JP6997067B2 - How to display information and vehicles - Google Patents

Description

Air transport aircraft, such as unmanned aerial vehicles (UAVs), can be used to perform surveillance, reconnaissance, and exploration operations for military and civilian applications. Such an air transport aircraft can carry a payload configured to perform a particular function.

In some cases, a person rides on a vehicle and wants to collect information about the surroundings of the vehicle that cannot be easily identified from within the vehicle.

In some cases, it may be desirable for a vehicle to be able to communicate with an air transport aircraft, such as an unmanned aerial vehicle (UAV), to gather information about the vehicle's surroundings. Therefore, there is a need for an improved UAV docking system that can allow UAVs to dock with vehicles. The present invention provides systems, methods, and devices related to the use of UAVs associated with a vehicle to gather information about the surroundings of the vehicle and communicate with the vehicle. The UAV can take off and / or land from the vehicle. This may include recognition between the UAV and the vehicle and obstacle avoidance. Communication between the UAV and the vehicle can be achieved to ensure robust communication between the mobile vehicle and the flying UAV.

Aspects of the invention are directed to a method for coupling an unmanned aerial vehicle (UAV) to a vehicle, wherein the method is to (a) detect a marker on the vehicle that discriminates the vehicle from other vehicles. , (B) Based on the marker, a command signal that drives one or more propulsion units of the UAV, thereby controlling the lateral speed of the UAV to be within a predetermined range with respect to the lateral speed of the vehicle. Includes generating and (c) coupling the UAV onto the vehicle while the lateral velocity of the UAV is within a predetermined range.

In some embodiments, the method may further comprise reducing the altitude of the UAV before binding the UAV onto the vehicle. A predetermined range can allow the UAV to be coupled to the vehicle without damaging the UAV.

Markers on the vehicle can uniquely discriminate the vehicle from other vehicles within 5 kilometers of the vehicle. The marker can be a visual marker detectable by an optical sensor. The marker may be a QR code®. The marker may include alternating patterns of black and white. The marker may include a laser spot. The marker may be detectable by an infrared sensor. The marker can indicate the landing position of the UAV on the vehicle.

The lateral speed can be the forward speed of the vehicle. The forward speed can be greater than zero. The lateral speed of the UAV can be controlled by varying or maintaining the output of one or more propulsion units. The command signal can be generated using a processor. The signal can be generated in response to a command to the UAV to initiate the landing sequence. The processor may be on board the UAV. Alternatively, the processor may be on board the vehicle. The one or more propulsion units may be rotors and the lateral speed of the UAV can be controlled by varying or maintaining the rotational speed of the one or more rotors.

The predetermined range can be within 5 mph, which is greater than or less than the lateral speed of the vehicle. The method further comprises receiving the lateral speed of the vehicle on the UAV and calculating the lateral speed of the UAV's target within a predetermined range. This method can further include receiving the lateral speed of the UAV's target within a predetermined range in the UAV, the target speed being calculated on board the vehicle based on the lateral speed of the vehicle. To.

In some embodiments, the UAV can be a rotary wing aircraft. The altitude of the UAV can be reduced by reducing the rotational speed of one or more rotors. Bonds can be formed via mechanical connections. Bonds may be formed via magnetic connections. Bonding can occur on the roof of the vehicle. The marker may be on the roof of the vehicle. The coupling may be configured to prevent the UAV and the vehicle from detaching, even when the vehicle is moving from 30 mph to 100 mph. Steps (a)-(c) can occur automatically without the need for human intervention. Coupling can be automated and can occur without the intervention of the vehicle operator. Coupling can be automated and can occur without any human intervention inside or outside the vehicle.

A further aspect of the invention can be directed to an unmanned aerial vehicle (UAV) that can be coupled to a moving vehicle, wherein the UAV is (a) one or more configured to generate the lift of the UAV. Propulsion units, (b) one or more sensors configured to detect markers on the vehicle, and (c) individually or collectively to generate command signals based on the detected markers. One or more processors configured to control the lateral speed of the UAV to be within a predetermined range with respect to the evaluated lateral speed of the vehicle in response to its command signal. And (d) one or more landing components configured to couple the UAV onto the vehicle.

One or more propulsion units can reduce the altitude of the UAV in response to a command signal. One or more propulsion units can reduce the altitude of the UAV before binding the UAV onto the vehicle. A predetermined range can allow the UAV to be coupled to the vehicle without damaging the UAV.

Markers on the vehicle can uniquely distinguish the vehicle from other vehicles within 5 kilometers of the vehicle. The marker can be a visual marker detectable by an optical sensor. The marker may be a QR code®. The marker may include alternating patterns of black and white. The marker may include a laser spot. The marker may be detectable by an infrared sensor. The marker can indicate the landing position of the UAV on the vehicle.

The lateral speed can be the forward speed of the vehicle. The forward speed can be greater than zero. The one or more propulsion units may be rotors and the lateral speed of the UAV can be controlled by varying or maintaining the rotational speed of the one or more rotors. The predetermined range can be within 5 mph, which is greater than or less than the lateral speed of the vehicle.

In some embodiments, the UAV can be a rotary wing aircraft. The altitude of the UAV can be reduced by reducing the rotational speed of one or more rotors. One or more landing components may be configured to provide mechanical connectivity. One or more landing components may be configured to provide a magnetic connection. One or more landing components may be configured to be coupled to the roof of the vehicle. The marker may be on the roof of the vehicle. One or more landing components may be configured to prevent the UAV and the vehicle from detaching even when the vehicle is moving at 30 mph to 100 mph.

Vehicles configured to be coupled to an unmanned aerial vehicle (UAV) may be provided according to another aspect of the invention. The vehicle may include a marker that can be detected by the UAV that distinguishes the vehicle from other vehicles, and one or more coupling connection components that are configured to bind the UAV to the vehicle.

The vehicle may further be equipped with a processor capable of locating the UAV. The vehicle may further be equipped with a communication unit capable of communicating with the UAV. The vehicle may further be equipped with a location unit capable of determining the speed of the vehicle. The communication unit may be configured to transmit vehicle speed information to the UAV. The marker may be on the roof of the vehicle. One or more coupling connection components may be on the roof of the vehicle.

Further, aspects of the invention include a mounting component configured to be mounted on a vehicle and a landing connection component configured to form a connection between the UAV and the UAV that prevents the UAV accommodating device from detaching. An unmanned aerial vehicle (UAV) containment device can be provided that comprises, when the UAV is connected to a landing connection component, a cover configured to at least partially surround the UAV.

The mounting component can be configured to be mounted on the roof of the vehicle. The mounting component can be configured to be detachably mounted on the vehicle. The mounting component can be permanently attached to the vehicle.

In some embodiments, the landing connection component can provide a mechanical connection. The landing connection component can provide a magnetic connection. The landing connection component may be configured to prevent the UAV and the vehicle from detaching when the vehicle is moving between 30 mph and 100 mph. The landing connection component can allow the UAV to be charged while the UAV is connected to the landing connection component. The landing connection component can allow the exchange of data between the UAV and the vehicle via the landing connection component while the UAV is connected to the landing connection component.

The cover is configured to completely surround the UAV when it is connected to the landing connection component. The cover may be coupled to an actuator configured to drive the cover between the open and closed positions. The cover may be configured to open and close while the vehicle is in motion. The cover may be able to function as a communication device when the cover is in the open position. The communication device can be a satellite receiving antenna. The communication device can be used to communicate with the UAV.

The UAV may further comprise a processor configured to generate a cover closing signal when the UAV lands and is connected to a landing connection component. The UAV may further include a processor configured to generate a signal to open the cover as the UAV attempts to take off from the vehicle. The cover can be water resistant. The cover can be powered by solar power. The cover can store the energy used to charge and / or power the UAV when it is connected to the landing connection component. The landing connection component may be configured to form a connection with multiple UAVs at the same time. The cover may be configured to surround multiple UAVs at least partially at the same time.

According to aspects of the invention, it is possible to provide a vehicle that forms a platform on which an unmanned aerial vehicle (UAV) can take off or land. The vehicle may include a UAV accommodating device as described above and one or more propulsion units configured to propel the vehicle.

The vehicle can be a car, truck, van, or bus. The vehicle can be equipped with multiple wheels. The vehicle may further include one or more communication units capable of wireless communication with the UAV. Communication may include bidirectional communication with the UAV. The cover can be the roof of a vehicle that can be opened and closed.

Other aspects of the invention can include storing an unmanned aerial vehicle (UAV), which method provides a UAV storage device as described above and detects the state of the UAV. And to reposition or maintain the cover based on the state of the UAV.

This method may further include closing the cover when the UAV has landed and a connection to the landing connection component has been formed. This method may further include opening the cover as the UAV attempts to take off from the vehicle.

Further, aspects of the invention can include a method of landing an unmanned aerial vehicle (UAV) on a moving companion vehicle, the method of which is along a moving trajectory consistent with the moving companion vehicle. Driving one or more propulsion units of the UAV to move, thereby generating command signals to control the positioning of the UAV with respect to the moving vehicle, detecting obstacles along the moving trajectory, and obstacles. Includes changing the movement trajectory of the UAV to avoid objects.

The position of the UAV with respect to the vehicle can be controlled by input from the user via the remote controller. The position of the UAV with respect to the vehicle can be controlled according to a predetermined flight path.

The moving trajectory may include the planned flight path of the UAV. The UAV's flight path may include a flight path for the UAV to land on the vehicle. The UAV's flight path may include a flight path for the UAV to take off from the vehicle. The UAV's flight path may include a flight path for the UAV to travel in front of the vehicle at a predetermined distance. The UAV's flight path may include a flight path for the UAV to travel within a predetermined range of the vehicle. The modified UAV flight path can match the movement trajectory of the UAV after the obstacle is cleared.

In some embodiments, the obstacle comprises a construct. Obstacles can include moving objects. Obstacles can be detected using one or more sensors. Obstacles can be detected by UAVs that utilize geographic information. Geographical information may include map information.

Aspects of the invention can be directed to a method that allows an unmanned aerial vehicle (UAV) to take off from a moving companion vehicle, the method of which is a movement consistent with the moving companion vehicle of the UAV. Driving one or more propulsion units of the UAV to be set to move along the orbit, thereby generating command signals to control the positioning of the UAV with respect to the moving vehicle and along the moving orbit. Includes detecting obstacles and preventing the UAV from taking off until the obstacles are no longer in the moving orbit, or changing the UAV's moving orbit to avoid the obstacles.

Further, aspects of the invention can include a controller that controls the operation of an unmanned aerial vehicle (UAV), the controller being one or more users configured to be part of a vehicle. It comprises an input component and a processor configured to receive a signal from the user input component and generate a command to be sent to the UAV to control the operation of the UAV.

The one or more user input components may be at least part of the steered wheels of the vehicle. The one or more user input components may be at least part of the vehicle shift control. The one or more user input components may be at least part of the vehicle dashboard. The one or more user input components may be at least part of the vehicle's display.

In some embodiments, one or more user input components may include buttons. One or more user input components may include a joystick. One or more user input components may include a touch screen. One or more user input components may include a microphone. One or more user input components may include a camera.

Optionally, controlling the operation of the UAV may include controlling the flight of the UAV. Controlling the operation of the UAV may include controlling the positioning of the UAV's sensors. The sensor may be a camera. Controlling the operation of the UAV may include controlling the operation of the UAV sensor.

Aspects of the invention may include a vehicle for controlling the operation of an unmanned aerial vehicle (UAV), which vehicle is configured to propel the vehicle with a controller as described above1 Includes one or more propulsion units.

The vehicle can be a car, truck, van, or bus. The vehicle can be equipped with multiple wheels. The vehicle may further include one or more communication units capable of wireless communication with the UAV. Communication may include bidirectional communication with the UAV.

A method of controlling the operation of an unmanned aerial vehicle (UAV) can be provided according to aspects of the invention. This method involves receiving a UAV control input from a user on one or more user input components of a vehicle that is part of the vehicle, and using a processor based on a signal from the user input component of the UAV. It may include generating a command to be sent to the UAV to control the operation.

One or more input components can be incorporated within the steered wheels of the vehicle. One or more input components can be incorporated within the vehicle shift controller. One or more input components can be incorporated within the vehicle dashboard. The one or more input components may be at least part of the vehicle indicator.

In some implementations, one or more user input components can include buttons. One or more user input components can include a touch screen. One or more user input components can include a microphone. One or more user input components can include a camera.

User input can include touch input from the user. User input can include voice input from the user. User input can include gestures by the user. User input may be provided while the vehicle is on the move. User input may be provided while the user is manipulating the vehicle.

The command can control the flight of the UAV. The command can control the sensors on board the UAV. The command can initiate a UAV takeoff sequence from the vehicle. The command can initiate a UAV landing sequence on the vehicle.

A method of displaying information from an unmanned aerial vehicle (UAV) can be provided. This method provides a vehicle that can allow the UAV to take off from and / or land on the vehicle while the vehicle is in operation, and communicate information from the UAV to the vehicle. It may include receiving on a unit and displaying information from the UAV on a display unit within the vehicle while the vehicle is in operation.

The vehicle may be equipped with roof fittings configured to allow the UAV to take off and / or land from the roof of the vehicle. Information from the UAV may include location information about the UAV. Information from the UAV may include images taken by the UAV's in-flight camera. Information from the UAV may include the state of charge of the UAV's energy storage device.

In some cases, the display unit can be incorporated into the vehicle and cannot be separated from the vehicle. Alternatively, the display unit may be separable from the vehicle. Information can be displayed on the unit in real time. Information can be displayed while the UAV is in flight. Information can be displayed while the UAV is landing on the vehicle.

The communication unit can also transmit information from the vehicle to the UAV.

Further, aspects of the invention can be directed to a vehicle displaying information from an unmanned aerial vehicle (UAV), which the UAV takes off from the vehicle while the vehicle is in operation. And / or a fixture configured to allow landing on the vehicle, a communication unit configured to receive information from the UAV, and display information from the UAV while the vehicle is in operation. It comprises a display unit configured to do so.

According to aspects of the invention, it is possible to provide a method of providing communication between an unmanned aerial vehicle (UAV) and a vehicle, which method may communicate with the UAV while the vehicle is in operation. It includes providing a capable vehicle and communicating with the UAV via an indirect communication method by the vehicle's communication unit.

The vehicle can be configured to allow the UAV to take off from and / or land on the vehicle while the vehicle is in operation. The vehicle can be equipped with roof fittings configured to allow the UAV to take off and / or land from the roof of the vehicle.

The indirect communication method may include communication via a mobile phone network. The mobile phone network can be a 3G or 4G network. The indirect communication method can use one or more intermediate devices for communication between the vehicle and the UAV. Indirect communication can occur while the vehicle is in operation.

The method may further include deciding to switch to a direct communication method using a processor and communicating with the UAV via the direct communication method. This method may further include communicating with the UAV via a direct communication method using a directional antenna on the vehicle. The directional antenna can also serve as a cover for the UAV when the UAV is coupled to the vehicle.

Another aspect of the invention can provide a method of providing communication between an unmanned aerial vehicle (UAV) and a vehicle, which method communicates with the UAV while the vehicle is in operation. Providing a vehicle that can be used, using a processor to calculate the angle at which the vehicle's directional antenna is placed, and communicating with the UAV via a direct communication method with the vehicle's directional antenna. including.

The vehicle may be configured to allow the UAV to take off from and / or land on the vehicle while the vehicle is in operation. The angle at which the directional antenna is placed can be calculated based on the position of the UAV with respect to the vehicle. This position may include relative altitude and relative lateral position. The directional antenna can be formed from a cover for the UAV when the UAV is coupled to the vehicle. The method may further include deciding to switch to an indirect communication method using a processor and communicating with the UAV via an indirect communication method.

It should be understood that the various aspects of the invention can be recognized individually, collectively or in combination with each other. Various aspects of the invention described herein may be applied to any particular application set forth below, or to any other type of movable object. Any description herein of an air transport aircraft, such as an unmanned air transport aircraft, may be applied and used for any moving object, such as any vehicle. In addition, the systems, devices, and methods disclosed herein in connection with aerial motion (eg, flight) are also other types of motion, such as ground or water motion, underwater motion, or space motion. May be applied in connection with .

Other objects and features of the invention will become apparent by reviewing the specification, claims, and accompanying drawings.

Reference Incorporation All publications, patents, and patent applications mentioned herein are the same as each individual publication, patent, or patent application indicated and incorporated by reference in a specific and individual manner. To some extent incorporated herein by reference.

The novel features of the invention are shown in detail in the appended claims. A better understanding of the features and advantages of the invention can be obtained by reference to the following detailed description showing exemplary embodiments in which the principles of the invention are utilized, and the accompanying drawings below. There will be.

An embodiment of an unmanned aerial vehicle (UAV) associated with and capable of taking off from a vehicle according to an embodiment of the invention is shown. An example of a UAV capable of landing on a vehicle according to an embodiment of the present invention is shown. Embodiments of the present invention show embodiments that achieve obstacle avoidance when a UAV attempts to land on a vehicle. Embodiments of the present invention show embodiments that achieve obstacle avoidance when a UAV attempts to take off from a vehicle. An embodiment of a mechanical connection between a UAV and a vehicle according to an embodiment of the present invention is shown. An embodiment of a functional connection between a UAV and a vehicle according to an embodiment of the present invention is shown. An embodiment of a UAV docked to a vehicle within a cover according to an embodiment of the invention is shown. An example of a UAV docked in a vehicle according to an embodiment of the present invention is shown. FIG. 3 shows a diagram of a plurality of vehicles that can be identified by a UAV according to an embodiment of the invention. Examples of UAVs capable of communicating with related vehicles according to embodiments of the present invention are shown. Examples of a plurality of UAVs capable of communicating with a plurality of vehicles according to an embodiment of the present invention are shown. Embodiments of an antenna on a vehicle that may be communicable with a UAV according to an embodiment of the invention are shown. An embodiment of the vertical relationship between a vehicle and a UAV for calculating the vertical angle of a directional antenna is shown according to an embodiment of the invention. An embodiment of the horizontal relationship between a vehicle and a UAV for calculating the horizontal angle of a directional antenna is shown according to an embodiment of the present invention. Examples of direct and indirect communication between the UAV and the vehicle according to embodiments of the present invention are shown. An embodiment of the communication flow according to the embodiment of the present invention is shown. Examples of the UAV control mechanism according to the embodiment of the present invention are shown. An unmanned air transport aircraft according to an embodiment of the present invention is shown. A movable object with a carrier and a payload is shown according to an embodiment of the present invention. FIG. 6 is a schematic block diagram of a system for controlling a movable object according to an embodiment of the present invention.

The systems, devices, and methods of the invention provide the interaction between an unmanned aerial vehicle (UAV) and a vehicle. The description of UAV can be applied to any other type of unmanned vehicle, or any other type of moving object. Vehicle descriptions may apply to ground, underground, underwater, water, aerial, or space vehicles. The interaction between the UAV and the vehicle may include docking between the UAV and the vehicle. Communication can occur between the UAV and the vehicle while the UAV is removed from the vehicle and / or while the UAV is connected to the vehicle.

People on board a vehicle may want to collect information that they cannot collect while on board the vehicle. In some cases, the vehicle may be moving and / or moving when a person wishes to gather information. The UAV may be able to collect information that is not easily accessible when in the vehicle. For example, when a vehicle driver or occupant wants to see what is in front, their view may be obstructed by other vehicles, terrain, structures, or other types of obstacles. UAVs can take off from vehicles and fly overhead. The UAV can also optionally fly forward with respect to the vehicle or in any pattern. The UAV can have a camera that can stream the image to the vehicle in real time. In this way, the driver or occupant of the vehicle may be able to see what is ahead or collect any other information about the surrounding environment.

The UAV may be able to take off and land from the vehicle. This can happen while the vehicle is stationary or moving. The UAV may be able to identify the accompanying vehicle from other vehicles. This can be useful in situations where multiple vehicles are present in a small area such as a traffic jam or city driving. The UAV may be able to reliably land on the correct vehicle in this way. The UAV may have a suitable built-in obstacle avoidance. The UAV may be able to detect and avoid obstacles during takeoff and / or landing. The UAV may be able to detect and avoid obstacles during flight. The UAV can be manually controlled by the in-flight user of the vehicle. In other cases, the UAV may have an autonomous or semi-autonomous flight mode. The user may be able to switch between different flight modes, or different flight modes may be started in different situations.

The UAV can form a physical connection with the vehicle while docked with the vehicle. The physical connection can maintain the UAV connected to the vehicle while the vehicle is moving. The cover may optionally be provided to cover and / or protect the UAV once it is docked to the vehicle. While the UAV is docked to the vehicle, electrical and / or data connections may be formed between the UAV and the vehicle.

Communication can be provided between the UAV and the vehicle. This communication can be provided while the UAV is docked to the vehicle and while the UAV is in flight. Direct and / or indirect modes of communication can be used. The UAV can be controlled using user input components that can be part of the vehicle. Data from the UAV can be streamed to a monitor in the vehicle.

FIG. 1 shows an embodiment of an unmanned aerial vehicle (UAV) that is associated with and capable of taking off from a vehicle according to an embodiment of the invention. The vehicle docking system 100 may be provided according to embodiments of the present invention. The docking system can include a UAV 110 and a vehicle 120. The vehicle can have one or more propulsion units 130.

All description of the UAV 110 herein can be applied to any type of movable object. The description of UAVs can be applied to any type of unmanned movable object (eg, crossing air, land, water, or space). This UAV may be able to respond to commands from the remote controller. The remote controller does not have to be connected to the UAV. In some cases, the UAV may be able to operate autonomously or semi-autonomously. The UAV may be able to follow a pre-programmed set of instructions. In some cases, the UAV can operate semi-autonomously by responding to one or more commands from the remote controller, otherwise it operates autonomously.

The UAV110 can be an air transport aircraft. The UAV can have one or more propulsion units that can allow the UAV to move in the air. One or more propulsion units can allow the UAV to move with one or more, two or more, three or more, four or more, five or more, and six or more degrees of freedom. In some cases, the UAV may be able to rotate around one, two, three or more axes of rotation. Their axes of rotation can be orthogonal to each other. Their axes of rotation may remain orthogonal to each other over the entire course of flight of the UAV. The axes of rotation may include a pitch axis, a roll axis, and / or a yaw axis. The UAV may be able to move along one or more dimensions. For example, the UAV may be able to move upwards by the lift generated by one or more rotors. In some cases, the UAV may be able to move along the Z-axis (which can be upward with respect to the orientation of the UAV), the X-axis and / or the Y-axis (which can be lateral). The UAV may be able to move along one, two, or three axes that can be orthogonal to each other.

The UAV110 can be a rotary wing aircraft. In some cases, the UAV can be a multi-rotorcraft that can have multiple rotors. Multiple rotors may be able to rotate to generate lift for the UAV. The rotor can be a propulsion unit that can allow the UAV to move freely in the air. The rotor can rotate at the same speed and / or produce the same amount of lift or thrust. The rotor can optionally rotate at a variable speed, can generate different amounts of lift or thrust, and / or allow the UAV to rotate. In some cases, one UAV can be equipped with one, two, three, four, five, six, seven, eight, nine, ten or more rotors. The rotors may be arranged so that their axes of rotation are parallel to each other. In some cases, the rotor can have axes of rotation at any angle to each other that can influence the movement of the UAV.

The vertical position and / or velocity 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 a UAV can be useful for increasing altitude in the UAV, or increasing altitude at higher speeds. Increasing the rotational speed of one or more rotors can increase the thrust of the rotors. Reducing the rotational speed of one or more rotors of a UAV can be useful for the UAV to reduce altitude, or to reduce altitude at higher speeds. Decreasing the rotational speed of one or more rotors can reduce the thrust of one or more rotors. When the UAV takes off from a vehicle or the like, the output that can be provided to the propulsion unit can be increased from the previous landing condition. When the UAV lands on a vehicle or the like, the output provided to the propulsion unit may be reduced from the previous flight conditions.

The lateral position and / or velocity of the UAV can be controlled by maintaining and / or adjusting the output of the UAV to one or more propulsion units. The attitude 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, the UAV can be tilted in that direction to move in a particular direction, and the speed of the UAV's rotor can affect the speed and / or trajectory of lateral movement. The lateral position and / or speed of the UAV can be controlled by varying or maintaining the rotational speed of one or more rotors of the UAV.

The UAV 110 can be of small size. The UAV may be capable of being lifted and / or carried by a person. The UAV may be capable of being carried by a person with one hand. The UAV may be able to fit on top or inside the vehicle 120. The UAV may be capable of being carried on the roof of the vehicle. The UAV may be capable of being carried on top of the trunk of the vehicle. The UAV may be capable of being carried on the front hood of the vehicle. The dimensions of the UAV may optionally not exceed the width of the vehicle. The dimensions of the UAV may optionally not exceed the length of the vehicle.

The UAV 110 can have a maximum dimension of 100 cm or less (eg, length, width, height, diagonal, diameter). In some cases, the maximum dimensions are 1 mm, 5 mm, 1 cm, 3 cm, 5 cm, 10 cm, 12 cm, 15 cm, 20 cm, 25 cm, 30 cm, 35 cm, 40 cm, 45 cm, 50 cm, 55 cm, 60 cm, 65 cm, 70 cm, 75 cm, It can be 80 cm, 85 cm, 90 cm, 95 cm, 100 cm, 110 cm, 120 cm, 130 cm, 140 cm, 150 cm, 160 cm, 170 cm, 180 cm, 190 cm, 200 cm, 220 cm, 250 cm, or 300 cm or less. Optionally, the maximum dimension of the UAV may be greater than or equal to any of the values described herein. The UAV can have a maximum dimension that falls within the range between any two values described herein.

The UAV 110 can be lightweight. For example, UAVs are 1 mg, 5 mg, 10 mg, 50 mg, 100 mg, 500 mg, 1 g, 2 g, 3 g, 5 g, 7 g, 10 g, 12 g, 15 g, 20 g, 25 g, 30 g, 35 g, 40 g, 45 g, 50 g, 60 g, 70. g , 80 g , 90 g, 100 g, 120 g, 150 g, 200 g, 250 g, 300 g, 350 g, 400 g, 450 g, 500 g, 600 g, 700 g, 800 g, 900 g, 1 kg, 1.1 kg, 1.2 kg, 1.3 kg, 1 .4kg, 1.5kg, 1.7kg, 2kg, 2.2kg, 2.5kg, 3kg, 3.5kg, 4kg, 4.5kg, 5kg, 5.5kg, 6kg, 6.5kg, 7kg, 7.5kg , 8 kg, 8.5 kg, 9 kg, 9.5 kg, 10 kg, 11 kg, 12 kg, 13 kg, 14 kg, 15 kg, 17 kg, or 20 kg or less. The UAV can have a weight greater than or equal to any of the values described herein. The UAV can have a weight that falls within the range between any two values described herein.

The UAV 110 may be capable of interacting with the vehicle 120. The description of a vehicle can be applied to any type of moving object (eg, crossing air, land, water, or space). The vehicle can be operated by a person inside the vehicle . A person can come into contact with or localize to a vehicle. Alternatively, the vehicle may be able to respond to commands from the remote controller. The remote controller does not have to be connected to the vehicle. In some cases, the vehicle may be able to operate autonomously or semi-autonomously. The vehicle may be able to follow a set of pre-programmed instructions.

The vehicle 120 can have one or more propulsion units 130 that can allow the vehicle to move. Vehicles can cross land, air, water, or space. Vehicles may be able to move above ground, underground, underwater, on the surface of the water, in the air, and / or in space. One or more propulsion units can allow one or more vehicles to move with one or more, two or more, three or more, four or more, five or more, and six or more degrees of freedom. One or more propulsion units can allow the vehicle to move within any medium. For example, the propulsion unit can be equipped with wheels that can allow the vehicle to move on the ground. Other embodiments of propulsion units may include, but are not limited to, treads, propellers, rotors, jets, legs, or any other type of propulsion unit. Propulsion units can allow a vehicle to move over a single type or multiple types of terrain. The propulsion unit can allow the vehicle to go up or down the slope. Vehicles can be self-propelled.

The vehicle can have an engine, a battery, or any type of driver. In some cases, the vehicle can have an internal combustion engine. Vehicles can be operated on fuel and / or electricity. The vehicle propulsion unit can be driven by an engine, battery, or other type of driver.

The vehicle 120 can be any type of movable object. Vehicle examples are not limited to cars, trucks, semi- trailers , buses, vans, SUVs, minivans, tanks, jeep, motorcycles, tricycles, bicycles, trolleys, trains, subways, monorails, planes, helicopters, airships, etc. It can include hot air balloons, spacecraft, boats, ships, yachts, submarines, or any type of vehicle. The vehicle may be a passenger car. The vehicle may be capable of holding one or more passengers inside. One or more passengers may operate the vehicle. One or more passengers may direct the movement of the vehicle and / or other functions of the vehicle. For example, a passenger can be a driver of a car or other land vehicle, or a pilot of an airplane, ship, spacecraft, or other type of air, sea, or space vehicle.

The vehicle 120 can be a docking vehicle to which the UAV 110 can be docked. UAVs can land on vehicles. The UAV can take off from the vehicle. The UAV can be carried by the vehicle while the UAV is docked to the vehicle. In some embodiments, a mechanical connection may be formed between the UAV and the vehicle while the UAV is docked to the vehicle. The vehicle can move while the UAV is docked to the vehicle. The vehicle can remain stationary and / or move while the UAV is docked to the vehicle.

The UAV 110 can be docked to the vehicle 120 at any part of the vehicle. For example, a UAV can be docked to the roof of a vehicle. The UAV can be docked to the top of the vehicle. The UAV can be docked in the trunk of the vehicle. For example, the UAV can be carried on top of the trunk of the vehicle. In another embodiment, the UAV can be docked to the front hood of the vehicle. The UAV can be supported on the upper surface of the front hood of the vehicle. In some cases, the UAV can be docked to a trailer towed by the vehicle or to the side of the vehicle.

The UAV 110 can take off from the vehicle 120. In some cases, the UAV can take off while the vehicle is in operation. The UAV can take off while the vehicle is powered and / or a person is manipulating the vehicle. The UAV can take off while the vehicle's engine is running. The UAV can take off while the vehicle is stationary and / or the vehicle is moving. At takeoff, the UAV can ascend against the vehicle. For example, if the UAV is a multi-rotorcraft, one or more rotors of the UAV can rotate to generate lift for the UAV. UAVs can be removed from the vehicle at increased altitude. In some cases, other removal steps may occur to undock the UAV from the vehicle.

UAVs can fly while the vehicle is driving around. In some embodiments, the UAV may remain communicable with the vehicle. The UAV can send information to the vehicle. The vehicle may or may not send information to the UAV while the UAV is in flight.

FIG. 2 shows an example of a UAV that can land on a vehicle according to an embodiment of the invention. The vehicle docking system 200 may be provided according to embodiments of the present invention. The docking system may include a UAV 210 and a vehicle 220.

The UAV 210 can fly and can be removed from the vehicle 220. The UAV may be able to land on the associated docking vehicle. The UAV can be docked to the vehicle upon landing. Once landed, the UAV can be carried by the vehicle.

Vehicle 220 can move at speed V _VEHICLE . This may include forward movement of the vehicle and / or backward movement of the vehicle. This may or may not include upward or downward movement of the vehicle. The vehicle may be able to cross and / or turn in a straight line. The vehicle may or may not be able to move laterally without turning the vehicle. Vehicles can move at any speed. In some cases, _VVEHICLE may be greater than zero. In other cases, _VVEHICLE may be zero. The speed and / or direction of movement of the vehicle may vary. V _VEHICLE can refer to the lateral speed of the vehicle. When a vehicle moves over a surface such as land or water, the vehicle can move at a lateral speed relative to that surface.

The UAV 210, which can attempt to land on the vehicle, can move at a speed V _UAV . In some cases, the V _UAV can have a lateral component V _{UAV_X} and a vertical component V _{UAV_Y} . In some cases, the lateral component of the UAV velocity V _{UAV_X} may be parallel to the lateral component of the vehicle velocity V _VEHICLE . Therefore, while the UAV is landing on the vehicle, it can follow a lateral path similar to that of the vehicle. It can move in substantially the same direction as the vehicle. In some cases, the directional difference between the UAV and the vehicle is about 0 degrees, 1 degree, 2 degrees, 3 degrees, 4 degrees, 5 degrees, 7 when the UAV is close to landing on the vehicle. It can be 10 degrees, 12 degrees, 15 degrees, or 20 degrees or less. UAVs can also move at about the same lateral speed as a vehicle. In some cases, the lateral speed difference between the UAV and the vehicle is approximately 0 mph, 1 mph, 2 mph, 3 mph, 3 mph when the UAV is close to landing on the vehicle. It can be 5 miles per hour, 7 miles per hour, 10 miles per hour, 12 miles per hour, 15 miles per hour, or 20 miles per hour or less. When landing a UAV on a vehicle, the UAV may be within a predetermined lateral velocity range with respect to the vehicle. The predetermined range can be any value described herein. A predetermined range can allow the UAV and / or the vehicle to be coupled to the vehicle without damaging it. The lateral speed difference between the UAV and the vehicle is about 0%, 1%, 2%, 3%, 4%, 5%, 6 of the vehicle speed when the UAV is close to landing on the vehicle. %, 7%, 8%, 9%, 10%, 12% or 15% or less. In some cases, the UAV is for it to land within 60 seconds, 45 seconds, 30 seconds, 25 seconds, 20 seconds, 15 seconds, 10 seconds, 5 seconds, 3 seconds, 2 seconds, or 1 second. If in orbit, it may be close to landing on the vehicle.

In some embodiments, the lateral speed of the vehicle can be determined. The lateral velocity of the target can fall within a predetermined range and can be calculated for the UAV. The target lateral speed can be calculated onboard the UAV or onboard the vehicle. One or more propulsion units of the UAV may be controlled so that the UAV flies at a target speed and / or within a predetermined range.

The vertical component V _{UAV_Y} of the velocity of the UAV may include the descent of the UAV to land on the top surface of the vehicle. In some cases, the UAV can descend from a higher altitude to land on the vehicle. In an alternative embodiment, the UAV can approach the landing spot of the vehicle from the same altitude and / or from a lower altitude. For example, a UAV can fly behind a vehicle at about the same altitude and then increase its lateral speed to be greater than the lateral speed of the vehicle. The UAV can then rush from behind to land on the vehicle. The vertical component can have a value of zero, or can have a positive or negative value. In some cases, the vertical component of the UAV's velocity can be low enough to allow the UAV to land gently on the vehicle. In some embodiments, the vertical component is 10 mph, 9 mph, 8 mph, 7 mph, 6 mph, in the positive or negative direction when the UAV is close to landing on the vehicle. It can be 5 miles per hour, 4 miles per hour, 3 miles per hour, 2 miles per hour, or less than 1 mile per hour.

A method of landing a UAV on a vehicle can be provided according to embodiments of the present invention. Command signals can be generated to drive one or more propulsion units of the UAV, thereby controlling the positioning of the UAV with respect to the vehicle. The vehicle can operate and / or move while the UAV is landing. The UAV can move along a movement trajectory that coincides with the moving companion vehicle. Command signals that drive one or more propulsion units can be generated onboard the UAV. Alternatively, the command signal can be generated on board the vehicle. In another embodiment, the command signal can be generated by any other device, such as an external computer or server.

The command signal may be generated depending on the data regarding the movement of the vehicle and / or the UAV. For example, information about the position and / or speed of the vehicle may be provided. Information about the direction of movement of the vehicle may be provided. Information about the position, orientation and / or speed of the UAV may be provided. In some cases, the command signal can be generated based on this data using one or more processors. In one embodiment, the command signal can be generated onboard the UAV. The UAV can receive information about the position, speed, and / or direction of the vehicle. The UAV can use vehicle information as well as UAV position / orientation / speed information to generate command signals. In another embodiment, the command signal can be generated on board the vehicle. The vehicle can receive information about the position, orientation, and / or speed of the UAV. The vehicle can use the UAV information along with the vehicle information to generate a command signal that can be sent to the UAV. In another embodiment, the external device can receive information about the vehicle and the UAV and generate a command signal that can be sent to the UAV. The processor used to generate the command signal may be provided onboard the UAV, onboard the vehicle, or onboard an external device. The command signal can be generated in response to a command to the UAV to initiate the landing sequence. The command may be provided by the vehicle. In some cases, the command to land may be generated onboard the UAV when an error condition is detected. For example, if one or more components are failing, or if the battery charge is dangerously low, the UAV can automatically initiate the landing sequence.

In one embodiment, the vehicle can send its coordinates to the UAV in real time. The vehicle can have a location unit that can be useful for determining the location of the vehicle. In one embodiment, the location unit can utilize GPS. The vehicle can send its GPS coordinates to the UAV. When the UAV is about to land, it can fly near the GPS coordinates of the vehicle. In some cases, there may be some error in the GPS coordinates, so other assistance may be provided to land the UAV on the vehicle. For example, markers can be provided as described in more detail elsewhere herein. The marker can be a vision-based marker that utilizes the UAV's in-flight camera to provide more accurate positioning. The marker may be any other type of marker as described elsewhere herein.

The UAV may be able to land on the vehicle while the vehicle is in motion. The UAV may be able to land on the vehicle even if the vehicle is not moving linearly. For example, a UAV may be able to land on a vehicle even if the vehicle turns sharply or moves along a wavy path. UAVs have vehicles of at least about 5 degrees, 10 degrees, 15 degrees, 20 degrees, 30 degrees, 45 degrees, 60 degrees, 75 degrees, 90 degrees, 105 degrees, 120 degrees, 135 degrees, 150 degrees, 165 degrees, 180 degrees. It may be possible to land on a vehicle while turning degrees, 270 degrees, or 360 degrees.

The UAV may be able to land on the vehicle when the vehicle is moving at various speeds. In some cases, UAVs have vehicles about 5 mph, 10 mph, 15 mph, 20 mph, 25 mph, 30 mph, 35 mph, 40 mph, 45 mph, 50 mph. Can land on vehicles when traveling at speeds greater than miles per hour, 55 miles per hour, 60 miles per hour, 65 miles per hour, 70 miles per hour, 80 miles per hour, 90 miles per hour, or 100 miles per hour. possible. The UAV may be able to land on the vehicle when the vehicle is moving below any speed described herein. The UAV may be able to land on the vehicle when the vehicle is moving at a speed within the range between any two speeds described herein.

The UAV can land on and dock with the vehicle. The UAV can be docked to the vehicle by forming a connection with the vehicle. This connection can include a mechanical connection. This connection is strong enough to prevent the UAV from falling off the vehicle while the vehicle is in motion. For example, this connection can be strong enough that the vehicle is about 5 mph, 10 mph, 15 mph, 20 mph, 25 mph, 30 mph, 35 mph, 40 mph, UAV stays on the vehicle while traveling at 45 mph, 50 mph, 55 mph, 60 mph, 65 mph, 70 mph, 80 mph, 90 mph, or less than 100 mph be able to. This connection can be strong enough, while the vehicle is moving at a speed greater than any speed described herein, or between any two speeds described herein. The UAV docked to the vehicle can be maintained when moving at a speed within the range of.

FIG. 3 shows an embodiment that realizes obstacle avoidance when a UAV attempts to land on a vehicle according to an embodiment of the invention. For example, the UAV 310 may attempt to land on the vehicle 320. Obstacle 330 may be in the UAV's flight trajectory for landing on the vehicle. The UAV can change its flight trajectory to avoid obstacles.

In one embodiment, the UAV 310 can attempt to land on the vehicle 320. The vehicle may be in motion. In some cases, the vehicle may be moving while the UAV attempts to land on the vehicle. Vehicles can move at speed V _VEHICLE . The UAV can have a flight path for landing on the vehicle. The flight path of the UAV may or may not match the path of the vehicle. For example, UAVs and vehicle routes can be aligned. The UAV and / or the vehicle may be able to detect the presence of an obstacle 330 in the path of the UAV. If an obstacle is present in the UAV's flight path for landing on the vehicle, the UAV's path may be modified to avoid the obstacle. For example, a UAV may descend to land on a vehicle. However, if the obstacle is an obstacle, the altitude of the UAV can be increased to avoid the obstacle. The UAV can have a new flight path (eg, along the V _UAV ) to avoid obstacles.

In some embodiments, the UAV and / or the vehicle may be able to detect obstacles in the vehicle's path , or in a travel path that is aligned with the UAV for the vehicle. Similarly, the UAV's route can be modified to avoid detected obstacles. The path can have any shape. In some cases, the path can be a straight line (eg, a straight line extending directly in front of the UAV and / or the vehicle), or can be a curved line, or can have any other shape.

Obstacle 330 can be any item that may be in the predicted flight path of the UAV. The obstacle can be an item that can damage the UAV if the UAV collides with the obstacle. Obstacles can be static or dynamic obstacles. For example, static obstacles can remain stationary and dynamic obstacles can move. Examples of static obstacles are, but are not limited to, buildings, signs, poles, bridges, tunnels, towers, ceilings, roofs, power lines, trees, fences, plants, lights, parked vehicles, or any other type. Can include obstacles. Examples of dynamic obstacles include, but are not limited to, other UAVs, other moving objects (eg, moving vehicles), humans, animals, kites, or any other type of obstacle that can be moved. obtain. For dynamic obstacles, it is dynamic to determine if a collision between the dynamic obstacle and the UAV along the predicted flight path of the UAV is likely or imminent. The predicted route of the obstacle can be evaluated.

Obstacles can be detected by UAVs, vehicles, any other object, or any combination thereof. UAVs, vehicles, and / or any other object may be able to communicate with each other and share information about detected obstacles. For example, one or more sensors in the UAV can be used to detect obstacles. The UAV can then reroute the UAV to avoid obstacles. In another embodiment, the vehicle can use one or more sensors of the vehicle to detect obstacles. The vehicle can send information to the UAV to change the UAV's route to the UAV in order to avoid obstacles. The vehicle can send commands to the UAV to change the route of the UAV. In another embodiment, the vehicle can send information about the detected obstacle to the UAV, which determines whether and / or how to change the route of the UAV. Can be done. The UAV can be considered in combination with information from the vehicle alone, or from the UAV or any other object. In some cases, other objects, such as the obstacle itself, can provide one or more signals indicating the presence of the obstacle.

Examples of sensors that can be used to detect obstacles are vision sensors, thermal sensors, ultrasonic sensors, riders, GPS, sonars, radars, vibration sensors, magnetic sensors, or elsewhere herein. Can include any other type of sensor as described in. Any combination of sensors can be used. Examples of signals indicating the presence of obstacles can include light, color, images, words, sounds, vibrations, magnetic signals, electric fields, thermal patterns, radio signals, or any other type of signal.

In some implementations, obstacles can be detected based on known information about the vehicle and / or the environment in which the UAV travels. For example, geographical information can be used. Geographical information embodiments may include local map information. In some cases, topographic map information, or map information about local structures, or other types of objects that can be static obstacles, may be provided. For example, if the existence of the tunnel is known and the location of the vehicle and / or UAV to the tunnel is known, it can be determined whether the tunnel can be an obstacle to the UAV landing on the vehicle.

A method of landing a UAV on a moving companion vehicle may include generating a command signal to drive one or more propulsion units of the UAV, thereby controlling the positioning of the UAV with respect to the moving vehicle. The UAV can move along a movement trajectory that coincides with the moving companion vehicle. Obstacles along the moving trajectory can be detected. The movement trajectory of the UAV can be changed to avoid obstacles.

The movement trajectory of the UAV can be changed according to a set of pre-programmed instructions. For example, the new trajectory can be calculated to change the trajectory of the UAV to avoid obstacles sufficiently and to keep the UAV's movement in the same direction as the vehicle's movement. In one embodiment, the altitude of the UAV can be varied to avoid obstacles and the lateral trajectory and / or speed can be maintained substantially the same to match the movement of the vehicle. In other cases, it may be necessary to change the lateral trajectory of the UAV to avoid obstacles. The trajectory can be modified to avoid obstacles and at the same time cause little disruption to the UAV's flight. Once the obstacles are cleared, the UAV can be ready to land on the vehicle. For example, if the altitude of the UAV is increased to avoid the tunnel, the UAV can be poised to land on the vehicle once the vehicle and the UAV have cleared the tunnel.

Once the landing sequence is initiated between the UAV and the vehicle, the UAV can land automatically without the need for human control. For example, the user may select an option for the UAV to land. An automated landing sequence can occur. The UAV may be able to land autonomously on the vehicle. Obstacle avoidance can also occur autonomously. In some cases, the user can control the UAV while the UAV lands on the vehicle. For example, the user can manually control the UAV using a remote controller while the UAV lands. The user can be a vehicle operator, a vehicle occupant, or any other person. The user can manually control the UAV to perform obstacle avoidance and / or can undertake autonomous control to perform obstacle avoidance.

FIG. 4 shows an example that realizes obstacle avoidance when a UAV attempts to take off from a vehicle according to an embodiment of the present invention. For example, the UAV 410 can attempt to take off from the vehicle 420. The obstacle 430 can be in the flight trajectory of the UAV to take off from the vehicle. The UAV can delay takeoff until the obstacle is cleared, or it can change its flight trajectory to avoid the obstacle.

In one embodiment, the UAV 410 can attempt to take off from the vehicle 420. The vehicle may be in motion. In some cases, the vehicle can move while the UAV is attempting to take off from the vehicle. Vehicles can move at speed V _VEHICLE . The UAV can have a flight path for taking off from the vehicle. The UAV and / or the vehicle may be able to detect the presence of an obstacle 430 in the path of the UAV. If an obstacle is present in the UAV's flight path to take off from the vehicle, the UAV can wait to take off until the obstacle is cleared. In another embodiment, the UAV may have already taken off or is about to take off, and the route of the UAV may be modified to avoid obstacles. For example, the UAV may be rising to take off from the vehicle. However, if the obstacle is an obstacle, the altitude of the UAV can be increased, maintained, or decreased faster to avoid the obstacle. If the UAV has not yet taken off, the UAV can stay on the vehicle. If the UAV was taking off, the UAV can descend and return to land on the vehicle until the obstacles are cleared. The UAV can have a new flight path (eg, along the V _UAV ) to avoid obstacles.

The obstacle 430 can be any item that may be in the predicted flight path of the UAV. The obstacle can be an item that can damage the UAV if the UAV collides with the obstacle. As mentioned above, the obstacle can be a static obstacle or a dynamic obstacle. For example, static obstacles can remain stationary, while dynamic obstacles can move. For dynamic obstacles, the predicted path of the dynamic obstacle is likely or imminent to cause a collision between the dynamic obstacle and the UAV along the predicted flight path of the UAV. Can be evaluated to determine if it is. In some cases, the movement of vehicles may be considered. For example, if the UAV is on a vehicle, the UAV's path during takeoff can take into account the movement of the vehicle to determine the UAV's flight path .

Obstacles can be detected by UAVs, vehicles, any other object, or any combination thereof. UAVs, vehicles, and / or any other object can communicate with each other and share information about detected obstacles. For example, one or more UAV sensors can be used to detect obstacles. The UAV can then change course or wait to take off to avoid obstacles. In another embodiment, the vehicle can use one or more sensors of the vehicle to detect obstacles. The vehicle can send information to the UAV that the UAV can change course or wait to take off to avoid obstacles. The vehicle can send commands to the UAV to change the route of the UAV or wait for it to take off. In another embodiment, the vehicle can send information about the detected obstacle to the UAV, and the UAV will and / or how to change the route of the UAV or take off. You can decide whether to wait for that. The UAV can be considered in combination with information from the vehicle alone, or from the UAV or any other object. In some cases, other objects, such as the obstacle itself, can provide one or more signals indicating the presence of the obstacle.

In some implementations, obstacles can be detected based on known information about the environment in which the vehicle and / or UAV is moving. For example, geographical information can be used. Examples of geographic information may include local map information. In some cases, topographic map information, or map information about other types of objects that may be local structures or static obstacles, may be provided. For example, if the existence of a tunnel is known and the location of the vehicle and / or UAV to a large tree is known, it can be determined whether the tree is an obstacle to the UAV taking off from the vehicle.

A method of taking off a UAV from a moving companion vehicle may include generating a command signal to drive one or more propulsion units of the UAV, thereby controlling the positioning of the UAV with respect to the moving vehicle. The UAV can move along a movement trajectory that coincides with the moving companion vehicle. The UAV can have a movement trajectory planned to take off from a moving vehicle. Obstacles along the moving trajectory can be detected. The UAV's trajectory can be changed to avoid obstacles, the UAV can stay on the vehicle, or the UAV can return to the vehicle and land. Changing the trajectory of the UAV may include keeping the UAV on the vehicle and / or returning it to the vehicle for landing.

The movement trajectory of the UAV can be changed according to pre-programmed instructions. For example, a new trajectory can change the trajectory of the UAV to avoid obstacles sufficiently, and the UAV will move in the same direction as the vehicle's movement while the UAV is still on the vehicle. Can be calculated to adapt to. In one embodiment, the altitude of the UAV can be changed to avoid obstacles, while the lateral trajectory and / or speed can be maintained substantially the same to match the movement of the vehicle. .. In other cases, the lateral trajectory of the UAV may be modified to avoid obstacles. The trajectory can be modified to avoid obstacles and at the same time cause little disruption to the UAV's flight. Once the obstacles are cleared, the UAV will take off and / or fly freely in response to pre-programmed instructions or control from the user. For example, if the altitude of the UAV is reduced to avoid the tree, the altitude of the UAV can be increased once it has passed the tree, and the UAV may be able to fly forward to perform a mission.

Once the takeoff sequence is initiated between the UAV and the vehicle, the UAV can take off automatically without the need for human control. For example, the user may select an option for the UAV to take off. An automated takeoff sequence can occur. The UAV may be able to take off autonomously from the vehicle. Obstacle avoidance can also occur autonomously. In some cases, the user can control the UAV while the UAV is taking off from the vehicle. For example, the user can manually control the UAV using a remote controller while the UAV is taking off. The user can be a vehicle operator, a vehicle occupant, or any other person. The user can manually control the UAV to perform obstacle avoidance and / or can undertake autonomous control to perform obstacle avoidance.

Obstacle avoidance can occur while the UAV is in flight. Obstacle avoidance can occur at any time during the UAV's takeoff from the vehicle, the UAV's landing on the vehicle, and the UAV's flight. For example, a UAV may be flying along a flight path to a vehicle. The UAV may be flying along a flight path in direct response to a manual remote command from the user. The UAV may be flying along a flight path to a vehicle according to a predetermined flight path.

The planned flight path of the UAV can be determined. The planned flight path may include a flight path for the UAV to land on or take off from the vehicle, as described above. The planned flight path may include a flight path for the UAV to travel relative to the vehicle, as described elsewhere herein. The planned flight path may be for the UAV to move in front of the vehicle. The planned flight path may be for the UAV to travel a predetermined distance in front of the vehicle. The planned flight path may include a flight path for the UAV to travel within a predetermined range of the vehicle. If an obstacle is detected in the UAV's flight path, the UAV's flight path can be changed accordingly. The altitude and / or latitude of the UAV can be changed to avoid obstacles. The UAV's in-flight processor can determine the direction and / or speed for the UAV to fly around obstacles. Once the obstacles are cleared, the UAV's flight path can return to the planned UAV flight path or movement trajectory.

FIG. 5 shows an example of a mechanical connection between a UAV and a vehicle according to an embodiment of the invention. The UAV 510 can be docked to the vehicle 520. Connections can be made using the UAV's docking component 530 and the vehicle's docking component 540.

The UAV 510 can be docked to the companion vehicle 520. The accompanying vehicle can be any type of vehicle. The accompanying vehicle may be mobile. The accompanying vehicle can be self-propelled. In some cases, the companion vehicle may be able to cross one or more media (eg, land, sea, air, space). The UAV can be docked to the companion vehicle while the companion vehicle is powered on or off. The UAV can be docked to the companion vehicle while the companion vehicle is in operation. The UAV can be docked to the companion vehicle while it is stationary or moving. The UAV may remain docked to the companion vehicle while the companion vehicle is moving at any speed described elsewhere herein. The UAV docked with the companion vehicle while it was traveling straight, turning, or rotating at any angle, such as any angle measurement described elsewhere herein. It may be possible to stay up to. The UAV may remain docked in the vehicle while exposed to windy conditions. For example, UAVs have wind speeds of any speed described elsewhere herein (eg, about 5 mph, 10 mph, 15 mph, 20 mph, 25 mph, 30 mph, 35 mph). Dock to vehicle when reaching miles per hour, 40 miles per hour, 45 miles per hour, 50 miles per hour, 55 miles per hour, 60 miles per hour, 65 miles per hour, 70 miles per hour, 80 miles per hour, 90 miles per hour, or 100 miles per hour. It may be possible to stay on.

The UAV 510 can be docked to the companion vehicle 520 at any part of the companion vehicle. For example, a UAV can be docked to a companion vehicle with a vehicle top, vehicle front, vehicle back, vehicle side, vehicle interior, or attachment to the vehicle. The UAV can be docked to the vehicle on the roof of the vehicle, on or in the inner cabin of the vehicle, on or in the trunk of the vehicle, on or in the front hood of the vehicle. The UAV can be docked to a carriage towed by the vehicle, or a sidecar-type attachment to the vehicle. The UAV can be docked to the inner part of the vehicle or the outer surface of the vehicle.

The UAV 510 can form a connection with the companion vehicle 520 while the UAV is docked with the companion vehicle. The connection can be a mechanical connection. The mechanical connection may be able to maintain a UAV fixed to the vehicle as described elsewhere herein while the vehicle is moving. The mechanical connection can limit the movement of the UAV in one or more directions. For example, a mechanical connection can prevent the UAV from moving from front to back, side to side, and / or up and down with respect to the vehicle. Alternatively, the mechanical connection may only allow a limited range of movement in one or more of the aforementioned directions. Mechanical connections can allow the UAV to rotate about one or more axes while docked to the vehicle. Alternatively, mechanical connections can allow the UAV to move around one or more axes in a limited way.

A mechanical connection may be formed between a portion 530 of the UAV and a portion 540 of the vehicle docking station. A portion of the UAV that can form a connection may be on the lower surface of the UAV. In some embodiments, the portion of the UAV that forms the connection can be an extension, such as a UAV landing stand. The landing stand may be configured to support the weight of the UAV while it is not in the air. In some cases, the portion of the UAV that forms the connection can be the surface of the UAV's housing, such as the bottom, sides, or top of the UAV. In some cases, the housing itself can be the part that forms the connection. In other cases, protrusions, recesses, or any other portion of the UAV may be used to form the connection. The UAV may include a portion that can move (eg, extend, retract) with respect to the UAV to form a connection. In one embodiment, the UAV's connecting members can be in a retracted state while the UAV is in flight and extend to form a connection when the UAV is docked with the vehicle's docking station. be able to.

The vehicle connection component 540 can form a mechanical connection with the UAV component 530. These components can be in direct physical contact with each other. The connecting component of the vehicle can protrude from the vehicle, be recessed in the vehicle, or be part of the surface of the vehicle. In some cases, the vehicle's connecting components may be retreatable and / or protractable. For example, they can be in a retracted state while the UAV is out of the vehicle, and can be extended to receive the UAV when the UAV is docked in the vehicle.

In some cases, the UAV and vehicle components can be interlocks. In one case, one part of the UAV's components may grip or surround another part of the vehicle to form a connection, or vice versa. In some cases, the claw or cover can exit the vehicle to capture the UAV, or the claw or cover can exit the UAV to capture a portion of the vehicle. In some embodiments, mechanical grip can be provided between one or more connecting components. Mechanical gripping can prevent the UAV from moving relative to the vehicle in any of the aforementioned directions. In other embodiments, straps, hook and loop fasteners, twisted fasteners, slide and lock components, or grips can be used. Optionally, a plug or male / female component interface can be used to hold the UAV connected to the vehicle.

In one embodiment, the dock design for the vehicle may include a Y-shaped inverted cavity, such as the vehicle connection component 540. The Y -shaped inverted cavity can tolerate errors and allow easy landing of the aircraft. In some cases, the Y-shaped inverted cavity may be useful for aligning the UAV's connecting component 530 to the center or bottom region of the cavity in a funnel manner. The Y-shaped inverted cavity can have an inverted conical shape at the top or any other type of shape at the top. The vehicle connection component may include a guide that may be useful for directing the UAV to the desired connection spot. Gravity can assist the guide when orienting the UAV. In one embodiment, when the UAV hits the guide, reducing the power supply of the rotor and placing the weight of the UAV on the guide, the guide can slide the UAV downward to the desired quiescent point. The UAV can then be fixed to the vehicle. A structure can be provided to secure the UAV to the vehicle.

In some cases, magnetic force can be used to provide the connection. In some cases, a magnetic connection may be formed between the components of the UAV and the components of the vehicle. In some cases, the magnetic connection does not use other mechanical supports (grasping features or other features described elsewhere herein) to hold the UAV connected to the vehicle. Can be used. In other cases, the magnetic connection can be used in combination with mechanical supports such as the features described elsewhere herein to hold the UAV docked to the vehicle.

A connection may be automatically formed between the UAV and the vehicle when the UAV lands on the vehicle. Coupling can occur between the UAV and the vehicle without the intervention of the vehicle operator. Bonding can occur without any intervention by anyone inside or outside the vehicle.

The UAV can be docked to the docking station of the vehicle. The docking station can be any part of the vehicle that can be connected to the UAV. The docking station can provide a mechanical connection to the UAV. The docking station may be integrated with the vehicle. The docking station does not have to be separated from and / or removed from the vehicle. For example, a docking station may include a portion of the surface of a vehicle. Optionally, the docking station may include a portion of the vehicle's body panel. In some cases, the docking station may include the roof of the vehicle. The docking station may include one or more connectors that can be connected to the UAV. The docking station may include one or more electrical connectors that can be connected to the UAV. The docking station may be equipped with a cover that can cover the UAV at least partially.

The docking station may be built into the vehicle. Docking stations can be added to the vehicle at the manufacturing site. Docking stations can be manufactured along with other parts of the vehicle. In some embodiments, the docking station can be retrofitted to the existing vehicle. The docking station may also be attached to the vehicle. One or more components of the docking station may be mounted on the vehicle and may not be designed to be separable.

In some alternative embodiments, the docking station may be removable from the vehicle. The docking station may be added to or attached to the vehicle in a separable manner. In some cases, one or more connectors can hold the docking station on the vehicle. The connector can be disconnected to separate the docking station from the vehicle. In some embodiments, clips, cords, clamps, hook and loop fasteners, magnetic components, locking features, grooves, threads, mechanical fasteners, press fits, or other features to attach the docking station to the vehicle. Can be used. The docking station can be separated from the vehicle when not in use. In some cases, the user may want to drive the user's vehicle and may only use the docking station when carrying the accompanying UAV.

The docking station can be attached to any part of the vehicle as described elsewhere herein. The docking station can be mounted on the roof of the vehicle. The docking station can be attached to and / or separated from the roof of the vehicle. Alternatively, the docking station can form a roof of the vehicle and / or can include a roof of the vehicle. The docking station can be equipped with roof fittings. Roof fittings may be configured to allow the UAV to land on it. Roof fittings can allow the UAV to take off from it.

Any description of this specification with respect to any part of the vehicle with respect to the UAV may be provided to the docking station of the vehicle. This can be applied to permanently installed or separable docking stations. For example, a mechanical connector between the UAV and the vehicle can be provided on the docking station. An electrical connector between the UAV and the vehicle can be provided on the docking station. The data connector between the UAV and the vehicle can be provided on the docking station. A controller capable of performing calculations related to UAVs and / or vehicles can be provided on the docking station. Markers that are useful in guiding the UAV and / or that can discriminate the vehicle from other vehicles can be placed on the docking station. A communication unit such as a wireless communication unit capable of communicating with the UAV can be provided on the docking station of the vehicle. A cover capable of covering the UAV can be provided on the docking station of the UAV. Any description of the vehicle components or functions herein may apply to the vehicle docking station.

Alternatively, any description of any part of the vehicle with respect to the UAV can be provided to another part of the vehicle that does not have to be the docking station of the vehicle.

The vehicle may be able to land a single UAV on the vehicle. Alternatively, the vehicle may be able to land multiple UAVs on the vehicle. Multiple UAVs may be able to dock to the vehicle at the same time. In some cases, a single docking station can allow multiple UAVs to dock to a vehicle in parallel. In other cases, multiple docking stations can be provided on the vehicle such that multiple UAVs can be allowed to dock to the vehicle. When the UAVs are docked to the vehicle, all can form mechanical and / or electrical connections with the vehicle. Multiple UAVs can take off at the same time and land at the same time or in a distributed or continuous manner.

UAVs of the same type may be able to be docked to a vehicle. For example, all UAVs (one or more and many) can have similar configurations.

In other cases, it may be possible for multiple types of UAVs to be docked to the vehicle. Multiple types of UAVs can be docked to a vehicle one at a time, or multiple types of UAVs can be docked to a vehicle at the same time. Multiple types of UAVs can have different form factors, shapes, and / or dimensions. Multiple types of UAVs can have different flight capabilities and / or battery life. Multiple types of UAVs can have different propulsion unit configurations. Multiple types of UAVs can have the same or different connection interfaces. In some embodiments, multiple types of UAVs may be able to be docked to the same connection interface on the vehicle. In other cases, different types of UAVs can be docked to different connection interfaces on the vehicle. In some cases, the connection interface on the vehicle may be adjustable to connect to a different connection interface on the vehicle. In some cases, the vehicle can be synchronized with one or more UAVs to know the type of UAV that can land on the vehicle. When a particular type of UAV approaches the vehicle for landing, the vehicle can maintain or adjust the connection interface as necessary to allow the UAV to connect to the vehicle. When a different type of UAV approaches the vehicle for landing, the vehicle can adjust the connection interface as needed to allow other types of UAVs to connect to the vehicle. Adjusting the connection may include changing the dimensions or position of one or more of the components of the connector. This adjustment may also include exchanging different types of connectors.

In some cases, the vehicle will accommodate one, two, three, four, five, six, seven, eight, nine, ten or more UAVs that land on the vehicle at one time. It may be possible. The vehicle can accommodate the same type of UAV or a different type of UAV with different characteristics.

FIG. 6 shows an example of a functional connection between a UAV and a vehicle according to an embodiment of the invention. The UAV 610 may be configured to dock to the vehicle 620. The UAV may include one, two, three, four, five, six, seven, eight, nine, ten or more in-flight components 630, 640. Vehicles are one, two, three, four, five, six, seven, eight, nine, ten or more in-flight components 650, 660 configured to interact with the UAV. , 670 may be provided. The connection 680 may be formed between one or more components of the UAV and one or more components of the vehicle.

The UAV 610 can be mounted on the vehicle 620 while the UAV is docked to the vehicle. The vehicle can support the weight of the UAV. A mechanical connection may be formed between the UAV and the vehicle while the UAV is docked to the vehicle. Vehicles can have a docking station on board that is configured to receive UAVs. Alternatively, the UAV may be configured to land anywhere on the vehicle. The docking station can optionally allow an electrical connection 680 to be formed between the UAV and the vehicle. The electrical connection may be a wired connection. In some cases, the electrical connection may be inductive coupling . The conductive element of the UAV can come into contact with the conductive element of the vehicle. This connection can be any connection that can allow communication between the UAV and the vehicle. In some embodiments, the connection may include an optical connector, a wireless connector, a wired connector, or any other type of connector. In some cases, multiple connectors and / or multiple types of connectors may be used between the UAV and the vehicle. Multiple connectors may include multiple types of physical connectors.

For example, a vehicle docking station can incorporate one or more components configured to connect to one or more corresponding components of the UAV when the UAV lands on the docking station. The UAV may need to land on the docking station in a particular orientation, or multiple orientations of the UAV may allow the desired docking. In some cases, one or more guide features can be provided on the docking station that may be useful in guiding the UAV in the desired orientation. In some cases, the guide feature on the docking station can be a physical component that can guide the UAV to land in one or more specific orientations. Optionally, the guide feature can guide the UAV in the desired orientation to produce the desired mechanical, electrical, and / or communication connections.

The UAV may include one, two, three, four, five, six, seven, eight, nine, ten or more in-flight components 630, 640. Examples of such components may include, but are not limited to, in-flight controls, data storage units, communication units, energy storage units, sensors, carrier payloads, propulsion units, and / or any other component. Any combination of the components described herein may be provided within the UAV.

Vehicles are one, two, three, four, five, six, seven, eight, nine, ten or more in-flight components 650, 660 configured to interact with the UAV. , 670 may be included. Examples of such components can be, but are not limited to, controls, data storage units, communication units, energy storage units, sensors, and / or any other component. Any combination of the components described herein may be provided on board the vehicle.

In one implementation, the UAV can have an in-flight UAV energy storage unit and the vehicle can have an in-flight vehicle energy storage unit. The energy storage unit may include one or more batteries. In some cases, the energy conservation can be a battery pack. The battery pack may include one or more batteries connected in series, in parallel, or in any combination thereof. The UAV's energy conservation unit can power one or more components of the UAV. The vehicle energy storage unit can power one or more components of the vehicle. For example, a vehicle energy storage unit can also power vehicle lighting, power door locks, power windows, and / or radios. In one embodiment, the vehicle energy storage unit can be the vehicle battery. In other cases, the vehicle energy storage unit can be an in-flight battery pack of the vehicle that is not used to power any other component of the vehicle.

Any energy storage unit can have one or more batteries. Batteries with the chemistry of any battery known in the art or later developed can be used. In some cases, the batteries are lead-acid batteries, control valve lead-acid batteries (eg gel batteries, absorbent glass matte batteries), nickel / cadmium (NiCd) batteries, nickel / zinc (NiZn) batteries, nickel metal hydride (NiMH). ) Can be a battery, or a Li-ion battery. Battery cells can be connected in series, in parallel, or in any combination thereof. Battery cells can be packaged together as a single unit or as multiple units. The battery can be a rechargeable battery.

When the UAV is in flight, the UAV can discharge the energy storage unit of the UAV. When the UAV is docked to the vehicle, the UAV can form a connection between the energy storage unit of the UAV and the energy storage unit of the vehicle. The vehicle energy storage unit can be used to charge the UAV energy storage unit. In one embodiment, when the UAV lands on a vehicle, the charge state of the UAV's energy conservation can be assessed. The vehicle can charge the UAV when the UAV's charge state drops below the threshold. The vehicle can charge the UAV when it is not fully charged. In other cases, the vehicle can automatically charge the UAV's energy storage unit regardless of the state of charge of the UAV's energy storage unit. The vehicle's energy storage unit can be charged while the vehicle is in motion. Charging can occur via the physical connection between the UAV and the vehicle. In other cases, inductive charging may be used. In this way, the UAV can be charged while the vehicle is in motion, and the UAV can be provided with benefits by a system that can be launched as needed. This can allow the UAV to take off from the vehicle multiple times while the vehicle is in motion.

The UAV may be able to fly for any length of time once the UAV's energy storage unit is fully charged. For example, when the UAV is fully charged, it takes about 10 hours, 9 hours, 8 hours, 7 hours, 6 hours, 5 hours, 4 hours, 3.5 hours, 3 hours, 2.5 hours, 2 hours, 1 .5 hours, 1 hour, 55 minutes, 50 minutes, 45 minutes, 40 minutes, 35 minutes, 30 minutes, 25 minutes, 20 minutes, 15 minutes, 10 minutes, 5 minutes, 3 minutes, or 1 minute or more continuous flight Can be possible. Alternatively, the UAV may only be able to fly in less than any time described herein. Alternatively, the UAV may be capable of flying within a time range that falls between any two values described herein. The flight time can be the period during which the UAV performs its own flight function. The flight time may include the UAV transmitting image data or other types of data from the payload or sensor while the UAV is in flight.

The vehicle may be able to charge the UAV quickly. For example, the UAV changes from a fully discharged state to a fully charged state in about 8 hours, 7 hours, 6 hours, 5 hours, 4.5 hours, 4 hours, 3.5 hours, 3 hours, 2.5 hours, and 2 hours. , 1.5 hours, 1 hour, 45 minutes, 30 minutes, 20 minutes, 15 minutes, 12 minutes, 10 minutes, 8 minutes, 7 minutes, 6 minutes, 5 minutes, 4 minutes, 3 minutes, 2 minutes, 1 minute It can be charged within 30 seconds, or 10 seconds. Alternatively, charging may take longer than any time value described herein. Charging may occur within a time period that falls between any two values described herein. In some cases, the charging time can be less than the flight time. In other cases, the charging time can be greater than or equal to the flight time. The ratio between charge time and flight time is about 10: 1, 8: 1, 6: 1, 5: 1, 4: 1, 3: 1, 2: 1, 1: 1, 1: 2, 1, : 3, 1: 4, 1: 5, 1: 6, 1: 8, or 1:10.

The vehicle may be able to charge the UAV using any voltage and current input. In some cases, the UAV's energy storage unit can receive a charge voltage that corresponds to the charge voltage of the vehicle's battery. For example, if the vehicle uses a 12V battery, the UAV's energy storage unit may be charged at 12V. In other embodiments, about 1V, 3V, 5V, 7V, 10V , 14V, 16V, 18V, 20V, 24V, 30V, 36V, 42V, or 48V can be used.

In an alternative embodiment, the energy storage unit of the UAV can be a battery pack separable from the UAV. In some embodiments, the docking station on the vehicle may have another battery pack that can be replaced with a UAV battery pack. The docking station on the vehicle can have one or more components that can allow automated replacement of the battery pack without human intervention. A robot arm or other feature can be used to replace the battery pack.

One or more battery packs can be stored on board the vehicle. The battery pack can be charged while it is stored in the vehicle. In some cases, the battery pack for the UAV may be charged by the vehicle's battery while the vehicle is operating and / or moving. In some cases, renewable energy sources can be used to charge the UAV's battery pack. For example, solar power can be used to charge the UAV's battery pack. Renewable energy sources are described in more detail elsewhere herein.

The battery pack can be fully or partially charged when it is replaced with a UAV depleted battery in this way. In some cases, when the UAV docks with the vehicle, the state of charge of the UAV's battery can be assessed. In some embodiments, the UAV battery can be charged or the UAV battery can be replaced with a new battery, depending on the state of charge. In some cases, the state of charge of the new battery may be evaluated as well.

The UAV can include a data storage unit. The data storage unit can include one or more memory units that can include non-temporary computer-readable media containing code, logic, or instructions for performing one or more actions. The data storage unit can contain in-flight data useful for UAV flight. It can include map information and / or rules for one or more locations. The UAV's data storage unit can be updated with new information while the UAV is in flight. The UAV's data storage unit can be updated continuously, periodically, or in response to an event. In other cases, the UAV's data storage unit can be updated with new information while the UAV is docked in the vehicle. For example, to save energy and / or flight time, new data may not be sent to the UAV while the UAV is in flight, unless it is important to the operation of the UAV. You can receive regular updates when you are connected. In some cases, wired transmission of data can occur from the vehicle's data storage unit to the UAV's data storage unit. For example, the connection 680 may be provided to allow data to be sent from the vehicle's data storage unit to the UAV 's data storage unit. This can allow rapid transfer of data. The vehicle data storage unit can be updated continuously, periodically, or in response to an event. The vehicle data storage unit can be updated wirelessly. The vehicle data storage unit may be part of a docking station or may be integrated into the vehicle.

The data from the data storage unit can be utilized by the UAV controller. The UAV controller can control the mode of flight of the UAV. When the UAV is in autonomous flight mode, the controller can control the operation of the UAV by generating command signals that control the operation of the UAV's propulsion unit. When the UAV is manually controlled remotely, the controller can receive a signal from the remote controller and generate a command signal to the UAV's propulsion unit based on the signal from the remote controller.

In some cases, the UAV can send the data to the vehicle. For example, the data collected by the UAV payload or sensor can be sent to the vehicle. In one embodiment, the payload can be an imaging device such as a camera capable of transmitting image data to the vehicle. The data can be transmitted in real time. In some cases, all data can be streamed to the vehicle in real time. In other cases, some or lower resolution data can be streamed to the vehicle in real time. The rest of the data may be provided to the vehicle when the UAV is docked to the vehicle. The connection 680 can allow data to be transferred from the UAV's data storage unit to the vehicle's data storage unit.

In some cases, bidirectional communication may be provided between the UAV and the vehicle. Two-way communication can occur while the UAV is in flight and / or while the UAV is docked to the vehicle. UAVs and vehicles can each have a communication interface. The communication interface can enable wireless communication between the UAV and the vehicle. In some cases, the communication interface can allow wired communication between the UAV and the vehicle, such as when the UAV and the vehicle are docked. In some cases, multiple types of communication interfaces may be provided to the UAV and / or vehicle for different types of communication that may occur in different situations.

Energy and / or data transfers can occur while the UAV is docked to the vehicle. Docking a UAV to a vehicle can allow physical connections that can enable rapid transport of energy and / or data. The transfer can be unidirectional (eg, vehicle to UAV, or UAV to vehicle) or bidirectional.

FIG. 7 shows an example of a UAV docked to a vehicle within a cover according to an embodiment of the invention. The UAV710 can be docked to the vehicle 720. The vehicle can have a docking station on board that can allow the UAV to dock to the vehicle. The docking station may include a cover 730 . The cover can completely or partially enclose the UAV.

The cover 730 can have any shape or dimensions. In some cases, the cover can have a rounded pod-like shape. The cover can have the shape of a pot lid. For example, the cover can be hemispherical or semi-elliptical. The cover can have no corners, round corners, or sharp corners. In other cases, the cover can have a cylindrical or semi-cylindrical shape, a prismatic shape, a semi-buckyball shape, or any other type of shape. In some cases, the cover may be designed to be aerodynamic. The cover may be designed to reduce drag on the vehicle when the vehicle is in motion. The cover may be designed to reduce or not reduce lift when the vehicle is in motion. The cover can reduce the aerodynamic lift and / or drag on the vehicle compared to a vehicle without a cover. The cover may be designed so that when the vehicle is moving, the cover when the vehicle is moving provides a downward force. In some cases, the cover can provide the same effect as a spoiler on a vehicle.

The cover can be sized to completely cover the UAV. In some cases, the maximum dimension of the cover (eg, length, width, height, diagonal, or diameter) is the maximum dimension of the UAV (eg, length, width, height, diagonal, or diameter, respectively). Can be larger than. The cover can be formed in dimensions that do not exceed the lateral dimensions of the vehicle. The cover may or may not add to the height of the vehicle.

The cover can be formed from a single integral member. The cover can be formed from multiple parts that are permanently attached to each other. In another embodiment, the cover may be formed from multiple members that can be separated.

The cover can be powered by a renewable energy source. In some embodiments, the renewable energy source can be solar power, wind power, or any other type of renewable power. For example, one or more photovoltaic cells and / or panels can be provided on board the vehicle. The photovoltaic unit can be provided on the cover itself. Alternatively, it can be provided on any other surface of the vehicle. The photovoltaic unit can collect solar energy and convert it into electricity. Electricity can be used to directly power one or more components of a vehicle, such as a vehicle docking station. Electricity can be used to power the cover. The cover can be opened and closed using electricity generated by solar power. UAV batteries can be charged directly using electricity generated by solar power. The UAV battery may be on board the UAV or may be stored in the vehicle and replaced by the UAV. The electricity generated by the photovoltaic cell can be stored in the energy storage unit. Electricity for powering one or more components of the vehicle, such as a cover or battery charge, can be provided by the energy storage unit.

In another embodiment, the renewable energy can utilize solar heat. The liquid can be heated using solar power and can be used to generate electricity that can be used to power one or more components of the vehicle. Electricity can be stored in energy storage devices to power one or more components of the vehicle as needed. This may include charging the UAV's battery (onboard the UAV or to be replaced by the UAV).

Wind power can be used in other embodiments. While the vehicle is moving, it can receive a large amount of wind that can be used to generate electricity. For example, a vehicle can rotate one or more blades that can be used to generate electricity. Electricity can be used to power one or more components of a vehicle. Electricity can be stored in energy storage devices to power one or more components of the vehicle as needed. This may include charging the UAV's battery (onboard the UAV or to be replaced by the UAV).

Renewable power sources can be used in combination with other power sources to power one or more of the components described herein. Renewable energy sources can provide auxiliary power to the vehicle's power source.

The cover can cover the UAV while the UAV is docked to the vehicle. Optionally, the cover may completely enclose the UAV. The cover can provide a fluid sealing seal for the vehicle. The seal between the cover and the vehicle can be airtight. This can prevent air from flowing inside the cover and increasing drag on the vehicle . When the UAV is protected under the cover, the UAV may be protected from wind, rain, and other environmental conditions. The cover can be water resistant. The connection of the cover with the vehicle can be watertight and when it surrounds the UAV, water cannot enter the cover. Optionally, the cover may be opaque. When the cover is closed, it can prevent light from entering inside it. This can reduce sun damage to UAVs and / or vehicles. Alternatively, the cover may be transparent and / or translucent. The cover can allow light to enter. The cover can filter the light to allow light of the desired wavelength of light to enter.

In other embodiments, the cover can partially enclose the UAV. One or more openings may be provided so that air can flow into the inside of the cover. In some cases, the openings may be provided to minimize or reduce the drag or aerodynamic lift due to the cover and / or UAV.

The cover can be opened when the UAV attempts to depart from the vehicle. In one embodiment, the cover can be opened by rotating about an axis. For example, a hinge or similar configuration can attach the cover to the vehicle or vehicle docking station. The cover can be rotated around a hinge to open and expose the UAV to the environment. The UAV can then take off. In another embodiment, the cover can have multiple members that can be separated. For example, the two sides of the pot lid structure can be separated, allowing the UAV to pass through and pop out. Each side can rotate around a hinge. In another embodiment, the cover may include one or more portions that can rotate around a plurality of axes rather than rotating around a single hinge. In one embodiment, the cover, as described in more detail below, may be a directional antenna capable of rotating about a plurality of axes. In another embodiment, instead of rotating around the hinge, the cover may be able to translate and / or move laterally and / or vertically. In one embodiment, the two parts of the cover can be separated and slid sideways to expose an intermediate inner section through which the UAV can fly and pass. In other cases, the cover may include one or more members that can be retracted. For example, they can retreat into the roof of a vehicle. In another embodiment, they can be nested or folded over each other. The cover can be opened in any number of ways that can allow the UAV to take off from the vehicle.

Once the UAV takes off and flies, the cover can optionally be closed again. This can provide the vehicle with the desired aerodynamic quality while the vehicle is in motion. Alternatively, the cover may remain open while the UAV is in flight. In some cases, the position of the cover can be controlled while the UAV is in flight. For example, the position of the cover can be changed to track the position of the UAV.

When the UAV is ready to land and dock to the vehicle, the cover can be opened if it was closed during the UAV's flight. If the cover remained open during the flight of the UAV, the cover can remain open while the UAV lands. The cover can be closed after the UAV has landed and / or docked with the UAV.

The cover can be provided on the outside of the vehicle. The UAV can land on the outer part of the vehicle and the cover can cover the outer part of the vehicle.

The cover can optionally function as a directional antenna as described in more detail elsewhere herein. The bowl-shaped portion of the cover can serve as a directional satellite dish. The cover can be movable around one or more axes of rotation, allowing the directional antenna to move to point to the UAV.

FIG. 8 shows an example of a UAV docked in a vehicle according to an embodiment of the invention. The UAV810 can be docked to the vehicle 820. The vehicle may have a docking station on board that allows the UAV to dock to the vehicle. The docking station may optionally be inside the vehicle. The docking station can include a cover 830. The cover can control the approach of the UAV to the docking station. The cover can control the UAV's approach to the interior of the vehicle. The cover can completely or partially enclose the UAV, or protect it from the outside environment.

The cover 830 can have any shape or dimension. In some cases, the cover can be part of the roof, trunk, hood, door, or any other part of the vehicle. The cover can be contoured to follow the platform on the surface of the vehicle. The cover may or may not have any portion protruding from the vehicle when the cover is in the closed position. The cover may or may not have any portion recessed from the surface of the vehicle when the cover is in the closed position.

The cover can be formed with dimensions that allow the passage of the UAV. In some cases, the cover can be formed in dimensions such that when the cover is open, the UAV may be able to fly through the cover to dock to the docking station within the vehicle . In some cases, the maximum dimension of the cover (eg, length, width, height, diagonal, or diameter) is the maximum dimension of the UAV (eg, length, width, height, diagonal, or diameter, respectively). Can be larger. The cover can be formed in dimensions that do not exceed the lateral dimensions of the vehicle. The cover may or may not add to the height of the vehicle.

The cover can be formed from a single integral member. The cover can be formed from multiple members that are permanently attached to each other. In another embodiment, the cover may be formed from multiple members that can be separated.

The cover can cover the UAV while the UAV docks to the vehicle inside the vehicle. Optionally, when the cover is closed, the UAV may be unable to enter or exit the vehicle without opening any door of the vehicle. The cover can provide a fluid sealing seal for the vehicle. The seal between the cover and the vehicle base can be airtight. This can prevent air from flowing through the vehicle and increasing drag on the vehicle . Once the UAV is protected under the cover in the vehicle, the UAV can be protected from wind, rain, and other environmental conditions. The cover can be water resistant. The connection of the cover with the vehicle can be watertight and water cannot enter the vehicle when the cover is closed. Optionally, the cover may be opaque. The cover can prevent light from getting inside it when it is closed. This can reduce sun damage to UAVs and / or vehicles. Alternatively, the cover may be transparent and / or translucent. The cover can allow light to enter. The cover can filter the light to allow light of the desired wavelength of light to enter. The cover can function as a sunroof. The cover, when closed, can insulate the UAV and the interior of the car from external conditions (unless other features of the car such as windows or doors are open).

In other embodiments, the cover can partially enclose the UAV. One or more openings may be provided to allow air to flow inside the vehicle.

The cover can be opened when the UAV is about to depart from the vehicle. In one implementation, the UAV can be inside the cabin of the vehicle and the cover can be provided on the roof. In another embodiment, the UAV can be in the trunk or rear portion of the vehicle and the cover can be provided on the surface of the trunk. In another embodiment , the cover can be provided on the surface of the hood.

In one embodiment, the cover can be opened by rotating about an axis. For example, hinges or similar configurations can attach the cover to the vehicle or vehicle docking station. The cover can be rotated around a hinge to open and expose the UAV to the environment. The UAV may then be able to take off. In another embodiment, the cover can have multiple members that can be separated. For example, the two sides of the roof portion of the vehicle can be separated, allowing the UAV to pass through and pop out. Each of those sides can rotate around a hinge. In another embodiment, instead of rotating around a single hinge, the cover may include one or more portions that can rotate around multiple axes. In one embodiment, the cover may be a directional antenna capable of rotating about a plurality of axes, as described in more detail below. In another embodiment, instead of rotating around the hinge, the cover may be able to translate and / or move laterally and / or vertically. In one embodiment, the two parts of the cover can be separated and slide sideways to expose an intermediate inner section through which the UAV can fly and pass. In other cases, the cover may include one or more members that can be retracted. For example, they can retreat into the roof of a vehicle. In another embodiment, they can be nested or folded over each other. The cover can be opened in any number of ways that can allow the UAV to take off from the vehicle.

In one embodiment, the cover may be a door, such as a bay door on the surface of the vehicle. The cover may be a door provided on the roof of the vehicle. Any description of a door may apply to a single door or multiple doors. In some cases, the cover 830 as shown in FIG. 8 can be a pair of doors. The door can rotate around the hinge. The door can be opened upwards (outside the vehicle) or inwardly inside the vehicle. In other cases, the door may be a sliding door. The door can slide along the surface of the vehicle without substantially changing the height of the vehicle. The door may be able to retract into the platform on the surface of the vehicle. In other cases, the door may be a foldable door or a bellows door.

When the UAV is taking off and flying, the cover can optionally be closed again. This can provide the vehicle with the desired aerodynamic quality while the vehicle is in motion. Alternatively, the cover can remain open while the UAV is in flight. In some cases, the position of the cover can be controlled while the UAV is in flight. For example, the position of the cover can be changed to track the position of the UAV.

When the UAV is ready to land and dock to the vehicle, the cover can be opened if it was closed during the UAV's flight. If the cover remained open during the flight of the UAV, the cover can remain open while the UAV lands. The cover can be closed after the UAV has landed and / or docked with the UAV.

The cover can be provided as part of the surface of the vehicle. The UAV can land on the inner part of the vehicle and the cover can control the UAV's approach to the interior of the vehicle. When the cover is opened, the UAV can pass from the inside of the vehicle to the outside environment, or from the outside environment to the inside of the vehicle. When the cover is closed, the UAV cannot pass.

FIG. 9 shows a diagram of a plurality of vehicles that can be identified by a UAV according to an embodiment of the invention. The UAV910 can fly and distinguish the accompanying vehicle 920c from other vehicles in the vicinity 920a, 920b, 920d. Vehicles can have markers 930a, 930b, 930c, 930d that can be distinguished from each other.

The UAV910 can communicate with the companion vehicle 920c. The UAV can send data to the accompanying vehicle while the UAV is in flight. Vehicles can be associated with accompanying vehicles. The UAV may be taking off from the accompanying vehicle. The UAV may be configured to land on a companion vehicle. The operator of the accompanying vehicle can recognize and / or operate the UAV.

When the UAV is in flight, it can be challenging when it is time for the UAV to land on the companion vehicle. Many vehicles may be moving within the environment. For example, even in two-way traffic, there may be many vehicles in close proximity to each other. In some cases, there may be vehicles of similar shape and / or size when viewed from above. Vehicles of the same make and model and / or color may exist. When it is time for the UAV to land, there will be a need for the UAV to distinguish the accompanying vehicle from other surrounding vehicles. Otherwise, the UAV may land on the wrong vehicle, or may attempt to land on a vehicle that is not configured to dock to the UAV. This can result in loss of UAV and / or damage to UAV.

The companion vehicle 920c can have a marker 930c that can discriminate the companion vehicle from other vehicles 920a, 920b, 920d. The marker may be detectable by the UAV. The command signal is generated based on a marker to drive one or more propulsion units of the UAV, thereby controlling the lateral speed of the UAV to be within a predetermined range with respect to the lateral speed of the vehicle. Can be done. The UAV can be coupled to the vehicle while the lateral speed of the UAV is within a predetermined range.

Command signals can be generated onboard the UAV. For example, a UAV flight controller can generate command signals to drive a UAV propulsion unit. The flight controller can receive data indicating a marker on the vehicle from one or more sensors of the UAV and / or the communication unit of the UAV. In some cases, the UAV can detect the marker on the vehicle without requiring any communication from the vehicle and / or the marker of the vehicle to the UAV.

In another embodiment, the command signal may be generated on board the vehicle. The vehicle processing unit can generate a command signal that can be sent to the UAV. The vehicle processing unit may or may not generate a command signal based on the location of the vehicle. The vehicle processing unit may or may not generate a command signal based on the vehicle information received for the UAV (eg, the location of the UAV).

The marker 930c can be any type of marker. In one embodiment, the marker may be a visual marker that may be detectable by an optical sensor. In one example, the marker may be detectable by a UAV optical sensor. The optical sensor can be a camera capable of seeing a marker that radiates and / or reflects any signal along the electromagnetic spectrum. For example, a camera may be able to detect visible light. In another embodiment, the optical sensor may be capable of detecting signals emitted along an ultraviolet (UV) spectrum. In another embodiment, the optical sensor may be capable of detecting a signal radiating along an infrared (IR) spectrum.

The marker 930c may be visually identifiable with the naked eye. In one embodiment, the marker may be a 1D, 2D, 3D barcode. In another embodiment, the marker may be a quick response (QR) code. The marker may be any combination of images, symbols, black and white or colored patterns. In some cases, the marker may be a emitted ray. The rays can be emitted by any light source, such as LEDs, incandescent lamps, lasers, or any other type of light source. The marker may include a laser spot or any other type of light spot. The laser can have modulated data. Light can emit a particular wavelength or a combination of wavelengths of light. Light can be emitted in any spatial pattern. In some cases, it can radiate in any temporal pattern (eg, on and off patterns).

The marker 930c can be detected using an infrared sensor. Markers can be detected using infrared images. Markers can be detected along the near-infrared spectrum, the far-infrared spectrum, or any combination thereof.

The marker 930c can emit any other type of signal. In some cases, the marker can emit a radio signal indicating vehicle identification information. The marker can emit a signal indicating the position of the vehicle. For example, the marker can radiate a vehicle identifier (eg, a vehicle's unique identifier) as well as vehicle coordinates, or any other information about the location of the vehicle. The marker can radiate a signal along a radio frequency, or any other type of frequency. For example, the marker can use RFID or other wireless methods. The marker can radiate a direct radio signal via WiFi, WiMax, Bluetooth®, or any other type of direct radio signal. The marker can emit an acoustic signal or a sound signal. In some cases, the marker can emit a high frequency signal that is indistinguishable to the human ear.

In some cases, the signal marker 930c can be provided on the vehicle 920c. Alternatively, a plurality of markers can be provided on the vehicle. The plurality of markers may have the same type or different types. The UAV may be able to detect a single type of marker or multiple types of markers. For a marker provided on the vehicle, the UAV can have one or more sensors capable of detecting the marker.

The markers 930a, 930b, 930c, 930d may be distinguishable from each other. This can be useful for distinguishing different vehicles 920a, 920b, 920c, 920d from each other. The markers may be distinguishable from each other using UAV sensors. The UAV may be able to distinguish the marker 930c from the companion vehicle from the other surrounding markers 930a, 930b, 930d . For example, if the markers are visual patterns, the visual patterns can be different from each other. Each vehicle can have a unique or substantially unique visual pattern. In another embodiment, if the marker emits a radio signal, the radio signal can provide an identifier from the vehicle that is identifiable from other surrounding vehicles.

The marker may be detectable and / or distinguishable by the UAV910 while the vehicle is moving. The UAV will detect markers to distinguish the accompanying vehicle 920c from other vehicles 920a , 920b, 920d, even if the vehicle is moving at any speed described elsewhere herein. And / or may be readable. In some cases, the UAV and accompanying vehicle may be communicable while the UAV is in flight. The companion vehicle can send information about the location of the companion vehicle to the UAV. The UAV can use the location of the companion vehicle with the location of the UAV to determine how to fly towards the companion vehicle. In another embodiment, the companion vehicle can use the UAV location with the companion vehicle location to receive information about the location of the UAV and generate a command signal to the UAV on how to fly and return. However, even if the relative location of the accompanying vehicle and / or UAV is known, there may be high density vehicles in a small space, and all vehicles may be moving, so use the marker. Having can advantageously allow the UAV to identify the accompanying vehicle to be landed with high accuracy.

Once the landing sequence has begun, the UAV can move to the location of the accompanying vehicle. In some cases, the vehicle can send its geographic coordinates to the UAV. In one embodiment, the UAV can receive GPS coordinates of the vehicle in real time. The coordinates may be sufficient for the UAV to reach the approximate location of the vehicle. However, there may also be other vehicles or similar objects nearby. The UAV can use one or more sensors to identify the marker of the accompanying vehicle from other surrounding vehicles. For example, UAVs can use vision-based methods to provide accurate landings. The UAV can have an in-flight camera (eg, underneath the UAV) that can provide accurate positioning. Machine vision technology may be used to read the marker. Any other technique or sensor may be used to detect and distinguish the marker. Once the companion vehicle marker is identified, the UAV can land on the companion vehicle and dock with the companion vehicle.

Normal communication between the UAV and the companion vehicle can be used for the UAV to reach the approximate location of the companion vehicle. Markers can be useful in further identifying the location of the accompanying vehicle and distinguishing it from other surrounding vehicles. The marker can serve as a confirmation of the vehicle on which the UAV will land.

The marker can uniquely identify the vehicle from other nearby vehicles. In some cases, the accompanying vehicle is about 0.01km, 0.05km, 0.1km, 0.3km, 0.5km, 0.7km, 1km, 1.5km, 2km , 2.5km, 3km of the vehicle. , 3.5km, 4km, 4.5km, 5km, 5.5km, 6km, 7km, 8km, 9km, 10km, 12km, 15km, 20km, 25km, 30km, 35km, 40km, or within 50km to distinguish from other vehicles. Can be done. Each marker can provide the vehicle with a unique identifier that may correspond to the UAV or that the accompanying UAV may be known. UAVs can be calibrated using unique identifiers (eg, visual patterns, infrared signals, UV signals, radio signals). For example, a UAV can interact with a marker in a calibration sequence to know the unique identifier that corresponds to the vehicle. Also, if the vehicle later updates the marker, or if the UAV is used with a different companion vehicle, the UAV may be recalibrated with the new marker and it may be possible to find the companion vehicle.

Markers can also be useful to indicate the landing position of the UAV on the vehicle. The marker can be used as a reference marker that may be useful as the UAV moves to a suitable landing position on the vehicle. In some embodiments, multiple markers can be provided that may be useful when the UAV lands in the desired position. In some cases, it may be even more desirable for the UAV to have a particular orientation when docked to the vehicle. In one embodiment, the marker may include an asymmetric image or code that may be identifiable by the UAV. The reference can indicate the orientation of the vehicle with respect to the UAV. Therefore, the UAV may be able to properly orient itself when landing on a vehicle. The marker can also indicate the distance of the vehicle to the UAV. It can be used separately or in combination with one or more other sensors of the UAV to determine the altitude of the UAV. For example, if the size of the reference marker is known, the distance from the UAV to the marker can be measured depending on the size of the marker shown on the UAV sensor. Markers can also be useful in determining the speed and / or movement of a vehicle. For example, if the UAV collects images at a particular frequency, the location of the markers within one frame to the next may be useful in determining the movement of the vehicle with respect to the UAV.

In one embodiment, the marker can be placed at a particular location relative to the desired landing spot of the UAV on the vehicle. This may be a specific location for the desired landing spot on the vehicle's docking station. The UAV may be able to land on the vehicle / docking station with high accuracy when the vehicle is stationary or moving. Markers can be useful to guide the UAV to the exact desired spot. For example, the marker may be located 10 cm in front of the center of the desired landing point of the UAV. The UAV can use markers to guide the UAV to the exact landing spot. In some embodiments, multiple markers can be provided. The desired landing spot can be between multiple markers. The UAV can use the markers to be useful for orienting the UAV and / or positioning the landing between the markers.

The marker can be placed anywhere on the vehicle. In some cases, the marker can be placed on the outer surface of the vehicle. Markers are the roof of the vehicle, the trunk of the vehicle, the hood of the vehicle, the extension attached to the vehicle (eg, a carriage towed by the vehicle, a two (two), or a side car), the side of the vehicle, the door of the vehicle, etc. It can be located on a vehicle window, a vehicle mirror, a vehicle lighting, or any other part of the vehicle. In some embodiments, the marker can be placed on the docking station. The marker can be placed on the surface of the docking station as identifiable by the UAV. The docking station may or may not be separable from the vehicle. The marker can be placed on a vehicle that can be detected from outside the vehicle. The marker may include a radio signal emitted by the vehicle. The source of the signal may be from outside the vehicle or from inside the vehicle.

The marker can be placed near where the UAV can dock to the vehicle. In one embodiment, the markers are approximately 100 cm, 90 cm, 80 cm, 75 cm, 70 cm, 65 cm, 60 cm, 55 cm, 50 cm, 45 cm, 40 cm, 35 cm, 30 cm, 25 cm, 20 cm, 15 cm from where the UAV forms a connection with the vehicle. , 12 cm, 10 cm, 8 cm, 7 cm, 6 cm, 5 cm, 4 cm, 3 cm, 2 cm, or less than 1 cm.

Data about the detected markers can be provided to one or more processors. The processor can be on board the UAV. Based on the detected information about the detected markers, the processor can generate command signals individually or collectively. The command signal can drive the propulsion unit of the UAV. For example, the propulsion unit can be driven to land the UAV on a vehicle with the detected marker once it is determined that the detected marker belongs to the UAV's companion vehicle. If it is determined that the detected marker does not belong to the UAV's companion vehicle, the propulsion unit drives the UAV to fly in the vicinity in search of another marker that may belong to the UAV's companion vehicle. Can be done.

In some embodiments, the UAV in-flight sensor can be used to detect the marker and the process can occur in the UAV in-flight. The UAV may be able to land alone on the vehicle without requesting further guidance or information from the vehicle once the UAV confirms that the marker belongs to the accompanying vehicle.

The vehicle may include a marker and one or more coupling connection components. The vehicle can send information about its location and / speed to the UAV. The vehicle can have a location unit capable of determining position and / or speed information about the vehicle. The vehicle can receive information about the location of the UAV from the UAV. For example, coordinate information such as GPS coordinates for the UAV can be provided to the vehicle. The vehicle can have a communication unit capable of communicating with the UAV. The vehicle can have a processor capable of locating and / or calculating the UAV.

FIG. 10 shows an example of a UAV capable of communicating with a related vehicle according to an embodiment of the invention. The UAV1010 may be able to communicate with the companion vehicle 1020b. In some cases, the companion vehicle may be in a situation surrounded by other vehicles 1020a, 1020c, 1020d. The UAV can communicate with the accompanying vehicle without communicating with other vehicles. The UAV may be able to identify the companion vehicle from other vehicles in order to communicate exclusively with the companion vehicle.

In some embodiments, one-way communication may be provided between the UAV 1010 and the accompanying vehicle 1020b. The UAV can send data to the accompanying vehicle. The data may include data from the vehicle payload and / or one or more sensors on the vehicle. In one embodiment, the payload can be a camera or other type of imaging device. The camera can capture static images (eg, still images) and / or dynamic images (eg, video). Images taken by the camera can be streamed to the accompanying vehicle. The data can be sent to the accompanying vehicle without being sent to any of the other surrounding vehicles.

Other data can be sent from the UAV to the companion vehicle. For example, UAV location data can be sent to the vehicle. Location data can be determined using one or more sensors in the UAV. The location can be identified on board the UAV and sent to the accompanying vehicle. Alternatively, the location data can be sent to a companion vehicle that can use the data to identify the location of the UAV. Any environmental data acquired by one or more UAV sensors can be sent to the vehicle. Such environmental data may include local environmental conditions such as temperature, wind, sunshine, brightness, sound, or any other information. Such environmental data may also include the detection and / or presence of static or dynamic objects within the region.

In one embodiment, the user (eg, the operator or occupant of vehicle 1020b) may want to collect information about the surrounding environment that the user cannot obtain while in the vehicle. The user may want to collect images of the environment around him. In one embodiment, it is possible to assume a case where a traffic jam occurs. The user may wish to determine the cause of the traffic jam and / or to find out how bad the traffic jam is. Users may also want to develop possible alternative routes depending on the traffic around them. The user can launch the UAV from the vehicle to collect information. The UAV can be equipped with a camera and can fly in front of the vehicle. The UAV may be able to capture images of the causes of traffic congestion and / or possible routes to follow. The UAV may be able to capture images that may be useful for the user to assess how long the user is involved in the traffic jam and / or the degree of traffic jam. Images can be streamed to users in real time. Images can be streamed to display devices within the vehicle. For example, the UAV1010 can fly over the companion vehicle 1020b and / or other vehicles 1020a, 1020c, 1020d and can see additional information from higher altitudes that may not be visible from within the companion vehicle. Can be.

Other embodiments can be provided to users looking for parking spots within a parking lot or parking structure. The UAV may be able to fly overhead to stream images of the parking lot from overhead. The user may be able to see if there are any vacant parking spots in real time. The user may also see if there are other vehicles looking for a parking spot near the vacant parking spot or the best way to steer the user's vehicle towards the vacant parking spot. It can be possible. This can also be advantageous in situations where there are many different parking areas within the parking lot. In some cases, the UAV can fly overhead and provide images that can be useful when the user decides which parking area has the most vacant parking spots. ..

In another embodiment, the user may wish to scout the surrounding area for safety purposes. The user may want to see if there are other vehicles or people in the area in which the user is driving. UAVs can fly overhead and capture images of the surrounding environment.

The accompanying vehicle may be a first responder or an emergency vehicle. For example, the companion vehicle can be a law enforcement vehicle (eg, a police car), a fire engine, an ambulance, or any other type of first responder vehicle. Accompanying vehicles may wish to gather more information about the emergency being responded to before arriving at the scene. UAVs can be used to fly overhead and provide additional information about emergencies. For example, if there is a car accident, medical emergency, fire, and / or any type of crisis, the UAV collects information about the situation (eg, takes an image of the situation) and captures that information. It can be sent to the companion vehicle before it arrives. This can be useful when the first responder plans and responds to emergencies more quickly and effectively.

Other embodiments may provide a UAV further comprising a light source as a payload. The light source can be used to illuminate the area under the UAV. In some cases, in very dark environments, the user may fly overhead and / or in front of the UAV to illuminate the road and show the operator of the accompanying vehicle what obstacles are ahead. You may want it. The additional lighting provided by the UAV can provide additional visibility or visibility to the headlights of the vehicle. In some cases, if the vehicle's headlights do not work or are inadequate, the UAV can be used for additional lighting. In one example, the companion vehicle may look for a fugitive, and the UAV can fly near the companion vehicle to provide an aerial viewpoint and / or light source that is useful for tracking the fugitive.

UAVs can be used to perform geographic surveys according to another aspect of the invention. For example, the UAV can take an image of the surrounding environment or use other sensors to create a geographic map of the surrounding environment. The companion vehicle can be driven to map the surrounding environment, and the UAV can be useful when complementing or adding to the data collected by the companion vehicle. Aerial photographs taken by the UAV can be used alone or in combination with images taken by accompanying vehicles.

Optionally, other data such as vehicle location can be relayed to the user. In some cases, the location of the UAV can be overlaid on the map. This can be useful when putting an image taken by a UAV into a geographical background . Optionally, the location of the accompanying vehicle can also be overlaid on the map. In this way, the map can show the relative location between the UAV and the accompanying vehicle within the geographical area. This can be useful to the user when controlling the UAV or sending commands to the UAV.

Communication can be provided from vehicle 1020b to accompanying UAV1010. The communication may include information about the location of the vehicle. The UAV can use information about the location of the vehicle to control the flight path of the UAV. In some cases, the UAV can fly along a predetermined route with respect to the location of the vehicle. In other cases, the UAV can fly within a specific range of vehicle locations. The UAV may use information about the location of the vehicle to return to and / or land on the vehicle.

Communication from the vehicle to the accompanying UAV may also include one or more flight commands from the vehicle to the UAV. In some cases, flight commands may include direct real-time control of the UAV's flight. For example, a vehicle can have a remote controller for UAV flight. The user can operate a remote controller to control the flight of the UAV. The UAV can respond to commands from the remote controller in real time. The remote controller can control the position, orientation, velocity, angular velocity, acceleration, and / or angular acceleration of the UAV. The input from the remote controller can provide the corresponding output by the UAV. The input by the remote controller can correspond to a specific output by the UAV. The user can manually control the flight mode of the UAV via the remote controller in this way. The user can manually control the flight mode of the UAV while in the accompanying vehicle. The user can be a vehicle operator or a vehicle occupant.

In some cases, the flight command may include the start of a preset sequence. For example, the user can enter a command for the UAV to take off from the vehicle. In some cases, a given protocol may be provided for the UAV to take off. In other cases, the user can manually control the UAV to take it off the vehicle. This UAV takeoff sequence may include opening the cover if it is provided on the UAV. The preset sequence in which the UAV takes off from the vehicle may include undocking, or detaching, the UAV from the docked portion of the vehicle. The preset sequence may also include increasing the altitude of the UAV with one or more propulsion units. The orientation and / or position of the UAV can be controlled. In some cases, vehicle movement may be considered for the UAV's takeoff sequence while the UAV takes off. Environmental conditions such as wind speed may or may not be evaluated for the UAV's takeoff sequence.

In another embodiment, the user can enter a command for the UAV to land on the vehicle. In some cases, a predetermined protocol may be provided for the UAV to land on the vehicle. In other cases, the user can manually control the UAV to land it on the vehicle. The preset sequence in which the UAV lands on the vehicle may include reducing the altitude of the UAV with one or more propulsion units. The orientation and / or position of the UAV can be controlled. In some cases, vehicle movement during the UAV's landing may be considered for the UAV's landing sequence. For example, the lateral speed of the UAV can match the lateral speed of the vehicle or fall within a predetermined range of the lateral speed of the vehicle. For example, the lateral speed of a UAV is approximately 15 miles per hour, 12 miles per hour, 10 miles per hour, 9 miles per hour, 8 miles per hour, 7 miles per hour, 6 miles per hour, 5 miles per hour when the UAV lands on a vehicle. Can fit within 4 mph, 3 mph, 2 mph, 1 mph, 0.5 mph, or 0.1 mph. Environmental conditions such as wind speed may or may not be evaluated for the UAV's landing sequence. The preset landing sequence may include docking, i.e. , connecting the UAV to the docking portion of the vehicle. The preset landing sequence may include optionally covering the UAV once docked to the vehicle.

Flight commands may be provided according to one or more flight patterns of the UAV while off the vehicle. In some cases, one or more flight patterns may be provided that allow UAV autonomous or semi-autonomous flight. The flight pattern can indicate the position of the UAV with respect to the vehicle. The flight pattern can indicate the position of the UAV with respect to the vehicle. In one embodiment, the flight pattern can command the UAV to fly directly above the vehicle at a particular altitude. If the vehicle is moving, the UAV can move laterally in response to the movement of the vehicle and stay on top of the vehicle. In another embodiment, the flight pattern can command the UAV to fly over the vehicle and stay in front of the vehicle at a particular distance. For example, a UAV can rise into the air and fly about 500 meters ahead of a vehicle. After a predetermined amount of time, the UAV can return to the vehicle and land on the vehicle. Other embodiments of flight patterns may include grid-like flight patterns, circular flight patterns, or flight patterns of any other shape. Flight patterns can include the UAV flying over the vehicle, in front of the vehicle, behind the vehicle, to the right of the vehicle, to the left of the vehicle, or in any combination thereof. The UAV can fly to the vehicle for a certain amount of time according to the flight pattern and then return to the vehicle.

In other cases, the UAV can return to the vehicle depending on the detected conditions. For example, if the UAV's in-flight battery drops below the charge threshold, the UAV can return to the vehicle. For example, UAV battery charge levels are about 50%, 40%, 30%, 25%, 20%, 15%, 12%, 10%, 8%, 7%, 6%, 5%, 4%, 3%. When descending below 2%, or 1%, the UAV can return to the vehicle. In another embodiment, the UAV can return to the vehicle if an error is detected on board the UAV. For example, if overheating of one or more components of the UAV is detected, the UAV can immediately return to the vehicle. In another embodiment, the error may be detected with respect to one or more sensors or payloads of the UAV. If the UAV's camera is no longer functioning, the UAV can return to the vehicle. If one or more sensors are failing and / or not receiving a signal, the UAV can return to the vehicle.

In some cases, the UAV may be instructed to stay within a certain distance of the moving UAV. For example, UAVs are about 10km, 9.5km, 9km, 8.5km, 8km, 7.5km, 7km, 6.5km, 6km, 5.5km, 5km, 4.5km, 4km, 3.5km of accompanying vehicles. You may be instructed to stay within 3, km, 2.5 km, 2 km, 1.5 km, 1 km, 500 m, 300 m, or 100 m. This distance can be lateral distance, altitude, or any combination thereof. This distance can incorporate both lateral and vertical distances. The UAV can fly within this distance according to a preset flight pattern. In other cases, the UAV can fly autonomously within this distance without following a preset pattern, but can stay within this distance. In another embodiment, the user is free to manually control the UAV within this distance. If the user attempts to control the UAV outside this distance, the UAV may refuse to go outside this distance and may stay within this distance.

Any description of this distance herein can also refer to any permissible zone for accompanying vehicles. Any permissible zone can have any shape and / or point to a boundary where the UAV needs to reside with respect to the accompanying vehicle. Tolerance zones can have different distance thresholds for different directions with respect to the accompanying vehicle. For example, the UAV may need to stay within 4 km in front of the companion vehicle, 1 km to the side of the companion vehicle, and 2 km behind the companion vehicle.

When the companion vehicle moves, the threshold distance and / or tolerance zone can move with the companion vehicle. For example, if the permissible zone is a circle around the companion vehicle, then when the companion vehicle moves, the permissible zone can move with the companion vehicle and the center of the circle remains with the vehicle. In this way, the area in which the UAV in flight can fly can change over time.

Other types of commands can be provided from the vehicle to the accompanying UAV. For example, payload control may be provided in response to commands from the vehicle. This may include positioning and / or orientation of the camera on the UAV. This may also include controlling other camera functions such as recording mode, zoom, resolution, or any other type of camera control. The vehicle can control the camera by initiating a preset sequence (eg, autonomous or semi-autonomous) or by controlling the camera directly (eg, manually). Similarly, control of one or more sensors can occur in response to commands from the vehicle. Commands to the UAV's sensors, payload, and / or any other feature allow any component of the UAV to operate in any of multiple modes: autonomous, semi-autonomous, or manual mode. Can be.

Two-way communication can be provided between the UAV 1010 and the accompanying vehicle 1020b. Any combination of data transmissions described herein can be provided. For example, commands from the vehicle can be used to control the UAV or initiate a sequence that the UAV performs. The command may be used to control the flight of the UAV, the payload of the UAV, the sensor of the UAV, or any other component or function of the UAV. Data from the UAV may be provided to the vehicle. This is data about the state of the UAV (eg, position, flight path , error state, charging state) and / or any data collected by one or more payloads or sensors of the UAV (eg image, location information, etc.). Environmental information) may be included. In some embodiments, bidirectional communication can influence each other. We can provide feedback. For example, UAV location data can be useful when developing commands to control UAV flight. Feedback may be provided by a manual operator and / or a processor configured to provide automated commands.

The UAV1010 may be capable of selectively communicating with the companion vehicle 1020b without communicating with other vehicles. In some cases, the UAV and accompanying vehicle may be pre-synchronized or pre-paired so that direct communication with each other may be possible. Unique identifiers between UAVs and / or accompanying vehicles can be exchanged and used to identify each other. In other embodiments, the UAV and accompanying vehicle can communicate via a unique frequency and / or communication channel. The communication channel can be optionally encrypted.

FIG. 11 shows an example of a plurality of UAVs capable of communicating with a plurality of vehicles according to an embodiment of the present invention. In some cases, a plurality of UAV1110a, 1110b, 1110c may be provided in a given area. The plurality of UAVs can have the corresponding accompanying vehicles 1120b, 1120c, 1120g, respectively. Other vehicles 1120a, 1120d, 1120e, 1120f may be provided within this region. Other vehicles may or may not have their own accompanying UAV.

The UAV may be able to communicate with each accompanying vehicle without communicating with other vehicles. The UAV may be able to communicate with each companion vehicle without interfering with the communication between the other UAV and each companion vehicle. The UAV can communicate with each companion vehicle without "intercepting" the communication between the other UAV and each companion vehicle. The UAV may be able to discriminate against each companion vehicle from other vehicles and communicate only with each companion vehicle. Similarly, a vehicle may be able to discriminate against each UAV from other UAVs and communicate only with each accompanying UAV. For example, the UAV 1110a may be able to distinguish the accompanying vehicle 1120b from all other vehicles in the region. The vehicle 1120b may be able to distinguish the accompanying UAV 1110a from all other UAVs in the region. In some cases, the area is about 100 square kilometers, 90 square kilometers, 70 square kilometers, 60 square kilometers, 50 square kilometers, 45 square kilometers, 40 square kilometers, 35 square kilometers, 30 square kilometers, 25 square kilometers, 20 sq km, 15 sq km, 12 sq km, 10 sq km, 9 sq km, 8 sq km, 7 sq km, 6 sq km, 5 sq km, 4.5 sq km, 4 sq km, 3.5 sq. km, 3 sq km, 2.5 sq km, 2 sq km, 1.5 sq km, 1 sq km, 0.8 sq km, 0.5 sq km, 0.3 sq km, 0.1 sq km, It can be 0.05 square kilometers, or 0.01 square kilometers or less.

In some embodiments, the UAVs 1110a, 1110b, and 1110c may be capable of detecting and / or communicating with each other. The UAV can detect the presence of other UAVs. Collision avoidance may be provided between multiple UAVs. In some cases, the UAV can have a communication sharing mode. For example, the first UAV1110a can communicate the collected data to the second UAV1110b. In one embodiment, the images collected by the first UAV can be shared with the second UAV. The first UAV can transmit the data of the first UAV to the accompanying vehicle 1120b. The second UAV that receives the data from the first UAV can transmit the data to the accompanying vehicle 1120c of the second UAV. The data collected by the second UAV can also be transmitted to the second UAV's companion vehicle and the first UAV. The first UAV can optionally transmit data from the second UAV to the first companion vehicle. In this way, data sharing can occur between different UAVs. This can be useful for expanding the range of data collected by the UAV. In some cases, at any given time point, a single UAV may only be able to cover a particular area. If multiple UAVs cover different areas and share information, the collected information can be extended.

In some cases, the user may be able to opt in or out of the UAV data sharing mode. When the user opts out of the UAV data sharing mode, the user's UAV may not be able to communicate with any of the other UAVs. When the user opts in to data sharing mode, the user's UAV can communicate with other UAVs. Other UAVs may also need to opt in to data sharing mode.

Optionally, the vehicle may only communicate with its respective companion UAV. Alternatively, they can communicate with other vehicles. In some embodiments, the vehicles 1120b, 1120c, 1120g may be capable of detecting and / or communicating with each other. Vehicles can also communicate with other vehicles that have a companion UAV, or even other vehicles that do not have a companion UA V, 1120a, 1120d, 1120e, 1120f . Vehicles can detect the presence of other vehicles. In some cases, the vehicle can have a communication sharing mode. It may be provided in addition to or instead of the communication mode between UAVs. For example, the first vehicle 1120b can communicate the collected data to the second vehicle 1120c. In one embodiment, the images collected by the first UAV that accompanies the first vehicle and transmitted to the first vehicle can be shared with the second vehicle. The first UAV can transmit the data of the first UAV to the accompanying vehicle 1120b. The first vehicle can transmit the received information to the second vehicle. The second vehicle may or may not transmit information to the accompanying UAV1110b. Similarly, the second vehicle can also share information with the first vehicle. The accompanying UAV of the second vehicle can transmit data to the second vehicle. The second vehicle can transmit data to the first vehicle. Thus, data sharing can occur between different vehicles. This can be useful for expanding the range of data collected by the vehicle. Vehicles can receive data collected from multiple UAVs via a combination of UAVs and / or other vehicles. In some cases, at any given time point, a single UAV may only be able to cover a particular area. If multiple UAVs cover different areas and share information, the collected information can be extended.

In some cases, the user may be able to opt in or out of the vehicle's data sharing mode. When a user opts out of a vehicle's data sharing mode, the user's vehicle may not be able to communicate with any of the other vehicles. When the user opts in to data sharing mode, the user's vehicle can communicate with other vehicles. Other vehicles may also need to opt in to data sharing mode.

Other implementations can provide a vehicle capable of communicating with any vehicle participating in the data sharing mode and / or a UAV capable of communicating with any vehicle participating in the data sharing mode. Optionally, the UAV may be able to communicate with any other UAV that participates in the data sharing mode, and / or the vehicle may communicate with any other vehicle that participates in the data sharing mode. It can be possible. For example, the UAV 1110a participating in the data sharing mode can communicate with the accompanying vehicle 1120b. The UAV may also be capable of communicating with other UAVs 1110b capable of participating in the data sharing mode and / or other vehicles 1120c capable of participating in the data sharing mode. Similarly, the vehicle 1120b participating in the data sharing mode can communicate with the accompanying UAV1110a. The vehicle may be able to communicate with other vehicles 1120c capable of participating in the data sharing mode and / or other UAV 1110b capable of participating in the data sharing mode.

If the UAV 1110c is not participating in the data sharing mode, it can communicate with the companion vehicle 1120g without communicating with any of the other vehicles and / or the UAV, including those participating in the data sharing mode. Similarly, if the vehicle 1120g is not participating in the data sharing mode, it may communicate with the companion UAV1110c without communicating with any of the other vehicles and / or UAVs, including those participating in the data sharing mode. can.

As mentioned above, the user may be able to opt in or out of data sharing mode. When the user opts out of data sharing mode, the user's UAV or vehicle may not be able to communicate with any of the other UAVs or vehicles. When the user opts in to data sharing mode, the user's UAV or vehicle can communicate with other UAVs or vehicles. Other UAVs or vehicles may also need to opt in to data sharing mode. In some cases, the user may be able to opt in and specify one or more parameters for the data sharing mode. For example, a user can only share with a particular type of UAV and / or vehicle with which the user has a particular relationship. In another embodiment, the user can specify a type of data that can be shared with other UAVs and / or vehicles, or a situation in which the data is shared.

Thus, in the presence of multiple UAVs and / or vehicles, communication can be restricted or opened as desired. Closed communication can allow the UAV and accompanying vehicle to communicate privately with each other. In some cases it may be possible to provide some open communication and it may be desirable to share some information. UAVs and vehicles may be able to identify their respective chase planes from other objects in the area. Individual identification and recognition can occur. In some cases, individual identification and recognition can be useful for encryption and / or decryption of data that can be shared.

Each UAV can have a single companion vehicle. Alternatively, the UAV can have multiple companion vehicles. The vehicle can have a single accompanying UAV. Alternatively, the vehicle can have multiple companion UAVs.

FIG. 12A shows an embodiment of an antenna on a vehicle that may be able to communicate with a UAV according to an embodiment of the invention. The UAV 1210 may be able to communicate with the companion vehicle 1220 while the UAV is in flight. The UAV and the vehicle can communicate with each other using the antenna 1230. The antenna can be a directional antenna that can be redirectable. For example, the antenna can be oriented around one or more rotating shafts 1240a, 1240b.

The UAV 1210 may be able to communicate with the companion vehicle 1220 while the UAV is in flight. In some cases, two-way communication can occur between the UAV and the vehicle. The companion vehicle can allow the UAV to take off from and / or land on the vehicle while the vehicle is in operation. The accompanying vehicle can allow the UAV to take off from and / or land on the vehicle while the vehicle is in motion.

In some embodiments, direct communication can be provided between the UAV 1210 and the accompanying vehicle 1220. Direct communication can occur using the directional antenna 1230. The directional antenna can be installed in the cabin of the accompanying vehicle. In an alternative embodiment, the directional antenna can be provided onboard the UAV. Directional antennas can be provided onboard vehicles and onboard UAVs. In some cases, the directional antenna can be installed inside the vehicle instead of inside the UAV.

The directional antenna 1230 is also sometimes referred to as a beam antenna. A directional antenna may be able to radiate more power in one or more directions with respect to the other direction. This can advantageously make it possible to increase the performance of transmitting data in one or more specific directions. It can also make it possible to increase the performance of receiving data from one or more specific directions. Optionally, the use of directional antennas can reduce interference from unwanted sources. For example, signals from other directions may be weaker or less likely to be intercepted. Some embodiments of directional antennas that may be used may include Yagi-Uda antennas, log periodic antennas, corner reflectors, or any other type of directional antenna.

A directional antenna can have a larger range of communication in one or more directions. For example, a directional antenna can have an increased range in the main direction of communication with respect to the omnidirectional antenna. The directional antenna may or may not have a reduced range in a direction other than the main direction of communication with respect to the omnidirectional antenna.

When the UAV1210 is located in the main direction of communication with respect to the directional antenna, an increased range may be provided for wireless communication between the UAV and the directional antenna. In some cases, the UAV is at least 1m, 5m, 10m, 20m, 30m, 40m, 50m, 60m, 70m, 80m, 90m, 100m, 120m, 150m, 170m, 200m when in the main direction of communication. , 220m, 250m, 300m, 400m, 500m, 600m, 700m, 800m, 900m, 1km, 1.2km, 1.5km, 2km, 2.5km, 3km, 3.5km, 4km, 4.5km, 5km, 6km , 7 km, 8 km, 9 km, 10 km, 12 km, 15 km, or 20 km, it may be possible to communicate directly with the directional antenna on the accompanying vehicle 1220. In other cases, the UAV may communicate with the directional antenna when the distance is less than any of the distances described herein.

When the UAV is not located in the main direction of communication with respect to the directional antenna, the wireless communication between the UAV and the directional antenna is better than if the UAV was located in the main direction of communication. A small range may be provided. In some cases, the ratio of the smaller range when not in the major direction to the larger range when in the major direction is about 4: 5, 3: 4, 2: 3, 1: 2, 1: 1. It can be 3, 1: 4, 1: 5, 1: 6, 1: 7, 1: 8, 1: 9, 1:10, 1:12, 1:15, or 1:20 or less. In other cases, the ratio can be greater than or equal to the value of any ratio described herein. The ratio may fall within the range between any two values described herein.

The directional antenna 1230 may be mobile. The directional antenna can be turned around by rotating around one or more rotation axes 1240a and 1240b. The directional antenna may be capable of rotating around one or more, two or more, or three or more axes of rotation. The axes of rotation may be orthogonal to each other. The axes of rotation can remain orthogonal to each other while the directional antenna is moving. The axes of rotation may intersect each other. In some cases, the axis of rotation can intersect the base of the directional antenna. The directional antenna can have a pivot point. Optionally, the axes of rotation can all intersect at the pivot point. Optionally, the axis of rotation may be the pitch axis and / or yaw axis of rotation. The roll axis may or may not be provided. The directional antenna can be used to adjust the lateral angle of the directional antenna. The directional antenna may be capable of varying the pitch and / or vertical angle of the directional antenna. The directional antenna may be capable of panning in any angle range. For example, a directional antenna may be capable of panning at about 0-360 degrees. Directional antennas are about at least 5 degrees, 10 degrees, 15 degrees, 30 degrees, 45 degrees, 60 degrees, 75 degrees, 90 degrees, 105 degrees, 120 degrees, 135 degrees, 150 degrees, 165 degrees, 180 degrees, 210 degrees. It may be possible to pan at degrees, 240 degrees, 270 degrees, 300 degrees, 330 degrees, 360 degrees, or 720 degrees. The directional antenna can be tilted downwards or upwards at any angle. For example, a directional antenna can be tilted upward at at least 5 degrees, 10 degrees, 15 degrees, 30 degrees, 45 degrees, 60 degrees, 75 degrees, or 90 degrees. The directional antenna can be tilted downward at at least 5 degrees, 10 degrees, 15 degrees, 30 degrees, 45 degrees, 60 degrees, 75 degrees, or 90 degrees.

The directional antenna can be configured so that the main direction of communication is oriented to match the UAV. The UAV may be moving relative to the vehicle. The UAV can be flying while the UAV is moving relative to the vehicle. The directional antenna may be capable of positioning itself so that the main direction of communication is directed at or very close to the UAV. In some cases, the main directions of communication are 45 degrees, 40 degrees, 35 degrees, 30 degrees, 25 degrees, 20 degrees, 15 degrees, 10 degrees, 8 degrees, 7 degrees, 6 degrees in the direction in which the UAV is located. It can be turned within degrees, 5 degrees, 4 degrees, 3 degrees, 2 degrees, or 1 degree.

The position of the UAV with respect to the vehicle may be known. Location information about the UAV and / or the vehicle can be gathered to determine the location of the UAV for the vehicle. The location of the UAV with respect to the vehicle may include the angular direction of the UAV with respect to the vehicle. This may include lateral angular directions as well as vertical angular directions. This may include the relative altitude and relative lateral position of the UAV with respect to the vehicle.

The processor can calculate the angle at which the directional antenna of the vehicle is positioned. This calculation can be done based on the known relative position between the UAV and the vehicle. Communication can occur with the UAV via a directional antenna. The calculated angle may be to direct the major direction of antenna communication towards the UAV. As the UAV flies and moves, the angle of the directional antenna can be updated to track the movement of the UAV. In some cases, the directional antenna can be updated in real time and can track the movement of the UAV in real time. In some cases, the position of the directional antenna can be updated periodically. The position of the directional antenna can be updated at any frequency (eg, every hour, every 10 minutes, every 5 minutes, every 3 minutes, every 2 minutes, every 1 minute, every 45 seconds, every 30 seconds. Every 20 seconds, every 15 seconds, every 12 seconds, every 10 seconds, every 8 seconds, every 7 seconds, every 6 seconds, every 5 seconds, every 4 seconds, every 3 seconds, every 2 seconds, every 1 second, Every 0.5 seconds, every 0.1 seconds, or any other regular or irregular time interval). In some cases, the position of the directional antenna can be updated in response to an event or command. For example, if it is detected that the UAV is moving outside a certain angular range, the directional antenna can correct its orientation.

In some embodiments, the calculation of the orientation of the directional antenna can occur using one or more steps: Such steps are provided as examples only and are not limiting. The steps can be provided, omitted, added, or exchanged for different steps in a different order.

この式の中で、

ａとｅは、それぞれ赤道半径と楕円体の第１の数値的離心率である。
Ｎ（Φ）は、ノーマルと呼ばれ、楕円体のノーマルに沿う表面からＺ軸への距離である。
２） ＥＣＥＦ系内のデータは、次にＥＮＵ座標系に変換され得る。
ＥＣＥＦからＥＮＵ系に変換するために、ローカルの基準は、ＵＡＶに送られたミッションをＵＡＶがちょうど受け取るときの場所に選択することができる。

Coordinate system transformations can occur. GPS can output data in geodetic coordinates. In geodesy coordinates, the surface of the earth is approximated by an ellipse, and locations near the surface can be described with respect to latitude Φ, longitude λ, and height h. The Earth-centered, Earth-fixed (ECEF) coordinate system can be a Cartesian coordinate system. The ECEF coordinate system can represent positions as X, Y, and Z coordinates. Local East, North, and Up (ENU) coordinates can be formed from a plane tangent to the surface of the Earth fixed at a particular location, and are therefore sometimes known as "local tangent planes" or "local geodetic planes". obtain. The yeast axis is labeled x, the north is y, and the up is z. For navigation calculations, GPS location data can be converted to the ENU coordinate system. The conversion involves two steps,
1 ) Convert the data from the geodetic system to ECEF.

In this formula

a and e are the equatorial radius and the first numerical eccentricity of the ellipsoid, respectively.
N (Φ) is called normal and is the distance from the surface of the ellipsoid along the normal to the Z axis.
2 ) The data in the ECEF system can then be converted to the ENU coordinate system.
To convert from an ECEF to an ENU system, local criteria can be selected where the mission sent to the UAV is just received by the UAV.

この式の中で、

、

、および

は地球の半径である。 The distance between the two positions can be calculated. In some embodiments, the haversine equation can be used to obtain the distances from the two positions A and B on the surface of the earth.

In this formula

,

,and

Is the radius of the earth.

と

として示される。現在位置と目的地との間の所望の角度（－１８０，１８０］は、次のように計算することができる。

In some embodiments, orientation calculations can be performed. The current position and target position in ENU coordinates are respectively.

When

Shown as. The desired angle (-180, 180] between the current position and the destination can be calculated as follows.

The vertical angle of the directional antenna can be calculated. The vertical angle of the antenna can be calculated using the love triangle shown in FIG. 12B. The distance between the vehicle and the UAV is shown as d and is the above equation (eg, equation (1)), such as an equation for calculating the distance between two positions (eg, a semi-vertsine equation). Can be calculated using. θ can be the vertical angle of the antenna. Δh can be the altitude difference between the vehicle and the UAV . t an θ = Δh / d, so the vertical angle at which the directional antenna is directed can be equal to arctan (Δh / d).

The horizontal angle of the directional antenna can also be calculated. As mentioned in the previous step, the latitude and longitude information in geodesy coordinates can be converted into an ECEF system. Using the love triangle, the desired angle of the antenna can be calculated using equation (2). As shown in FIG. 12C, the latitude and longitude of positions A and B can first be converted to an ECEF system. The desired angle θ of the antenna can be calculated based on a love triangle. In relation to the horizontal angle, θ may be an azimuth angle.

The orientation of the directional antenna can be calculated using any technique described herein. The calculation can be performed using one or more processors that perform any of the steps described above collectively or individually.

The processor may be on board the vehicle. The processor may be in the vehicle's docking station and / or vehicle's directional antenna equipment. The processor can send a command signal to one or more actuators of the directional antenna to move the directional antenna. The operation of one or more motors can rotate the directional antenna around one or more axes. In some cases, each axis of rotation can have its own actuator. In other cases, a single actuator can control multiple axes of rotation.

The directional antenna 1230 can have any shape or form. In some cases, the directional antenna can have a dish shape. The directional antenna can have a substantially hemispherical shape and / or a rounded circular shape. The directional antenna may be able to function as a cover for the UAV 1210 when the UAV is docked. The directional antenna can cover the UAV when it docks with the vehicle 1220. The directional antenna can partially or completely surround the UAV once it is docked to the vehicle. The directional antenna can have a maximum dimension that is greater than the maximum dimension of the UAV. The directional antenna can function as a cover and can have any characteristics of the cover as described elsewhere herein.

In some cases, the directional antenna 1230 can cover the UAV 1210 while the UAV is docked with the vehicle 1220. The directional antenna can cover the UAV while the vehicle is moving. The hemispherical portion of the directional antenna can overlap the UAV when it is docked. Instructions may be provided for the UAV to take off from the vehicle. The directional antenna can be moved to expose the UAV. The UAV can take off from the vehicle. The directional antenna can be redirected to track the movement of the UAV. The main direction of communication of the directional antenna can be within the angular range of the UAV. The angle range can have any angle value as described elsewhere herein. Instructions for the UAV to land may be provided. The UAV can be docked with the vehicle. The directional antenna can be rearranged to cover the UAV.

Directional antennas can be used to be useful for direct communication between the UAV and the vehicle. In other cases, directional antennas can be used to be useful for indirect communication between the UAV and the vehicle. If the directional antenna is useful for indirect communication, the directional antenna may not need to track the movement of the UAV. The directional antenna can be positioned towards an intermediate device that is useful for indirect communication between the UAV and the vehicle.

In some implementations, direct and indirect communication can be enabled between the UAV and the vehicle. In some cases, the UAV and / or vehicle may be able to switch between different modes of communication.

FIG. 13 shows examples of direct and indirect communication between a UAV and a vehicle according to an embodiment of the invention. The UAV 1310 can communicate with the companion vehicle 1320. In some cases, direct communication 1340 may be provided between the UAV and the vehicle. In other cases, indirect communication 1350, 1360 can occur between the UAV and the vehicle using one or more intermediate devices.

The UAV 1310 can wirelessly communicate with the accompanying vehicle 1320. The radio communication may include data from the UAV to the vehicle and / or data from the vehicle to the UAV. In some cases, the vehicle-to-UAV data may include commands that can control the operation of the UAV. The UAV may be able to take off from and / or land on the companion vehicle.

In some cases, the UAV 1310 can communicate directly with the companion vehicle 1320. A direct communication link 1340 can be established between the UAV and the accompanying vehicle. The direct communication link may remain valid while the UAV and / or accompanying vehicle is moving. UAVs and / or accompanying vehicles can move independently of each other. Any type of direct communication can be established between the UAV and the vehicle. For example, WiFi, WiMax, COF, Bluetooth®, infrared signals, directional antennas, or any other type of direct communication can be used. Any form of communication that occurs directly between two objects can be used or considered.

In some cases, direct communication may be limited by distance. Direct communication may be restricted by line of sight or obstacles. Direct communication can enable high-speed transfer of data or large bandwidth of data compared to indirect communication.

Indirect communication can be provided between the UAV 1310 and the accompanying vehicle 1320. Optionally, indirect communication may include one or more intermediate devices 1330 between the vehicle and the external device. In some embodiments, the intermediate device can be a satellite, router, tower, relay device, or any other type of device. A communication link 1350 can be formed between the UAV and the intermediate device, and a communication link 1360 can be formed between the intermediate device and the vehicle . Any number of intermediate devices capable of communicating with each other can be provided. In some cases, indirect communication can occur on networks such as local area networks (LANs) or wide area networks (WANs) such as the Internet. In some cases, indirect communication can occur over cellular networks, data networks, or any type of communication network (eg, 3G, 4G). A cloud computing environment can be used for indirect communication.

In some cases, indirect communication may not be limited by distance or may provide a larger range of distance than direct communication. Indirect communication may or may not be restricted by line of sight or obstacles. In some cases, indirect communication can use one or more relay devices that are useful in direct communication. Examples of relay devices can include, but are not limited to, satellites, routers, towers, relay bases, or any other type of relay device.

It is possible to provide a method of providing communication between an unmanned air transport aircraft and a vehicle, in which communication is carried out via an indirect communication method. The indirect communication method may include communication via a mobile phone network such as a 3G or 4G mobile phone network. Indirect communication can use one or more intermediate devices for communication between the vehicle and the UAV. Indirect communication can occur when the vehicle is moving.

Any combination of direct and / or indirect communication can occur between different objects. In one embodiment, all communications can be direct communications. In other embodiments, all communications can be indirect communications. Any communication link described and / or illustrated can be a direct communication link or an indirect communication link. In some implementations, switching between direct and indirect communication can occur. For example, the communication between the vehicle and the UAV may be direct communication, indirect communication, or switching between different communication modes. With any of the described devices (eg vehicles, UAVs) and intermediate devices (eg satellites, towers, routers, relay devices, central servers, computers, tablets, smartphones, or any other device with a processor and memory). Communication between can be direct communication, indirect communication, or switching between different communication modes.

In some cases, switching between communication modes can be done automatically without human intervention. One or more processors may be used to determine between indirect and direct communication methods. For example, if the quality of a particular mode deteriorates, the system can switch to a different communication mode. The one or more processors can be on board the vehicle, on board the UAV, on board a third external device, or in any combination thereof. The decision to switch modes may be provided by the UAV, vehicle, and / or a third external device.

In some cases, a suitable communication mode can be provided. If the preferred communication mode is dysfunctional or inadequate in quality or reliability, it is possible to switch to another communication mode. The preferred mode can be pinged to determine when to return the switch to the preferred communication mode. In one embodiment, direct communication may be the preferred communication mode. However, if the UAV flies quite far away, or if there is an obstacle between the UAV and the vehicle, communication can switch to indirect communication mode. In some cases, direct communication may be preferred when transferring large amounts of data between the UAV and the vehicle. In another embodiment, the indirect communication mode may be the preferred communication mode. If the UAV and / or vehicle requires a large amount of data quickly, the communication can be switched to a direct communication mode. In some cases, direct communication may be preferred when the UAV is flying a considerable distance away from the vehicle and greater communication reliability may be required.

Switching between communication modes can occur in response to commands. The command may be provided by the user. The user can be a vehicle operator and / or occupant. The user can be the person who controls the UAV.

In some cases, different modes of communication can be used for different types of communication between the UAV and the vehicle. Different communication modes can be used simultaneously to transmit different types of data.

FIG. 14 shows an example of a communication flow according to an embodiment of the present invention. UAVs and vehicles can communicate with each other. For example, commands can be sent between the UAV and the vehicle. In some cases, images can be transmitted between the UAV and the vehicle. UAV parameter data can be transmitted between the UAV and the vehicle.

Various communication units can be provided between the UAV and the vehicle. For example, the UAV may be provided with a command receiver portion A, an image transmission portion B, and an aircraft parameter transmission portion C. These parts can be provided onboard the UAV. The vehicle may be provided with a command transmission portion D, a user command input portion G, an image receiver portion E, an aircraft parameter receiver portion F, and a monitor H. These parts can be provided on board the vehicle.

Control commands can be provided to the UAV from the vehicle. The user can input a command from the terminal of the vehicle via the user command input portion G. The user can be a vehicle operator and / or a vehicle occupant. The user can be any person who can control the UAV. The user can manually control the UAV in real time. The user can select one or more commands to send to the UAV, and the UAV can fly autonomously and / or semi-autonomously in response to the commands. The user can control the UAV while driving the vehicle. In other cases, the user controlling the UAV does not have to be the driver of the vehicle.

The user command input portion G can be provided in the vehicle. In some cases, the user command input portion may be part of the vehicle, as described in more detail below. The user command input portion can be incorporated into the vehicle and / or cannot be separated from the vehicle. The user command input portion may be removable and / or separable from the vehicle. The user command input part can be freely moved inside and outside the vehicle.

The user command input portion can receive input in any way as described in more detail below. In some embodiments, the input is a touch (eg, touch screen, button, joystick, slider, switch), audio signal (eg, voice command), detected image (eg, gesture recognition, blink or eye movement). ), The portion can be provided via positioning (eg, via an inertial sensor that detects tilt, motion, etc.).

The command transmission portion D can transmit a command from the user command input portion G to the UAV. The command transmission part can transmit information wirelessly or via a wired connection. The command can be received by the command receiver portion A in the UAV.

In some cases, the command between the command transmission portion D of the vehicle and the command receiver portion A of the UAV may be direct communication. Point-to-point direct communication can be used to send control commands from the vehicle to the UAV.

The user can send any type of command to the UAV. The command can control the movement of the UAV. The command can control the flight of the UAV. The command can control the takeoff and / or landing of the UAV. The command can be a direct manual control of the UAV's movement. The command can directly correspond to the rotation of one or more rotors on board the UAV. The commands can be used to control the position, orientation, velocity, angular velocity, acceleration, and / or angular acceleration of the UAV. The command can cause the UAV to increase, decrease, or maintain altitude. The command can cause the UAV to hover in place. The command may include a preset sequence or a command to initiate a flight mode. For example, the command can initiate a sequence of taking off and / or landing the UAV from the vehicle. The command can initiate a sequence that causes the UAV to fly to the vehicle in a particular pattern.

Commands can also control UAV components such as payloads or sensors. For example, commands can control the behavior of the payload. The command can manually control the behavior of the payload and / or act on the payload in a preset manner. The command can act autonomously or semi-autonomously on the payload. The command can affect the orientation of the payload. The command can cause the payload to turn or maintain its orientation with respect to the UAV. The payload may be instructed to rotate about one or more axes, two or more axes, or three or more axes. Other features of the payload can be controlled remotely, such as when the payload is a camera, and instructions can zoom in or out, enter still or video recording mode, adjust image resolution or quality. Or may be provided for any other type of shooting mode. In another embodiment, if the payload is a lighting device, the degree of lighting can be controlled, the lighting device can be turned on or off, or the lighting device can provide a blinking pattern.

The command can control any sensor in the UAV. For example, commands can affect the operation of GPS receivers, inertial sensors, ultrasonic sensors, riders, radars, wind sensors, temperature sensors, magnetic sensors, or any other component of a UAV. The command can cause the UAV to return data about the state of the UAV or the surrounding environment.

In some embodiments, it may be important that the UAV can be reliably controlled by the user in the vehicle. Therefore, the commands sent by the user controlling the UAV may need to be reliable. In some cases, communication from the command transmission portion D to the command receiver portion A can use frequency hopping spread spectrum (FHSS) technology. In this way, the radio signal can be sent from the command transmission portion to the command receiver portion by switching the carrier wave between many frequency channels at high speed. In some cases, the sequence can be a pseudo-random sequence known in both the transmit and receiver parts. FHSS can be advantageously resistant to narrowband interference. Spread spectrum signals are difficult to intercept and can appear as background noise to narrowband receivers. FHSS technology can also share a frequency band with minimal interference with many types of conventional transmission. Spread spectrum signals can add minimal noise to narrow frequency communications and vice versa.

Image data can be provided to the vehicle from the UAV. Images can be taken using an imaging device such as a UAV in-flight camera. The image transmission portion B can transmit an image to the image receiver portion E. The image receiver portion can optionally display an image on the monitor H. The image transmission portion can be provided in the UAV. The image receiver portion can be provided inside the vehicle. The monitor can be optionally installed on board the vehicle.

Images from UAV cameras can be transmitted to the vehicle in real time. The image can be displayed on the monitor of the vehicle. The image can be taken with a camera. The camera can be a high resolution camera. The camera can capture images, at least 1MP, 2MP, 3MP, 4MP, 5MP, 6MP, 7MP, 8MP, 9MP, 10MP, 11MP, 12MP, 13MP, 14MP, 15MP, 16MP, 18MP, 20MP, 24MP, It can have a resolution of 26MP, 30MP, 33MP, 36MP, 40MP, 45MP, 50MP, 60MP, or 100MP. The camera can optionally take a picture with less than any value described. The camera can take pictures with megapixels that fall within the range between any two values described herein. The resolution of the captured image may change depending on the command or detected conditions. For example, the user can specify the camera to take an image in high resolution mode or low resolution mode.

The image may include a still image (snapshot) or a moving image (eg, streaming video). Images can be taken at video rates. In some cases, the image is taken at frequencies higher than about 10Hz, 20Hz, 30Hz, 35Hz, 40Hz, 45Hz, 50Hz, 55Hz, 60Hz, 65Hz, 70Hz, 75Hz, 80Hz, 85Hz, 90Hz, 95Hz, or 100Hz. can do. Images may be taken at rates lower than any of the values described herein. Images may be taken at rates that fall between any of the two frequencies described herein.

The camera may be able to move relative to the UAV. The camera can be supported by a carrier capable of allowing the camera to move about about one or more axes of rotation, two or more axes, or three or more axes. The carrier may or may not allow translation of the camera in one direction, two directions, and three or more directions. In some cases, the carrier may comprise a gimbal arrangement capable of allowing rotation of one or more frame assemblies to another frame assembly and / or UAV. The camera can be oriented in the desired orientation to capture the image for transmission.

The image taken by the camera can be transmitted using the image transmission portion B. The image transmission portion can be provided in the UAV. The image transmission portion may be a part of the camera. For example, a UAV camera can directly transmit image data. In another embodiment, the image transmission portion may be on board the UAV rather than part of the camera. For example, the camera can communicate the image data to a separate image transmission portion capable of transmitting the image data. The camera can be connected to the image transmission portion via a wired or wireless connection.

The image transmission portion B can transmit image data to the vehicle. The image transmission portion can transmit the information wirelessly or can transmit the information via a wired connection. The image data can be received by the image receiver portion E in the vehicle. The image receiver portion may or may not be part of the vehicle itself. For example, the image receiver portion may be separable from the vehicle.

In some cases, the image data between the image transmission portion B of the UAV and the image receiver portion E of the vehicle may be provided by direct communication. Point-to-point direct communication can be used to transmit image data from the UAV to the vehicle. In an alternative embodiment, indirect communication may be used to transmit image data from the UAV to the vehicle.

Optionally, the transmission of image data may take up more bandwidth than the transmission of commands to the UAV. In some cases, a faster connection may be desirable to allow for higher speeds of data transfer. Further optionally, it does not have to be so important that the transmission of the image data is more reliable than the command data to the UAV. Thus, the reliability of the communication link from the UAV to the vehicle is less important. In some cases, communication from image transmission portion B to image receiver portion E is point-to-point technology such as WiFi, WiMax, COF, infrared, Bluetooth®, or any other type of point-to-point. Point technology can be used. In some cases, communication may use indirect techniques such as public mobile networks, or any communication network as described herein.

Optionally, a single communication mode can be used to transmit image data. In other cases, multiple communication modes can be switched depending on the detected conditions. For example, the default direct communication can be used to send image data. However, if the direct communication link becomes less reliable, the communication mode can be switched to transmit data over the indirect communication link. Once it is determined that the direct communication link is reliable again, the communication mode can be switched back to the direct communication link. In other cases, the default mode may not be provided and the switch occurs when it is detected that the current communication mode is no longer functioning well, or when other connections are more reliable. obtain. The user may not be able to specify when the communication mode can be switched. Alternatively, the communication mode can be switched automatically without requiring user input. The processor can use the data to evaluate whether to switch the communication mode.

The image data received by the image receiver portion E can be displayed on the monitor H. The monitor can be on board the vehicle. The monitor may be built into the vehicle and / or integrated into the vehicle. The monitor can be any object inside the vehicle or on board. The monitor may or may not be separable from the vehicle. It may or may not be possible to remove the monitor out of the vehicle or out of the vehicle. The monitor may or may not be portable. The connection between the image receiver portion and the monitor can be wired or wireless.

The monitor may have a user interface capable of displaying data. The user interface may include a screen such as a touch screen, or any other type of display. The monitor may be able to display an image based on the image data received from the image receiver portion. The image may include a real-time image taken by the UAV's in-flight camera. This may include real-time streaming video taken by a UAV camera. The images are about 30 seconds, 20 seconds, 10 seconds, 5 seconds, 3 seconds, 2 seconds, 1.5 seconds, 1 second, 500 milliseconds, 300 milliseconds of those taken by the UAV's in-flight camera. , 100 ms, 50 ms, 10 ms, 5 ms, or less than 1 ms, may be displayed on the in-flight monitor of the vehicle. The image may be displayed in high resolution or in low resolution. Images may be displayed at the resolution at which they were taken, or at a lower resolution than those at which they were taken. Images may be displayed at the frame rate at which they were taken, or at a lower frame rate than those at which they were taken.

The user on board the vehicle may be able to see the image displayed on the monitor. It may be advantageous for the in-flight user of the vehicle to see an image taken by the UAV showing an image of an object or location that may otherwise not be visible to the in-flight user of the vehicle. The user can have a bird's eye view of the environment around the user on the monitor.

Aircraft parameter data can be provided to the vehicle from the UAV. Aircraft parameter data may include information about the state of the UAV and / or data captured by the UAV sensors. The aircraft parameter transmission portion C can transmit the aircraft parameter data to the aircraft parameter receiver portion F. The aircraft parameter receiver portion can optionally display an image on the monitor H. The aircraft parameter transmission portion can be provided onboard the UAV. The aircraft parameter receiver portion can be provided onboard the vehicle. The monitor can be optionally installed on board the vehicle.

Aircraft parameter data can be sent to the vehicle in real time. Aircraft parameter data, or information generated based on aircraft parameter data, may be displayed on the vehicle monitor. Aircraft parameter data may include arbitrary data about the condition of the aircraft and / or data captured by one or more sensors on the aircraft.

In some embodiments, the aircraft condition may include position data about the aircraft. For example, position data includes the location of the aircraft (eg, coordinates such as latitude, longitude, and / or altitude), the orientation of the aircraft (eg, with respect to the pitch axis, yaw axis, and / or roll axis), the speed of the aircraft, and the aircraft. Can include angular velocity, aircraft acceleration, and / or angular acceleration of the aircraft. In some cases, one or more inertial sensors and / or location-related sensors (eg, GPS, vision sensors, lidar, ultrasonic sensors) may be useful in determining aircraft position data. The condition of the aircraft may include other data such as the temperature of the aircraft or one or more components of the aircraft. One or more temperature sensors can be useful in determining the temperature of an aircraft. The aircraft status may include other data such as the charge status of the aircraft battery. Aircraft status can also detect whether an error condition has occurred on the aircraft or any component of the aircraft. The condition of the aircraft may include whether one or more receivers are not receiving signals, or whether one or more components of the aircraft are not operating as expected.

The data collected by one or more sensors on the aircraft may include environmental data about the aircraft. For example, environmental data can be temperature, wind speed and / or wind direction, presence or absence of precipitation, detected obstacles or obstructions, detected noise or signal interference, or any other data that can be obtained by aircraft sensors. Can include. Examples of aircraft sensors are, but are not limited to, vision sensors, infrared sensors, riders, radars, sonars, ultrasonic sensors, inertial sensors (eg accelerometers, gyroscopes, magnetic field sensors), magnetic sensors, electric field sensors, acoustics. It may include a sensor, a microphone, or any other type of sensor.

In some cases, aircraft parameter data can be useful for controlling the aircraft. In some cases, one or more commands may be generated based on the aircraft parameter data received. The command may be manually generated by a user who can review the aircraft parameter data received. In other embodiments, the command may be automatically generated by a processor capable of formulating the command using aircraft parameter data.

Aircraft parameter data can be transmitted using the aircraft parameter transmission portion C. The aircraft parameter transmission portion can be provided onboard the UAV. The aircraft parameter transmission portion may be part of a UAV sensor or component. In another embodiment, the aircraft parameter transmission portion may be on board the UAV rather than as part of a sensor or other component. For example, the sensor can communicate the aircraft parameter data to a separate aircraft parameter transmission portion that can transmit the aircraft parameter data. The sensor can be connected to the aircraft parameter transmission portion via a wired or wireless connection.

The aircraft parameter transmission portion C can transmit aircraft parameter data to the vehicle. The aircraft parameter transmission portion can transmit information wirelessly or via a wired connection. Aircraft parameters can be received by the aircraft parameter receiver portion F on board the vehicle. The aircraft parameter receiver portion may or may not be part of the vehicle itself. For example, the aircraft parameter receiver portion may be separable from the vehicle.

In some cases, the data between the aircraft parameter transmitting portion C of the UAV and the aircraft parameter receiver portion F of the vehicle can be provided via direct communication. Point-to-point direct communication can be used to send aircraft parameter data from the UAV to the vehicle. In an alternative embodiment, indirect communication may be used to transmit aircraft parameter data from the UAV to the vehicle.

In some cases, communication from the aircraft parameter transmission part C to the aircraft parameter receiver part F is of point-to-point technology such as WiFi, WiMax, COF, infrared, Bluetooth®, or any other type. Point-to-point technology can be used. In some cases, communication may use indirect techniques such as public mobile networks, or any communication network as described herein.

In some cases, narrowband frequency shift keying (FSK), Gaussian frequency shift keying (GFSK), or other modulation techniques can be used. The data may be transmitted via a frequency modulation scheme in which the digital information is transferred by the discrete frequency change of the carrier. Alternatively, the aircraft parameter data may be embedded within the image data signal (eg, embedded within the video signal).

Optionally, a single communication mode can be used for the transmission of aircraft parameter data. In other cases, a plurality of communication modes may be switched depending on the detected condition. For example, the default direct communication can be used to send aircraft parameter data. However, if the direct communication link becomes less reliable, the communication mode can be switched to transmit data over the indirect communication link. Once it is determined that the direct communication link is reliable again, the communication mode can be switched back to the direct communication link. In other cases, the default mode may not be provided and switching can occur when it is detected that the current communication mode is no longer functioning well, or when other connections are more reliable. The user may not be able to specify when the communication mode can be switched. Alternatively, the communication mode can be switched automatically without requiring user input. The processor can use the data to evaluate whether to switch the communication mode.

The aircraft parameter data returned to the vehicle can be important. Therefore, it may be desirable to provide a reliable connection. If the aircraft exceeds the point-to-point communication range with the vehicle (eg, the control range of the controller), a safer way is for the vehicle and the aircraft to communicate so that the aircraft and the vehicle can know each other's position. Can be further maintained. Therefore, in order to prevent the limitation of the communication range that may occur when using point-to-point communication technology, the vehicle can communicate using an indirect communication method such as using a mobile phone network. Can be desirable.

The aircraft parameter data received by the aircraft parameter receiver portion F can be displayed on the monitor H. The monitor may be on board the vehicle. The monitor may be built into the vehicle and / or integrated into the vehicle. The monitor can be any object inside the vehicle or on board. The monitor may or may not be separable from the vehicle. The monitor may or may not be removed outside the vehicle or outside the vehicle. The monitor may or may not be portable. The connection between the aircraft parameter receiver portion and the monitor can be wired or wireless. The monitor that displays the aircraft parameter data may be the same monitor that displays the image data. Alternatively, another monitor may be provided. In some cases, a single monitor may be used to show aircraft parameter data. Alternatively, multiple monitors may be used to show aircraft parameter data.

The monitor may have a user interface capable of displaying data. The user interface may include a screen such as a touch screen, or any other type of display. The monitor may be able to display data about aircraft parameter data received from the aircraft parameter receiver portion. The data can be shown in real time. The aircraft parameter data or data generated based on the aircraft parameter data is approximately 30 seconds, 20 seconds, 10 seconds, 5 seconds, 3 seconds, 2 seconds of those detected or photographed on board the UAV. Can be displayed on the in-flight monitor of the vehicle within 1.5 seconds, 1 second, 500 ms, 300 ms, 100 ms, 50 ms, 10 ms, 5 ms, or less than 1 ms. ..

The in-flight user of the vehicle may be able to see information about the aircraft parameter data displayed on the monitor. The data can include words, numbers, and / or images. In one embodiment, the location of the UAV can be indicated on the monitor. For example, a map showing the location of the UAV for vehicles and / or geographical features may be provided. Examples of geographic features can include roads, structures, city boundaries, bodies of water, mountains, or other environmental features. The data can optionally represent a visual representation of the UAV and one or more components of the UAV that may be in a failed or error state. In another embodiment, the data may include a visual indicator of the charge level of the UAV's battery.

In some embodiments, point-to-point communication may be desirable for any communication provided between one or more components in a UAV or vehicle, or in-flight. It may be even more desirable to allow indirect communication between the UAV and the vehicle. It may be desirable to provide a backup communication method for any communication method. In some cases, it may be desirable to provide a backup communication method that can be effective when the UAV exceeds the point-to-point communication range or when there are obstacles blocking the communication. .. It may be desirable to provide a backup communication method that can be effective in the presence of interference or noise that interferes with the effectiveness of the primary communication method. It may be desirable to provide a backup communication method when the primary communication method may be hacked or hijacked by an intruder. It may be desirable to provide a backup communication method when the primary communication method becomes unreliable or of poor quality for some reason.

FIG. 15 shows an example of a UAV control mechanism according to an embodiment of the present invention. The UAV control mechanism may be part of the vehicle. UAV control mechanisms can be added to the vehicle at the manufacturing site. The UAV's control mechanism may be integrated into the vehicle and / or may not be designed to be removable or separated from the vehicle. The UAV control mechanism can be incorporated into the normal components of the vehicle.

The UAV control mechanism can be a user input component that allows the user to enter commands that can control the UAV or the component of the UAV. The UAV control mechanism can accept user commands that can ultimately affect the flight of the UAV. User commands may include manually controlling the flight of the UAV. For example, the user can directly control the position, location (eg, latitude, longitude, altitude), orientation, velocity, angular velocity, acceleration, and / or angular acceleration of the UAV. User commands can initiate a given flight sequence of the UAV. For example, a user command can cause the UAV to undock and / or take off from the vehicle. User commands can cause the UAV to dock and / or land on the vehicle. User commands can cause the UAV to fly to the vehicle according to a preset route. User commands can be made to fly autonomously or semi-autonomously on the UAV.

User commands can control any other component of the UAV as described elsewhere herein. For example, the UAV control mechanism accepts user inputs that can control the UAV's in-flight payload, such as a camera or lighting device, a UAV carrier, one or more UAV sensors, or any other feature of the UAV. be able to. In some cases, the command can ultimately control the positioning of the UAV payload, sensor, or any other component. The command can ultimately control the operation of the UAV payload, sensor, or any other component. The user control mechanism may be able to accept a single type of input from the user, or various inputs from the user.

The UAV control mechanism can be incorporated within the vehicle. For example, the UAV control mechanism may include one or more user input components built into the steering wheel of the vehicle, as shown in FIG. 15A. The steered wheels can be used to control the direction of the vehicle. The steered wheels can rotate about an axis. This axis can penetrate the central region of the steered wheels or the shaft. For example, the steering wheel 1510 may include one or more buttons 1520a, 1520b that can accept user input. The user input component can be any type of user interface or input device. For example, user input components can be buttons, switches, knobs, joysticks, trackballs, mice, keyboards, touchpads, touch screens, optical pointers, shooting devices, thermal image forming devices, microphones, inertial sensors, or any other. It may include user input components or combinations thereof. The user input component may be a wearable user input component. For example, the user input component can be worn by the driver and / or occupant of the vehicle. User input components can be worn on the user's head, face, neck, arms, hands, torso, legs, or feet.

The user input can be any type of input from the user. For example, the input can be touch input from the user, voice input from the user, gestures from the user, facial expressions of the user, orientation or position adjustment of the user's body part, or any other type of input from the user. possible. User input may be provided while the vehicle is in operation. User input may be provided while the vehicle is on the move. User input may be provided while the vehicle is idling or stationary. User input may be provided while the user is manipulating the vehicle. User input may be provided while the user is driving the vehicle. The user can optionally be a occupant of the vehicle. User input may be provided while the user is in the vehicle.

FIG. 15B shows another embodiment of the UAV control mechanism. For example, the steering wheel 1510 can be provided and may not have any user input components on it. The display panel 1530 can be provided on the vehicle. The display panel can be optionally incorporated into the vehicle. The display panel may be a screen integrated with the vehicle. Alternatively, the display panel may be removable and / or separable from the vehicle. One or more user input components 1540a, 1540b can be provided. The user input component can be an area on the touch screen. The user can touch the display area to give user commands.

In other embodiments, the user input component may be a steering wheel, dashboard, built-in monitor, seat, window, mirror, shift stick, door panel, foot pedal, floor, cup holder, or any other part of the vehicle. It can be incorporated into any component of the vehicle. For example, the shift stick can be used to switch between different drives or gear modes and can have input components built into it. For example, shift sticks can allow vehicle operators to drive, neutral, reverse, or switch between different gear levels. User input components may be within the reach of the driver of the vehicle. User input components may be within the reach of the occupants of the vehicle. User input components may be within reach of the driver and / or occupant of the vehicle. User input components may be in the line of sight of the driver and / or occupant of the vehicle. The user input component may be in the line of sight of the driver and / or occupant of the vehicle when the driver and / or occupant is substantially facing forward. In one embodiment, the user input component may be designed such that the driver may be able to give user commands without the driver's eyes leaving the road. This can advantageously enable the operation of the UAV in a safe manner.

In one embodiment, when the user is giving a command via a user input component on the steered wheels, the user may keep the user's eyes on the road and the user's hands on the steered wheels. It can be possible. In some cases, the user may be able to manipulate the controls on the steered wheels in order to manually directly control the flight of the UAV. For example, by manipulating a particular control, the UAV can be made to adjust its angle, velocity, and / or acceleration (eg, space and / or rotation) in an amount corresponding to that control's operation. A linear correlation, an exponential correlation, an inverse correlation, or any other type of correlation may be provided between the user input during manual control and the corresponding response of the UAV.

In another embodiment, the UAV can be made to perform a predetermined flight sequence by pressing a button or by other simple input. In one embodiment, the UAV can be taken off from the vehicle by pressing the first button 1520a, while the UAV can be landed on the vehicle by pressing the second button 1520b. In another embodiment, the first button allows the UAV to fly with the vehicle in the first flight pattern, and by pressing the second button, the UAV can fly with the vehicle in the second flight pattern. Can be flown at. This can allow the UAV to perform complex maneuvers without the need for much involvement or engagement by the user. This can be advantageous in situations where the user is a driver who needs to pay attention to driving the vehicle.

In addition, other remote control components can be provided within the vehicle. For example, in addition to the takeoff and return buttons, a set of remote controlled joysticks can be provided. In some cases, the remote control joystick may be available by the driver of the car or by the occupants of the car. In some embodiments, the remote control joystick may be available to both the driver and occupant of the vehicle. The driver or occupant can use the remote control joystick to control the aircraft according to the image data that can be transmitted to the monitor in the vehicle. The remote control joystick may be fixed to a part of the vehicle, may be provided on a tether, or may be movable relative to a part of the vehicle. For example, a remote controlled joystick can be passed from the passenger of the vehicle to the passenger.

Examples of simple inputs that can be done without the need for a lot of driver engagement are button presses, touch screen presses, switch toggles, knob turns, voice commands, and simple. It may include any other type of simple movement that can provide a gesture, make a facial expression, or elicit a response by a UAV. In some cases, simple inputs may include one-touch or one-motion inputs. For example, pressing a single button, or pressing or swiping a single part of the touch screen can be a simple input that can control the UAV or its components.

As mentioned above, the user input component may be part of the vehicle. User input components do not have to be designed to be removed from the vehicle . User input components can be incorporated into the vehicle as it is manufactured. Alternatively, user input components may be installed on existing vehicles. In some cases, one or more components of the vehicle may be replaced to upgrade to a component of the vehicle that has a user input component. For example, a normal steered wheel can be replaced with a new steered wheel that can have a user input component for controlling the UAV. In another embodiment, the component can be added to the existing structure of the vehicle to provide the user input component. For example, a steering wheel cover that can have a user input component such as a button on top may be added to the existing steering wheel. In another embodiment, a vehicle shift stick cover can be provided that can have one or more user input components on top.

In some cases, the vehicle software can be updated. The software may be able to take the user input of the user input component and convert it into data that can be used to control the UAV. In one embodiment, the vehicle can have a built-in indicator. The display software may be updated to indicate user input components that can accept user input and be converted into commands to the UAV. In another embodiment, the vehicle can have a button or component, and the software can be updated to interpret user input to the button or other component and translate it into a command to the UAV.

As such, the vehicle can have one or more hardware components that can accept user input for control of the UAV (or its components). The vehicle can have one or more processors configured to execute commands that can translate user input into commands for controlling the UAV.

A method of controlling a UAV comprises receiving a UAV control input from a user at one or more user input components of the vehicle, the one or more input components being part of the vehicle. The command may be generated using the processor to be sent to the UAV to control the operation of the UAV based on the signal from the user input component. User input components can receive input from the user. User input components can send signals to the vehicle's controls. The vehicle controller can have one or more processors capable of performing any of the steps described herein individually or collectively. Those steps may be performed according to a non-temporary computer-readable medium containing code, logic, or instructions for performing one or more steps. Non-temporary computer-readable media may be stored in memory. The memory can be installed on board the vehicle. The controller can generate a signal to be sent to the UAV based on the user input component. For example, the controller can compute a command signal that can directly control the UAV and / or any component of the UAV. In other cases, the controller may preprocess and / or relay the signal from the input component to be sent to the UAV. The UAV can have an in-flight controller capable of generating a command signal in response to a signal from the vehicle. The vehicle can have a communication unit capable of communicating with the vehicle controller. The UAV can have a communication unit capable of communicating with the UAV's controller.

The vehicle communication unit and the UAV communication unit can communicate with each other. The communication can be wireless communication. Communication can be direct or indirect communication. The communication unit may be able to switch between different communication modes. The communication unit can provide one-way communication (eg, from UAV to vehicle, or from vehicle to UAV). The communication unit can provide two-way communication between the vehicle and the UAV. In some cases, multiple communication units can be provided between the vehicle and the UAV. Different communication units can be used to transmit different types of data or data in different directions. In other cases, a single communication unit can be provided for communication of all types and / or directions.

The display 1530 can be provided inside the vehicle. The indicator may be in the vehicle. The indicator may be part of any component of the vehicle. For example, the indicator can be incorporated into a dashboard, window, steering wheel, door panel, seat, or any other part of the vehicle. The indicator may be within the reach of the driver and / or occupant of the vehicle. The indicator may be in the line of sight of the driver and / or occupant of the vehicle. The indicator may be in the line of sight of the driver and occupant of the vehicle when the driver and / or occupant is facing forward.

The indicator can be part of the vehicle when it is manufactured. Indicators can be added to the vehicle at the manufacturing site. In other embodiments, the indicator can be mounted on an existing vehicle. The indicator does not have to be designed to be separated from the vehicle . The indicator may be integrated into any part of the vehicle. In other cases, the indicator may be separable from the vehicle. The display can be attached to the display receiving dock of the vehicle. The indicator receiving dock can have a complementary shape that can receive the indicator. The indicator receiving dock may or may not have an electrical connector capable of electrically connecting the indicator to other components of the vehicle. For example, an electrical connector can electrically connect the display to the communication unit of the vehicle. When images or other data are received by the vehicle's communication unit, they can be sent to the display via an electrical connector.

In one embodiment, the separable display may be the user's mobile device. For example, the display may be a smartphone (eg, iPhone®, Galaxy, Blackberry, Windows® phone, etc.), a tablet (eg, iPad®, Galaxy, Surface, etc.), a laptop, etc. It may be a personal device assistant, or any other type of display device. The indicator can be held in the user's hands or on the user's lap. Optionally, a fixture to which the indicator can be attached can be provided on the vehicle. The fixture can physically support the indicator against other parts of the vehicle. The fixture may or may not provide an additional electrical and / or data connection between the indicator and the rest of the vehicle.

The display can indicate information based on the data received from the UAV. The indicator can be a monitor that can be seen from within the vehicle. For example, the display can show image data taken by the UAV. Image data can be optionally shown in real time. For example, if the UAV's camera is shooting video, the livestreaming video can be shown on the display. The display can also show information about the UAV, such as the state of the UAV.

The information can indicate environmental information around the UAV. For example, environmental conditions such as temperature, wind speed and / or wind direction, sunshine, precipitation, or barometric pressure can be indicated. The indicator can optionally indicate a map that can show the location of the UAV for the vehicle and / or one or more geographic features. The position of the UAV and / or vehicle can be updated in real time. In this way, the user may be able to track how the UAV and / or the vehicle is moving within the geographical situation or with respect to each other. The indicator optionally indicates the state of one or more components of the UAV. For example, it is possible to display error conditions or failures of one or more components of the UAV. In some embodiments, the indicator can indicate information about the state of charge of one or more batteries in the UAV.

In addition to the information about the UAV, the display can show information about the vehicle. For example, the indicator can show information about the location of the vehicle. The indicator can show information about the environmental conditions around the vehicle. Examples of environmental conditions around the vehicle may include temperature, wind speed and / or wind direction, sunshine, precipitation, or barometric pressure. The indicator can show other information about the surroundings of the vehicle. For example, the indicator can show a map showing roads, traffic levels, city boundaries, bodies of water, structures, natural features, terrain, or any other information. The display can assist the navigation of the vehicle. The display can provide route guidance for transportation. Indicators include fuel efficiency, fuel remaining and / or charge level, vehicle component failure, low battery level, low tire pressure, check engine, parking brake running, or any other data about the vehicle, etc. Other information about the vehicle can be shown.

The indicator can show information about the docking station of the vehicle. For example, if a vehicle docking station fails, data can be displayed. In some cases, the indicator can indicate whether the docking station cover is open or closed. The indicator can indicate if the UAV is currently docked to the vehicle, or if the UAV is flying and there is no UAV currently docked to the vehicle. In some cases, the imaging device can be installed on board the vehicle. The photographing device can capture an image of the docking station. The image of the docking station can be displayed on the vehicle display. It can provide the user with the state of the UAV's docking station on the vehicle.

The information on the display can be displayed in real time. The information may be displayed in any time unit described elsewhere herein. The information can be displayed and / or updated periodically. Information can be displayed while the vehicle is operating and / or moving. Information can be displayed while the UAV is docked to and / or landing on the vehicle. Information can be displayed while the UAV is in flight.

The display can also indicate user input components 1540a, 1540b. For example, a touch screen can indicate one or more areas that the user touches to provide a user input component. User input components can be presented at the same time as the information shown on the display. In one embodiment, the user can enter commands that can affect the flight of the UAV. Images taken by the UAV can be streamed to the display in real time . In this way, the user may be able to see the UAV's response to the user's input in real time.

In some cases, a single indicator can be provided on board the vehicle. A single indicator can indicate any type of information described herein. In some cases, combinations of the types of information described herein can be displayed. The indicator may also optionally include user input components. In some implementations, multiple indicators can be provided on board the vehicle. The indicator can have any of the properties described herein. In some embodiments, some indicators may be attached to the vehicle, while other indicators may be separable from the vehicle. The indicator can show any type of information described herein individually or collectively. In some cases, different indicators may show different types of information. For example, the first indicator may indicate an image streamed from the UAV, while the second indicator may indicate location information about the UAV and / or the vehicle. Optionally, the third indicator can indicate information about the docked state of the vehicle. Any number of indicators can be provided. One or more, two or more, three or more, four or more, five or more, six generations or more, seven or more, eight or more, nine or more, or ten or more indicators shall be installed in the vehicle. Can be done. Various indicators can show the same or different information. Various indicators can show the same type of information or different types of information. Various indicators can show information about UAVs, environments, vehicles, docking stations, and / or combinations thereof.

The systems, devices, and methods described herein can be applied to a wide variety of moving objects. As mentioned above, all description of air transport aircraft such as UAVs herein can be applied to and used with any moving object. All descriptions of air transport aircraft herein are applicable specifically to UAVs. Movable objects of the invention are in the air (eg, fixed-wing air transport aircraft, rotary-wing air transport aircraft, or air transport aircraft with neither fixed-wing nor rotary-wing), underwater (eg, ships or submarines), and on the ground. (For example, cars, trucks, buses, vans, motorcycles, motor vehicles such as bicycles, movable structures or frames such as rods, fishing rods, or trains), underground (eg, subway), space (eg, spaceplane, satellite, etc.) Or a probe), or can be configured to move within any suitable environment, such as any combination of these environments. The movable object can be a vehicle, such as a vehicle described elsewhere herein. In some embodiments, the movable object can be carried on or taken off by a living body such as a human or animal. Suitable animals can include birds, dogs, cats, horses, cows, sheep, pigs, dolphins, rodents, or insects.

Movable objects may be free to move within the environment with respect to six degrees of freedom (eg, three degrees of freedom in translation and three degrees of freedom in rotation). Alternatively, the motion of a moving object may be constrained with respect to one or more degrees of freedom, such as by a given path, track, or direction. The motion can be driven by any suitable actuating mechanism such as an engine or motor. The working mechanism of a moving object can be powered by any suitable energy source such as electrical energy, magnetic energy, solar energy, wind energy, gravity energy, chemical energy, nuclear energy, or any suitable combination thereof. Movable objects can be self-propelled via a propulsion system, as described elsewhere herein. The propulsion system can optionally operate on energy sources such as electrical energy, magnetic energy, solar energy, wind energy, gravity energy, chemical energy, nuclear energy, or any suitable combination thereof. Alternatively, the movable object may be supported by a living body.

In some cases, the movable object can be an air transport aircraft. For example, air transport aircraft include fixed-wing air transport aircraft (eg, planes, gliders), rotary-wing air transport aircraft (eg, helicopters, rotorcraft), air transport aircraft with both fixed and rotary wings, Or it can be an air carrier that has neither (eg, an airship, a hot air bulb). Air transport aircraft can be self-propelled, for example, self-propelled in the air. Self-propelled air transport aircraft utilize propulsion systems such as propulsion systems with one or more engines, motors, wheels, axles, magnets, rotors, propellers, blades, nozzles, or any suitable combination thereof. be able to. In some cases, the propulsion system allows the moving object to take off from the surface, land on the surface, maintain its current position and / or orientation (eg, hovering), reorient, and /. Or it can be used to allow, to change the position.

The movable object can be controlled remotely by the user, or locally controlled by an occupant within or on the movable object. Movable objects can be remotely controlled by passengers within separate vehicles. In some embodiments, the movable object is an unmanned movable object such as a UAV. An unmanned movable object such as a UAV cannot have an occupant within the movable object. Movable objects can be controlled by humans or autonomous control systems (eg, computer control systems), or any suitable combination thereof. The movable object can be an autonomous or semi-autonomous robot, such as a robot configured using artificial intelligence.

Movable objects can have any suitable size and / or dimensions. In some embodiments, the movable object may be of a size and / or size such that it has a human occupant in or on the vehicle. Alternatively, the movable object may be of a smaller size and / or size than one capable of having a human occupant in or on the vehicle. The movable object may be of a size and / or size suitable for being lifted or carried by a human. Alternatively, the movable object may be larger than the size and / or dimensions suitable for being lifted or carried by a human. In some cases, movable objects have maximum dimensions (eg, length, width, height, diameter, diagonal) of about 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or less than 10 m, or equivalent. Can have. The maximum dimensions may be greater than or equal to about 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m. For example, the distance between the shafts of the rotors facing each other of the movable object may be about 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or less than 10 m, or the same. Alternatively, the distance between the shafts of the opposing rotors may be greater than or equal to about 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m.

In some embodiments, the movable object may have a volume of less than 100 cm x 100 cm x 100 cm, less than 50 cm x 50 cm x 30 cm, or less than 5 cm x 5 cm x 3 cm. The total volume of movable objects 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 , 200 cm ³ , 300 cm ³ , 500 cm ³ , 750 cm ³ , 1000 cm ³ , 5000 cm ³ , 10,000 cm ³ , 100,000 cm ³ , 1 m ³ , or less than 10 m ³ , or equivalent. On the contrary, the total volume of movable objects is about 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 , It may be greater than or equal to 150 cm ³ , 200 cm ³ , 300 cm ³ , 500 cm ³ , 750 cm ³ , 1000 cm ³ , 5000 cm ³ , 10,000 cm ³ , 100,000 cm ³ , 1 m ³ , or 10 m ³ .

In some embodiments, the movable object is approximately 32,000 cm ² , 20,000 cm ² , 10,000 cm ² , 1,000 cm ² , 500 cm ² , 100 cm ² , 50 cm ² , 10 cm ² , or less than 5 cm ² . It may have an equivalent occupied area (also referred to as a horizontal cross-sectional area surrounded by a moving object). On the contrary, the occupied area is more than or equivalent to about 32,000 cm ² , 20,000 cm ² , 10,000 cm ² , 1,000 cm ² , 500 cm ² , 100 cm ² , 50 cm ² , 10 cm ² , or 5 cm ² . May be good.

In some cases, the movable object can weigh less than 1000 kg. The weight of the movable object is about 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 less than 0.01 kg, or equivalent. On the contrary, the weights are about 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, or equivalent.

In some embodiments, the movable object may be smaller than the load carried by the movable object. The on-board material may include a payload and / or a carrier, as described in more detail elsewhere herein. In some embodiments, the ratio of movable object weight to load weight may be greater than, less than, or equal to about 1: 1 . If desired , the ratio of the weight of the movable object to the weight of the load may be 1: 2, 1: 3, 1: 4, 1: 5, 1:10, or even smaller or equal. good. Conversely, the ratio of movable object weight to load weight may also 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 low energy consumption. For example, the movable object may use about 5 W / h, 4 W / h, 3 W / h, 2 W / h, less than 1 W / h, or less. In some cases, carriers of moving objects may have low energy consumption. For example, the carrier may be about 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 low energy consumption, such as about 5 W / h, 4 W / h, 3 W / h, 2 W / h, less than 1 W / h, or less.

FIG. 16 shows an unmanned aerial vehicle (UAV) 1600 according to an embodiment of the present invention. The UAV may be an embodiment of a movable object as described herein. The UAV1600 may include a propulsion system with four rotors 1602, 1604, 1606, and 1608. Any number of rotors can be provided (eg, 1, 2, 3, 4, 5, 6 or more). Unmanned air transport rotors, rotor assemblies, or other propulsion systems allow unmanned air transport to hover , ie to maintain position, change direction, and / or change location. can do. The distance between the shafts of the opposing rotors can be any suitable length 16 10. For example, the length 1610 can be 2 m or less, or 5 m or less. In some embodiments, the length 1610 can be in the range of 40 cm to 1 m, 10 cm to 2 m, or 5 cm to 5 m. Any description of the UAV herein can be applied to moving objects such as different types of moving objects, and vice versa. The UAV can use the assisted takeoff system or method described herein.

In some embodiments, the movable object may be configured to carry a load. The load may include one or more of passengers, cargo, equipment, instruments, and the like. The load can be provided in the housing. The housing may be separated from the housing of the movable object or may be part of the housing for the movable object. Alternatively, the mounted object can include a housing, but the movable object cannot have a housing. Alternatively, a housing may not be provided on a part of the load or the entire load. The load can be tightly secured to the movable body. Optionally, the payload may be mobile with respect to the movable body (translatable or rotatable with respect to the movable object). The on-board material may include a payload and / or a carrier as described elsewhere herein.

In some embodiments, the movement of the moving object, carrier, and payload with respect to a fixed reference frame (eg, the surrounding environment) and / or with respect to each other can be controlled by the terminal. The terminal can be a remote control device located far from moving objects, carriers, and / or payloads. The terminal may be placed on or mounted on a support platform. Alternatively, the terminal can be a handheld or wearable device. For example, the terminal may include a smartphone, tablet, laptop, computer, glasses, gloves, helmet, microphone, or any suitable combination thereof. The terminal may include a user interface such as a keyboard, mouse, joystick, touch screen, or display. Any suitable user input such as manually entered commands, voice control, gesture control, position control, etc. can be used to interact with the terminal (eg, via movement, location, or tilt of the terminal).

The terminal can be used to control any suitable state of the movable object, carrier, and / or payload. For example, terminals can be used to control the position and / or orientation of movable objects, carriers, and / or payloads relative to and / or to each other. In some embodiments, the terminal may be used to control a moving object such as a carrier actuating assembly, a payload sensor, or a payload emitter, a carrier, and / or individual elements of the payload. The terminal may include a wireless communication device adapted to communicate with one or more of a moving object, carrier, or payload.

The terminal may include a suitable display unit for viewing information on movable objects, carriers, and / or payloads. For example, the terminal may be configured to display information on moving objects, carriers, and / or payloads with respect to position, translational velocity, translational acceleration, direction, angular velocity, angular acceleration, or any suitable combination thereof. In some embodiments, the terminal may display information provided by the payload, such as data provided by the functional payload (eg, an image recorded by a camera or other imaging device).

Optionally, the same terminal controls the state of the movable object, carrier, and / or payload, or the state of the movable object, carrier, and / or payload together, and receives information from the movable object, carrier, and / or payload. , And / or can be displayed. For example, the terminal can control the positioning of the payload with respect to the environment and at the same time display image data captured by the payload or information about the position of the payload. Alternatively, different terminals may be used for different functions. For example, the first terminal can control the movement or state of a movable object, carrier, and / or payload, while the second terminal receives and displays information from the movable object, carrier, and / or payload. can do. For example, the first terminal can be used to control the positioning of the payload with respect to the environment, while the second terminal displays the image data captured by the payload. Various communication modes can be utilized between a movable object and an integrated terminal that controls the movable object and receives data, or between a movable object and a plurality of terminals that control the movable object and receive data. For example, at least two different modes of communication may be formed between a movable object and a terminal that controls the movable object and receives data from the movable object.

FIG. 17 shows a movable object 1700 with a carrier 1702 and a payload 1704 according to an embodiment. Although the movable object 1700 is depicted as an air transport aircraft, this description is not intended to be limited and any suitable type of movable object can be used, as described herein above. Those skilled in the art will appreciate that any embodiment described herein in connection with an air transport system can be applied to any suitable movable object (eg, UAV). In some cases, the payload 1704 can be provided on the movable object 1700 without the need for carriers 1702. The movable object 1700 may include a propulsion mechanism 1706, a detection system 1708, and a communication system 1710.

The propulsion mechanism 1706 may include one or more of rotors, propellers, blades, engines, motors, wheels, axles, magnets, or nozzles as described above. The movable object may have one or more, two or more, three or more, or four or more propulsion mechanisms. The propulsion mechanisms can all be of the same type. Alternatively, the one or more propulsion mechanisms can be different types of propulsion mechanisms. The propulsion mechanism 17 06 may be mounted on the movable object 1700 using any suitable means such as a support element (eg, a drive shaft), as described elsewhere herein. The propulsion mechanism 1706 may be mounted on any suitable portion of the movable object 1700, such as the top, bottom, front, rear, sides, or any suitable combination thereof.

In some embodiments, the propulsion mechanism 1706 takes off the movable object 1700 vertically from the surface without requiring any horizontal movement of the movable object 1700 (eg, without moving the runway). , Or can make it possible to land perpendicular to the surface. Optionally, the propulsion mechanism 1706 can operate to allow the movable object 1700 to hover in the air at a specified position and / or direction. One or more propulsion mechanisms 1700 may be controlled independently of the other propulsion mechanisms. Alternatively, the propulsion mechanism 1700 may be configured to be controlled simultaneously. For example, the movable object 1700 can have a plurality of horizontally oriented rotors capable of exerting lift and / or thrust on the movable object. Multiple horizontally oriented rotors may be actuated to provide the movable object 1700 with vertical takeoff, vertical landing, and hovering capabilities. In some embodiments, one or more of the horizontally oriented rotors can rotate clockwise, while at the same time one or more of the horizontally oriented rotors can rotate counterclockwise. can. For example, the number of clockwise rotors can be equal to the number of counterclockwise rotors. Each rotation speed of the horizontally oriented rotors controls the lift and / or thrust generated by each rotor, thereby adjusting the spatial placement, speed and / or acceleration of the movable object 1700 (eg, for example). Can be changed independently for (with respect to up to 3 degrees of freedom in translation and up to 3 degrees of freedom in rotation).

The detection system 1708 is one or more sensors capable of detecting the spatial arrangement, velocity, and / or acceleration of the movable object 1700 (eg, with respect to up to 3 degrees of freedom in translation and up to 3 degrees of freedom in rotation). Can be equipped. 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 detection data provided by the detection system 1708 can be used to control the spatial placement, velocity, and / or acceleration of the movable object 1700 (eg, using appropriate processing units and / or control modules as described below). do). Alternatively, the detection system 1708 may be used to provide data about the environment surrounding a moving object, such as weather conditions, the approach of potential obstacles, the location of geographic features, the location of man-made structures, and the like. ..

The communication system 1710 can communicate with the terminal 1712 having the communication system 1714 via the radio signal 1716. Communication systems 1710, 1714 may include any number of transmitters, receivers, and / or transceivers suitable for wireless communication. Communication can be one-way communication such that data can be transmitted in one direction. For example, one-way communication can be involved only in the movable object 1700 that transmits data to the terminal 1712, or vice versa. Data can be transmitted from one or more transmitters in communication system 1710 to one or more receivers in communication system 1714 and vice versa. Alternatively, the communication may be bidirectional communication, and the data can be transmitted in both directions between the movable object 1700 and the terminal 1712. Bidirectional communication can be involved in transmitting data from one or more transmitters in communication system 1710 to one or more receivers in communication system 1714, and vice versa.

In some embodiments, the terminal 1712 provides control data to one or more of the movable object 1700, carrier 1702, and payload 1704, and one or more of the movable object 1700, carrier 1702, and payload 1704. Information can be received from (eg, data detected by the payload, such as the position and / or motion information of a moving object, carrier, or payload, image data captured by the payload's camera). In some cases, the control data from the terminal may include commands relating to the relative position, movement, operation, or control of the moving object, carrier, and / or payload. For example, control data results in changes in the location and / or direction of the movable object (eg, via control of the propulsion mechanism 1706), or the movement of the payload relative to the movable object (eg, via control of carrier 1702). be able to. Control data from the terminal can provide control of the payload, such as controlling the behavior of the camera or other image capture device (eg, still or video capture, zoom in or zoom out, on or off, capture mode). Switching, changing image resolution, changing focus, changing depth of field, changing exposure time, changing viewing angle or field). In some cases, communication from moving objects, carriers, and / or payloads may include information from one or more sensors (eg, detection system 1708, or payload 1704). Communication may include detected information from one or more different types of sensors (eg, GPS sensor, motion sensor, inertial sensor, proximity sensor, or image sensor). Such information may be related to the position (eg, location, direction), motion, or acceleration of a moving object, carrier, and / or payload. Such information from the payload may include data captured by the payload or the detected state of the payload. The control data transmitted and provided by the terminal 1712 may be configured to control the state of one or more of the movable object 1700, carrier 1702, or payload 1704. Alternatively, or in combination, the carrier 1702 and payload 1704 can also be equipped with a communication module configured to communicate with the terminal 1712, respectively, with the terminal communicating with the movable object 1700, carrier 1702, and payload 1704, respectively. Can be controlled individually.

In some embodiments, the movable object 1700 may be configured to communicate with another remote device in addition to or on behalf of the terminal 1712. The terminal 1712 may also be configured to communicate with another remote device, as well as a movable object 1700. For example, the movable object 1700 and / or the terminal 1712 can communicate with another movable object, or a carrier or payload of another movable object. If desired, the remote device can be a second terminal or other computing device (eg, a computer, laptop, tablet, smartphone, or other mobile device). The remote device may be configured to send data to and / or receive data from the movable object 1700, receive data from the movable object 1700, send data to the terminal 1712, and / or receive data from the terminal 1712. Optionally, the remote device may be connected to the Internet or other telecommunications network so that the data received from the mobile object 1700 and / or the terminal 1712 can be uploaded to a website or server.

FIG. 18 is a block diagram schematic of the system 1800 for controlling a movable object according to an embodiment. System 1800 can be used in combination with any suitable embodiment of the systems, devices, and methods described herein. The system 1800 may include a detection module 1802, a processing unit 1804, a non-temporary computer readable medium 1806, a control module 1808, and a communication module 1810.

Detection module 1802 can utilize different types of sensors that collect information related to moving objects in different ways. Different types of sensors can detect different types of signals or signals from different sources. For example, the sensor may include an inertial sensor, a GPS sensor, a proximity sensor (eg, a rider), or a vision / image sensor (eg, a camera). The detection module 1802 can be linked and coupled to a processing unit 1804 having a plurality of processors. In some embodiments, the detection module is coupled to a transmit module 1812 (eg, a Wi-Fi image transmit module) configured to transmit the detection data directly to a suitable external device or system. be able to. For example, the transmission module 1812 can be used to transmit an image captured by the camera of the detection module 1802 to a remote terminal.

The processing unit 1804 can have one or more processors such as a programmable processor (eg, a central processing unit (CPU)). The processing unit 1804 can be coupled to the non-temporary computer-readable medium 1806 in a coordinated manner. The non-temporary computer-readable medium 1806 can store logic, code, and / or program instructions that the processing unit 1804 can execute to perform one or more steps. The non-temporary computer-readable medium can include one or more memory units (eg, a separable medium such as an SD card or random access memory (RAM) or an external storage device). In some embodiments, the data from the detection module 1802 can be transported directly to and stored in the memory unit of the non-temporary computer readable medium 1806. The memory unit of the non-temporary computer-readable medium 1806 contains the logic, code, and / or program instructions that the processing unit 1804 can execute to perform any suitable embodiment of the methods described herein. Can be remembered. For example, the processing unit 1804 may be configured to cause one or more processors of the processing unit 1804 to execute an instruction to analyze the detection data generated by the detection module. The memory unit can store the detection data from the detection module processed by the processing unit 1804. In some embodiments, the memory unit of the non-temporary computer-readable medium 1806 can be used to store the processing results produced by the processing unit 1804.

In some embodiments, the processing unit 1804 can be coupled to a control module 1808 configured to control the state of a movable object in a coordinated manner. For example, the control module 1808 may be configured to control the propelling mechanism of a moving object to adjust the spatial arrangement, velocity, and / or acceleration of the moving object with respect to six degrees of freedom. Alternatively, or in combination, the control module 1808 can control one or more of the carrier, payload, or detection module states.

The processing unit 1804 is coupled to a communication module 1810 configured to transmit and / or receive data from one or more external devices (eg, a terminal, display device, or other remote controller). be able to. Any suitable means of communication, such as wired or wireless communication, can be used. For example, the communication module 1810 uses one or more of a local area network (LAN), wide area network (WAN), infrared, wireless, WiFi, point-to-point (P2P) network, telecommunications network, cloud communication, and the like. can do. Optionally, relay stations such as towers, satellites, or mobile stations can be used. Wireless communication can be proximity dependent or proximity independent. In some embodiments, the line of sight may or may not be required for communication. The communication module 1810 transmits and / or receives one or more of the detection data from the detection module 1802, the processing result generated by the processing module 1804, the predetermined control data, the user command from the terminal or the remote controller, and the like. Can be done.

The components of system 1800 can be arranged in any suitable configuration. For example, one or more components of system 1800 can be placed on a moving object, carrier, payload, terminal, detection system, or additional external device capable of communicating with one or more of the above. .. Further, FIG. 18 depicts a single processing unit 1804 and a single non-temporary computer readable medium 1806, which is not intended by those of skill in the art, and the system 1800 is a plurality of processing units. You will understand that and / or can be equipped with non-temporary computer readable media. In some embodiments, the one or more of the plurality of processing units and / or the non-temporary computer-readable medium is such that any suitable embodiment of the processing and / or memory function performed by the system 1800 is described below. Movable objects, carriers, payloads, terminals, detection modules, additional external devices capable of communicating with one or more of the above, or any suitable combination thereof, etc. so that they can occur in one or more of the above. , Can be located in different places.

Preferred embodiments of the invention have been shown and described herein, but it will be apparent to those skilled in the art that such embodiments are provided by way of example only. Here, one of ordinary skill in the art will assume a number of variants, modifications, and substitutions without departing from the invention. It should be appreciated that various alternatives to the embodiments of the invention described herein can be employed in the practice of the invention. The following claims define the scope of the invention, by which the methods and structures contained within these claims, as well as their equivalents, are intended to be included.

Claims (29)

A method of displaying information based on data received from an unmanned aerial vehicle (UAV) and data transmitted to the UAV.
(A) A step of receiving data from the UAV and
(B) A step of transmitting data from the vehicle to the UAV, wherein the transmitted data includes the location of the vehicle.
(C) A step of generating information for display based on the data transmitted to the UAV and the data received from the UAV, and
(D) Including the step of displaying the information of (c) on the display unit in the vehicle while the vehicle is in operation.
The vehicle will (1) autonomously take off from the vehicle and (2) autonomously land in or on the vehicle while the vehicle is in operation on the UAV. The autonomous takeoff and landing of the UAV is accomplished via the thrust generated by the UAV.
The vehicle is equipped with a movable directional antenna.
Communication between the vehicle and the UAV takes place via the directional antenna.
A method in which the angle of the directional antenna is updated to track the movement of the UAV as the UAV flies and moves. The method of claim 1, wherein the display unit is incorporated into the vehicle. The method of claim 1, wherein the display unit is removable from the vehicle. The method of claim 1, wherein the information comprises the location of the UAV for the vehicle or geographical feature. The method of claim 4, wherein the geographical feature is a road, a structure, a city boundary, a body of water or a mountain. The method of claim 1, wherein the information includes a charging state of the UAV energy storage device. The method of claim 1, wherein the information includes environmental information around the UAV or the vehicle. 7. The method of claim 7, wherein the environmental information includes temperature, wind speed and / or wind direction, sunshine, precipitation, or barometric pressure around the UAV or vehicle. The method of claim 1, wherein the information comprises the location of the vehicle for at least one of the UAV or geographic features. The method of claim 1, wherein the information comprises an image or video taken by a camera on the UAV. The method of claim 10 , wherein the image is displayed at a resolution at which the image was taken or at a resolution lower than the resolution at which the image was taken. The method of claim 1, wherein the information is displayed while the UAV is in flight. The method of claim 1, wherein the information is displayed while the UAV is landing on the vehicle. A vehicle configured to communicate with an unmanned aerial vehicle (UAV),
a) A docking station configured to autonomously take off from the UAV and autonomously land there while the vehicle is in operation.
b) With one or more communication units configured to receive data from the UAV and transmit data to the UAV.
c) A display unit within the vehicle configured to display information related to the autonomous takeoff of the UAV from the vehicle and the autonomous landing of the UAV onto the vehicle.
d) One or more to generate instructions transmitted to the UAV via the one or more communication units in order to achieve autonomous takeoff and landing of the UAV via the thrust generated by the UAV. One or more input components configured to receive user input of, and
When the UAV flies and moves, the angle of the movable directional antenna that communicates between the vehicle and the UAV is updated to track the movement of the UAV. A vehicle equipped with a processor to calculate. The vehicle according to claim 14, wherein the display unit is incorporated in the vehicle. The vehicle according to claim 14, wherein the display unit is removable from the vehicle. The vehicle according to claim 16, wherein the display unit is a user's mobile device. The vehicle according to claim 14, wherein the display unit is within the reach of the driver of the vehicle. 14. The vehicle of claim 14, wherein the information includes the location of the UAV for at least one of the vehicle or geographical features. The vehicle according to claim 19, wherein the geographical feature is a road, a structure, a city boundary, a body of water or a mountain. The vehicle according to claim 14, wherein the information includes the state of charge of the energy storage device of the UAV. The vehicle according to claim 14, wherein the information includes environmental information around the UAV or the vehicle. 22. The vehicle according to claim 22, wherein the environmental information includes temperature, wind speed and / or wind direction, sunshine, precipitation, or atmospheric pressure around the UAV or the vehicle. The vehicle according to claim 14, wherein the information is displayed while the UAV is in flight. The vehicle according to claim 14, wherein the information is displayed while the UAV is landing on the vehicle. 14. The vehicle of claim 14, wherein the one or more communication units are configured to transmit data including the location of the vehicle to the UAV. The display unit indicates fuel efficiency, remaining fuel and / or charge level, failure of vehicle components, low battery level, low tire pressure, check engine, or parking brake in operation for the vehicle. 14. The vehicle according to claim 14. The method of claim 1, wherein the data, including the location of the vehicle, is transmitted to the UAV in real time. The method of claim 6, wherein the autonomous landing of the UAV is achieved when the charge state of the energy storage device of the UAV falls below a predetermined threshold .

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