a first UAV 3210a can broadcast a first geofencing radius (eg, RA). Optionally, the second UAV 3210b can broadcast a second geo-fencing radius (eg, RB). When the second UAV receives the radius from the first UAV, the second UAV can calculate a distance d between the first UAV and the second UAV. If the distance d is smaller than RA or smaller than RB, the second UAV can modify the course or park in place, while colliding with the first UAV Can be notified. In this case, the first UAV may modify the course or wait on the fly.

  Similarly, in the flight process, the second UAV may simultaneously broadcast a second geofencing radius (eg, RB). When the first UAV receives the radius from the second UAV, the first UAV can calculate a distance d between the first UAV and the second UAV. If said distance d is smaller than RA or smaller than RB, the first UAV can modify the course or park in place, while colliding with the second UAV Can be notified. In this case, the second UAV may modify the course or wait on the fly.

  If both UAVs broadcast information, both UAVs may detect a potential collision and make course corrections. In some cases, one UAV may continue its course, while the other UAV can take avoidance action to avoid a possible collision. In another example, both UAVs can take some form of avoidance action to avoid possible collisions.

  In some embodiments, if there is a priority difference between UAVs, only one UAV can take evasive action, while the other does not. For example, a higher priority UAV may not be required to take evasive action, while a lower priority UAV may be forced to take evasive action. . In another example, a calculation may be made as to which UAV is easier to have the avoidance action take. For example, if the first UAV is moving very quickly and the second UAV is moving very slowly, the second may not be able to move off course in time and the first may be the first. It may be easier for the UAV to modify the course. In another example, a second UAV may modify the course if it can be off course in time, or otherwise spend more energy on having the first UAV take evasive action.

  As such, the UAV may be used as a mobile geofencing device, which may assist in avoiding a UAV collision. For collision avoidance applications, the UAV can restrict other UAVs from entering the boundaries of the UAV. For example, a first UAV may prevent another UAV, for example, a second UAV, from entering a boundary of the first UAV. Similarly, the second UAV can prevent the first UA from entering the boundary of the second UAV. If one UAV enters the other UAV boundary, flight response measures may be taken that may assist in preventing a collision.

  For similar collision avoidance applications, a stationary mobile geofencing device may be further provided. For example, if the first geo-fencing device is a stationary geo-fencing device installed on a stationary object such as a building on the ground, the second mobile geo-fencing device (eg, UAV) will This may help prevent the geofencing device from hitting a stationary object on which it is installed. The geo-fencing device can provide a substantial "force field" that can prevent unauthorized UAVs or other mobile geo-fencing devices from entering the boundary.

  In other embodiments, other types of restrictions may be provided within the boundaries of the geofencing device. For example, an operation limit of the load may be provided. In one example, both UAVs are in progress, each with its own corresponding camera that can capture images. The first UAV may have flight restrictions that do not allow other UAVs to operate the camera within the boundary. The second UAV may have flight restrictions that allow operation of the camera by other UAVs within the boundary but do not allow recording of images. Thus, when the second UAV enters the boundary of the first UAV, the second UAV may need to power off its camera. If the camera cannot be turned off, it may be necessary to take an avoidance action to avoid the first UAV boundary. When the first UAV enters the boundary of the second UAV, its camera may remain on, but must stop recording. Similarly, if the recording cannot be interrupted, it may be necessary to take evasive action. This type of restriction is useful when it is not desirable for the activity of the geofencing device to be recorded or captured by the camera. For example, it may not be desirable for other UAVs to capture images of the UAV while the UAV is on a mission. Any other type of restriction may be used, as described elsewhere herein.

  Aspects of the invention can include a method of identifying a mobile geofencing device, wherein the method includes the steps of: (1) location of the mobile geofencing device; Receiving a signal from the mobile geofencing device indicating the above geofencing boundary, calculating the distance between the UAV and the mobile geofencing device, and determining whether the UAV is a mobile geofencing device. Determining if the UAV is within one or more geofencing boundaries based on the distance; and, if the UAV is within one or more geofencing boundaries of the mobile geofencing device, the mobile geofencing device. Operating the UAV under a set of flight restrictions established based on the UAV.

  The UAV is configured to receive signals from the mobile geo-fencing device indicating (1) the location of the mobile geo-fencing device and (2) one or more geo-fencing boundaries of the mobile geo-fencing device. Calculating the distance between the communication unit and the UAV and the mobile geo-fencing device, determining whether the UAV is within one or more geo-fencing boundaries of the mobile geo-fencing device based on the distance; If the UAV is within one or more geo-fencing boundaries of the mobile geo-fencing device, generate a signal to operate the UAV under a set of flight restrictions provided based on the mobile geo-fencing device. And one or more processors operatively coupled to the communication unit, individually or collectively configured.

  The one or more geo-fencing boundaries of the mobile geo-fencing device may be a circular boundary having a first radius centered on the geo-fencing device. The distance between the UAV and the mobile geofencing device may be compared to a first radius. Also, the UAV may be a geo-fencing device having a second set of one or more geo-fencing boundaries. The second set of one or more geofencing boundaries of the UAV may be circular boundaries having a second radius centered on the UAV. The distance between the UAV and the mobile geofencing device may be compared to a second radius. The mobile geo-fencing device may be another UAV.

  FIG. 33 illustrates an example of mobile geofencing devices approaching each other, according to an embodiment of the present invention. The first mobile geofencing device 3310a may be close to the second mobile geofencing device 3310b. The second mobile geofencing device may be close to the first mobile geofencing device. Geo-fencing devices may be close together. The mobile geofencing device may have a corresponding set of boundaries 3320a, 3320b. The mobile geofencing device may be moving along corresponding trajectories 3330a, 3330b.

  In some embodiments, the trajectories and / or boundaries of the mobile geo-fencing devices can be analyzed to determine if the mobile geo-fencing devices are likely to cross each other's boundaries. In some cases, the mobile geofencing device may be moving quickly, so it may be desirable to determine early if the device is on the path to a collision. The trajectory can be analyzed to predict the future location of the mobile geofencing device. The boundaries can be analyzed to determine the berths that the mobile geofencing devices need to have to avoid each other. For example, a larger boundary may result in mobile geofencing devices needing to maintain a wider berth with each other. With smaller boundaries, the mobile geofencing device may be able to maintain smaller berths with each other as a result.

  In some cases, trajectories may be provided so that the mobile geofencing devices approach each other directly. Alternatively, one or more trajectories may be off. Further, when determining whether to take the avoidance action, the speed and / or acceleration of the mobile geofencing device may be considered. In addition, either mobile geofencing device will need to take evasive action, either mobile geofencing device will need to take evasive action, or both mobile geofencing devices will take evasive action It is determined whether it is necessary to take action. Similarly, the type of avoidance behavior (whether changing course, slowing down, speeding up, waiting in the air, or changing the operating parameters of any other geo-fencing device) may be determined. Good.

  FIG. 34 shows another example of a mobile geofencing device according to an embodiment of the present invention. The mobile geofencing device 3410 may be a movable object, or may be fixed to or supported by a movable object 3420. The movable object may be a vehicle, for example, a ground-based vehicle, an underwater-based vehicle, an aerial-based vehicle, or a space-based vehicle. The mobile geofencing device may have a boundary 3430. The boundary can be moved by a mobile geofencing device. UAV 3440 may be near a geo-fencing device.

  The geofencing device 3410 may have any set of flight restrictions associated with the UAV 3440. In one example, flight restrictions may require that the UAV stay within 3430 within the geo-fencing boundaries of the mobile geo-fencing device. UAVs are free to fly in airspace bounded by geofencing boundaries. As the mobile geofencing device moves, the boundaries can be moved with the mobile geofencing device. And the UAV can also be moved with the mobile geofencing device. This limitation may be useful in scenarios where it may be desirable for the UAV to follow a movable object. For example, the movable object may be a ground-based vehicle, and it may be desirable for the UAV to fly over the ground-based vehicle and capture images of the environment surrounding the capture, May be displayed on the vehicle. The UAV may remain within range near a ground-based vehicle without requiring the user to actively operate the UAV. The UAV may stay within boundaries that move with the vehicle and may follow the vehicle.

  In another example, a restriction may cause the UAV to be kept outside the boundary. Restrictions can prevent the UAV from hitting or colliding with a ground-based vehicle. Even if the UAV is manually operated by the user, if the user gives a command to cause the UAV to hit the vehicle, the UAV will take flight response measures that may prevent the UAV from crashing into the vehicle. Can be. This may be used by inexperienced UAV users who may otherwise inadvertently collide, or by malicious UAV users who may be attempting to deliberately crash the vehicle. Mobile geofencing devices can protect objects from malicious users who would otherwise crash the UAV into nearby mobile geofencing devices.

  A further example is for load restrictions. For example, the UAV may not be allowed to capture images of the environment while the UAV is within the boundaries of the mobile geofencing device. The UAV may not be able to capture images of the mobile geo-fencing device and the movable object, even while the mobile geo-fencing device is moving around in the environment. This may be useful where it is desirable to prevent the UAV from collecting data about the mobile geo-fencing device or movable object, eg, image data.

  In another example, the restriction may prevent UAV wireless communication while the UAV is within the boundary. In some examples, the restriction may allow wireless communication, but may prevent communication that may interfere with the functionality of the movable object and / or the geo-fencing device. While the mobile geo-fencing device is moving, the UAV may not be able to use wireless communication that can interfere with the wireless communication of the geo-fencing device and / or the movable object. This may be useful to prevent the UAV from coming randomly near the moving object and interfering with the communication of the moving object and / or the mobile geofencing device.

  Any other type of restriction, as described elsewhere herein, may apply to mobile geofencing devices.

  User interface

  Information about one or more geo-fencing devices can be shown on the display. The device may be a user terminal that is visible to the user. The user terminal can also function as a remote controller that can send one or more operation commands to the UAV. The remote control can be configured to accept user input to operate the UAV. Examples of UAV operations that may be controlled by the user include flying, cargo operation, cargo positioning, support mechanism operation, sensor operation, wireless communication, navigation, power usage, item transport, or any other operation. UAV operations can be included. For example, a user can control the flight of a UAV via a remote controller. The user terminal can receive data from the UAV. A UAV can capture data using one or more sensors, such as a camera. Images from the camera may be provided to the user terminal, or data from any other sensors may be provided to the user terminal. Also, the user terminal can send one or more commands to the geo-fencing device or function as a remote controller that can change the function of the geo-fencing device. The device may be a display on the geofencing device itself. The geo-fencing device may indicate information about the geo-fencing device and any surrounding geo-fencing devices. The device may be a display device of an operator (for example, an administrator) of the flight control system. The device may be a display of a jurisdictional user (e.g., a government official, an employee of a government agency) and / or a user of an emergency service (e.g., a police officer, etc.). The device may be a display device that can be viewed by any other individual involved in the AV system.

  The display may include a screen or other type of display. The screen may be an LCD screen, a CRT screen, a plasma screen, an LED screen, a touch screen, and / or any other technique for displaying information known in the art or shown below. May be used.

  FIG. 35 illustrates an example of a user interface showing information about one or more geo-fencing devices according to an embodiment of the present invention. The display device 3510 may have a screen or other portion that may show a user interface 3520 that may show information about one or more geo-fencing devices. In one example, a map of geofencing devices 3530a, 3530b, 3530c can be displayed. The user interface can indicate locations of the geo-fencing devices that are correlated with each other. The user interface may show corresponding boundaries 3540a, 3540b, 3540 of the geofencing device. A UAV location 3550 relative to the geo-fencing device can be displayed.

  The display device may be a remote device that may be used to allow a user to view geofencing device information. Information about the location of the geo-fencing device can be gathered from one or more geo-fencing devices. The remote device can receive information directly from one or more geo-fencing devices. For example, a geo-fencing device may send a signal regarding the location of the geo-fencing device. Alternatively, information from one or more geo-fencing devices may be provided indirectly to a display. In one example, an aviation control system, other part of the authentication system, or any other system may collect information about the geo-fencing device. For example, an aviation control system may receive information about the location of the geo-fencing device and may communicate information about the geo-fencing device to a remote device.

  The geo-fencing device can transmit information about the geo-fencing boundary to a remote device or to another device or system, for example, an aircraft control system. The flight control system can receive information about the geo-fencing boundary from the geo-fencing device and send the information to a remote device. In other embodiments, the geo-fencing device may transmit only location information, and the flight control system or other system may provide information regarding boundaries. For example, the geo-fencing device can send the location of the geo-fencing device to the flight control system, and the flight control system can determine the boundaries of the geo-fencing device. The aviation control device can then send the information on the boundary together with the location information to the remote device. In some embodiments, an aviation control system or other system can generate the boundary based on the location of the geofencing device. The location of the border may be determined in relation to the location of the geofencing device. The aviation control system may consider other factors, such as the UAV and / or user near the geo-fencing device, information about the environmental conditions, timing, and / or any other factors when determining the geo-fencing boundary. Is also good.

  In some embodiments, the remote device may be a UAV remote controller. A UAV controlled by a remote device may be within range of one or more geo-fencing devices. The aviation control system or the geo-fencing device can detect that the UAV is within range near the geo-fencing device. The UAV can determine that it is within a range near the geofencing device. The geo-fencing boundary may be generated based on information about the UAV or a user operating the UAV. The geo-fencing boundary may be created in an aircraft control system, a geo-fencing device, a UAV, and / or a remote controller. The remote device may display information regarding the boundaries of the display geofencing device, which may or may not be tailored specifically to the UAV.

  In one example, once the border is shown, the border can be adjusted to the remote device displaying the border. The boundaries may be adjusted based on information about the UAV (eg, UAV identifier, UAV type, UAV activity), which may be communicated to a remote device. One or more operations of the UAV may be controlled by commands from a remote device. The UAV may send information about data collected by the UAV to the remote device. For example, images captured by the on-board image capture device in the UAV can be sent to a remote device.

  Once the boundaries are adjusted to the remote device, other remote devices may or may not recognize the same boundaries as the remote device. For example, a first remote device may communicate with a first UAV that may be near one or more geo-fencing devices. The first remote device can display information regarding the location and / or boundaries of the geofencing device. The location of the first UAV may be displayed in relation to the location and / or boundaries of the geofencing device. The second remote device may communicate with a second UAV that may be in the vicinity of one or more geo-fencing devices. The second remote device can display information regarding the location and / or boundaries of the display geofencing device. The location of the second UAV may be displayed in relation to the location and / or boundaries of the geo-fencing device. In some cases, information about the location of the geofencing device may be consistent between the first remote device and the second remote device. For example, the same geofencing device displayed on both the first and second remote devices may be given the same location. The information boundary for the geofencing device may or may not be consistent between the first remote device and the second remote device. For example, the boundaries can be shown as identical on the first and second remote devices. Alternatively, the boundaries may be indicated differently on the first and second remote devices. In some cases, the boundaries of the geofencing device can be varied depending on the identity of the UAV. Geofencing device boundaries can vary depending on the UAV type. In this way, the first remote device and the second remote device can indicate different boundaries for the same geofencing device. Either all of the geo-fencing devices, part of the geo-fencing device, one of the geo-fencing devices can indicate a different boundary between the first remote device and the second remote device, or any of the geo-fencing devices Can not show.

  The first remote device may indicate a first UAV location, and the second remote device may indicate a second UAV location. The locations of the first and second UAVs may be different from each other. The first remote device may or may not indicate the location of the second UAV. The second remote device may or may not indicate the location of the first UAV. The remote device can indicate the location of the UAV that the remote device can serve. The remote device may or may not indicate the location of another UAV.

  Aspects of the invention are directed to a method of displaying geo-fencing information for a UAV, the method comprising: (1) location of at least one geo-fencing device; and (2) one of at least one geo-fencing device. Receiving geofencing device data including the above geofencing boundaries, providing a display configured to display information to a user, and (1) location of at least one geofencing device on the display. And (2) presenting a map having one or more geo-fencing boundaries of at least one geo-fencing device. The display device is configured to receive geofencing device data including: (1) a location of the at least one geofencing device; and (2) one or more geofencing boundaries of the at least one geofencing device. A unit and a display configured to display information to a user, the unit comprising: (1) a location of at least one geo-fencing device; and (2) one or more geo-fencing boundaries of the at least one geo-fencing device. And a display showing a map having

  The location of the object shown on the remote display may be updated in real time. For example, a UAV location indicated on a remote device may be updated in real time. A UAV location may be indicated in association with at least one geo-fencing device. The location of the UAV may be updated continuously, periodically (eg, at regular or irregular time intervals), in response to a schedule, or in response to detected events or situations. In some cases, the location of the UAV on the screen is 15 minutes, 10 minutes, 5 minutes, 3 minutes, 2 minutes, 1 minute, 30 seconds, 15 seconds, 10 seconds, 5 seconds, 3 seconds, 2 seconds of UAV movement , May be updated within less than 1 second, 0.5 seconds, 0.1 seconds, 0.05 seconds, or 0.01 seconds.

  In some embodiments, the geofencing device may be stationary. In some cases, the location of the geofencing device need not be updated or may be updated continuously, periodically, on a schedule, or in response to detected events or situations. Alternatively, the stationary geofencing device may be moved. For example, a user can lift a geofencing device and move it to another location. The updated location may be indicated on the remote device.

  Alternatively, the geofencing device may be mobile. The location of the geofencing device may be changed. The location of one or more geo-fencing devices shown on the remote display may be updated in real time. The locations of one or more geofencing devices may be indicated relative to each other and / or relative to other features on the map. The location of the geofencing device may also be updated continuously, periodically (eg, at regular or irregular time intervals), in response to a schedule, or in response to detected events or situations. Good. In some cases, the location of the geo-fencing device on the screen is 15 minutes, 10 minutes, 5 minutes, 3 minutes, 2 minutes, 1 minute, 30 seconds, 15 seconds, 10 seconds, 5 seconds, It may be updated within less than 3 seconds, 2 seconds, 1 second, 0.5 seconds, 0.1 seconds, 0.05 seconds, or 0.01 seconds.

  The boundaries of the geofencing device may be substantially stationary. The display of the substantially stationary geofencing device boundary does not need to be updated. Alternatively, the boundaries may be updated continuously, periodically, according to a schedule, or in response to detected events or situations.

  Optionally, the boundaries of the geofencing device may change over time. The location of the boundary shown on the remote display may be updated in real time. The locations of one or more geofencing device boundaries may be indicated relative to each other and / or relative to other features on the map. Geofencing device boundaries may be updated continuously, periodically (eg, at regular or irregular time intervals), in response to a schedule, or in response to detected events or situations. . In some cases, the geo-fencing device boundaries shown on the screen may be changed 15 minutes, 10 minutes, 5 minutes, 3 minutes, 2 minutes, 1 minute, 30 seconds, 15 seconds, 10 seconds, It may be updated within less than 5 seconds, 3 seconds, 2 seconds, 1 second, 0.5 seconds, 0.1 seconds, 0.05 seconds, or 0.01 seconds. The geofencing device boundaries may be varied according to any number of factors, for example, as described elsewhere herein. For example, environmental conditions may cause a change in boundaries. Other factors, such as UAV information, user information, or timing may cause a change in boundaries.

  Optionally, the user interface may show a visual indicator of the type of flight restriction imposed by the at least one geofencing device. Different categories of flight restrictions may be imposed by the geofencing device. Examples of categories may include, but are not limited to, flight restrictions, load restrictions, communication restrictions, power usage / management restrictions, restrictions on items being transported, navigation restrictions, sensor restrictions, or any other restrictions. . Visual indicators can visually distinguish different types or categories of flight restrictions. Examples of types of visual indicators may include, but are not limited to, numbers, symbols, icons, sizes, images, colors, patterns, highlights, or any other visual indicators that may help distinguish between different types of flight restrictions. Not limited. For example, different types of flight restrictions imposed by at least one geofencing device may be colored differently. For example, a first geo-fencing device or boundary may have a first color (eg, red) indicating a first type of flight control (eg, altitude limit), while a second geo-fencing device or boundary. The fencing device or boundary may have a second color (eg, green) indicating a second type of flight restriction (eg, use of a load). In some cases, a single geofencing device may have multiple flight control types. Visual indicators can indicate the number of types that are being covered (eg, showing a red line and a green line on the boundary to indicate that both the altitude limit and the load use limit are enforced) Can be). In some embodiments, the area within the boundary to which the flight restrictions apply may be shaded or have a color indicating the flight restriction type. In some cases, the region outside the boundary may be shaded or colored if the restriction is applied to one or more restrictions outside the boundary. For example, a UAV may only be allowed to operate a load within a set of geofencing device boundaries. Areas outside the boundaries can then be shaded to indicate that use of the load is restricted outside the boundaries of the geofencing device. Alternatively, the area within the boundary may be shaded to indicate that the type of restriction is within the boundary and only operation within the boundary is permitted.

  In some embodiments, the UAV may have a flight trajectory or direction. The trajectory or direction of the UAV may be indicated on a user interface. For example, an arrow or vector may point in the direction in which the UAV is traveling. A visual indicator of the direction or trajectory of the UAV may or may not indicate the speed or other movement factor of the UAV. For example, the indicator may be able to visually tell if the UAV is moving faster or slower. In one example, a numerical value of the speed may be displayed. In another example, a longer arrow or vector may correspond to a faster speed than a shorter arrow or vector.

  Information related to the UAV flight path may be displayed on the user interface. Optionally, information on past UAV flight paths may be displayed. For example, a dotted line or other indicator of the route may indicate where the UAV has already progressed. The map may display a line or other indicator of a route that the UAV has already taken. In some cases, a future flight path may be displayed on the user interface. In some cases, the UAV may have a determined or semi-determined flight plan. The flight plan may include a predicted future flight path. The predicted flight path may be displayed on a user interface. For example, a route line or other indicator may indicate where the UAV is expected to progress. Future flight paths may be changed or updated in real time. Future flight paths may be updated and / or displayed continuously, periodically (eg, at regular or irregular intervals), according to a schedule. In some cases, the upcoming flight path shown on the screen may be a 15 minute, 10 minute, 5 minute, 3 minute, 2 minute, 1 minute, 30 seconds, 15 seconds, 10 seconds, It may be updated within less than 5 seconds, 3 seconds, 2 seconds, 1 second, 0.5 seconds, 0.1 seconds, 0.05 seconds, or 0.01 seconds.

  The priority level of the geofencing device may be displayed on a user interface. Visual indicators may allow to visually distinguish priorities between different levels for the geo-fencing device. For example, the size or shape of the icon may indicate the priority level of the geofencing device. The color of the icon may indicate the priority level of the geofencing device. Indicia, such as letters or numbers, can be provided by the geo-fencing device, which can indicate the priority level of the geo-fencing device. In some cases, the priority level may not always be displayed visually. However, information can be displayed when the user selects a geo-fencing device or moves the mouse over the geo-fencing device.

  The remote display may be configured to receive user input. In one example, the display device may have a touch screen that can register user input when the user touches the screen or swipes the screen. The device may have any other type of user interactive component, such as a button, mouse, joystick, trackball, touchpad, pen, inertial sensor, image capture device, motion capture device, or microphone.

  User input can affect the operation of the UAV or geo-fencing device. Examples of UAV operations that may be affected by user input include: powering on or off the UAV, UAV flight path, UAV takeoff, UAV landing, UAV destination or route fix, UAV flight mode (eg, autonomous, Semi-autonomous or manual, or along a predetermined route, a semi-determined route, or a real-time route).

  User input can affect the operation of the geofencing device. User input may affect the location of the geofencing device and / or the boundaries of the geofencing device. User input may affect the set of flight restrictions associated with the geofencing device. For example, user input may affect one or more restrictions imposed by the geofencing device. User input can affect the priority level of the geofencing device.

  Aspects of the invention are directed to a method of controlling a geo-fencing device, the method receiving data associated with at least one geo-fencing device, and based on received data associated with at least one geo-fencing device. Providing a user with a display configured to show geo-fencing device information, receiving a user input affecting at least one operation of the geo-fencing device, and with the assistance of the transmitter, according to the user input, Communicating one or more signals that affect at least one operation of the geofencing device. The display device is configured to show a geofencing device information to a user based on the receiver configured to receive data associated with the at least one geo-fencing device and received data associated with the at least one geo-fencing device. A display configured to receive the user input affecting at least one operation of the geofencing device; and at least one of the geofencing device according to the user input. A transmitter configured to convey one or more signals that affect one operation.

  FIG. 43 provides an example of a device that can accept user input for controlling one or more geo-fencing devices according to an embodiment of the present invention. The system can include one or more remote devices 4310. The system can further include one or more geofencing devices 4320a, 4320b, 4320c. The geofencing device can optionally communicate with the flight control system 4330, another part of the authentication system, or any other system or device. Alternatively, the geo-fencing device can communicate directly with a remote device. The remote device may include a user interface on display 4315. The user interface can show information related to the geo-fencing device. In one example, map 4340 can show location information associated with the geo-fencing device. Optionally, a list format, a chart format, or any other format may be provided for the present invention. In some embodiments, one or more additional ranges 4360 may be provided. The range may include tools or options related to controlling one or more geofencing devices. In some cases, the user may interact directly with the user interface 4350 to control the geo-fencing device.

  In some embodiments, one-way or two-way communication may be provided between the geo-fencing device and the flight control system or other systems. For example, the geo-fencing device can provide the aviation control system with location information or other information about the geo-fencing device. The aviation control system can relay one or more instructions to the geofencing device (eg, regarding location changes, boundary changes, priority changes, flight restrictions changes, etc.). Aviation control systems, or other systems, may have one-way or two-way communication with a remote display. Information about the geo-fencing device (eg, geo-fencing device location, boundaries) can be transmitted from the flight control system to a remote display. In some embodiments, the aviation control system may be provided with information regarding one or more user inputs on a display device. For example, the user can provide an input that affects the operation of the geo-fencing device, which can be sent to the flight control system, which then sends instructions to the corresponding geo-fencing device can do. In other embodiments, direct communication can be provided between the geofencing device and the remote display. The geo-fencing device can directly provide information about the geo-fencing device, at least a portion of which can be displayed on a remote display. The remote display device can receive at least one operation-affecting user input of the geo-fencing device and can communicate a command to the corresponding geo-fencing device that affects at least one operation of the geo-fencing device.

  User input can affect the operation of the geofencing device. User input can affect the location of the geofencing device. In some embodiments, the geo-fencing device may be a mobile geo-fencing device. The user can provide input that can affect the movement of the geofencing device. For example, the user input can indicate that the mobile geofencing device is to be moved to a new location. User input can affect a geofencing device that is not currently moving. Alternatively, the user input may affect the geofencing device while the device is in operation. The user input may indicate a destination or a route fix of the geofencing device. For example, in another example, a user can hit coordinates for a geofencing device destination or route fix, the user can click and drag a geofencing device from a current location to a desired destination on a map. it can. In another example, the user can use a finger swipe to pick up the geofencing device and move it to a new desired location on the map. The user input can indicate a path of the geofencing device. The user can pull out a desired path of the geofencing device with the user's finger. The user enters one or more parameters of the geofencing device path (e.g., specifying that the geofencing device should take the shortest possible path to the desired destination, e.g., Some restrictions may be specified, such as altitude restrictions, no-fly zones, whether there is a ground or underwater-based infrastructure to be followed by the geofencing device). The user input may be a set of one or more parameters for the movement of the geofencing device. For example, the user input may indicate a translation speed, an angular velocity, a translational acceleration, or an angular acceleration of the geofencing device. Any form of maximum or minimum speed or maximum or minimum acceleration may be provided.

  User input can affect the boundaries of the geofencing device. One or more geo-fencing boundaries of at least one geo-fencing device may be affected by user input. User input can affect the size and / or shape of the geofencing device boundary. In one example, a user can project a set of coordinates and / or geometric parameters (eg, radii) for a desired geofencing device boundary. The user can use the user's finger 4350 or pointer to pull out the desired geo-fencing device. Boundary retrieval may be freehand or may use one or more shape templates. The user can select an existing boundary and drag and drop the boundary to resize the boundary. The user can drag and drop a portion of the boundary to stretch the boundary or change the shape of the boundary. The updated geo-fencing boundary information may be indicated in real time. For example, updated boundary information may be shown on a display based on user input. In some cases, each geofencing device may have a default boundary. Alternatively, initially, the boundaries need not be initially defined. The user may be able to change the default boundaries or enter new boundaries for undefined boundaries.

  User input may affect the set of flight restrictions associated with the geofencing device. For example, user input may affect one or more restrictions imposed by the geofencing device. In some cases, a user may interact with map 4340 to enter or change flight restrictions. In other examples, the user can interact with one or more other ranges 4360 to enter or change flight restrictions. The user can select a geofencing device for which the user desires to enter or change flight restrictions. In some cases, a user may select one or more flight restrictions from a plurality of available flight restrictions for a selected geofencing device. The user can enter one or more values that can be specified for flight restrictions. For example, the user may select that the geofencing device flight restrictions may include a lower altitude limit and a maximum speed. Then, the user can input the value of the altitude lower limit and the value of the maximum speed. In another example, a user can specify or generate flight restrictions without having to select from existing options. In some cases, each geofencing device may have flight restrictions associated with it by default. Alternatively, the set of flight restrictions may be initially undefined. The user may be able to change the default set of flight restrictions or enter a new flight restriction for an undefined device. It may be possible to program one or more sets of flight restrictions for The user may be able to update the set of flight restrictions for the geofencing device from a remote location. The user may be able to program in a set of flight restrictions for different geo-fencing devices for different conditions. For example, when a UAV encounters a geofencing device, a user may be given a first set of flight restrictions for a first type of UAV, while a second type of UAV may be given a second set of flight restrictions. May be specified to be given. The user is given a first set of flight restrictions when the UAV encounters the geofencing device under the first set of environmental conditions, while encountering a geofencing device under the second set of environmental conditions. The UAV may be programmable to be provided with a second set of flight restrictions. Also, the user is provided with a first set of flight restrictions when the UAV encounters the geo-fencing device at the first time, while the UAV that encounters the geo-fencing device at the second time has a second Can be programmed to provide a set of flight restrictions. The user may be able to program any type of condition or combination of conditions that can generate various flight restrictions.

  User input can affect the priority level of the geofencing device. For example, a user may specify that a geo-fencing device has a high priority, a medium priority, or a low priority. The user can specify a priority level value for the device. Any other type of priority may be defined by the user, as described elsewhere herein. In some cases, the geofencing device may have a default priority level. Alternatively, the priority level of the geofencing device may be initially undefined. The user may be able to change the default priority level or enter a new priority level for undefined devices. The user may be able to specify any available priority level for the geo-fencing device. Alternatively, the user may have limited flexibility or freedom to enter the priority level of the geofencing device. For example, a certain level of priority may be reserved for a government or emergency services geofencing device. An authorized individual user may or may not be able to get the highest priority level for a personal geofencing device. In some cases, beyond the threshold priority, the operator / administrator of the aircraft control system may need to approve a higher priority. For example, an individual user may require a high level of priority. The aviation control system can approve or reject requests for higher levels of priority. In some cases, a government entity, such as a government agency, may approve or reject a request for a high level of priority.

  In this way, the user can advantageously provide input that can control one or more operations of the geofencing device. The user can provide input via the isolation device. In this way, the user does not need to be physically present at the location of the geofencing device to control the device. In some cases, the user may choose to be in the vicinity of the geo-fencing device or may choose to leave the geo-fencing device. The user controlling the operation of the geofencing device may be the owner or operator of the geofencing device. The individual operating the geo-fencing device may be different from the individual controlling the UAV that may encounter the geo-fencing device, or may be the same user.

  In other embodiments, the user can interact directly with the geofencing device. The user can provide the geofencing device with manual input that can control the operation of the geofencing device. Also, user input can control the operation of other geo-fencing devices near the geo-fencing device. For example, the set of flight restrictions for a geo-fencing device may be manually updated using an on-board user interface for the geo-fencing device. Geo-fencing devices Other operational features, such as geo-fencing device boundaries, or geo-fencing device priority levels, may be manually updated using the on-board user interface to the geo-fencing device.

  Any functionality described elsewhere herein for controlling operation of the geofencing device (eg, via a remote controller) may be applied to the on-board user interface on the geofencing device. Good. Any description of data presented by the user interface herein may also apply to the user interface onboard the geofencing device. In one example, the geo-fencing device may have screens and / or buttons that a user may interact with to control the operation of the geo-fencing device and / or to view local data.

  Geofencing equipment software application

  The user may have a device that performs various functions. The device may already exist as a property of the user. For example, the device may be a computer (eg, a personal computer, a laptop computer, a server), a mobile device (eg, a smartphone, a mobile phone, a tablet, a personal digital assistant), or any other type of device. . The device may be a network device capable of communicating via a network. The apparatus may include one or more memory storage, which may include a non-transitory computer readable medium capable of storing code, logic or instructions for performing one or more steps described elsewhere herein. Including units. The apparatus includes one or more processors that can perform one or more steps individually or collectively according to code, logic, or instructions on a non-transitory computer-readable medium, as described herein. May be. For example, a user can communicate using the device (eg, make a call, send and receive images, videos, or characters, send and receive e-mails). The device may have a browser that may allow a user to access the Internet or browse the web.

  If the device provides a reference point for a set of boundaries associated with a set of flight restrictions, the device may be a geo-fencing device. In some cases, the device is a geofencing device if geofencing software or an application is running on the device that can provide the location of the device as a reference point for a set of boundaries associated with a set of flight controls. There may be. The device may have a position finder that can provide the location of the geofencing device. For example, the location of a smartphone, laptop, and / or tablet, or other mobile device can be determined. The device may be a substantially mobile device (eg, a smartphone, a mobile phone, a tablet, a personal digital assistant, a laptop). Any description of a mobile device herein may apply to any other type of device.

  The geo-fencing application may be downloaded to a mobile device. The mobile device may make a request to the mobile device from the system. In some cases, the system may be an aviation control system, another component of an authentication system, or any other system. The system can provide a mobile device with a mobile application. The geo-fencing application can collect the location of the mobile device from the position finder of the moving device. For example, if the smartphone already has a location finder, the geo-fencing application can use information from the location finder of the smartphone to determine the location of the geo-fencing device. The application can provide the location of the mobile device to the flight control system (or any other system). The application may optionally provide the UAV with the location of the geo-fencing device. The mobile device may be diverted by the geo-fencing application to a geo-fencing device (which may have any of the characteristics or characteristics of a geo-fencing device described elsewhere herein). In some cases, the geo-fencing application may activate or operate the mobile device to function as a geo-fencing device.

  Optionally, once the geo-fencing application is downloaded, the mobile device can be registered with the geo-fencing system. For example, a mobile device may be registered as a geo-fencing device with an authentication system. The user may be able to specify a username and / or password, or other information that may later be used to authenticate the user of the geo-fencing device or device. A mobile device may have a unique identifier that distinguishes the mobile device from other devices. The unique identifier may be received via the mobile application and / or generated by the mobile application. Any authentication procedure may be provided as described elsewhere herein.

  In some embodiments, the system can receive the location of the geofencing device. The system may be an aviation control system, or any other system. The system may be owned or operated by the same entity that can provide a geo-fencing mobile application to a mobile device. Alternatively, the system may be owned or operated by a different entity that can provide a geo-fencing mobile application to the mobile device. Any description of an aircraft control system herein may apply to any other entity described elsewhere herein. The location of the mobile device may be known and used to determine boundaries that may be associated with a set of flight restrictions. The location of the mobile device may provide a basis for a set of flight restrictions. The location of the border may be used as a reference to the location of the mobile device. For example, if the mobile device was to be moved, the location of the border may be updated to move with the mobile device accordingly. The location of the mobile device can be leveraged to provide a reference point for the geofencing device.

  The set of flight restrictions may be generated onboard the flight control system. The set of flight restrictions may be generated based on the location provided from the mobile device via the geo-fencing mobile application. Upon entering a predetermined range of the mobile device, a set of flight restrictions may be generated. In some embodiments, the aviation control system can receive the location of the UAV. The location of the UAV can be compared to the location of the mobile device to determine if the UAV has entered a predetermined range. The set of flight restrictions may be generated taking into account any factors or conditions (eg, UAV information, user information, environmental conditions, timing) as described elsewhere herein. The mobile device can provide information that can serve as a factor or condition, or other external data sources may be provided. For example, information collected using other mobile applications on a mobile device may be leveraged to determine a set of flight restrictions. For example, the mobile device may have a weather app that may be available for weather local to the mobile device and that may collect such information. Such information may be provided to determine a local environmental condition of the mobile device. In another example, the mobile device may have a local clock that can determine the time. Similarly, the mobile device may have access to the user's calendar. When determining the set of flight restrictions, the mobile device's user calendar may be considered.

  Thereafter, a set of flight restrictions can be transmitted to the UAV. The set of flight restrictions can be sent to the geo-fencing device, which can then send the set of flight restrictions to the AV. UAVs can operate according to a set of flight restrictions.

  In some embodiments, the set of flight restrictions may be generated onboard the mobile device. The set of flight restrictions may be generated utilizing information from the mobile device (eg, location of the mobile device, information from other mobile applications of the mobile device). If the UAV is within a predetermined range of the mobile device, the mobile device can receive the information. For example, a mobile device can communicate with a UAV to receive the location of the UAV. The mobile device may compare the UAV location to the mobile device location to determine when the UAV is within a predetermined range of the mobile device. In another example, the mobile device may receive a UAV location from an aviation control system. The aviation control system can track the location of various UAVs and send information to the mobile device. The aviation control system may also send UAVs or other information related to the user of the UAV.

  The mobile device may or may not send a set of flight restrictions to the aviation control system. In some cases, the mobile device can send the set of flight restrictions directly to the UAV. The mobile device can communicate with the flight control system and / or UAV via a mobile application. Where the geo-fencing device is a mobile device having a mobile application as described above, any combination of the types of communication for the geo-fencing device, as described elsewhere herein, may also occur. May be applied.

  The mobile application can also present the user of the device with a user interface. The user can interact with the user interface. The user interface may show information regarding various geo-fencing devices and / or associated boundaries within the region, as described elsewhere herein. The user interface can indicate the location of the UAV. The user interface may indicate the path taken or to be taken by the UAV, or the path of travel. The user interface may show information regarding flight restrictions associated with the geofencing device. The mobile application user interface can show any information as described elsewhere herein.

  A user can interact with a user interface provided by the mobile application to control the operation of the geofencing device. Any type of motion input may be provided, as described elsewhere herein. For example, a user can provide one or more parameters for a set of flight restrictions. The user can provide boundaries for the set of flight restrictions based on the location of the mobile device. The user can specify the type of flight restriction and / or the value of various flight restriction metrics. The user can specify the priority of the geo-fencing mobile device. Generating The parameter set by the user may be considered in generating the set of flight restrictions. The set of flight restrictions may be generated onboard to the flight control system or onboard the mobile device, and may be generated based on parameters from the user. Thus, a mobile application that can be used to allow a mobile device to function as a geo-fencing device can also provide information about the geo-fencing device and / or other geo-fencing devices, and / or It may also allow a user to control the operation of the geofencing device.

  Geofencing equipment network

  As mentioned earlier, the geofencing devices can communicate with each other. In some embodiments, the geo-fencing devices can communicate with each other via direct communication or via indirect communication. Various types of communication as described elsewhere herein may be provided between the geofencing devices.

  In some embodiments, the geo-fencing device may have information onboard the geo-fencing device. The geo-fencing device information may include information about the location of the geo-fencing device, boundaries of the geo-fencing device, flight restrictions associated with the geo-fencing device, priority levels for the geo-fencing device, and / or identification information for the geo-fencing device (eg, geo-fencing device). Fencing device type or geo-fencing device identifier). The geofencing device may collect data using one or more input elements. The input element may be a communication module, a sensor, or any other type of element that may be capable of collecting information. For example, the input element can detect a UAV that may be within a predetermined geographic area of the geofencing device. Through the input element, information about the UAV can be ascertained. For example, the geo-fencing device may provide a UAV location, UAV movement, UAV identification (eg, UAV type or UAV identifier), UAV physical characteristics, UAV power level, or any other information associated with the UAV. May be able to be determined. In another example, the input elements may collect environmental conditions (eg, environmental climate, environmental complexity, traffic, or population density). For example, the input element can collect information about local wind speed and direction, and local air traffic.

  Any information onboard the geofencing device may be shared with other geofencing devices. In some embodiments, the geo-fencing device can share information about the geo-fencing device and / or any collected information. The geo-fencing device can be shared with other geo-fencing devices that are within the physical range of the geo-fencing device. Alternatively, a geo-fencing device can share information with another geo-fencing device, independent of the physical range of the other geo-fencing device. In addition to sending information to other geo-fencing devices, the geo-fencing device can receive information from other geo-fencing devices. In some cases, the geo-fencing device may receive information from other geo-fencing devices within the physical range of the geo-fencing device. Alternatively, a geo-fencing device can receive information from another geo-fencing device, independent of the physical range of the other geo-fencing device. The geo-fencing device can share information received from another geo-fencing device with another geo-fencing device. For example, the first geo-fencing device can share information with the second geo-fencing device that the first geo-fencing device has received from the third geo-fencing device. Similarly, the first geo-fencing device can share information with the third geo-fencing device that the first geo-fencing device has received from the second geo-fencing device. In this manner, information collected by various geo-fencing devices can be utilized by other geo-fencing devices. The knowledge gathered by multiple geo-fencing devices exceeds the individual knowledge of individual geo-fencing devices.

  In this way, the geofencing device can form a network that can share information with each other. The geo-fencing device can create and / or store a local map of the geo-fencing device. The local map may include information regarding the location of the geofencing device. The local map may include information about the location of the geofencing device within the physical range of the geofencing device. The location of the other geo-fencing device may be received by the geo-fencing device from the other geo-fencing device. The location of the geofencing device may be detected using one or more input elements onboard the geofencing device. The local map may include information about one or more UAV locations within the physical range of the geofencing device. Information about the UAV may be collected using one or more input elements of the geo-fencing device, or may be received from a UAV or other geo-fencing device. The local map may include environmental conditions within the physical range of the geofencing device. In some cases, each of the geofencing devices of the geofencing device network may have a local map. In some embodiments, one or more of the geo-fencing devices may have a local map. Local map information from multiple geo-fencing devices may be shared or combined to form a larger and more complete map.

  Geofencing devices can share information. Geo-fencing devices can share information with each other directly (eg, in a P2P manner) or with the assistance of additional entities. Further entities may act as repositories for information. In some embodiments, the memory storage system and / or the aviation control system can be used as a repository for information that can be shared between different geo-fencing devices.

  In some embodiments, a UAV can share information with a geo-fencing device, and vice versa. For example, a UAV can collect environmental status information that can be shared with other geo-fencing devices. For example, a UAV can detect rainfall and local geofencing device information. Similarly, a geo-fencing device can share information with a UAV. For example, a geo-fencing device can collect environmental status information that can be shared with a UAV. The geo-fencing device can collect information about local air traffic that the geo-fencing device can share with the UAV.

  Geofencing example

  The following are some examples of whether a UAV system that includes an authentication system and / or a geofencing device may be utilized. These examples are only illustrative, but not limiting, of how the system may be applied.

  Example 1: Geo-fencing device for privacy

  As the number of UAVs in the airspace increases, individuals will want to maintain control over their own homes and maintain some privacy. If a UAV with a camera is flying over a private home, the UAV may be able to capture images of the residence, which may include the capture user's private garden or roof. UAVs flying near homes can also cause noise pollution. In some embodiments, if a novice user is operating the UAV, there is a risk that the UAV will crash into a personal residence or hit a person in the user's residence, resulting in injury or damage.

  It may be desirable for an individual to be able to prevent a UAV from entering a private space that they are controlling. For example, individuals may wish to remove UAVs from their homes or premises. Individuals may wish to eliminate UAVs from residences they own, rent or sublease. In general, doing so may be difficult if other people are flying the UAV, may not be aware of the individual's wishes, or may provide the UAV with a private residence. You may not have sufficient proficiency to maintain controls that prevent you from flying in the upper airspace.

  It may be possible for individuals to obtain a geo-fencing device that can prevent UAVs from entering their living space. In some cases, individuals may purchase or receive a geofencing device free of charge. An individual can place a geo-fencing device in an area where the individual desires to eliminate the UAV.

  FIG. 44 provides an illustration of how a geofencing device can be used in a private residence to limit UAV use. For example, a person 4410a can purchase a geofencing device 4420a. The person can install the geo-fencing device at any place in the site of the person A. For example, the geo-fencing device may be fixed to the residence of person A. The geo-fencing device can provide a geo-fencing boundary 4430a that the UAV cannot enter. The boundary may be inside the premises of person A. The boundary may be the site boundary of person A. The boundary may be outside the premises of person A. The perimeter may prevent the UAV from entering Person A's premises or flying over Person A's premises. The perimeter may prevent all privately owned UAVs from entering the airspace of person A. Even if the operator of the UAV sends a command to the UAV to enter the airspace of the person A, the UAV may not respond and the entry to the airspace of the person A can be prevented. The flight path of the UAV is automatically changed, so that the UAV can be prevented from entering the airspace of the person A. In this way, the person may be able to enjoy the residence of person A without having to worry about whether the UAV will enter the airspace of person A.

  Some individuals may not have a local geofencing device. For example, Person B may not pay attention to whether the UAV enters Person B's airspace. Person B may not have a geo-fencing device. Person B may not have any boundaries that could prevent the UAV from passing. For this reason, UAV4440 may be found in the airspace of person B.

  Person C may be concerned about privacy, but may not pay attention to air traffic over Person C's premises. Person C may obtain may geofencing device 4420c. The person C can install the geo-fencing device at any place on the premises of the person C. For example, the geofencing device may be fixed to the residence of the person C. The geo-fencing device can provide a geo-fencing boundary 4430c. The geo-fencing device for person C may allow the UAV to fly within the perimeter, but may prevent operation of the camera within the perimeter. The boundary may be within the premises of Person C, at the premises boundary of Person C, or outside the premises of Person C. The boundary may prevent all privately owned UAVs from taking pictures while in person C's airspace. If the UAV operator sends a command to the UAV to record information about the residence of Person C using the on-board camera, may the UAV camera be automatically turned off? Or may not be allowed to store or stream any images. In this manner, person C may be able to enjoy the residence of person C without having to reinvest in whether the UAV captures images from the premises of person C or from within the airspace of person C.

  The geo-fencing device may be programmable such that the individual who owns or operates the geo-fencing device may be able to change the restrictions associated with the geo-fencing device. If Person C later decides that Person C no longer wishes to allow the UAV to fly over Person C's premises, Person C will update the geofencing device, similar to Person A's device. Then, the UAV is not permitted to fly on the premises of the person C any more.

  Any number of private individuals may be able to obtain a geo-fencing device that may be able to do so and gain control over their place of residence. Residents can effectively stop UAVs from entering or performing certain functions in their airspace by providing a geofencing device. In one example, the geo-fencing device may be secured to a person's roof, wall, fence, ground, garage, or any other portion of the person's residence. The geo-fencing device may be outside the residence or inside it. The geofencing device may be detectable by the UAV, may be able to detect the UAV when the UAV is approaching an individual's airspace, or may have a location that may be communicated to the air control system. It may be. Control over the UAV within range may act to prevent the UAV from acting inconsistent with the set of flight restrictions associated with the geofencing device.

  Example 2: Geofencing device for pollutants

  As the number of novice UAV users attempting to fly a UAV increases, the risk of UAV collision or accident may increase. In some embodiments, a novice UAV user may be concerned about the UAV floating out of control and causing a collision within a range where the user may not be able to retrieve the UAV. . For example, if the UAV is within a range near the body of water, the user may be concerned that approximately the UAV will float above the body of water and collide and break within the body of water. In another example, a user may have a UAV fly over a user's premises and accidentally fly a UAV in a neighbor's yard or other area where the UAV may not be accessible. You may worry.

  It may be possible for a user to fly a UAV, but it may be desirable to continue to ensure that the UAV stays within a certain range. For example, individuals practice flying a UAV manually. But may want the UAV to go too far or not be out of sight. The user may wish to practice flying the UAV manually while reducing the risk that the UAV is in an area that is damaged or irretrievable.

  The user may be able to obtain a geofencing device that can hold the UAV limited to a known range. In some cases, a user can purchase or receive a geofencing device free of charge. An individual can place a geo-fencing device in an area where the user desires to include the UAV.

  FIG. 45 provides an illustration of how a geofencing device can be used for UAV contaminants. Scenario A illustrates a situation where a UAV 4520a user 4510a may be at the user's residence. The geo-fencing device 4530a may be provided in a place where the user lives. The geofencing device may have an associated boundary 4540a. The UAV may be restricted so that the UAV is only allowed to fly within the boundary. The user may be able to manually control the flight of the UAV within the perimeter. When the UAV approaches the boundary, the UAV flight can be displaced from the operator and the UAV can be prevented from leaving range. Whether the takeover can cause the UAV to wait in the air until the user provides a signal to move the UAV away from the boundary, allow the UAV to automatically turn, land the UAV within range, Or you can return to the starting point. The boundary can prevent the UAV from entering the premises of the user's neighbor 4150b. In this way, the user does not have to worry about the UAV accidentally entering the neighbor's yard and having to disturb the neighbor to take the UAV, or damage the neighbor's yard. Or worry about the possibility of building a neighbor.

  Scenario B illustrates a situation where user 4510c may be flying UAV 4520c in an outdoor environment. The geo-fencing device 4530c may be provided in an environment. An associated boundary 4540c may be provided around the geofencing device. In some cases, the geofencing device may be portable. For example, a user may pick up a geo-fencing device from the user's residence and take it to a park in a region where the user wishes to practice UAV flight. The geofencing device may be positioned so that one or more potential traps or obstacles may be outside the boundaries. For example, there may be a body of water 4550 or a tree 4560 outside the boundary. The user may then be able to practice flying the UAV without having to worry about hitting the UAV or falling into the water.

  In some embodiments, the geofencing device can be picked up by a user and transported from location to location. In another example, a user can wear a geo-fencing device or carry a geo-fencing device in a user's pocket. In this way, the user can operate the UAV such that the UAV stays within possible boundaries around the user carrying the geofencing device. The user can walk around and fly the UAV. The geofencing device can be moved with the user when worn by the user or carried in the user's pocket. In this way, the boundaries of the UAV can move with the user as the user walks around. The UAV can remain near the user, but can move with the user as the user walks around.

  The systems, devices, and methods described herein can be applied to a wide variety of objects, including movable and stationary objects. As mentioned earlier, any description of an aircraft, eg, a UAV, herein can be applied to and used for any movable object. Any description of an aircraft herein may specifically apply to UAVs. The movable object of the present invention may be in any suitable environment, such as in the air (eg, a fixed wing aircraft, a rotary wing aircraft, or an aircraft having neither fixed wings nor rotating wings), and underwater (eg, a ship or submarine). ), Above ground (eg, motor vehicles, trucks, buses, vans, motorcycles, bicycles, etc., movable structures or frames, such as sticks, fishing rods, or trains), underground (eg, subway), space It can be configured to travel in space (eg, a spaceplane, satellite, or spacecraft) or any combination of these environments. The movable object can be a vehicle, for example, a vehicle described elsewhere herein. In some embodiments, the movable object can be carried by a living organism or can take off from a living organism, for example, a human or animal. Suitable animals can include birds, dogs, cats, horses, cows, sheep, pigs, dolphins, rodents, or insects.

  A movable object may be capable of moving freely in an environment based on six degrees of freedom (eg, three degrees of freedom in translation and three degrees of rotation). Alternatively, the movement of the movable object may be constrained on one or more degrees of freedom, for example, by a predetermined path, trajectory, or orientation. The movement can be activated by any suitable actuation mechanism, for example, an engine or a motor. The actuation mechanism of the movable object may be powered by any suitable energy source, such as electrical energy, magnetic energy, solar energy, wind energy, gravitational energy, chemical energy, nuclear energy, or any suitable combination thereof. Can be. The movable object may be automatically propelled via a propulsion system as described elsewhere herein. The propulsion system may optionally be powered by an energy source, such as electrical energy, magnetic energy, solar energy, wind energy, gravitational energy, chemical energy, nuclear energy, or any suitable combination thereof. Alternatively, the movable object may be carried by a living body.

  In some cases, the movable object may be an aircraft. For example, the aircraft may be a fixed wing aircraft (eg, an airplane, a glider), a rotorcraft (eg, a helicopter, a rotorcraft), an aircraft having both fixed wings and a rotorcraft, or an aircraft having neither. Airship, hot air balloon). The aircraft may be self-propelled, for example, self-propelled through air. An auto-propelled aircraft may utilize a propulsion system, such as one or more engines, motors, wheels, shafts, magnets, rotors, propellers, blades, nozzles, or any suitable combination thereof. it can. In some cases, a propulsion system is used to cause the movable object to take off from the surface, land on the surface, maintain its current position and / or orientation (e.g., stand by in the air), change direction, and / or change the position. It can be possible to change.

  The movable object can be controlled remotely by a user or locally by an occupant within or on the movable object. The movable object can be remotely controlled via an occupant in a separate vehicle. In some embodiments, the movable object is an unmanned movable object, for example, a UAV. An unmanned movable object, for example, a UAV, may not have an onboard occupant in the occupant movable object. The movable object can be controlled by a human or an autonomous control system (eg, a computer control system), or any suitable combination thereof. The movable object can be an autonomous or semi-autonomous robot, for example, a robot configured to have artificial intelligence.

  The moveable object can have any suitable size and / or dimensions. In some embodiments, the movable object may be sized and / or dimensioned to place a human occupant inside or on the vehicle. Alternatively, the movable object may be of a smaller size and / or size than is capable of placing a human occupant inside or on the vehicle. The movable object may be of a size and / or dimensions suitable for being lifted or carried by a human. Alternatively, the movable object may be larger than suitable size and / or dimensions for being lifted or carried by a human. In some cases, the movable object may have a maximum dimension (eg, length, width, height, diameter, diagonal) of no more than approximately 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m. Good. The largest dimension may be approximately 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or more than 10 m. For example, the distance between the shafts of the opposed rotors of the movable object may be approximately 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m or less. Alternatively, the distance between the shafts of the opposed rotors may be approximately 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or more than 10 m.

In some embodiments, the movable object may have a volume of less than 100 cm × 100 cm × 100 cm, less than 50 cm × 50 cm × 30 cm, less than 5 cm × 5 cm × 3 cm. The total volume of the movable object is approximately 1 cm ³ , 2 cm ³ , 5 cm ³ , 10 cm ³ , 20 cm ³ , 30 cm ³ , 40 cm ³ , 50 cm ³ , 60 cm ³ , 70 cm ³ , 80 cm ³ , 90 cm ³ , 100 cm ³ , 150 cm ³ , ^{200cm 3, 300cm 3, 500cm 3} , 750cm 3, 1000cm 3, 5000cm 3, 10,000cm 3, 100,000cm 3, 1m 3 or may be 10 m ³ or less. Conversely, the total volume of the movable object is approximately 1 cm ³ , 2 cm ³ , 5 cm ³ , 10 cm ³ , 20 cm ³ , 30 cm ³ , 40 cm ³ , 50 cm ³ , 60 cm ³ , 70 cm ³ , 80 cm ³ , 90 cm ³ , 100 cm ³ , ^{150cm 3, 200cm 3, 300cm 3} , 500cm 3, 750cm 3, 1000cm 3, 5000cm 3, 10,000cm 3, 100,000cm 3, 1m 3 or may be 10 m ³ or more.

In some embodiments, the movable object is approximately ^{32,000cm 2, 20,000cm 2, 10,000cm 2} , 1,000cm 2, 500cm 2, 100cm 2, 50cm 2, 10cm 2 , or 5 cm ² or less at the bottom, It may have an area (which may mean a lateral cross-sectional area encompassed by the movable object). Conversely, the bottom area is approximately ^{32,000cm 2, 20,000cm 2, 10,000cm 2} , 1,000cm 2, 500cm 2, 100cm 2, 50cm 2, 10cm 2, or may be 5 cm ² or more.

  In some cases, the movable object may weigh no more than 1000 kg. The weight of the movable object is approximately 1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60 kg, 50 kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10 kg, 9 kg, 8 kg, 7 kg , 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1 kg, 0.05 kg, or 0.01 kg or less. Conversely, the weight is approximately 1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60 kg, 50 kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10 kg, 9 kg, 8 kg, 7 kg , 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1 kg, 0.05 kg, or 0.01 kg or more.

  In some embodiments, the movable object may be small compared to the load carried by the movable object. The load may include a load and / or a support mechanism as described in further detail elsewhere herein. In some examples, the ratio of the weight of the movable object to the load weight may be greater than, less than, or equal to approximately 1: 1. In some cases, the ratio of the weight of the movable object to the load weight may be greater than, less than, or equal to approximately 1: 1. Optionally, the ratio of the weight of the support mechanism to the weight of the load may be greater than, less than, or equal to approximately 1: 1. If desired, the ratio of the weight of the movable object to the weight of the load may be less than or less than 1: 2, 1: 3, 1: 4, 1: 5, 1:10, or less. Conversely, the ratio of the weight of the movable object to the weight of the load may be greater than or equal to 2: 1, 3: 1, 4: 1, 5: 1, 10: 1, or greater.

  In some embodiments, the movable object may have a low energy consumption. For example, movable objects may use less than or less than about 5 W / h, 4 W / h, 3 W / h, 2 W / h, 1 W / h. In some cases, the support mechanism for the movable object may have a low energy consumption. For example, the support mechanism may use approximately 5 W / h, 4 W / h, 3 W / h, 2 W / h, less than 1 W / h, or less. Optionally, the payload of the movable object may have a low energy consumption, eg, less than or less than about 5 W / h, 4 W / h, 3 W / h, 2 W / h, 1 W / h. .

  FIG. 36 illustrates an unmanned aerial vehicle (UAV) 3600 according to an embodiment of the present invention. A UAV may be an example of a movable object as described herein, and may apply the method and apparatus for charging a battery assembly. UAV 3600 may include a propulsion system having four rotors 3602, 3604, 3606, and 3608. Any number (eg, one, two, three, four, five, six or more) rotors can be provided. A rotor, rotor assembly, or other propulsion system for an unmanned aerial vehicle may allow the unmanned aerial vehicle to aerial / maintain, turn, and / or relocate. The distance between the shafts of the opposed rotors can be any suitable length 3610. For example, the length 3610 can be no more than 2 m and no more than 5 m. In some embodiments, the length 3610 can range from 40 cm to 1 m, 10 cm to 2 m, or 5 cm to 5 m. Any description of a UAV herein can be applied to movable objects, for example, different types of movable objects, and vice versa. The UAV may use a system or method to assist takeoff as described herein.

  In some embodiments, the movable object can be configured to carry a load. The load can include one or more of a passenger, cargo, equipment, instrument, and the like. The load may be provided inside the housing. The housing can be separate from the housing of the movable object or can be part of a housing for the movable object. Alternatively, if the movable object does not have a housing, the load may comprise a housing. Alternatively, some or all of the load may not include a housing. The load can be firmly fixed to the movable object. Optionally, the load can be movable with respect to the movable object (eg, translatable or rotatable with respect to the movable object). The load may include a load and / or a support mechanism as described elsewhere herein.

  In some embodiments, movement of movable objects, support mechanisms, and loads relative to a fixed reference frame (eg, the surrounding environment) and / or relative to each other can be controlled by the terminal. The terminal can be a remote control at a location remote from the movable object, the support mechanism, and / or the load. The terminal can be located on or secured to the support platform. Alternatively, the terminal can be a hand-held or wearable device. For example, the terminal can include a smartphone, tablet, laptop computer, glasses, glove, helmet, microphone, or any suitable combination thereof. A terminal may include a user interface, for example, a keyboard, mouse, joystick, touch screen, or display. Any suitable user input, such as manual input commands, voice control, gesture control, or position control (eg, via terminal movement, location or tilt) can be used to interact with the terminal.

  The terminal can be used to control any suitable state of the movable object, support mechanism, and / or load. For example, the terminal may be used to control the position and / or orientation of movable objects, support mechanisms, and / or loads relative to each other and / or relative to a fixed reference. In some embodiments, the terminal may be used to control a movable object, a support mechanism, and / or individual elements of the load, such as an actuation assembly of the support mechanism, a sensor of the load, or an emitter of the load. it can. The terminal may include a wireless communication device adapted to communicate with one or more of a movable object, a support mechanism, or a load.

  The terminal may include a display unit suitable for viewing information on the movable object, the support mechanism, and / or the load. For example, the terminal is configured to display information of the movable object, support mechanism, and / or payload regarding position, translation speed, translation acceleration, orientation, angular velocity, angular acceleration, or any suitable combination thereof. be able to. In some embodiments, the terminal displays information provided by the load, eg, data provided by the functional load (eg, images recorded by a camera or other image capture device). Can be.

  Optionally, the same terminal also controls the state of the movable object, the support mechanism, and / or the load, or the movable object, the support mechanism, and / or the load, and outputs the signal from the movable object, the support mechanism, and / or the load. May be received and / or displayed. For example, the terminal may control the positioning of the load on the basis of the environment, and may simultaneously display image data captured by the load or information on the position of the load. Alternatively, different terminals may be used for different functions. For example, the first terminal may control the movement or state of the movable object, the support mechanism, and / or the load, while the second terminal may control the movement or state of the movable object, the support mechanism, and / or the load. May be received and / or displayed. For example, a first terminal can be used to control load positioning relative to the environment, while a second terminal displays image data captured by the load. There is a wide variety of objects between the moving object and the integrated terminal that controls the moving object and receives data, or between the moving object and a large number of terminals that control the moving object and receive data. A communication mode may be used. For example, at least two different communication modes may be formed between a movable object and a terminal that controls the movable object and receives data from the movable object.

  FIG. 37 illustrates a movable object 3700 including a support mechanism 3702 and a load 3704, according to an embodiment of the present invention. As described earlier herein, any suitable type of movable object may be used. Those skilled in the art will appreciate that any of the embodiments described herein in connection with an aircraft system can be applied to any suitable movable object (eg, a UAV). In some cases, the load 3704 may be provided on the movable object 3700 without requiring the support mechanism 3702. The movable object 3700 may include a propulsion mechanism 3706, a sensing system 3708, and a communication system 3710.

  As described above, the propulsion mechanism 3706 can include one or more of a rotor, propeller, blade, engine, motor, wheel, shaft, magnet, or nozzle. The movable object may have one or more, two or more, three or more, or four or more propulsion mechanisms. The propulsion mechanisms may all be of the same type. Alternatively, one or more propulsion mechanisms can be different types of propulsion mechanisms. Propulsion mechanism 3706 can be attached to movable object 3700 using any suitable means, such as those described elsewhere herein, such as a support element (eg, a drive shaft). The propulsion mechanism 3706 can be attached to any suitable portion of the movable object 3700, for example, top, bottom, front, rear, side, or any suitable combination thereof.

  In some embodiments, the propulsion mechanism 3706 can move the movable object 3700 over a surface without requiring any horizontal movement of the movable object 3700 (eg, without having to travel down the runway). It may be possible to take off vertically from, or land vertically on a surface. Optionally, the propulsion mechanism 3706 can be operable to allow the movable object 3700 to park in the air at a particular location and / or orientation. One or more propulsion mechanisms 3700 may be controlled independently of other propulsion mechanisms. Alternatively, the propulsion mechanism 3700 can be configured to be controlled simultaneously. For example, moveable object 3700 can have multiple horizontally oriented rotors that can provide lift and / or thrust to the moveable object. A number of horizontally oriented rotors can be activated to provide the movable object 3700 with vertical takeoff, vertical landing, and airborne capabilities. In some embodiments, one or more of the horizontally oriented rotors can rotate in a clockwise direction, while one or more of the horizontal rotors can rotate in a counterclockwise direction. For example, the number of clockwise rotors may be equal to the number of counterclockwise rotors. The rotational speed of each horizontally-oriented rotor can be varied individually to control the lift and / or thrust created by each rotor, thereby allowing the spatial arrangement, speed, and / or Or adjust the acceleration (eg, for up to three degrees of translation and up to three degrees of rotation).

  The sensing system 3708 can include one or more sensors that can sense the spatial location, velocity, and / or acceleration of the movable object 3700 (eg, for example, for up to three degrees of translation and up to three degrees of rotation). The one or more sensors may include a global positioning system (GPS) sensor, a motion sensor, an inertial sensor, a proximity sensor, or an image sensor. The sensing data provided by sensing system 3708 may be used to determine the spatial location, velocity, and / or orientation of movable object 3700 (eg, using a suitable processing unit and / or control module, as described below). T) can be controlled. Alternatively, the sensing system 3708 can be used to provide data about the environment around the moving object, such as weather conditions, proximity of possible obstacles, location of geographic features, location of man-made structures, etc. it can.

  Communication system 3710 enables communication with a terminal 3712 having a communication system 3714 via wireless signals 3716. Communication systems 3710, 3714 may include any number of transmitters, receivers, and / or transceivers suitable for wireless communication. The communication may be a one-way communication, whereby data can be sent in only one direction. For example, one-way communication may involve only movable object 3700 transmitting data to terminal 3712, and vice versa. Data may be transmitted from one or more transmitters in communication system 3710 to one or more receivers in communication system 3712, and vice versa. Alternatively, the communication may be a two-way communication, whereby data may be transmitted between movable object 3700 and terminal 3712 in both directions. Two-way communication can include transmitting data from one or more transmitters in communication system 3710 to one or more receivers in communication system 3714, and vice versa.

  In some embodiments, terminal 3712 provides control data to one or more of movable object 3700, support mechanism 3702, and load 3704, and provides one or more of movable object 3700, support mechanism 3702, and load 3704. (Eg, position and / or motion information of a movable object, support mechanism or load, data detected by the load, eg, image data captured by a load camera). In some cases, the control data from the terminal may include commands for relative position, movement, actuation, or control of movable objects, support mechanisms and / or loads. For example, the control data may result in a location and / or orientation of the movable object (eg, via control of a propulsion mechanism 3706) or a movement of the load relative to the movable object (eg, via an of support mechanism). (Via control of 3702). Control data from the terminal may control the load as a result. For example, the operation of a camera or other image capture device (e.g., taking still pictures or videos, zooming in or out, turning power on and off, switching imaging modes, changing image resolution, changing focus, depth of field , Changing the exposure time, changing the viewing angle or field of view). In some cases, communications from a movable object, support mechanism, and / or load may include information from one or more sensors (eg, of sensing system 3708 or of load 3704). The communication may include sensed information from one or more different types of sensors (eg, GPS sensors, motion sensors, inertial sensors, proximity sensors, or image sensors). Such information may relate to the position (eg, location, orientation), movement, or acceleration of the movable object, support mechanism, and / or load. Such information from the load may include data captured by the load, or a detected state of the load. The provided control data transmitted by the terminal 3712 can be configured to control one or more states of the movable object 3700, the support mechanism 3702, or the load 3704. Alternatively or in combination, the support mechanism 3702 and the load 3704 can each further include a communication module configured to communicate with the terminal 3712, whereby the terminal can move the movable object 3700, the support mechanism 3702, And each of the loads 3704 can be communicated separately and each can be controlled separately.

  In some embodiments, the movable object 3700 can be configured to communicate with another remote device in addition to or instead of the terminal 3712. Terminal 3712 may be capable of being configured to communicate with movable object 3700 in addition to another remote device. For example, mobile object 3700 and / or terminal 3712 may communicate with another mobile object, or a support mechanism or load of another mobile object. If desired, the remote device may be a second terminal or other computing device (eg, a computer, laptop, tablet, smartphone, or other mobile device). The remote device can be configured to transmit data to c-movable object 3700, receive data from movable object 3700, send data to terminal 3712, and / or receive data from terminal 3712. Optionally, the remote device can be connected to the Internet or other telecommunications network, so that data received from mobile object 3700 and / or terminal 3712 can be uploaded to a website or server. .

  FIG. 38 is a schematic diagram illustrating a system 3800 for controlling a movable object according to an embodiment of the present invention. System 3800 can be used in combination with any suitable embodiment of the systems, devices, and methods disclosed herein. System 3800 can include a sensing module 3802, a processing unit 3804, a non-transitory computer readable medium 3806, a control module 3808, and a communication module 3810.

  The sensing module 3802 can utilize different types of sensors that collect information about the movable object in different ways. Different types of sensors can view different types of signals or signals from different sources. For example, the sensors may include an inertial sensor, a GPS sensor, a proximity sensor (eg, a lidar), or a video / image sensor (eg, a camera). The sensing module 3802 can be operatively coupled to a processing unit 3804 having a plurality of processors. In some embodiments, the sensing module is operatively coupled to a sending module 3812 (eg, a Wi-Fi image sending module) configured to send sensing data directly to a suitable external device or system. be able to. For example, transmission module 3812 can be used to transmit an image captured by the camera of detection module 3802 to a remote terminal.

  Processing unit 3804 can include one or more processors, for example, a programmable processor (eg, a central processing unit (CPU)). The processing unit 3804 can be operatively coupled to the non-transitory computer readable medium 3806. Non-transitory computer readable media 3806 can store logic, code, and / or program instructions executable by processing unit 3804 to perform one or more steps. Non-transitory computer-readable media can include one or more memory units (eg, removable media or external storage, such as an SD card or random access memory (RAM)). In some embodiments, data from the sensing module 3802 can be communicated directly to a memory unit of the non-transitory computer readable medium 3806 and stored thereby. A memory unit of non-transitory computer readable medium 3806 stores logic, code, and / or program instructions executable by processing unit 3804 to perform any suitable embodiments of the methods described herein. be able to. For example, the processing unit 3804 can be configured to execute instructions that cause one or more processors of the processing unit 3804 to analyze the sensed data created by the sensed data sensing module. The memory unit can store the sensing data from the sensing module, which is processed by the processing unit 3804. In some embodiments, a memory unit of the non-transitory computer readable medium 3806 can be used to store processing results created by the processing unit 3804.

  In some embodiments, the processing unit 3804 can be operatively coupled to a control module 3808 configured to control the state of the movable object. For example, the control module 3808 can be configured to control the propulsion mechanism of the movable object to adjust the spatial arrangement, velocity, and / or acceleration of the movable object for six degrees of freedom. Alternatively or in combination, control module 3808 can control one or more of the state of the support mechanism, the load, or the sensing module.

  The processing unit 3804 is operatively coupled to a communication module 3810 configured to transmit and / or receive data from one or more external devices (eg, a terminal, display, or other remote controller). be able to. Any suitable communication means can be used, for example, wired or wireless communication. For example, communication module 3810 utilizes one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, WiFi, point-to-point (P2P) network, telecommunications network, cloud communication, and the like. Can be. Optionally, a relay station such as a tower, satellite, or mobile station can be used. Wireless communication can be proximity dependent or proximity independent. In some embodiments, a line of sight for communication may or may not be required. The communication module 3810 may send and / or receive one or more of detection data from the detection module 3802, processing results created by the processing unit 3804, predetermined control data, user commands from a terminal or a remote controller, and the like. it can.

  The components of the system 3800 can be arranged in any suitable configuration. For example, one or more of the components of system 3800 can be located on a movable object, support mechanism, load, terminal, sensing system, or additional external device that communicates with one or more of the above. Additionally, while FIG. 38 illustrates a single processing unit 3804 and a single non-transitory computer readable medium 3806, those of ordinary skill in the art are not intended to limit this. It will be appreciated that system 3800 can include multiple processing units and / or non-transitory computer readable media. In some embodiments, one or more of the plurality of processing units and / or non-transitory computer readable media are located at different locations, such as a movable object, a support mechanism, a load, a terminal, a sensing module, one or more of the foregoing. Any suitable aspect of the processing and / or memory functions performed by the system 3800 may be located at one or more of the locations described above. It can be carried out.

While preferred embodiments of the present invention have been shown and described herein, it will be obvious to those skilled in the art that such embodiments are provided by way of example only. Here, many modifications, changes and substitutions will occur to those skilled in the art without departing from the invention. It is to be understood that various alternatives to the embodiments of the invention described herein may be used in practicing the invention. It is intended that the following claims define the scope of the invention and that methods and structures within the scope of these claims and their equivalents be covered thereby.
[Item 1]
An unmanned aerial vehicle (UAV),
A flight control unit configured to control operation of the unmanned aerial vehicle;
An identification module integrated into the flight control unit, the identification module uniquely identifying the unmanned aerial vehicle from other unmanned aerial vehicles.
[Item 2]
2. An unmanned aerial vehicle according to item 1, wherein the identification module cannot be separated from other parts of the flight control unit without impairing the function of the flight control unit.
[Item 3]
2. The unmanned aerial vehicle according to item 1, wherein the identification module cannot be separated from the flight control unit.
[Item 4]
4. The unmanned aerial vehicle of item 3 wherein the identification module cannot be separated from the flight control unit manually without assistance.
[Item 5]
2. The unmanned aerial vehicle of item 1, wherein the identification module is a hardware component that stores a unique unmanned aerial vehicle identifier for the unmanned aerial vehicle in a manner that prevents a user from changing the unique identifier. .
[Item 6]
The unmanned aerial vehicle of item 5, wherein the unique unmanned aerial vehicle identifier is stored in the identification module in an unchangeable state.
[Item 7]
The unmanned aerial vehicle of item 1, wherein the flight control unit is configured to control a flight of the unmanned aerial vehicle.
[Item 8]
The unmanned aerial vehicle of item 1, wherein the flight control unit is configured to control a position of a load mounted on the unmanned aerial vehicle.
[Item 9]
The unmanned aerial vehicle of item 1, wherein the flight control unit is configured to control operation of one or more sensors mounted on the unmanned aerial vehicle.
[Item 10]
The unmanned aerial vehicle of item 1, wherein the flight control unit further comprises one or more processors and a communication unit mounted on the unmanned aerial vehicle.
[Item 11]
2. The unmanned aerial vehicle of item 1, wherein the identification module is a write-once memory. [Item 12]
2. The unmanned aerial vehicle of item 1, wherein the identification module is not externally readable.
[Item 13]
The unmanned aerial vehicle of item 1, wherein the identification module comprises an unmanned aerial vehicle key configured to provide authentication verification of the unmanned aerial vehicle.
[Item 14]
14. The unmanned aerial vehicle of item 13, wherein the unmanned aerial vehicle key is an alphanumeric string unique to the unmanned aerial vehicle and is stored in the identification module.
[Item 15]
15. The unmanned aerial vehicle according to item 14, wherein the unmanned aerial vehicle key is randomly generated.
[Item 16]
2. The unmanned unmanned item according to item 1, wherein the identification module individually corresponds to the identification module and is inseparable from other parts of the flight control unit using a version of software that requires a key to operate. aircraft.
[Item 17]
17. The unmanned aerial vehicle of item 16, wherein the identification module further comprises a unique unmanned aerial vehicle identifier.
[Item 18]
18. The unmanned aerial vehicle of item 17, wherein the key and the unique unmanned aerial vehicle identifier are used in combination to authenticate the unmanned aerial vehicle and authorize operation of the unmanned aerial vehicle.
[Item 19]
19. The unmanned aerial vehicle of item 18, wherein the key and the unique unmanned aerial vehicle identifier are authenticated using an authentication center that is not on board the unmanned aerial vehicle.
[Item 20]
19. The unmanned aerial vehicle according to item 18, wherein the key is unique, and wherein the key and the unique unmanned aerial vehicle identifier are issued by an identity registration database not carried on the unmanned aerial vehicle.
[Item 21]
2. The unmanned aerial vehicle of item 1, wherein the identification module is integrated with one or more other components of the flight control unit in one package of the same chip.
[Item 22]
2. The unmanned aerial vehicle according to item 1, wherein the identification module is welded on a circuit board of the flight control unit.
[Item 23]
2. The unmanned aerial vehicle according to item 1, wherein the identification module is issued by a control entity.
[Item 24]
Item 24. The unmanned aerial vehicle according to Item 23, wherein the controlling entity is a government agency or a government-licensed operator.
[Item 25]
24. The unmanned aerial vehicle according to item 23, wherein the controlling entity is an international organization.
[Item 26]
24. The unmanned aerial vehicle according to item 23, wherein the control subject is a corporation.
[Item 27]
A method for identifying an unmanned aerial vehicle (UAV),
Controlling the operation of the unmanned aerial vehicle using a flight control unit;
Uniquely identifying the unmanned aerial vehicle from other unmanned aerial vehicles using an identification module incorporated in the flight control unit.
[Item 28] The method according to item 27, wherein the identification module cannot be separated from other parts of the flight control unit without impairing the function of the flight control unit. [Item 29]
28. The method according to item 27, wherein the identification module cannot be separated from the flight control unit.
[Item 30]
30. The method according to item 29, wherein the identification module cannot be separated from the flight control unit manually without assistance.
[Item 31]
28. The method of item 27, wherein the identification module is a hardware component that stores a unique unmanned aerial vehicle identifier for the unmanned aerial vehicle in a manner that prevents a user from changing the unique identifier.
[Item 32]
32. The method of claim 31, wherein the unique unmanned aerial vehicle identifier is irrevocably stored in the identification module.
[Item 33]
28. The method according to item 27, wherein the flight control unit is configured to control a flight of the unmanned aerial vehicle.
[Item 34]
28. The method according to item 27, wherein the flight control unit is configured to control a positioning of a load mounted on the unmanned aerial vehicle.
[Item 35]
28. The method according to item 27, wherein the flight control unit is configured to control operation of one or more sensors mounted on the unmanned aerial vehicle.
[Item 36]
28. The method according to item 27, wherein the flight control unit further comprises one or more processors and a communication unit mounted on the unmanned aerial vehicle.
[Item 37]
28. The method according to item 27, wherein the identification module is a write-once memory.
[Item 38]
28. The method according to item 27, wherein the identification module is not externally readable.
[Item 39] The method of item 27, wherein the identification module includes an unmanned aerial vehicle key configured to provide authentication verification of the unmanned aerial vehicle.
[Item 40]
40. The method of claim 39, wherein the unmanned aerial vehicle key is an alphanumeric string unique to the unmanned aerial vehicle and stored in the identification module.
[Item 41]
41. The method of item 40, wherein the unmanned aerial vehicle key is randomly generated.
[Item 42]
40. The method according to item 39, wherein the identification module individually corresponds to the identification module and is inseparable from other parts of the flight control unit using a version of software that requires a key to operate. .
[Item 43]
40. The method of claim 39, wherein the identification module further comprises a unique unmanned aerial vehicle identifier.
[Item 44]
Item 45. The method of item 43, wherein the key and the unique unmanned aerial vehicle identifier are used in combination to authenticate the unmanned aerial vehicle and authorize operation of the unmanned aerial vehicle.
[Item 45]
45. The method according to item 44, wherein the key and the unique unmanned aerial vehicle identifier are authenticated using an authentication center that is not on board the unmanned aerial vehicle.
[Item 46]
45. The method of item 44, wherein the key is unique, and wherein the key and the unique unmanned aerial vehicle identifier are issued by an identity registration database that is not onboard the unmanned aerial vehicle.
[Item 47]
28. The method according to item 27, wherein the identification module is integrated with one or more other components of the flight control unit in one package of the same chip.
[Item 48]
28. The method according to item 27, wherein the identification module is welded on a circuit board of the flight control unit.
[Item 49]
28. The method according to item 27, wherein the identification module is issued by a control entity.
[Item 50]
50. The method according to item 49, wherein the controlling entity is a government agency or a government-licensed operator.
[Item 51]
50. The method according to item 49, wherein the controlling entity is an international organization.
[Item 52]
50. The method according to item 49, wherein the control subject is a corporation.
[Item 53]
An unmanned aerial vehicle (UAV),
A flight control unit configured to control operation of the unmanned aerial vehicle, comprising: a flight control unit comprising an identification module and a chip;
The identification module (1) uniquely identifies the unmanned aerial vehicle from other unmanned aerial vehicles, (2) includes an initial record of the chip, and (3) includes the initial record of the chip. Configured to collect information about the chip,
The identification module is configured to undergo a self-test procedure that compares the gathered information about the chip with the initial record of the chip;
An unmanned aerial vehicle, wherein the identification module is configured to provide an alert if the collected information about the chip does not match the initial record of the chip.
[Item 54]
54. The unmanned aerial vehicle according to item 53, wherein the identification module is incorporated in the flight control unit.
[Item 55]
55. An unmanned aerial vehicle according to item 54, wherein the identification module cannot be separated from the flight control unit.
[Item 56]
54. The unmanned aerial vehicle according to item 53, wherein the chip is a processor chip or a communication chip.
[Item 57]
54. The unmanned aerial vehicle of item 53, wherein the flight control module comprises a plurality of chips.
[Item 58]
54. The unmanned aerial vehicle of item 53, wherein the record of the chip includes a model of the chip, information of a manufacturer of the chip, or a serial number of the chip.
[Item 59]
54. The unmanned aerial vehicle of item 53, wherein the self-test procedure is automatically initiated when the unmanned aerial vehicle is powered on.
[Item 60]
An unmanned aerial vehicle according to item 53, wherein the self-test procedure is automatically started periodically during operation of the unmanned aerial vehicle.
[Item 61]
An unmanned aerial vehicle according to item 53, wherein the flight control unit is configured to control a flight of the unmanned aerial vehicle.
[Item 62]
54. The unmanned aerial vehicle according to item 53, wherein the flight control unit is configured to control a position of a load mounted on the unmanned aerial vehicle.
[Item 63]
54. The unmanned aerial vehicle of item 53, wherein the flight control unit is configured to control operation of one or more sensors mounted on the unmanned aerial vehicle.
[Item 64]
54. The unmanned aerial vehicle according to item 53, wherein the flight control unit further comprises one or more processors and a communication unit.
[Item 65]
53. The unmanned aerial vehicle according to item 53, wherein the identification module is a write-once memory.
[Item 66]
54. An unmanned aerial vehicle according to item 53, wherein the identification module is not externally readable.
[Item 67]
54. The unmanned aerial vehicle of item 53, wherein the identification module comprises an unmanned aerial vehicle key configured to provide authentication verification of the unmanned aerial vehicle.
[Item 68]
67. The unmanned aerial vehicle of item 67, wherein the identification module further comprises a unique unmanned aerial vehicle identifier.
[Item 69]
69. The unmanned aerial vehicle of item 68, wherein the key and the unique unmanned aerial vehicle identifier are used in combination to authenticate the unmanned aerial vehicle and authorize operation of the unmanned aerial vehicle.
[Item 70]
70. The unmanned aerial vehicle of item 69, wherein the key and the unique unmanned aerial vehicle identifier are authenticated using an authentication center that is not onboard the unmanned aerial vehicle.
[Item 71]
70. The unmanned aerial vehicle of item 69, wherein the key is unique, and wherein the key and the unique unmanned aerial vehicle identifier are issued by an identity registration database that is not onboard the unmanned aerial vehicle.
[Item 72]
54. The unmanned aerial vehicle according to item 53, wherein the identification module is issued by a control entity.
[Item 73]
73. The unmanned aerial vehicle according to item 72, wherein the controlling entity is a government agency or a government-licensed operator.
[Item 74]
A method for identifying an unmanned aerial vehicle (UAV),
Controlling operation of the unmanned aerial vehicle using a flight control unit, wherein the flight control unit includes an identification module and a chip; and
Using the identification module to uniquely identify the unmanned aerial vehicle from other unmanned aerial vehicles, wherein the identification module has the chip initial record;
Gathering information about the chip subsequent to including the initial record of the chip;
Using the identification module to compare the gathered information about the chip with the initial record of the chip, thereby undergoing a self-test procedure;
Providing an alert if the collected information about the chip does not match the initial record of the chip.
[Item 75]
75. The method according to item 74, wherein the identification module is incorporated in the flight control unit.
[Item 76]
78. The method according to item 75, wherein the identification module cannot be disconnected from the flight control unit.
[Item 77]
75. The method according to item 74, wherein the chip is a processor chip or a communication chip.
[Item 78]
75. The method according to item 74, wherein the flight control module comprises a plurality of chips.
[Item 79]
75. The method of item 74, wherein the record of the chip includes a model of the chip, information of a manufacturer of the chip, or a serial number of the chip.
[Item 80]
75. The method according to item 74, wherein when the unmanned aerial vehicle is powered on, the self-test procedure is automatically started.
[Item 81]
75. The method according to item 74, wherein the self-test procedure is automatically started periodically during operation of the unmanned aerial vehicle.
[Item 82]
75. The method according to item 74, wherein the flight control unit is configured to control a flight of the unmanned aerial vehicle.
[Item 83]
75. The method according to item 74, wherein the flight control unit is configured to control a position of a load mounted on the unmanned aerial vehicle.
[Item 84]
75. The method according to item 74, wherein the flight control unit is configured to control operation of one or more sensors mounted on the unmanned aerial vehicle.
[Item 85]
75. The method according to item 74, wherein the flight control unit further comprises one or more processors and a communication unit.
[Item 86]
75. The method of item 74, wherein the identification module is a write-once memory.
[Item 87]
75. The method according to item 74, wherein the identification module is not externally readable.
[Item 88]
75. The method of item 74, wherein the identification module includes an unmanned aerial vehicle key configured to provide authentication verification of the unmanned aerial vehicle.
[Item 89]
Item 90. The method of item 88, wherein the identification module further comprises a unique unmanned aerial vehicle identifier.
[Item 90]
Item 90. The method of item 89, wherein the key and the unique unmanned aerial vehicle identifier are used in combination to authenticate the unmanned aerial vehicle and authorize operation of the unmanned aerial vehicle.
[Item 91]
90. The method of item 90, wherein the key and the unique unmanned aerial vehicle identifier are authenticated using an authentication center that is not on board the unmanned aerial vehicle.
[Item 92]
90. The method according to item 90, wherein the key is unique, and wherein the key and the unique unmanned aerial vehicle identifier are issued by an identity registration database not carried on the unmanned aerial vehicle.
[Item 93]
75. The method according to item 74, wherein the identification module is issued by a controlling entity.
[Item 94]
100. The method according to item 93, wherein the controlling entity is a government agency or a government-licensed operator.
[Item 95]
A method of operating an unmanned aerial vehicle (UAV),
Receiving an unmanned aerial vehicle identifier that uniquely identifies the unmanned aerial vehicle from other unmanned aerial vehicles;
Receiving a user identifier that uniquely identifies the user from other users;
Assessing, with the assistance of one or more processors, whether the user identified by the user identifier is authorized to operate the unmanned aircraft identified by the unmanned aircraft identifier;
Allowing the user to operate the unmanned aerial vehicle if the user is authorized to operate the unmanned aerial vehicle.
[Item 96]
95. The method according to item 95, wherein the unmanned aerial vehicle broadcasts the unmanned aerial vehicle identifier during operation.
[Item 97]
97. The method according to item 96, wherein the unmanned aerial vehicle identifier is continuously broadcast.
[Item 98]
97. The method according to item 96, wherein the unmanned aerial vehicle identifier is broadcast on demand.
[Item 99]
98. The method according to item 98, wherein the unmanned aerial vehicle identifier is broadcast in response to a request from an aviation control system not carried on the unmanned aerial vehicle.
[Item 100]
100. The method according to item 99, wherein if the communication between the unmanned aerial vehicle and the flight control system is encrypted or authenticated, the unmanned aerial vehicle identifier is broadcast.
[Item 101]
97. The method according to item 96, wherein the unmanned aerial vehicle identifier is broadcast via a wireless signal, an optical signal, or an acoustic signal.
[Item 102]
95. The method of item 95, wherein the unmanned aerial vehicle identifier and the user identifier are received at an aviation control system that is not on board the unmanned aerial vehicle.
[Item 103]
110. The method according to item 102, wherein the one or more processors are in the flight control system.
[Item 104]
103. The method according to item 102, wherein the aeronautical control system generates one or more sets of flight restrictions, according to which the unmanned aerial vehicle is operated.
[Item 105]
105. The method of item 104, wherein the one or more sets of flight restrictions are generated based on a location of the unmanned aerial vehicle.
[Item 106]
105. The method of item 104, wherein the one or more sets of flight restrictions are generated based on the unmanned aerial vehicle identifier or the user identifier.
[Item 107]
95. The method of item 95, further comprising disallowing the user from operating the unmanned aerial vehicle if the user is not authorized to operate the unmanned aerial vehicle.
[Item 108]
95. The method of item 95, further comprising permitting operation of the unmanned aerial vehicle only in a limited manner if the user is not authorized to operate the unmanned aerial vehicle.
[Item 109]
95. The method of item 95, further comprising permitting operation of the unmanned aerial vehicle only at selected locations if the user is not authorized to operate the unmanned aerial vehicle.
[Item 110]
95. The method according to item 95, wherein only the user is authorized to operate the unmanned aerial vehicle.
[Item 111]
95. The method according to item 95, wherein a plurality of users are authorized to operate the unmanned aerial vehicle.
[Item 112]
95. The method according to item 95, wherein the user is pre-registered for allowing the user to operate the unmanned aerial vehicle.
[Item 113]
95. The method of item 95, wherein the user identifier indicates that the user has met a minimum skill threshold for the user to be authorized to operate the unmanned aerial vehicle.
[Item 114]
If another user is authorized to operate the unmanned aerial vehicle and has a higher operation level than the user, allowing operation of the unmanned aerial vehicle by the other user taking over control from the user. 95. The method according to item 95, further comprising:
[Item 115]
115. The method of item 114, wherein when the unmanned aerial vehicle authenticates the other user's privileges to operate the unmanned aerial vehicle, the operation of the unmanned aerial vehicle by the other user is permitted.
[Item 116]
115. The method according to item 115, wherein authentication is performed with the aid of a digital signature and / or digital certificate that verifies the identity of the other user.
[Item 117]
115. The method according to item 114, wherein the other user is an electronic police or an aircraft control system operator.
[Item 118]
115. The method of item 114, wherein the other user is a member of a defense or para-defense force.
[Item 119]
119. The method of item 118, wherein the other user is a member of the Air Force, Coast Guard, National Guard, China Armed Police Force (CAPF).
[Item 120]
The method of item 1114, further comprising notifying the user that the other user has taken over control.
[Item 121]
115. The method of item 114, wherein the other user takes over control when the unmanned aerial vehicle enters a restricted area.
[Item 122]
122. The method according to item 121, wherein the control returns to the user after the unmanned aerial vehicle exits the restricted area.
[Item 123]
115. The method of item 114, further comprising providing the other user with a higher level of operation than the user with less restrictions.
[Item 124]
95. The method of item 95, further comprising reducing restrictions on the flight of the unmanned aerial vehicle when the unmanned aerial vehicle operates in a less complex environment.
[Item 125]
95. The method of item 95, further comprising adjusting or maintaining restrictions on flight of the unmanned aerial vehicle based on the user identifier.
[Item 126]
95. The method of item 95, further comprising adjusting or maintaining restrictions on the flight of the unmanned aerial vehicle based on the unmanned aerial vehicle identifier.
[Item 127]
A non-transitory computer readable medium containing program instructions for operating an unmanned aerial vehicle (UAV),
Program instructions for receiving an unmanned aerial vehicle identifier that uniquely identifies the unmanned aerial vehicle from other unmanned aerial vehicles;
Program instructions for receiving a user identifier that uniquely identifies the user from other users;
Program instructions for assessing whether the user identified by the user identifier is authorized to operate the unmanned aerial vehicle identified by the unmanned aerial vehicle identifier;
Non-transitory computer readable media comprising: program instructions for allowing the user to operate the unmanned aerial vehicle if the user is authorized to operate the unmanned aerial vehicle.
[Item 128]
127. The non-transitory computer-readable medium of item 127, wherein the unmanned aerial vehicle broadcasts the unmanned aerial vehicle identifier during operation.
[Item 129]
128. The non-transitory computer-readable medium of item 128, wherein the unmanned aerial vehicle identifier is continuously broadcast.
[Item 130]
128. The non-transitory computer-readable medium of item 128, wherein the unmanned aerial vehicle identifier is broadcast on demand.
[Item 131]
130. The non-transitory computer-readable medium of item 130, wherein the unmanned aerial vehicle identifier is broadcast in response to a request from an aircraft control system not carried on the unmanned aerial vehicle.
[Item 132]
132. The non-transitory computer-readable medium of item 131, wherein the unmanned aerial vehicle identifier is broadcast if communication between the unmanned aerial vehicle and the airline control system is encrypted or authenticated.
[Item 133]
128. The non-transitory computer-readable medium of item 128, wherein the unmanned aerial vehicle identifier is broadcast via a wireless, optical, or acoustic signal.
[Item 134]
127. The non-transitory computer-readable medium of item 127, wherein the unmanned aerial vehicle identifier and the user identifier are received at an aviation control system that is not on board the unmanned aerial vehicle.
[Item 135]
135. The non-transitory computer-readable medium of item 134, wherein the one or more processors are on the flight control system.
[Item 136]
135. The non-transitory computer-readable medium of item 134, wherein the aeronautical control system generates a set of one or more flight restrictions according to which the unmanned aerial vehicle is operated.
[Item 137]
136. The non-transitory computer-readable medium of item 136, wherein the one or more sets of flight restrictions are generated based on a location of the unmanned aerial vehicle.
[Item 138]
136. The non-transitory computer-readable medium of item 136, wherein the one or more sets of flight restrictions are generated based on the unmanned aerial vehicle identifier or the user identifier.
[Item 139]
128. The non-transitory computer-readable medium of item 127, further comprising program instructions for disallowing the user from operating the unmanned aerial vehicle if the user is not authorized to operate the unmanned aerial vehicle.
[Item 140]
127. The non-transitory computer-readable medium of item 127, further comprising program instructions for permitting operation of the unmanned aerial vehicle only in a limited manner if the user is not authorized to operate the unmanned aerial vehicle.
[Item 141]
127. The non-transitory computer-readable medium of item 127, further comprising program instructions for permitting operation of the unmanned aerial vehicle only at selected locations if the user is not authorized to operate the unmanned aerial vehicle.
[Item 142]
127. The non-transitory computer-readable medium of item 127, wherein only the user is authorized to operate the unmanned aerial vehicle.
[Item 143]
127. The non-transitory computer-readable medium of item 127, wherein a plurality of users are authorized to operate the unmanned aerial vehicle.
[Item 144]
127. The non-transitory computer-readable medium of item 127, wherein the user is pre-registered to authorize the user to operate the unmanned aerial vehicle.
[Item 145]
127. The non-transitory computer-readable medium of item 127, wherein the user identifier indicates that the user has met a minimum skill threshold to authorize the user to operate the unmanned aerial vehicle.
[Item 146]
If another user is authorized to operate the unmanned aerial vehicle and has a higher operation level than the user, to allow the other user to take over the control of the unmanned aerial vehicle and operate the unmanned aerial vehicle; 127. The non-transitory computer-readable medium of item 127, further comprising:
[Item 147]
150. The non-transitory computer-readable medium of item 146, wherein the operation of the unmanned aerial vehicle by the other user is permitted when the unmanned aerial vehicle authenticates the other user's privileges to operate the unmanned aerial vehicle. .
[Item 148]
150. The non-transitory computer-readable medium of item 147, wherein the authentication is performed with the aid of a digital signature and / or digital certificate that verifies the identity of the other user.
[Item 149]
150. The non-transitory computer-readable medium of item 146, wherein the other user is an electronic police or airline control system operator.
[Item 150]
150. The non-transitory computer-readable medium of item 146, wherein the other user is a member of a defense or para-defense force.
[Item 151]
150. The non-transitory computer readable medium of item 150, wherein the other user is a member of the Air Force, Coast Guard, National Guard, Chinese People's Armed Police Unit (CAPF).
[Item 152]
150. The non-transitory computer-readable medium of item 146, further comprising program instructions for notifying the user that the other user has taken over control.
[Item 153]
147. The non-transitory computer-readable medium of item 146, wherein the other user takes over control when the unmanned aerial vehicle enters a restricted area.
[Item 154]
153. The non-transitory computer-readable medium of item 153, wherein control returns to the user after the unmanned aerial vehicle exits the restricted area.
[Item 155]
147. The non-transitory computer-readable medium of item 146, further comprising program instructions for providing less restrictions to the other user at a higher level of operation than the user.
[Item 156]
128. The non-transitory computer-readable medium of item 127, further comprising program instructions for reducing restrictions on the flight of the unmanned aerial vehicle when the unmanned aerial vehicle operates in a less complex environment.
[Item 157]
127. The non-transitory computer-readable medium of item 127, further comprising program instructions for adjusting or maintaining restrictions on flight of the unmanned aerial vehicle based on the user identifier.
[Item 158]
127. The non-transitory computer-readable medium of item 127, further comprising program instructions for adjusting or maintaining restrictions on flight of the unmanned aerial vehicle based on the unmanned aerial vehicle identifier.
[Item 159]
An unmanned aerial vehicle (UAV) licensing system,
One or more processors, individually or collectively,
Receiving an unmanned aerial vehicle identifier that uniquely identifies the unmanned aerial vehicle from other unmanned aerial vehicles;
Receiving a user identifier that uniquely identifies the user from other users;
Assessing whether the user identified by the user identifier is authorized to operate the unmanned aerial vehicle identified by the unmanned aerial vehicle identifier;
A processor configured to send a signal that authorizes the user to operate the unmanned aerial vehicle if the user is authorized to operate the unmanned aerial vehicle.
[Item 160]
160. The system according to item 159, wherein the unmanned aerial vehicle broadcasts the unmanned aerial vehicle identifier during operation.
[Item 161]
170. The system according to item 160, wherein the unmanned aerial vehicle identifier is continuously broadcast.
[Item 162]
160. The system according to item 160, wherein the unmanned aerial vehicle identifier is broadcast on demand.
[Item 163]
163. The system according to item 162, wherein the unmanned aerial vehicle identifier is broadcast on demand from an aviation control system that is not on board the unmanned aerial vehicle.
[Item 164]
163. The system according to item 163, wherein the unmanned aerial vehicle identifier is broadcast if communication between the unmanned aerial vehicle and the aviation control system is encrypted or authenticated.
[Item 165]
170. The system according to item 160, wherein the unmanned aerial vehicle identifier is broadcast via a wireless signal, an optical signal, or an acoustic signal.
[Item 166]
160. The system according to item 159, wherein the unmanned aerial vehicle identifier and the user identifier are received by an aviation control system that is not on board the unmanned aerial vehicle.
[Item 167]
166. The system according to item 166, wherein the one or more processors are in the flight control system.
[Item 168]
166. The system according to item 166, wherein the aeronautical control system generates a set of one or more flight restrictions with which the unmanned aerial vehicle will operate.
[Item 169]
168. The system of item 168, wherein the one or more sets of flight restrictions are generated based on a location of the unmanned aerial vehicle.
[Item 170]
168. The system of clause 168, wherein the one or more sets of flight restrictions are generated based on the unmanned aerial vehicle identifier or the user identifier.
[Item 171]
160. The system according to item 159, wherein the one or more processors, individually or collectively, do not allow the user to operate the unmanned aerial vehicle if the user is not authorized to operate the unmanned aerial vehicle.
[Item 172]
160. The item of item 159, wherein the one or more processors, individually or collectively, permit operation of the unmanned aerial vehicle only in a limited manner if the user is not authorized to operate the unmanned aerial vehicle. system.
[Item 173]
160. The item of item 159, wherein the one or more processors, individually or collectively, permit operation of the unmanned aerial vehicle only at selected locations if the use is not authorized to operate the unmanned aerial vehicle. system.
[Item 174]
160. The system according to item 159, wherein only the user is authorized to operate the unmanned aerial vehicle.
[Item 175]
160. The system according to item 159, wherein a plurality of users are authorized to operate the unmanned aerial vehicle.
[Item 176]
160. The system according to item 159, wherein the user is pre-registered to authorize the user to operate the unmanned aerial vehicle.
[Item 177]
160. The system according to item 159, wherein the user identifier indicates that the user has met a minimum skill threshold to authorize the user to operate the unmanned aerial vehicle.
[Item 178]
If another user is authorized to operate the unmanned aerial vehicle and has a higher level of operation than the user, the one or more processors individually or collectively take over control from the user. 160. The system according to item 159, wherein the other user is permitted to operate the unmanned aerial vehicle.
[Item 179]
178. The system according to item 178, wherein when the unmanned aerial vehicle authenticates the other user's privileges to operate the unmanned aerial vehicle, the operation of the unmanned aerial vehicle by the other user is permitted.
[Item 180]
179. The system according to item 179, wherein authentication is performed with the aid of a digital signature and / or digital certificate that verifies the identity of the other user.
[Item 181]
178. The system according to item 178, wherein the other user is an electronic police or an aircraft control system operator.
[Item 182]
178. The system according to item 178, wherein the other user is a member of a defense or para-defense force.
[Item 183]
188. The system according to item 182, wherein the other user is a member of the Air Force, Coast Guard, National Guard, Chinese People's Armed Police Unit (CAPF).
[Item 184]
178. The system according to item 178, wherein the user is notified that the other user has taken over control.
[Item 185]
178. The system according to item 178, wherein the other user takes over control when the unmanned aerial vehicle enters a restricted area.
[Item 186]
185. The system according to item 185, wherein control returns to the user after the unmanned aerial vehicle exits the restricted area.
[Item 187]
178. The system of item 178, further comprising providing less restrictions to the other users who are at a higher level of operation than the user.
[Item 188]
160. The system of item 159, wherein reducing the restrictions on the flight of the unmanned aerial vehicle when the unmanned aerial vehicle operates in a less complex environment.
[Item 189]
160. The system of item 159, wherein restrictions on flight of the unmanned aerial vehicle are adjusted or maintained based on the user identifier.
[Item 190]
160. The system according to item 159, wherein restrictions on the flight of the unmanned aerial vehicle are adjusted or maintained based on the unmanned aerial vehicle identifier.
[Item 191]
A method of operating an unmanned aerial vehicle (UAV),
Authenticating the identification information of the unmanned aerial vehicle, wherein the identification information of the unmanned aerial vehicle is uniquely distinguishable from other unmanned aerial vehicles, authenticating;
Authenticating the identity of the user, wherein the identity of the user is uniquely distinguishable from other users, authenticating,
Assessing, with the assistance of one or more processors, whether the user is authorized to operate the unmanned aerial vehicle;
Allowing the user to operate the unmanned aerial vehicle if the user is authorized to operate the unmanned aerial vehicle and both the unmanned aerial vehicle and the user are authenticated.
[Item 192]
192. The method according to item 191, wherein the user is authenticated by providing an accurate username and password.
[Item 193]
192. The method according to item 191, wherein the user is authenticated with the assistance of a key mounted on a remote controller used by the user to communicate with the unmanned aerial vehicle.
[Item 194]
194. The method according to item 193, wherein the key is part of an identification module of the remote controller and is incorporated in the remote controller.
[Item 195]
192. The method according to item 191, wherein the user is authenticated with the assistance of a U disk issued by an authentication center, and the U disk is connected to the user's remote controller.
[Item 196]
195. The method according to item 195, wherein the U disk is inserted into the remote controller.
[Item 197]
192. The method according to item 191, wherein the user is authenticated by submitting biometric information.
[Item 198]
198. The method according to item 197, wherein the biometric information includes a fingerprint scan.
[Item 199]
197. The method according to item 197, wherein the biological information includes a retinal scan.
[Item 200]
192. The method according to item 191, wherein the user is authenticated by undergoing face recognition.
[Item 201]
192. The method according to item 191, wherein the user is authenticated by submitting a voiceprint.
[Item 202]
192. The method according to item 191, wherein the user is authenticated by going through a mutual authentication process.
[Item 203]
191. The method of item 191, further comprising collecting information about the user after the user has been authenticated.
[Item 204]
203. The method according to item 203, wherein the information about the user includes a skill level of the user.
[Item 205]
203. The method according to item 203, wherein the information about the user includes past flight data of the user.
[Item 206]
192. The method according to item 191, wherein the unmanned aerial vehicle is authenticated with the assistance of a key mounted on the unmanned aerial vehicle.
[Item 207]
210. The method according to item 206, wherein the key is part of an identification module that is part of a flight control unit.
[Item 208]
210. The method according to item 207, wherein the identification module is not detachable from the flight control unit.
[Item 209]
210. The method according to item 206, wherein the unmanned aerial vehicle is further authenticated with the assistance of a unique unmanned aerial vehicle identifier mounted on the unmanned aerial vehicle.
[Item 210]
192. The method according to item 191, wherein the identification information of the unmanned aerial vehicle and the identification information of the user are received at an authentication center not mounted on the unmanned aerial vehicle.
[Item 211]
210. The method according to item 210, wherein after authentication at the authentication center, a communication connection between the unmanned aerial vehicle and an aircraft control system is established.
[Item 212]
221. The method according to item 211, wherein the unmanned aerial vehicle communicates with the aviation control system via a direct communication channel.
[Item 213]
221. The method according to item 211, wherein the unmanned aerial vehicle communicates with the aviation control system via an indirect communication channel.
[Item 214]
221. The method according to item 211, wherein the unmanned aerial vehicle communicates with the aviation control system by being relayed through a user or a remote controller operated by the user.
[Item 215]
221. The method according to item 211, wherein the unmanned aerial vehicle communicates with the aviation control system by being relayed through one or more other unmanned aerial vehicles.
[Item 216]
221. The method according to item 211, wherein the unmanned aerial vehicle authorizes the application of resources by the air traffic control system traffic management module.
[Item 217]
221. The method according to item 211, wherein the resources include air routes and time periods.
[Item 218]
The resources may include: detection and avoidance assistance, access to one or more geofencing devices, access to a battery station, access to a refueling station, or access to a base station and / or dock. 210, wherein the method comprises one or more of:
[Item 219]
221. The method of item 211, wherein the traffic management module records one or more flight plans for the unmanned aerial vehicle.
[Item 220]
221. The method according to item 211, wherein the unmanned aerial vehicle is authorized to apply for a change in a scheduled flight of the unmanned aerial vehicle.
[Item 221]
210. The method of item 210, wherein after authentication at the authentication center, a communication connection between the unmanned aerial vehicle and one or more geo-fencing devices is established.
[Item 222]
210. The method of item 210, wherein after authentication at said authentication center, a communication connection between said unmanned aerial vehicle and one or more authenticated intermediate objects is established.
[Item 223]
222. The method according to item 222, wherein the authenticated intermediate object is another authentic unmanned aerial vehicle or an authenticated geo-fencing device.
[Item 224]
191. The method of item 191, further comprising disabling operation of the unmanned aerial vehicle by the user if the user is not authorized to operate the unmanned aerial vehicle.
[Item 225]
191. The method of item 191, further comprising permitting operation of the unmanned aerial vehicle only in a limited manner if the user is not authorized to operate the unmanned aerial vehicle.
[Item 226]
191. The method of item 191, further comprising permitting operation of the unmanned aerial vehicle only at selected locations if the user is not authorized to operate the unmanned aerial vehicle.
[Item 227]
192. The method according to item 191, wherein only the user is authorized to operate the unmanned aerial vehicle.
[Item 228]
192. The method according to item 191, wherein a plurality of users are authorized to operate the unmanned aerial vehicle.
[Item 229]
192. The method according to item 191, wherein the unmanned aerial vehicle is authenticated before the unmanned aerial vehicle is allowed to take off.
[Item 230]
192. The method according to item 191, wherein the user is authenticated before the unmanned aerial vehicle is allowed to take off.
[Item 231]
191. The method of item 191, further comprising reducing restrictions on flight of the unmanned aerial vehicle when the unmanned aerial vehicle operates in a less complex environment.
[Item 232]
191. The method of item 191, further comprising adjusting or maintaining restrictions on flight of the unmanned aerial vehicle based on the identification information of the unmanned aerial vehicle.
[Item 233]
191. The method of item 191, further comprising adjusting or maintaining restrictions on flight of the unmanned aerial vehicle based on the identity of the user.
[Item 234]
A non-transitory computer readable medium containing program instructions for operating an unmanned aerial vehicle (UAV),
Program instructions for authenticating the identification information of the unmanned aerial vehicle, wherein the identification information of the unmanned aerial vehicle is uniquely distinguishable from other unmanned aerial vehicles; and
Program instructions for authenticating user identification information, wherein the identification information of the user is uniquely distinguishable from other users,
Program instructions for assessing, with the assistance of one or more processors, whether the user is authorized to operate the unmanned aerial vehicle;
Program instructions for permitting the user to operate the unmanned aerial vehicle when the user is authorized to operate the unmanned aerial vehicle and both the unmanned aerial vehicle and the user are authorized. Transient computer readable medium.
[Item 235]
235. The non-transitory computer-readable medium of item 234, wherein the user is authenticated by providing an accurate username and password.
[Item 236]
230. The non-transitory computer-readable medium of item 234, wherein the user is authenticated with the assistance of a key mounted on a remote controller used by the user to communicate with the unmanned aerial vehicle.
[Item 237]
235. The non-transitory computer-readable medium of item 236, wherein the key is part of an identification module of the remote controller and is embedded in the remote controller.
[Item 238]
230. The non-transitory computer-readable medium of item 234, wherein the user is authenticated with the assistance of a U-disk issued by an authentication center, and the U-disk is connected to the user's remote controller.
[Item 239]
258. The non-transitory computer-readable medium of item 238, wherein the U disk is inserted into the remote control.
[Item 240]
230. The non-transitory computer-readable medium of item 234, wherein the user is authenticated by submitting biometric information.
[Item 241]
255. The non-transitory computer-readable medium of item 240, wherein the biometric information comprises a fingerprint scan.
[Item 242]
255. The non-transitory computer-readable medium of item 240, wherein the biometric information comprises a retinal scan.
[Item 243]
230. The non-transitory computer-readable medium of item 234, wherein the user is authenticated by undergoing face recognition.
[Item 244]
230. The non-transitory computer-readable medium of item 234, wherein the user is authenticated by submitting a voiceprint.
[Item 245]
235. The non-transitory computer-readable medium of item 234, wherein the user is authenticated by going through a mutual authentication process.
[Item 246]
230. The non-transitory computer-readable medium of item 234, further comprising: after the user has been authenticated, program instructions for collecting information about the user.
[Item 247]
246. The non-transitory computer-readable medium of item 246, wherein the information about the user includes a skill level of the user.
[Item 248]
246. The non-transitory computer-readable medium of item 246, wherein the information about the user includes historical flight data of the user.
[Item 249]
230. The non-transitory computer-readable medium of item 234, wherein the unmanned aerial vehicle is authenticated with the assistance of a key mounted on the unmanned aerial vehicle.
[Item 250]
249. The non-transitory computer-readable medium of item 249, wherein the key is part of an identification module that is part of a flight control unit.
[Item 251]
250. The non-transitory computer-readable medium of item 250, wherein the identification module is not detachable from the flight control unit.
[Item 252]
294. The non-transitory computer-readable medium of item 249, wherein the unmanned aerial vehicle is further authenticated with the aid of a unique unmanned aerial vehicle identifier mounted on the unmanned aerial vehicle.
[Item 253]
234. The non-transitory computer-readable medium of item 234, wherein the identification information of the unmanned aerial vehicle and the identification information of the user are received at an authentication center that is not onboard the unmanned aerial vehicle.
[Item 254]
255. The non-transitory computer-readable medium of item 253, wherein after authentication at the authentication center, a communication connection between the unmanned aerial vehicle and an aircraft control system is established.
[Item 255]
294. The non-transitory computer-readable medium of item 254, wherein the unmanned aerial vehicle communicates with the aviation control system via a direct communication channel.
[Item 256]
294. The non-transitory computer-readable medium of item 254, wherein the unmanned aerial vehicle communicates with the aviation control system via an indirect communication channel.
[Item 257]
295. The non-transitory computer-readable medium of item 254, wherein the unmanned aerial vehicle is in communication with the aviation control system by being relayed through a user or a remote controller operated by the user.
[Item 258]
294. The non-transitory computer-readable medium of item 254, wherein the unmanned aerial vehicle communicates with the aviation control system by being relayed through one or more other unmanned aerial vehicles.
[Item 259]
255. The non-transitory computer-readable medium of item 254, wherein the unmanned aerial vehicle authorizes a request for resources by the air traffic control system traffic management module.
[Item 260]
255. The non-transitory computer readable medium of item 259, wherein the resources include air routes and time periods.
[Item 261]
The resources may include: detection and avoidance assistance, access to one or more geofencing devices, access to a battery station, access to a refueling station, or access to a base station and / or dock. 259. The non-transitory computer-readable medium of item 259, comprising one or more of the following:
[Item 262]
260. The non-transitory computer-readable medium of item 259, wherein the traffic management module records one or more flight plans for the unmanned aerial vehicle.
[Item 263]
259. The non-transitory computer-readable medium of item 259, wherein the unmanned aerial vehicle is authorized to apply for a change in a scheduled flight of the unmanned aerial vehicle.
[Item 264]
255. The non-transitory computer-readable medium of item 254, wherein after authentication at the authentication center, a communication connection between the unmanned aerial vehicle and one or more geo-fencing devices is established.
[Item 265]
255. The non-transitory computer-readable medium of item 254, wherein after authentication at the authentication center, a communication connection between the unmanned aerial vehicle and one or more authenticated intermediate objects is established.
[Item 266]
265. The non-transitory computer-readable medium of item 265, wherein the authenticated intermediate object is another authentic unmanned aerial vehicle or an authenticated geo-fencing device.
[Item 267]
234. The non-transitory computer-readable medium of item 234, further comprising program instructions for disallowing the user from operating the unmanned aerial vehicle if the user is not authorized to operate the unmanned aerial vehicle.
[Item 268]
230. The non-transitory computer-readable medium of item 234, further comprising program instructions for permitting operation of the unmanned aerial vehicle only in a limited manner if the user is not authorized to operate the unmanned aerial vehicle.
[Item 269]
234. The non-transitory computer-readable medium of item 234, further comprising program instructions for permitting operation of the unmanned aerial vehicle only at selected locations if the user is not authorized to operate the unmanned aerial vehicle.
[Item 270]
230. The non-transitory computer-readable medium of item 234, wherein only the user is authorized to operate the unmanned aerial vehicle.
[Item 271]
234. The non-transitory computer-readable medium of item 234, wherein a plurality of users are authorized to operate the unmanned aerial vehicle.
[Item 272]
235. The non-transitory computer-readable medium of item 234, wherein the unmanned aerial vehicle is authenticated before the unmanned aerial vehicle is allowed to take off.
[Item 273]
234. The non-transitory computer-readable medium of item 234, wherein the user is authenticated before the unmanned aerial vehicle is allowed to take off.
[Item 274]
234. The non-transitory computer-readable medium of item 234, further comprising program instructions for reducing restrictions on the flight of the unmanned aerial vehicle when the unmanned aerial vehicle operates in a less complex environment.
[Item 275]
234. The non-transitory computer-readable medium of item 234, further comprising program instructions for adjusting or maintaining restrictions on the flight of the unmanned aerial vehicle based on the identification information of the unmanned aerial vehicle.
[Item 276]
234. The non-transitory computer-readable medium of item 234, further comprising program instructions for adjusting or maintaining restrictions on the flight of the unmanned aerial vehicle based on the identity of the user.
[Item 277]
An unmanned aerial vehicle (UAV) authentication system,
One or more processors, individually or collectively,
Authenticate the identity of the unmanned aerial vehicle, wherein the identification information of the unmanned aerial vehicle is uniquely distinguishable from other unmanned aerial vehicles;
Authenticate the identity of the user, wherein the identity of the user is uniquely distinguishable from other users;
Assessing whether the user is authorized to operate the unmanned aerial vehicle;
A processor configured to send a signal authorizing operation of the unmanned aerial vehicle by the user if the user is authorized to operate the unmanned aerial vehicle and both the unmanned aerial vehicle and the user are authenticated. A system comprising:
[Item 278]
277. The system according to item 277, wherein the user is authenticated by providing an accurate username and password.
[Item 279]
277. The system according to item 277, wherein the user is authenticated with the assistance of a key mounted on a remote controller used by the user to communicate with the unmanned aerial vehicle.
[Item 280]
279. The system according to item 279, wherein the key is part of an identification module of the remote controller and is incorporated in the remote controller.
[Item 281]
277. The system according to item 277, wherein the user is authenticated with the assistance of a U disk issued by an authentication center, and the U disk is connected to the user's remote controller.
[Item 282]
285. The system according to item 281, wherein the U disk is inserted into the remote controller.
[Item 283]
277. The system according to item 277, wherein the user is authenticated by submitting biometric information.
[Item 284]
289. The system according to item 284, wherein the biometric information includes a fingerprint scan.
[Item 285]
289. The system according to item 284, wherein the biological information includes a retinal scan.
[Item 286]
277. The system according to item 277, wherein the user is authenticated by undergoing face recognition.
[Item 287]
287. The system according to item 277, wherein the user is authenticated by submitting a voiceprint.
[Item 288]
277. The system according to item 277, wherein the user is authenticated by going through a mutual authentication process.
[Item 289]
287. The system of item 277, wherein after the user is authenticated, information about the user is collected.
[Item 290]
289. The system according to item 289, wherein the information about the user includes a skill level of the user.
[Item 291]
289. The system according to item 289, wherein the information about the user includes past flight data of the user.
[Item 292]
277. The system according to item 277, wherein the unmanned aerial vehicle is authenticated with the assistance of a key mounted on the unmanned aerial vehicle.
[Item 293]
292. The system according to item 292, wherein: the key is part of an identification module that is part of a flight control unit.
[Item 294]
294. The system according to item 293, wherein said identification module cannot be disconnected from said flight control unit.
[Item 295]
292. The system according to item 292, wherein said unmanned aerial vehicle is further authenticated with the aid of a unique unmanned aerial vehicle identifier mounted on said unmanned aerial vehicle.
[Item 296]
277. The system according to item 277, wherein the identification information of the unmanned aerial vehicle and the identification information of the user are received at an authentication center not mounted on the unmanned aerial vehicle.
[Item 297]
296. The system according to item 296, wherein after authentication at said authentication center, a communication connection between said unmanned aerial vehicle and an air control system is established.
[Item 298]
297. The system according to item 297, wherein said unmanned aerial vehicle communicates with said airline control system via a direct communication channel.
[Item 299]
297. The system according to item 297, wherein said unmanned aerial vehicle communicates with said aviation control system via an indirect communication channel.
[Item 300]
297. The system according to item 297, wherein said unmanned aerial vehicle communicates with said air control system by being relayed through a user or a remote controller operated by said user.
[Item 301]
297. The system according to item 297, wherein said unmanned aerial vehicle communicates with said aviation control system by being relayed through one or more other unmanned aerial vehicles.
[Item 302]
297. The system according to item 297, wherein said unmanned aerial vehicle authorizes application for resources by said air traffic control system traffic management module.
[Item 303]
302. The system according to item 302, wherein the resources include air routes and time periods.
[Item 304]
The resources may include: detection and avoidance assistance, access to one or more geofencing devices, access to a battery station, access to a refueling station, or access to a base station and / or dock. 305. The system of clause 302, comprising one or more of:
[Item 305]
305. The system according to item 302, wherein the traffic management module records one or more flight plans for the unmanned aerial vehicle.
[Item 306]
305. The system according to item 302, wherein the unmanned aerial vehicle is authorized to apply for a change in a scheduled flight of the unmanned aerial vehicle.
[Item 307]
298. The system according to item 296, wherein after authentication at said authentication center, a communication connection between said unmanned aerial vehicle and one or more geo-fencing devices is established.
[Item 308]
295. The system according to item 296, wherein after authentication at said authentication center, a communication connection between said unmanned aerial vehicle and one or more authenticated intermediate objects is established.
[Item 309]
308. The system according to item 308, wherein said certified intermediate object is another certified unmanned aerial vehicle or a certified geofencing device.
[Item 310]
277. The system according to item 277, wherein if the user is not permitted to operate the unmanned aerial vehicle, the user is not permitted to operate the unmanned aerial vehicle.
[Item 311]
277. The system according to item 277, wherein if the user is not authorized to operate the unmanned aerial vehicle, operation of the unmanned aerial vehicle is permitted only in a limited manner.
[Item 312]
277. The system according to item 277, wherein operation of the unmanned aerial vehicle is permitted only at a selected location if the use to operate the unmanned aerial vehicle is not authorized.
[Item 313]
277. The system according to item 277, wherein only the user is authorized to operate the unmanned aerial vehicle.
[Item 314]
277. The system according to item 277, wherein a plurality of users are authorized to operate the unmanned aerial vehicle.
[Item 315]
277. The system according to item 277, wherein the unmanned aerial vehicle is authenticated before the unmanned aerial vehicle is allowed to take off.
[Item 316]
277. The system of item 277, wherein the user is authenticated before the unmanned aerial vehicle is allowed to take off.
[Item 317]
287. The system of item 277, wherein the unmanned aerial vehicle operates in a lower complexity environment to reduce restrictions on the flight of the unmanned aerial vehicle.
[Item 318]
277. The system of item 277, wherein restrictions on flight of the unmanned aerial vehicle are adjusted or maintained based on the identification information of the unmanned aerial vehicle.
[Item 319]
277. The system of item 277, wherein restrictions on flight of the unmanned aerial vehicle are adjusted or maintained based on the identity of the user.
[Item 320]
A method for determining a level of authentication for unmanned aerial vehicle (UAV) operation, comprising:
Receiving status information about the unmanned aerial vehicle;
Assessing the degree of authentication of the unmanned aerial vehicle or a user of the unmanned aerial vehicle using one or more processors based on the status information;
Activating authentication of the unmanned aerial vehicle or the user according to the degree of authentication;
Allowing the user to operate the unmanned aerial vehicle when the degree of authentication is completed.
[Item 321]
320. The method of item 320, wherein the degree of authentication includes not authenticating the unmanned aerial vehicle or the user.
[Item 322]
320. The method according to item 320, wherein the authentication includes authentication of the unmanned aerial vehicle and the user.
[Item 323]
320. The method of item 320, wherein the degree of authentication is selected from a plurality of options for the degree of authentication of the unmanned aerial vehicle or the user.
[Item 324]
320. The method according to item 320, wherein the status information includes an environment in which the unmanned aerial vehicle is operated.
[Item 325]
324. The method according to item 324, wherein said environment is a rural area.
[Item 326]
324. The method of item 324, wherein said environment is an urban area.
[Item 327]
324. The method of item 324, wherein a higher degree of authentication is required when the unmanned aerial vehicle is in an urban area than when the unmanned aerial vehicle is in a rural area.
[Item 328]
324. The method of item 324, wherein a higher degree of authentication is required when the unmanned aerial vehicle is in an environment with a higher population density.
[Item 329]
324. The method of item 324, wherein a higher degree of authentication is required when the unmanned aerial vehicle is in an environment having additional environmental complexity.
[Item 330]
320. The method of item 320, wherein the status information includes a location of the unmanned aerial vehicle.
[Item 331]
330. The method of item 330, wherein the status information includes a geographic flight restriction for the location of the unmanned aerial vehicle.
[Item 332]
320. The method according to item 320, wherein the status information includes a time at which the unmanned aerial vehicle is operated.
[Item 333]
320. The method according to item 320, wherein the status information includes user identification information.
[Item 334]
333. The method according to item 333, wherein the identification information of the user indicates a user type.
[Item 335]
333. The method according to item 333, wherein the identification information of the user indicates a skill level of the user.
[Item 336]
320. The method according to item 320, wherein the status information includes the type of the unmanned aerial vehicle.
[Item 337]
320. The method of item 320, wherein the status information includes a complexity of a task performed by the unmanned aerial vehicle.
[Item 338]
320. The method of item 320, wherein the status information includes the presence or absence of the wireless signal in the area.
[Item 339]
320. The method of item 320, wherein a higher degree of authentication is required when the status information indicates a greater risk of hacking.
[Item 340]
320. The method of item 320, wherein a higher degree of authentication is required when the status information indicates a higher probability of wireless signal interference within the area.
[Item 341]
320. The method of item 320, wherein a higher degree of authentication is required when the status information indicates a higher degree of flight restriction within the area.
[Item 342]
320. The method according to item 320, wherein the one or more processors are mounted on the unmanned aerial vehicle.
[Item 343]
347. The one or more processors according to item 342, wherein the one or more processors receive information from an aviation control system that is not on board the unmanned aerial vehicle, and the information from the aviation control system is assessed to determine the degree of authentication. Method.
[Item 344]
320. The method according to item 320, wherein the one or more processors are outside the unmanned aerial vehicle.
[Item 345]
A non-transitory computer-readable medium including program instructions for determining a level of authentication for operating an unmanned aerial vehicle (UAV),
Program instructions for receiving status information about the unmanned aerial vehicle;
Program instructions for assessing the degree of authentication of the unmanned aerial vehicle or the user of the unmanned aerial vehicle based on the status information;
Program instructions for effectuating authentication of the unmanned aerial vehicle or the user according to the degree of authentication;
Non-transitory computer readable media comprising: program instructions for providing a signal that permits operation of the unmanned aerial vehicle by the user when the degree of authentication is completed.
[Item 346]
345. The non-transitory computer-readable medium of item 345, wherein the degree of authentication includes not authenticating the unmanned aerial vehicle or the user.
[Item 347]
347. The non-transitory computer-readable medium of item 345, wherein the authentication includes authentication of the unmanned aerial vehicle and the user.
[Item 348]
345. The non-transitory computer-readable medium of item 345, wherein the degree of authentication is selected from a plurality of options for the degree of authentication of the unmanned aerial vehicle or the user.
[Item 349]
345. The non-transitory computer-readable medium of item 345, wherein the status information includes an environment in which the unmanned aerial vehicle is operated.
[Item 350]
347. The non-transitory computer-readable medium of item 349, wherein the environment is a rural area.
[Item 351]
347. The non-transitory computer-readable medium of item 349, wherein the environment is an urban area.
[Item 352]
347. The non-transitory computer-readable medium of item 349, wherein a higher degree of authentication is required when the unmanned aerial vehicle is in an urban area than when the unmanned aerial vehicle is in a rural area.
[Item 353]
347. The non-transitory computer-readable medium of item 349, wherein a higher degree of authentication is required when the unmanned aerial vehicle is in an environment with a higher population density.
[Item 354]
347. The non-transitory computer-readable medium of item 349, wherein a higher degree of authentication is required when the unmanned aerial vehicle is in an environment having additional environmental complexity.
[Item 355]
347. The non-transitory computer-readable medium of item 345, wherein the status information includes a location of the unmanned aerial vehicle.
[Item 356]
355. The non-transitory computer-readable medium of item 355, wherein the status information includes a geographic flight restriction for the location of the unmanned aerial vehicle.
[Item 357]
347. The non-transitory computer-readable medium of item 345, wherein the status information includes a time at which the unmanned aerial vehicle is operated.
[Item 358]
347. The non-transitory computer-readable medium of item 345, wherein the status information includes user identification information.
[Item 359]
359. The non-transitory computer-readable medium of item 358, wherein the user identification information indicates a user type.
[Item 360]
358. The non-transitory computer-readable medium of item 358, wherein the identification information of the user indicates a skill level of the user.
[Item 361]
347. The non-transitory computer-readable medium of item 345, wherein the status information includes a type of the unmanned aerial vehicle.
[Item 362]
345. The non-transitory computer-readable medium of item 345, wherein the status information includes a complexity of a task performed by the unmanned aerial vehicle.
[Item 363]
347. The non-transitory computer-readable medium of item 345, wherein the status information includes the presence or absence of the wireless signal in the area.
[Item 364]
345. The non-transitory computer-readable medium of item 345, wherein a higher degree of authentication is required when the status information indicates a greater risk of hacking.
[Item 365]
345. The non-transitory computer-readable medium of item 345, wherein a higher degree of authentication is required when the status information indicates a greater likelihood of wireless signal interference within the area.
[Item 366]
345. The non-transitory computer-readable medium of item 345, wherein a higher degree of authentication is required when the status information indicates a higher degree of flight restriction within the area.
[Item 367]
345. The non-transitory computer-readable medium of item 345, wherein the assessment is performed on the unmanned aerial vehicle.
[Item 368]
367. The one or more processors according to item 367, wherein the one or more processors receive information from an aircraft control system that is not on board the unmanned aerial vehicle and the information from the aircraft control system is assessed to determine the degree of authentication. Non-transitory computer readable media.
[Item 369]
347. The non-transitory computer-readable medium of item 345, wherein the assessment is performed outside the unmanned aerial vehicle.
[Item 370]
An unmanned aerial vehicle (UAV) authentication system,
One or more processors, individually or collectively,
Receiving status information about the unmanned aerial vehicle,
Based on the status information, assess the degree of authentication of the user of the unmanned aerial vehicle or the unmanned aerial vehicle,
One or more processors configured to effectuate authentication of the unmanned aerial vehicle or the user according to the degree of authentication.
[Item 371]
370. The system of item 370, wherein the degree of authentication includes not authenticating the unmanned aerial vehicle or the user.
[Item 372]
370. The system of item 370, wherein the authentication comprises authentication of the unmanned aerial vehicle and the user.
[Item 373]
370. The system of item 370, wherein the degree of authentication is selected from a plurality of options for the degree of authentication of the unmanned aerial vehicle or the user.
[Item 374]
370. The system according to item 370, wherein the status information includes an environment in which the unmanned aerial vehicle is operated.
[Item 375]
374. The system according to item 374, wherein said environment is a rural area.
[Item 376]
374. The system according to item 374, wherein said environment is an urban area.
[Item 377]
374. The system of clause 374, wherein a higher degree of authentication is required when the unmanned aerial vehicle is in an urban area than when the unmanned aerial vehicle is in a rural area.
[Item 378]
374. The system of clause 374, wherein a higher degree of authentication is required when the unmanned aerial vehicle is in an environment having a higher population density.
[Item 379]
374. The system of clause 374, wherein a higher degree of authentication is required when the unmanned aerial vehicle is in an environment having additional environmental complexity.
[Item 380]
370. The system according to item 370, wherein the status information includes a location of the unmanned aerial vehicle.
[Item 381]
390. The system according to item 380, wherein the status information includes a geographic flight restriction for the location of the unmanned aerial vehicle.
[Item 382]
370. The system according to item 370, wherein the status information includes a time at which the unmanned aerial vehicle is operated.
[Item 383]
370. The system according to item 370, wherein the status information includes user identification information.
[Item 384]
383. The system of item 383, wherein the user identification information indicates a user type.
[Item 385]
383. The system of item 383, wherein the identification information of the user indicates a skill level of the user.
[Item 386]
370. The system according to item 370, wherein the status information includes a type of the unmanned aerial vehicle.
[Item 387]
370. The system of item 370, wherein the status information includes a complexity of a task performed by the unmanned aerial vehicle.
[Item 388]
370. The system according to item 370, wherein said status information includes the presence or absence of said wireless signal in said area.
[Item 389]
370. The system of item 370, wherein a higher degree of authentication is required when the status information indicates a greater risk of hacking.
[Item 390]
370. The system of item 370, wherein a higher degree of authentication is required when the status information indicates a higher likelihood of wireless signal interference within the area.
[Item 391]
370. The system of item 370, wherein a higher degree of authentication is required when the status information indicates a higher degree of flight restriction within the area.
[Item 392]
370. The system according to item 370, wherein said one or more processors are onboard the unmanned aerial vehicle.
[Item 393]
394. The one or more processors according to item 392, wherein the one or more processors receive information from an aircraft control system that is not on board the unmanned aerial vehicle, and the information from the aircraft control system is assessed to determine the degree of authentication. system.
[Item 394]
370. The system according to item 370, wherein said one or more processors are outside said unmanned aerial vehicle.
[Item 395]
A method of determining a level of flight control for the operation of an unmanned aerial vehicle (UAV),
Assessing the degree of authentication of the unmanned aerial vehicle or a user of the unmanned aerial vehicle using one or more processors;
Activating authentication of the unmanned aerial vehicle or the user according to the degree of authentication;
Generating a set of flight restrictions based on the certification degree;
Operating the unmanned aerial vehicle according to the set of flight restrictions.
[Item 396]
395. The method according to item 395, wherein: when the authentication degree is lower, a set of more restrictive flight restrictions is generated.
[Item 397]
398. The method of item 395, wherein a higher degree of authentication produces a less restrictive set of flight restrictions.
[Item 398]
398. The method according to item 395, wherein the authentication degree includes not authenticating the unmanned aerial vehicle or the user.
[Item 399]
398. The method according to item 395, wherein said authentication includes authentication of said unmanned aerial vehicle and said user.
[Item 400]
395. The method according to item 395, wherein the degree of authentication is selected from a plurality of options for the degree of authentication of the unmanned aerial vehicle or the user.
[Item 401]
398. The method according to item 395, wherein said set of flight restrictions is generated by selecting said set of flight restrictions from a plurality of sets of flight restrictions.
[Item 402]
398. The method according to item 395, wherein the unmanned aerial vehicle and the user are authenticated according to the authentication level.
[Item 403]
398. The method according to item 395, wherein said one or more processors are onboard the unmanned aerial vehicle.
[Item 404]
The item (s) 403, wherein the one or more processors receive information from an aviation control system that is not on board the unmanned aerial vehicle, and the information from the aviation control system is assessed to determine the set of flight restrictions. The described method.
[Item 405]
398. The method according to item 395, wherein said one or more processors are outside said unmanned aerial vehicle.
[Item 406]
398. The method according to item 395, wherein the user of the unmanned aerial vehicle issues one or more commands to operate the unmanned aerial vehicle.
[Item 407]
406. The method according to item 406, wherein the command is issued with the assistance of a remote controller.
[Item 408]
A non-transitory computer-readable medium containing program instructions for determining a level of flight control for an unmanned aerial vehicle (UAV),
Program instructions for assessing the degree of authentication of the unmanned aerial vehicle or the user of the unmanned aerial vehicle;
Program instructions for effectuating authentication of the unmanned aerial vehicle or the user according to the degree of authentication;
Program instructions for generating a set of flight restrictions based on the degree of certification;
Non-transitory computer readable media comprising: program instructions for providing a signal permitting operation of the unmanned aerial vehicle in accordance with the set of flight restrictions.
[Item 409]
404. The non-transitory computer-readable medium of item 408, wherein a lower restriction set generates a more restrictive set of flight restrictions.
[Item 410]
408. The non-transitory computer-readable medium of item 408, wherein a higher degree of authentication produces a less restrictive set of flight restrictions.
[Item 411]
408. The non-transitory computer-readable medium of item 408, wherein the degree of authentication includes that the unmanned aerial vehicle or the user is not authenticated.
[Item 412]
404. The non-transitory computer-readable medium of item 408, wherein the authentication includes authentication of the unmanned aerial vehicle and the user.
[Item 413]
404. The non-transitory computer-readable medium of item 408, wherein the degree of authentication is selected from a plurality of options for the degree of authentication of the unmanned aerial vehicle or the user.
[Item 414]
408. The non-transitory computer-readable medium of item 408, wherein the set of flight restrictions is generated by selecting the set of flight restrictions from a plurality of sets of flight restrictions.
[Item 415]
404. The non-transitory computer-readable medium of item 408, wherein the unmanned aerial vehicle and the user are authenticated according to the authentication level.
[Item 416]
405. The non-transitory computer-readable medium of item 408, wherein the assessment is performed on the unmanned aerial vehicle.
[Item 417]
A processor of the one or more unmanned aerial vehicles receives information from an aviation control system that is not on board the unmanned aerial vehicle and the information from the aviation control system is assessed to determine the set of flight restrictions. 414. The non-transitory computer-readable medium of item 416.
[Item 418]
405. The non-transitory computer-readable medium of item 408, wherein the assessment is performed outside the unmanned aerial vehicle.
[Item 419]
408. The non-transitory computer-readable medium of item 408, wherein the user of the UAV issues one or more commands to operate the UAV.
[Item 420]
419. The non-transitory computer-readable medium of item 419, wherein the command is issued with the assistance of a remote controller.
[Item 421]
An unmanned aerial vehicle (UAV) authentication system,
One or more processors, individually or collectively,
Assessing the degree of authentication of the user of the unmanned aerial vehicle or the unmanned aerial vehicle;
Activating authentication of the unmanned aerial vehicle or the user according to the authentication degree,
One or more processors configured to generate a set of flight restrictions based on the degree of authentication.
[Item 422]
421. The system according to item 421, wherein when the authentication degree is lower, a set of more restrictive flight restrictions is generated.
[Item 423]
421. The system of item 421, wherein a higher degree of authentication produces a less restrictive set of flight restrictions.
[Item 424]
421. The system according to item 421, wherein the authentication degree includes not authenticating the unmanned aerial vehicle or the user.
[Item 425]
421. The system according to item 421, wherein the authentication includes authentication of the unmanned aerial vehicle and the user.
[Item 426]
421. The system according to item 421, wherein the degree of authentication is selected from a plurality of options for the degree of authentication of the unmanned aerial vehicle or the user.
[Item 427]
421. The system according to item 421, wherein said set of flight restrictions is generated by selecting said set of flight restrictions from a plurality of sets of flight restrictions.
[Item 428]
421. The system according to item 421, wherein the unmanned aerial vehicle and the user are authenticated according to the authentication level.
[Item 429]
421. The system according to item 421, wherein the one or more processors are onboard the unmanned aerial vehicle.
[Item 430]
The item (s) 429, wherein the one or more processors receive information from an aviation control system that is not on board the unmanned aerial vehicle and the information from the aviation control system is assessed to determine the set of flight restrictions. The described system.
[Item 431]
421. The system according to item 421, wherein the one or more processors are outside the unmanned aerial vehicle.
[Item 432]
421. The system of item 421, wherein the user of the unmanned aerial vehicle issues one or more commands to operate the unmanned aerial vehicle.
[Item 433]
The system of item 432, wherein the command is issued with the assistance of a remote controller.

Claims (12)

A method for determining a level of authentication for an unmanned aerial vehicle (UAV) operation, comprising:
Receiving information about the unmanned aerial vehicle;
Determining a level of authentication of the unmanned aerial vehicle or a user identifier of the unmanned aerial vehicle based on the information;
Issuing authentication of the unmanned aerial vehicle or the user identifier based on the result of the determination,
Based on the entry into force, viewed including the step of permitting the operation of the unmanned aerial vehicle by a user identified by the user identifier,
The information includes an environment in which the unmanned aerial vehicle is operated,
The environment includes population density;
When the population density exceeds a threshold, determine the level of the authentication,
Method. The environment includes weather, terrain, at least one of 及 beauty air traffic,
The method of claim 1 . The information includes a location of the unmanned aerial vehicle,
The method according to claim 1 or 2. The information includes a geographic flight restriction for the location of the unmanned aerial vehicle;
The method of claim 3 . The information includes a time at which the unmanned aerial vehicle is operated,
A method according to any one of claims 1 to 4 . The information includes at least one of a user type and a skill level of the user,
The method according to any one of claims 1 to 5. The information includes a type of the unmanned aerial vehicle,
The method according to any one of claims 1 to 6 . The information includes a complexity of a task performed by the unmanned aerial vehicle;
The method according to any one of claims 1 to 7 . The information is obtained from an aircraft control system;
The method according to any one of claims 1 to 8. Generating a set of flight restrictions based on the determination result of the level,
The method according to any one of claims 1 to 9 . Further comprising operating the unmanned aerial vehicle according to the set of flight restrictions.
The method according to claim 10 . A system comprising one or more processors for performing the method of any one of claims 1 to 11 .

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