WO2024130085A1 - Procédés et systèmes de recharge de véhicules électriques aériens à l'aide de véhicules terrestres - Google Patents

Procédés et systèmes de recharge de véhicules électriques aériens à l'aide de véhicules terrestres Download PDF

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Publication number
WO2024130085A1
WO2024130085A1 PCT/US2023/084234 US2023084234W WO2024130085A1 WO 2024130085 A1 WO2024130085 A1 WO 2024130085A1 US 2023084234 W US2023084234 W US 2023084234W WO 2024130085 A1 WO2024130085 A1 WO 2024130085A1
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WIPO (PCT)
Prior art keywords
ground
vehicles
aerial
vehicle
subset
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Application number
PCT/US2023/084234
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English (en)
Inventor
Fuk Ho Pius Ng
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Dimaag-Ai, Inc.
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Publication of WO2024130085A1 publication Critical patent/WO2024130085A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U80/00—Transport or storage specially adapted for UAVs
    • B64U80/20—Transport or storage specially adapted for UAVs with arrangements for servicing the UAV
    • B64U80/25—Transport or storage specially adapted for UAVs with arrangements for servicing the UAV for recharging batteries; for refuelling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/36—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles by positioning the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/30—Supply or distribution of electrical power
    • B64U50/37—Charging when not in flight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U70/00—Launching, take-off or landing arrangements
    • B64U70/90—Launching from or landing on platforms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U80/00—Transport or storage specially adapted for UAVs
    • B64U80/80—Transport or storage specially adapted for UAVs by vehicles
    • B64U80/86—Land vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/10—Air crafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B60L2240/622—Vehicle position by satellite navigation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/32—Auto pilot mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2101/00—UAVs specially adapted for particular uses or applications
    • B64U2101/20—UAVs specially adapted for particular uses or applications for use as communications relays, e.g. high-altitude platforms
    • B64U2101/21—UAVs specially adapted for particular uses or applications for use as communications relays, e.g. high-altitude platforms for providing Internet access
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2101/00—UAVs specially adapted for particular uses or applications
    • B64U2101/40—UAVs specially adapted for particular uses or applications for agriculture or forestry operations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2201/00—UAVs characterised by their flight controls
    • B64U2201/10—UAVs characterised by their flight controls autonomous, i.e. by navigating independently from ground or air stations, e.g. by using inertial navigation systems [INS]
    • B64U2201/102—UAVs characterised by their flight controls autonomous, i.e. by navigating independently from ground or air stations, e.g. by using inertial navigation systems [INS] adapted for flying in formations

Definitions

  • UAVs unmanned aerial vehicles
  • Aerial electric vehicles are particularly interesting because of their lightweight, simple design, and ease of control (e.g., quadcopter drones).
  • quadcopter drones e.g., quadcopter drones
  • recent developments in automated flight control have opened doors for various new applications for aerial vehicles.
  • aerial electric vehicles suffer from short flight durations, limited by the size of their batteries.
  • Increasing the battery capacity increases the weight of aerial electric vehicles, which requires more power for flying, and can limit some functionalities of these vehicles.
  • aerial electric vehicles are typically used for short missions and/or in areas with robust charging infrastructure. In urban settings, it may be possible to position stationary charge points on top of buildings.
  • aerial vehicles and ground vehicles can be used in tandem to supplement each other functions (e.g., establishing wireless networks, delivering objects, and area surveillance).
  • Aerial vehicles can operate close to ground vehicles and can use these ground vehicles for periodic recharge.
  • ground vehicles can have much larger batteries than aerial vehicles (e.g., electric drones).
  • a method may involve determining the state of charge (SOC) of an aerial vehicle, and, when the SOC is below a threshold, flying and landing this aerial vehicle on one of the ground vehicles. Upon this landing, the aerial vehicle establishes an electrical connection between the charging unit of the ground vehicle and the charging interface of the aerial vehicle. The electrical power is then transferred through this connection to charge the aerial vehicle.
  • SOC state of charge
  • a method of operating a ground-aerial multi-vehicle system comprising ground vehicles and aerial vehicles, the method comprising: deploying the ground-aerial multi-vehicle system such that a first subset of the aerial vehicles is airborne while a second subset of the aerial vehicles is grounded on the ground vehicles and are electrically connected to the ground vehicles, wherein: each of the aerial vehicles maintains a wireless communication channel with at least one of the ground vehicles, and the first subset of the aerial vehicles performs one or more functions selected from the group consisting of conducting aerial surveillance, establishing a communication network, and transporting; transmitting a landing request from a request-transmitting aerial vehicle in the first subset to a requestreceiving ground vehicle of the ground vehicles; taking off a replacement aerial vehicle of the aerial vehicles in the second subset from the request-receiving ground vehicle; grounding the request-transmitting aerial vehicle on the request-receiving ground vehicle; and charging the request-transmitting aerial vehicle from the request-recei
  • Clause 3 The method of clause 1, wherein the state of charge threshold is dynamically adjusted based on at least a distance between the request-transmitting aerial vehicle on the request-receiving ground vehicle.
  • Clause 4 The method of clause 1, wherein the state of charge threshold is dynamically adjusted based on at least a power consumption of the requesttransmitting aerial vehicle.
  • Clause 5 The method of clause 1, further comprising selecting the replacement aerial vehicles in the second subset based on a battery state of charge of the replacement aerial vehicles in the second subset.
  • Clause 6 The method of clause 5, wherein the replacement aerial vehicles is selected from the request-receiving ground vehicle, assigned to the requesttransmitting aerial vehicle.
  • Clause 7 The method of clause 6, wherein the replacement aerial vehicles is selected from the request-receiving ground vehicle based on the highest value of the battery state of charge of all of the aerial vehicles in the second subset on the requesttransmitting aerial vehicle.
  • Clause 8 The method of clause 5, wherein the replacement aerial vehicles is selected from any one of the ground vehicles.
  • deploying the ground-aerial multivehicle system comprises: taking off the first subset of the aerial vehicles from the ground vehicles; and reconfiguring the ground vehicles and repositioning the second subset of the aerial vehicles on the ground vehicles.
  • reconfiguring the ground vehicles comprises at least one of (a) deploying solar panels of the ground vehicles and (b) opening access to storage of the second subset of the aerial vehicles on the ground vehicles.
  • each of the ground vehicles is configured for grounding electrically connecting multiple ones of the aerial vehicles in the second subset.
  • Clause 15 The method of clause 1, wherein at least one of taking off the replacement aerial vehicles or grounding the request-transmitting aerial vehicle is performed by the on the request-receiving ground vehicle is in motion.
  • Clause 16 The method of clause 1, wherein, while the first subset of the aerial vehicles is airborne, the second subset of the aerial vehicles is maintained at a highest state of charge at the ground vehicles.
  • Clause 17 The method of clause 1, further comprising continuously repeating (a) transmitting the landing request, (b) taking off the replacement aerial vehicles, (c) grounding the request-transmitting aerial vehicle, and (d) charging the requesttransmitting aerial vehicle.
  • Clause 18 The method of clause 1, further comprising charging one of the ground vehicles using a ground-support vehicle.
  • Clause 19 The method of clause 1, further comprising replacing one of the ground vehicles using a ground-support vehicle.
  • a ground-aerial multi-vehicle system comprising: ground vehicles, each comprising an electrical power source, a charging unit connected to the electrical power source, and a ground-vehicle communication unit; and aerial vehicles, each comprising a battery, a charging interface connected to the battery, and an aerialvehicle communication unit, wherein: the aerial-vehicle communication unit of any one of the aerial vehicles is configured to form a ground-aerial communication channel to the ground-vehicle communication unit of one or more of the ground vehicles, any of the aerial vehicles is configured to ground on any of the ground vehicles, and the charging interface of any one of the aerial vehicles is configured to form an electrical connection with the charging unit of any one of the ground vehicles such that the battery of the any one of the aerial vehicles is able to charge from the electrical power source of the any one of the ground vehicles.
  • FIGS. 1A and IB are schematic side and top views of a ground-aerial multivehicle system, illustrating one ground vehicle and multiple aerial vehicles landed on and supported by the ground vehicle, in accordance with some examples.
  • FIG. 1C is a schematic cross-sectional side view of a ground-aerial multi-vehicle system, illustrating one ground vehicle and aerial vehicles, positioned on multiple levels, e.g., inside the cargo bay and on the top of the cargo bay, in accordance with some examples.
  • FIG. ID is a schematic top view of a ground-aerial multi-vehicle system comprising a ground vehicle with an open cargo bay and aerial vehicles, positioned inside a cargo bay, in accordance with some examples.
  • FIGS. IE - II are schematic illustrations of different stages of reconfiguring a multi-layered cargo bay of a ground vehicle, in accordance with some examples.
  • FIG. 2 is a block diagram of a system comprising a ground vehicle, an aerial vehicle, and a base station, showing various subcomponents, connections, and communication channels, in accordance with some examples.
  • FIG. 3 is a process flowchart corresponding to a method of establishing and maintaining a wireless communication network among multiple ground vehicles and one or more stationary base stations using multiple aerial vehicles, in accordance with some examples.
  • FIG. 4A is a schematic illustration of a system comprising land vehicles and aerial vehicles forming a wireless communication network, in accordance with some examples.
  • FIG. 4B is a block diagram of a wireless communication network comprising different types of communication channels formed by land vehicles.
  • FIG. 5 is a process flowchart corresponding to a method of operating a groundaerial multi-vehicle system, in accordance with some examples.
  • FIGS. 6A-6G are schematic illustrations of different stages during the operation of a ground-aerial multi-vehicle system, in accordance with some examples.
  • Ground vehicles tend to be very efficient in transporting heavy objects (including the vehicle's own weight) in comparison, for example, to aerial vehicles. Specifically, ground vehicles need to primarily counter land-based forces (e.g., friction, rolling resistance) during their operations while aerial vehicles need to deal with gravitation forces. This weight factor is particularly critical for electric vehicles, in which batteries tend to represent one of the largest weight categories. For example, the weight of a typical lOOkWh power pack can be about 500-1000kg. For comparison, the weight of a typical quadcopter drone is between 0.1-2kg. As such, aerial electric vehicles have been primarily limited to small aircraft (e.g., drones) with short operating durations (limited by the battery capacity/weight).
  • small aircraft e.g., drones
  • a typical flight time of a mid-level drone is 15-60 minutes.
  • aerial vehicles provide many additional functionalities (not available to ground vehicles) by being able to operate away from the ground surface (and at different elevations), such as providing wireless networks, aerial surveillance, and/or reaching difficult locations that may not be easily accessible to ground vehicles.
  • terrain variations and large scales of farming lands make landlevel wireless communications particularly difficult in various agricultural communities.
  • modern tractors, and other types of farming equipment (which are ground vehicles) can greatly benefit from reliable communication channels for navigation and other operating instructions, sensor data downloads, and the like.
  • aerial vehicles e.g., electric drones
  • various networks can be used for autonomous vehicles, e.g., global positioning system (GPS) base stations with various radio frequency (RF) broadcast networks, internet access via Wi-Fi, and other custom networks for monitoring or vehicle-to-everything (V2X) networks.
  • GPS global positioning system
  • RF radio frequency
  • V2X vehicle-to-everything
  • aerial vehicles need frequent recharging (e.g., every 20-30 minutes), and this frequency is much shorter than the operating periods of ground vehicles.
  • ground vehicles especially autonomous ground vehicles
  • electric ground vehicles can have large batteries (e.g., at least about 50 kWh), while ground vehicles with internal combustion engines (ICE) can have large fuel tanks (with the ICE being used to drive a generator to provide electric power).
  • ICE internal combustion engines
  • providing a dedicated charging infrastructure for aerial electric vehicles can be difficult in non-urban settings (e.g., away from rooftops and access to electrical grids).
  • a ground-aerial multi-vehicle system comprising multiple ground vehicles and aerial vehicles may be deployed for surveillance of a specific area.
  • the ground vehicles may carry aerial vehicles (e.g., from the base location to the surveillance location).
  • a first subset of the aerial vehicles may take off from the ground vehicles to conduct the surveillance.
  • the remaining aerial vehicles e.g., a second subset
  • SOC battery state of charge
  • each ground vehicle may have four aerial vehicles in the first subset and an additional four aerial vehicles in the second subset.
  • any other number of aerial vehicles is within the scope.
  • multiple aerial vehicles are assigned to a specific ground vehicle, which can be replaced by another group vehicle (by reassigning that set of aerial vehicles).
  • an aerial vehicle can interact and charge from any ground vehicle in the ground-aerial multi-vehicle system.
  • the system controls are more complicated in this example.
  • a process may involve transmitting landing requests from aerial vehicles to corresponding ground vehicles (e.g., when the SOC of these aerial vehicles falls below a certain threshold).
  • Each request may correspond to an aerial vehicle (in the second subset, positioned on the corresponding ground vehicle) taking off from the ground vehicle and providing a landing space for the request-transmitting aerial vehicle.
  • this newly airborne aerial vehicle may take over various functions from the request -transmitting aerial vehicle (e.g., surveillance, maintaining wireless network, etc.).
  • this newly- airborne aerial vehicle may be fully charged or at least its SOC may be greater than that of the request-transmitting aerial vehicle.
  • the process continues with landing the request-transmitting aerial vehicles on the request-receiving ground vehicle and charging the request-transmitting aerial vehicles from the request-receiving ground vehicle of the ground vehicles.
  • the process may be continuously repeated as airborne aerial vehicles have their SOC go below the threshold and are replaced with recharged/landed aerial vehicles.
  • ground vehicles e.g., electric ground vehicles and/or ICE ground vehicles
  • ground vehicles can be used for recharging aerial electric vehicles.
  • ground vehicles e.g., ground drones, tractors, agricultural robots, etc.
  • charging units e.g., dedicated landing docks with auto-charging ports.
  • An aerial electric vehicle can land on and form electrical connections to the charging unit of a ground vehicle and then recharge from this ground vehicle.
  • ground vehicles provide charging infrastructure for aerial electric vehicles while operating in the same location.
  • aerial electric vehicles can assist ground vehicles with, e.g., forming wireless networks, retrieving/delivering objects (e.g., the end of a cable), taking survey photos/videos/spectral analysis, and surveillance/security, emergency response, infrastructure inspection, and traffic control.
  • aerial electric vehicles can provide various communication channels, such as aerial-ground communication channels (between ground and aerial vehicles), aerial-aerial communication channels (between aerial vehicles), and/or aerial-base communication channels (between aerial vehicles and base stations).
  • a combination of these channels forms a wireless network and allows the ground vehicles to communicate with each other (e.g., for navigation purposes, fleet coordination) and/or to communicate with the base stations (e.g., to exchange data, and operating instructions).
  • FIGS. 1A-1D and FIG. 2 Examples of Ground and Aerial Vehicles and Corresponding Systems
  • FIGS. 1A and IB are schematic side and top views of a ground-aerial multivehicle system 100, illustrating one ground vehicle 110 and multiple aerial vehicles 150 landed on and supported by the ground vehicle 110, in accordance with some examples.
  • FIG. IB illustrates four aerial vehicles 150 positioned on the landing pad 111 of ground vehicle 110.
  • any number of aerial vehicles 150 can be positioned on the landing pad 111 of ground vehicle 110 at the same time. In general, the number of aerial vehicles 150 may exceed the number of ground vehicles
  • one ground vehicle 110 can support (e.g., transport to the destination, recharge, communicate to) multiple aerial vehicles 150. It should be noted that the capacity of landing spots on the landing pad
  • each ground vehicle 110 can be less than the number of aerial vehicles 150 that can be supported by this ground vehicle 110.
  • additional aerial vehicles 150 can be transported in cargo bay 120 of the ground vehicle 110 as further described below with reference to FIGS. 1C-D.
  • some aerial vehicles 150 can be airborne while other aerial vehicles 150 are charging on the landing pad 111 of the ground vehicle 110.
  • An aerial vehicle 150 on the landing pod can take off (and replace in the air) another aerial vehicle 150 that lands for recharging.
  • the ground vehicle 110 or, more specifically, the landing pad 111 is equipped with charging units 114 for making electrical connections to the charging interface 154 of each aerial vehicle 150.
  • FIG. 1C is a schematic cross-sectional side view of a ground-aerial multi-vehicle system 100, illustrating one ground vehicle 110 and aerial vehicles 150, positioned on multiple levels, e.g., inside cargo bay 120 and on the top of cargo bay 120.
  • both the cargo bay 120 and the top of the cargo bay 120 may be equipped with their own landing pads 111 or, more specifically, with the charging units 114 (for charging the aerial vehicles 150).
  • cargo bay 120 can be opened to gain access to the aerial vehicles 150 inside.
  • the aerial vehicles 150 positioned on the top of the cargo bay 120 can be deployed (airborne) first, at which point, the cargo bay 120 can be opened such that the aerial vehicles 150 (inside the cargo bay 120) cane repositioned for further deployment (e.g., positioned on the landing pad 111 over the cargo bay 120).
  • the landing pad 111 inside cargo bay 120 can be used for landing and charging all the aerial vehicles 150. It should be noted that even though the number of landing spots on one landing pad 111 is less than the total number of aerial vehicles 150, some aerial vehicles 150 remain airborne. In other words, aerial vehicles 150 alternate on the landing pad 111.
  • the cargo bay 120 may be covered with one or more solar panels 115, which are extended beyond the initial footprint of the ground vehicle 110 (e.g., to provide access to the landing pad 111 inside the cargo bay 120 while maintaining the one or more solar panels 115 exposed to the sun).
  • a set of hinges 113 can be used to connect the one or more solar panels 115 to the body of the ground vehicle 110.
  • each ground vehicle 110 can support any number of aerial vehicles 150, e.g., one, two, three, four, or more. This number depends on specific applications and operating requirements of aerial vehicles 150 and ground vehicles 110.
  • ground vehicles 110 and aerial vehicles 150 are configured to work in tandem with each other and support each other's functions.
  • aerial vehicle 150 can help to establish wireless communication network 170 for communicating with other ground vehicles 110 and/or a base station as further described below with reference to FIGS. 4A-4B.
  • An aerial vehicle 150 can also perform other functions, such as surveying the area for navigating ground vehicle 110, bringing various objects to ground vehicle 110, and performing other functions described below.
  • ground vehicle 110 can provide a landing pad 111 for aerial vehicle 150 and provide electrical energy to charge aerial vehicle 150, while aerial vehicle 150 remains on ground vehicle 110.
  • FIG. IE - II are schematic illustrations of different stages of reconfiguring a multi-leveled cargo bay 120 of a ground vehicle 110, in accordance with some examples.
  • This type of cargo bay 120 can store and protect from the environment two levels of aerial vehicles 150.
  • a ground-aerial multi-vehicle system 100 may be deployed in some environments (e.g., deserts) that require periodic storage of the aerial vehicles 150 inside the ground vehicle 110 and away from the environment or, more specifically, from certain environmental conditions (e.g., during dust storms) that can damage aerial vehicles 150. Once certain these environmental conditions change and aerial vehicles 150 can be exposed, the ground vehicle 110 or, more specifically, the cargo bay 120 is reconfigured to access the aerial vehicles 150.
  • this cargo bay 120 comprises a first top-cover door 121 and a second top-cover door 122, which are pivotably coupled to the side walls.
  • Each side wall is formed by a top side-wall unit 123 and a bottom side-wall unit 124.
  • FIGS. IE - II illustrate the second top-cover door 122 pivotably coupled to the top side-wall unit 123, e.g., using a hinge.
  • FIG. IE illustrates the first top-cover door 121 and second top-cover door 122 in the closed state
  • FIG. IF illustrates the first top-cover door 121 and second top-cover door 122 in an open state, providing access to the top level of the multi-leveled cargo bay 120.
  • aerial vehicles 150 positioned at the top level can leave cargo bay 120.
  • the cargo bay 120 also comprises end walls, each formed by a top end-wall unit 125 and a bottom end-wall unit 126.
  • the cargo bay 120 comprises a bottom shelf 129 and an intermediate shelf, formed by a first intermediate-shelf unit 127 and a second intermediate-shelf unit 128.
  • a combination of the first top-cover door 121, second top-cover door 122, two top side-wall units 123, two top end-wall units 125, first intermediate-shelf unit 127, and second intermediate-shelf unit 128 define the top level of the multi-leveled cargo bay 120.
  • a combination of the bottom shelf 129, two bottom side-wall units 124, two bottom end-wall units 126, the first intermediate-shelf unit 127, and the second intermediate-shelf unit 128 define the bottom level of the multi-leveled cargo bay 120.
  • the bottom end-wall units 126 are pivotably coupled to the bottom shelf 129.
  • the bottom end-wall units 126 and the top end-wall units 125 can be co-planar with the bottom shelf 129 as shown in FIGS. 1G-1I.
  • the first intermediate-shelf unit 127 and the second intermediate-shelf unit 128 are pivotably coupled to the side walls, e.g., at the interface between the top side-wall unit 123 and the bottom side-wall unit 124.
  • each of the first intermediate-shelf unit 127 and the second intermediate-shelf unit 128 can be folded against the top side-wall unit 123, e.g., as shown in FIGS. 1H and II (or the bottom side-wall unit 124, not shown).
  • the top side-wall unit 123 and the bottom side-wall unit 124 are pivotably coupled, such that in the final unfolded state all units of the cargo bay 120 are coplanar, e.g., as shown in FIG. 11. It should be noted that one or more of these units can be used as a landing pad 111 (e.g., the bottom shelf 129), while other units can be operable as one or more solar panels 115.
  • the cargo bay 120 can be used for protecting aerial vehicles 150 from the environment, e.g., a failsafe manager function of the ground vehicle 110.
  • a failsafe manager function of the ground vehicle 110 For example, in case of adverse weather or conditions (e.g., high winds, sandstorms, torrential rains, or other conditions that are outside the operating conditions of aerial vehicles 150), the ground vehicle 110 provides a landing spot for each aerial vehicle 150 associated with this ground vehicle 110 and close the cargo bay 120 (which may be referred to as a hangar).
  • the cargo bay 120 may be reconfigured as aerial vehicles 150 continue to land (e.g., cover the bottom level of the mutli-level cargo bay 120 first, followed by the formation of the top level).
  • the ground vehicle 110 may stop and wait for the aerial vehicles 150 to return.
  • the aerial vehicles 150 may return to the ground vehicle 110 based on the last known GNSS locations of the ground vehicle 110. If the communication doesn't resume after the return, the diagnostics may be performed and appropriate action is taken, either replacement of the faulty aerial vehicles 150 and /or faulty ground vehicle 110.
  • a ground vehicle 110 comprises an electrical power source 112 and a charging unit 114, electrically coupled to the electrical power source 112.
  • Electrical power source 112 can be an electric generator (e.g., when the ground vehicle 110 has an internal combustion engine (ICE)) and/or a battery.
  • the ground vehicle 110 is an electric vehicle, which has a substantial battery capacity needed for operating ground vehicle 110.
  • a charging unit 114 is used by aerial vehicles 150 to land and to form an electrical connection to ground vehicle 110 or, more specifically, to electric power source 112.
  • the charging unit 114 can be a part of one or more landing pads 111, which may be external structures and/or positioned inside cargo bay 120.
  • Each charging unit 114 can be used by a separate aerial vehicle 150.
  • a ground vehicle 110 has multiple charging units 114.
  • the number of charging units 114 can be the same as the number of aerial vehicles 150 supported by this ground vehicle 110.
  • this electrical connection could be through direct physical contact or a wireless connection.
  • charging unit 114 include wired and/or wireless charging harnesses.
  • a dedicated landing spot with a charging infrastructure can be used for one or more aerial vehicles 150 to land and charge thereafter.
  • wireless signals RF/Wi-Fi
  • RF/Wi-Fi wireless signals
  • Additional land markers on ground vehicle 110 can be used for the final alignment of aerial vehicle 150 on ground vehicle 110 during the landing and, in some examples, after the landing.
  • a ground vehicle 110 can have propelling means, e.g., a motor and a set of ground-engaging units (e.g., wheel, tracks, articulated legs, and the like).
  • the ground vehicle 110 may be able to carry multiple aerial vehicles 150 to the deployment site, e.g., on its landing pad 111 and/or within the cargo bay 120.
  • Each serial vehicle 150 comprises a charging interface 154 and a battery 159, which stores electric energy for the operation of the aerial vehicle 150, such as to power electric motors 153 that drive propellers 155 of the aerial vehicle 150.
  • the capacity of battery 159 is limited and, in general, is much smaller than that of ground vehicle 110.
  • the ratio of the battery capacity of ground vehicle 110 to the battery capacity of aerial vehicle 150 is at least about 100 or even at least about 1,000.
  • electrical power source 112 of ground vehicle 110 is an electric generator coupled to an ICE, the amount of electrical energy available from ground vehicle 110 can be quite substantial.
  • charging battery 159 of aerial vehicle 150 from electrical power source 112 of ground vehicle 110 has very minimal impact on the operating time of ground vehicle 110 (based on this vehicle's energy sources).
  • ground vehicle 110 comprises groundvehicle communication unit 118.
  • aerial vehicle 150 comprises aerial-vehicle communication unit 158.
  • Ground-vehicle communication unit 118 is configured to form (a) ground-aerial communication channel 171 with aerial-vehicle communication unit 158 of aerial vehicle 150, (b) ground-ground communication channel 172 with ground-vehicle communication unit 118 of another ground vehicle 110, and/or (c) ground-based communication channel 173 with base station 179 (which may itself be a communication unit).
  • aerial-vehicle communication unit 158 is configured to form (a) ground-aerial communication channel 171 with ground-vehicle communication unit 118 of ground vehicle 110, (b) aerial-aerial communication channel 174 with aerial-vehicle communication unit 158 of another aerial vehicle 150, and/or (c) aerial-base communication channel 174 with base station 179.
  • the base station 179 may comprise multiple RF antennas for communication with ground vehicles 110 and/or aerial vehicles 150. Various communication aspects are described below with reference to FIG. 3 and FIGS. 4A-4B. For example, VPN- equivalent secured channels to one or more ground vehicles 110 and/or aerial vehicles 150 for control, status, and live 4K-H.254 15fps video feeds.
  • the base station 179 may comprise at least 4 charging bays, accommodating 4 ground vehicles 110 (and/or ground-support vehicle 620). In some examples, base station 179 comprises at least 16 charging pads for aerial vehicles 150.
  • a GUI interface of the base station 179 may be used to show the current locations of all ground vehicles 110 and/or aerial vehicles 150.
  • the user interface may be used for assigning the coverage area of each ground vehicles 110 and/or aerial vehicles 150.
  • the interface may enforce the dependencies among them for a feasible system.
  • the GUI interface provides an alert dashboard (e.g., warnings/alerts with the associated video clips as well as the IDs of the ground vehicles 110 and/or aerial vehicles 150 in the form of a list or a map).
  • the GUI interface is used for fleet management, e.g., (a) showing the current maintenance cycle/uptime/SoC/functional status of each ground vehicle 110 and/or aerial vehicle 150, (b) scheduling the swapping of ground vehicles 110 with ground-support vehicles 620 or charging of ground vehicles 110 using ground-support vehicles 620 or swapping of aerial drones from ground-support vehicles 620 to ground vehicles 110, (c) scheduling the maintenance/recharging of ground-support vehicles 620, (d) reassigning the association of aerial drones against ground vehicles 110, and (e) tracking may require the automatic repositioning of LI drones and handoff of tracking from one ground vehicle 110 to another ground vehicle 110.
  • the GUI interface also provides charging control, e.g., (a) managing the 4 charging bays of ground vehicles 110 and ground-support vehicles 620, as well as the 16 charging pads of aerial vehicles 150, (b) scheduling the charging of the aerial drones, assign the charging pad to the aerial drone, and return it to ground vehicles 110, and (c) disabling/pausing charging based on SoC and temperature of the battery.
  • charging control e.g., (a) managing the 4 charging bays of ground vehicles 110 and ground-support vehicles 620, as well as the 16 charging pads of aerial vehicles 150, (b) scheduling the charging of the aerial drones, assign the charging pad to the aerial drone, and return it to ground vehicles 110, and (c) disabling/pausing charging based on SoC and temperature of the battery.
  • at least one of more base stations 179 are positioned within the perimeter of the area.
  • ground vehicle 110 cannot find a communication path to the base station 179 due to a line-of-sight issue, it is possible to extend the mesh network using aerial vehicles 150 as described below with reference to FIG.3 and FIGS. 4A-4B.
  • the ground-aerial multivehicle system 100 may use frequency hopping in the RF channels. For example, whenever, communication is lost at a particular band, an aerial vehicle 150 may switch bands, while the ground vehicle 110 scans through all pre-defined bands.
  • a frequency scanner may be activated to aerial vehicles 150 as well as ground vehicle 110 to detect the employment of non-compliant frequencies.
  • a ground vehicle 110 may be equipped with either a track or a 4-wheel/all-wheel drive chassis.
  • a ground vehicle 110 can be equipped with a sensor suite: a depth camera, lidar, ultrasonic sensors, inertial measurement unit (IMU), global navigation satellite system (GNSS), and the like.
  • a ground vehicle 110 comprises a ground-vehicle controller 119, e.g., a high-end computer system with one or more graphical processing units (GPUs).
  • the ground-vehicle communication unit 118 may comprise one or more RF antennas for communication with aerial vehicles 150 and one or more RF antennas for communication with other ground vehicles 110.
  • a ground vehicle 110 comprises a charging unit 130 for forming electrical connections to other ground vehicles 110 as further described below with reference to FIG. 6F.
  • the same or another charging port can be used to couple with a charging station (e.g., at a base location).
  • a ground vehicle 110 may comprise a wiper-blower system to clean up dust/sand/dirt on the ground vehicle 110 and/or aerial vehicles 150 stored in the ground vehicle 110,
  • aerial vehicle 150 comprises controller 156, which may be used to perform various operations the method described below.
  • controller 156 can monitor the SOC of battery 159.
  • Controller 156 can control the power supplied to each electric motor 153 thereby controlling the flight of aerial vehicle 150.
  • a ground-aerial multi-vehicle system 100 comprises ground vehicles 110, each comprising an electrical power source 112, a charging unit 114 connected to the electrical power source 112, and a ground-vehicle communication unit 118.
  • Each charging unit 114 can be capable of charging a corresponding aerial vehicle 150 at least 1C or even at least 2C, based on the capacity of the battery 159 of the aerial vehicle 150.
  • the charging rate is at least 20% higher or even at least 50% higher than the average power consumption rate of the airborne aerial vehicle 150.
  • the 100 also comprises aerial vehicles 150, each comprising a battery 159, a charging interface 154 connected to the battery 159, and an aerial-vehicle communication unit 158.
  • the aerial-vehicle communication unit 158 of any one of the aerial vehicles 150 is configured to form a ground-aerial communication channel to the ground-vehicle communication unit 118 of one or more of the ground vehicles 110.
  • Any of the aerial vehicles 150 is configured to ground on any of the ground vehicles 110.
  • the charging interface 154 of any one of the aerial vehicles 150 is configured to form an electrical connection with the charging unit 114 of any one of the ground vehicles 110 such that the battery 159 of any one of the aerial vehicles 150 is able to charge from the electrical power source 112 of any one of the ground vehicles 110.
  • aerial vehicles 150 is capable of 30 min+ flight time (provided by the battery 159).
  • the battery 159 can be charged at a rate of at least 1C or even at least 2C, e.g., using wireless charging.
  • the battery 159 comprises or is connected to the SOC manager, which continuously transmits the SOC value to the controller 156 and/or directly to the corresponding ground vehicle 110.
  • the controller 156 may be configured to control the flight space/path and/or provide collision avoidance (e.g., when the aerial vehicle 150 is equipped with a proximity sensor).
  • the controller 156 may comprise or be coupled to an global positioning system (GPS) or, more specifically, to a real-time kinematic positioning (RTK) system.
  • GPS global positioning system
  • RTK real-time kinematic positioning
  • an aerial vehicles 150 comprises a 90-degree tilt-control 4K RGB camera and/or a thermal camera (e.g., horizontal to facing down) for surveillance and path planning.
  • the controller 156 and/or cameras may be operable to provide onboard H.254 video compression.
  • the aerial-vehicle communication unit 158 may be configured to provide a 51Mbps radio frequency (RF) communication link with a range of 8km.
  • RF radio frequency
  • VPN-equivalent secured channels to aerial vehicles 150 can be used for control, status, and live 4K-H.254 15fps video feeds.
  • FIGS. 3 and 4A-4B Examples of Establishing and Maintaining Wireless Communication Networks
  • FIG. 3 is a process flowchart corresponding to method 300 of establishing and maintaining wireless communication network 170 among multiple ground vehicles 110 and one or more stationary base stations 179 using multiple aerial vehicles 150 that form a ground-aerial multi-vehicle system 100, in accordance with some examples.
  • FIGS. 4A and 4B illustrate some examples of this ground-aerial multi-vehicle system 100 and identify different communication channels.
  • method 300 comprises (block 310) positioning each of multiple aerial vehicles 150 relative to multiple ground vehicles 110 such that (a) each of multiple ground vehicles 110 establishes ground-aerial communication channel 171 with at least one of multiple aerial vehicles 150, and (b) each of multiple aerial vehicles 150 establishes at least aerial-aerial communication channel 174 with another one of multiple aerial vehicles 150 or establishes aerial-base communication channel 175 with one or more stationary base stations 179.
  • one or more ground vehicles 110 may also form ground-base communication channel 173. All these communication channels collectively form communication network 170.
  • each communication channel can be analyzed to determine the distance between the vehicles forming this communication channel.
  • the approach of aerial vehicle 150 approaches ground vehicle 110 can be directed using wireless beacon 117 (e.g., on aerial vehicle 150 and/or ground vehicle 110).
  • wireless beacon 117 e.g., on aerial vehicle 150 and/or ground vehicle 110.
  • ground-vehicle communication unit 118 may function as a wireless beacon.
  • the signal from wireless beacon 117 can be monitored by aerial-vehicle communication unit 158.
  • a wireless beacon is positioned on aerial vehicle 150, while ground vehicle 110 monitors the beacon's signals.
  • multiple aerial vehicles 150 are positioned in accordance with swarm algorithms such as Genetic Algorithms (GA), Ant Colony Optimization (ACO), Particle Swarm Optimization (PSO), Differential Evolution (DE), Artificial Bee Colony (ABC), Glowworm Swarm Optimization (GSO), and Cuckoo Search Algorithm (CSA).
  • GA Genetic Algorithms
  • ACO Ant Colony Optimization
  • PSO Particle Swarm Optimization
  • DE Differential Evolution
  • ABS Artificial Bee Colony
  • GSO Glowworm Swarm Optimization
  • CSA Cuckoo Search Algorithm
  • each aerial vehicle 150 can fly to the corresponding aerial vehicle 150 when the SOC of each aerial vehicle 150 reaches the minimum SOC threshold.
  • the current SOC corresponds to the remaining flight distance of aerial vehicle 150.
  • multiple aerial vehicles 150 are repositioned relative to multiple ground vehicles 110 based on the SOC of each aerial vehicle 150. For example, as the SOC decreases, aerial vehicle 150 may reposition itself close to the corresponding aerial vehicle 150. This approach allows using lower levels for the minimum SOC threshold without increasing the risk of aerial vehicle 150 not being able to complete the flight to the corresponding aerial vehicle 150.
  • the minimum SOC threshold for each aerial vehicle 150 is determined dynamically based on the distance of this aerial vehicle 150 to each of multiple ground vehicles 110 with charging unit 114 that are available for establishing an electrical connection.
  • the minimum SOC threshold may be dynamically calculated based on the energy requirement corresponding to the flight to the nearest ground vehicle 110 with available charging unit 114. It should be noted that the position ground vehicles 110 and aerial vehicles 150 can be driven based on their operating requirements.
  • aerial vehicle 150 is instructed to flow to ground vehicle 110 for a recharge before reaching the SOC reaches the minimum SOC threshold.
  • the trigger can be the availability of another ground vehicle 110 in the area with a higher SOC.
  • the entire system may operate to maximize the average SOC of the entire system as well as avoid low outliers.
  • method 300 comprises (block 320) determining the SOC of each of multiple aerial vehicles 150 or, more specifically, the SOC of battery 159 in each of multiple aerial vehicles 150. This SOC determination can be performed continuously using various techniques (e.g., charge counting, voltage monitoring, and the like). The remaining SOC should be such that aerial vehicle 150 is able to travel to and land on one of multiple ground vehicles 110 for recharging.
  • method 300 comprises (block 340) flying this aerial vehicle 150 to a corresponding one of multiple ground vehicles 110 while maintaining wireless communication network 170.
  • various aerialbased communication channels provided by this aerial vehicle 150 can be replaced by other aerial-based communication channels provided by other aerial vehicles 150.
  • flying this aerial vehicle 150 may comprise (block 342) repositioning one or more of the remaining aerial vehicles 150 to maintain wireless communication network 170.
  • the position of ground vehicle 110 will be driven by their operating requirements and will not be impacted by the need to recharge aerial vehicles 150.
  • flying aerial vehicle 150 to the corresponding ground vehicle 110 comprises (block 344) determining the corresponding ground vehicle 110 based, at least in part on, (a) availability of charging unit 114 of each multiple ground vehicles 110 and (b) the distance between aerial vehicles 150 and each ground vehicle 110.
  • the closest ground vehicle 110 may not have its charging unit 114 available for landing (e.g., occupied by one or more other aerial vehicles 150).
  • the closest available ground vehicle 110 may be chosen to minimize the flying distance of aerial vehicle 150 and also to minimize disruptions to wireless communication network 170 (e.g., to minimize the need to reposition the remaining aerial vehicles 150)
  • method 300 proceeds with (block 350) landing the aerial vehicle 150 on the corresponding ground vehicle 110.
  • This landing may also establish an electrical connection between charging unit 114 of the corresponding ground vehicle 110 and charging interface 154 of aerial vehicle 150.
  • the electrical connection allows the transfer of electrical power from ground vehicle 110 to aerial vehicle 150 and can be either a direct physical connection or a wireless connection (e.g., inductive coupling).
  • charging interface 154 may comprise contacts on the landing gear of aerial vehicle 150 that are plugged into sockets in charging unit 114 of the corresponding ground vehicle 110 upon the landing of aerial vehicle 150.
  • method 300 proceeds with (block 360) transferring electrical power 108 from ground vehicle 110 to aerial vehicle 150 thereby charging aerial vehicle 150 or, more specifically, charging battery 159 of charging aerial vehicle 150.
  • the power transfer operation may continue until the SOC of aerial vehicle 150 reaches a maximum SOC threshold (e.g., a fully-charged state) or until this aerial vehicle 150 is needed at a position away from the corresponding ground vehicle 110 (used for charging this aerial vehicle 150) to maintain wireless communication network 170.
  • a maximum SOC threshold e.g., a fully-charged state
  • another aerial vehicle 150 may need to fly for its own recharging, and the charged or partially-charged aerial vehicle 150 may be summoned to replace the position of this vehicle.
  • one or more ground vehicles 110 may change their positions such that the charged or partially-charged aerial vehicle 150 is needed to maintain wireless communication network 170.
  • (block 350) landing the aerial vehicle 150 on the corresponding ground vehicle 110 and (block 360) transferring electrical power 108 is performed while the corresponding ground vehicle 110 is moving.
  • ground vehicle 110 can continue to perform its operations independently from aerial vehicle 150.
  • ground vehicle 110 can stop while aerial vehicle 150 at least lands to ensure that aerial vehicle 150 can land at the desired position and form an electrical connection right upon its landing.
  • FIG. 4A is a schematic illustration of ground-aerial multi-vehicle system 100 comprising ground vehicles 110, aerial vehicles 150, and stationary base station 179, in accordance with some examples. While FIG. 4A illustrates multiple ground vehicles 110 as well as multiple aerial vehicles 150 and one stationary base station 179, any number of such system components can be used.
  • ground-aerial multi-vehicle system 100 may include multiple stationary base stations 179.
  • ground-aerial multi-vehicle system 100 may include only one ground vehicle 110.
  • ground-aerial multi-vehicle system 100 includes multiple aerial vehicles 150 such that at least one aerial vehicle 150 can fly while at least one other aerial vehicle 150 lands on and changes from ground vehicle 110.
  • ground vehicles 110 are within the scope such as electric tractors, and robotic rovers. As noted above, ground vehicles 110 do not need to be electric vehicles and can be ICE vehicles. Some examples of aerial vehicles 150 include, but are not limited to, drones (e.g., drones or, more specifically, quadcopter drones).
  • drones e.g., drones or, more specifically, quadcopter drones.
  • ground-aerial multi-vehicle system 100 forms wireless communication network 170 among multiple ground vehicles 110 and stationary base station 179 using multiple aerial vehicles 150.
  • some ground vehicles 110 can be positioned too far from stationary base station 179 and/or blocked by various obstacles to forming direct communication channels with stationary base station 179.
  • ground vehicles 110 can move relative to base station 179, which can cause issues with direct communication channels between ground vehicles 110 and base station 179. Instead, these ground vehicles 110 form communication channels with aerial vehicles 150, which enable the connection to stationary base station 179.
  • multiple aerial vehicles 150 are positioned, relative to multiple ground vehicles 110, such that (a) each of multiple ground vehicles 110 establishes groundaerial communication channel 171 with at least one of multiple aerial vehicles 150, and (b) each of multiple aerial vehicles 150 establishes at least an aerial-aerial communication channel 174 with another one of multiple aerial vehicles 150 or establishes an aerial-base communication channel 175 with one or more stationary base stations 179.
  • wireless communication network 170 can be formed by various types of communication channels, e.g., as schematically shown in FIG. IB.
  • One type is ground-aerial communication channel 171, which is formed between ground vehicle 110 and aerial vehicle 150.
  • Another type is ground-ground communication channel 172, which is formed between two ground vehicles 110.
  • Yet another type is groundbase communication channel 173, which is formed between ground vehicle 110 and base station 179.
  • aerial-aerial communication channel 174 can be formed between two aerial vehicles 150, and/or aerial-base communication channel 175 can be formed between aerial vehicle 150 and base station 179.
  • Various combinations of these communications channels can be used to ensure that each unit of ground-aerial multi-vehicle system 100 can communicate with another other unit or, at least, with any specific unit.
  • ground vehicles 110 may provide periodic operational updates to base station 179 and receive new operating instructions from base station 179.
  • Aerial vehicles 150 can use wireless communication network 170 to determine which ground vehicles 110 are available for landing and charging of aerial vehicles 150 (as further
  • FIGS. 5 and 6A-6B Examples of Operating Ground-Aerial Multi-Vehicle System
  • FIG. 5 is a process flowchart corresponding to method 500 of operating a ground-aerial multi-vehicle system 100 comprising ground vehicles 110 and aerial vehicles 150, in accordance with some examples.
  • ground vehicles 110 and aerial vehicles 150 are described above.
  • Method 500 may commence with (block 510) deploying the ground-aerial multi-vehicle system 100.
  • This deploying operation may involve (block 514) taking off a first subset 151 of the aerial vehicles 150 taking off from the corresponding ground vehicles 110, while the remaining aerial vehicles 150 (i.e., a second subset 152 of the aerial vehicles 150 remains grounded on the ground vehicles 110). It should be noted that before this deploying operation or at least during the initial stages of this operation, all aerial vehicles 150 may remain grounded on the ground vehicles 110 (i.e., prior to taking off the first subset 151 of the aerial vehicles 150).
  • deploying the ground-aerial multi-vehicle system 100 may comprise (block 512) moving the ground vehicles 110 to a first-subset-deploying location while both the first subset 151 and the second subset 152 of the aerial vehicles 150 are positioned and supported on the ground vehicles 110.
  • the ground-aerial multi-vehicle system 100 may start at a base (e.g., where all ground vehicles 110 are charged/fueled).
  • the ground-aerial multi-vehicle system 100 may moved to the first-subset-deploying location (e.g., a surveillance site) while all the aerial vehicles 150 are grounded, supported, and transported by the ground vehicles 110 to the first-subset-deploying location.
  • This transportation function ensures that the aerial vehicles 150 remain charged (have the SOC above a deployable threshold) upon arrival to the first-subset- deploying location.
  • the aerial vehicles 150 may be charged while being transported by the ground vehicles 110.
  • the first subset 151 of the aerial vehicles 150 is airborne while a second subset 152 of the aerial vehicles 150 is grounded on the ground vehicles 110 and is electrically connected to the ground vehicles 110.
  • This operation is schematically shown in FIGS. 6A and 6B.
  • the first subset 151 of the aerial vehicles 150 can take of from the ground vehicles 110 while the ground vehicles 110 move.
  • ground vehicles 110 may continue moving during various operations of method 500 such that the ground-aerial multi-vehicle system 100 can operate at different locations (e.g., conduct surveillance of new areas).
  • the ground vehicles 110 provide various support functions (e.g., recharge, communication channels, etc) to the aerial vehicles 150, while the aerial vehicles 150 provide the main functions of the ground-aerial multi-vehicle system 100 (e.g., surveillance, establishing wireless network).
  • the first subset 151 of the aerial vehicles 150 can perform one or more functions selected from the group consisting of conducting aerial surveillance, establishing a communication network, and transporting.
  • ground vehicles 110 may be configured for video analysis (e.g., the fusion of the RGB camera with the thermal camera, Al modeling for object detection and activity identification), tracking (e.g., objects or activities that are deemed to be important can be tracked by instructing the aerial drones to follow the targets, altering the predefined flight paths), and mesh network managing (e.g., measuring the bit error rate(BER) and received signal strength indicator(RSSI) of all proximate ground vehicles 110, performing beam forming to maximize the connectivity of its neighbors, using network protocol such as open shortest path first(OSPF) to find the shortest path to the monitoring/charging station in a regular basis, and executing spanning tree protocol(STP) to eliminate network loops whenever the network configuration changes, performing quality of service(QoS) to prioritize live stream or critical alerts to the monitoring station).
  • video analysis e.g., the fusion of the RGB camera with the thermal camera, Al modeling for object detection and activity identification
  • tracking e.g., objects or activities that are deemed to be important can be
  • ground vehicle 110 may involve an autonomous vehicle(AV) stack (e.g., open terrain autonomous navigation using depth-camera, lidar, ultrasonic sensors, IMU, and GNSS with specific global and local planner, known and unknown object identification via Deep Learning network, discriminate vegetation on ground such as weeds or grass, object avoidance by alternating the planned path, identifying specific animals including insects if necessary), motor controls (e.g., model predictive control (MPC)), RF communication links (e.g., VPN-equivalent secured channels to multiple aerial vehicles 150 for control, status, and live 4K-H.254 15fps video feeds), inter UGVs RF communication links (e.g., VPN-equivalent secured channels to one or more UGV for control, status, and live 4K-H.254 15fps video feeds , e.g., 48 channels @ 50MBs corresponding to 2.4Gbps), storing the video feed at the ground vehicle 110, sending the results (alerts/warnings)
  • AV autonomous vehicle
  • each of the aerial vehicles 150 maintains a wireless communication channel with at least one of the ground vehicles 110, which may be also referred to as ground-aerial communication channels 171 described above. It should be noted that these wireless communication channels while the aerial vehicles 150 are airborne or landed on the corresponding ground vehicles 110. These wireless communication channels are used to inform the ground vehicles 110 of the upcoming landing and prepare a landing spot (e.g., by deploying another aerial vehicle 150).
  • deploying the ground-aerial multi-vehicle system 100 comprises (block 514) taking off the first subset 151 of the aerial vehicles 150 from the ground vehicles 110, (block 516) reconfiguring the ground vehicles 110, and (block 518) repositioning the second subset 152 of the aerial vehicles 150 on the ground vehicles 110.
  • the first subset 151 of the aerial vehicles 150 may be positioned on the landing pad 111 that blocks access to the cargo bay 120. Once the first subset 151 of the aerial vehicles 150 is airborne, the cargo bay 120 may be opened providing access to the the second subset 152 of the aerial vehicles 150.
  • block 516) reconfiguring the ground vehicles 110 comprises at least one of (a) deploying solar panels 115 of the ground vehicles 110 (e.g., positioned on the underside of the landing pad 111 that is hinged o the body of the ground vehicle 110 as described above with reference to FIG. ID) and (b) opening access to the storage of the second subset 152 of the aerial vehicles 150 on the ground vehicles 110 as described above with reference to FIGS. 1C and ID.
  • the second subset 152 of the aerial vehicles 150 are repositioned to the landing pad 111 previously used by the first subset 151 of the aerial vehicles 150 (that are now airborne).
  • the landing pad 111 used by the second subset 152 of the aerial vehicles 150 (e.g., positioned within the cargo bay 120) is now in use for charging any aerial vehicle supported by this ground vehicle 110.
  • the landing pad 111 previously used by the first subset 151 of the aerial vehicles 150 are no longer in use (e.g., positioned on the underside of the one or more solar panels 115).
  • both landing pads 111 i.e., previously used by both the first subset 151 and the second subset 152 of the aerial vehicles 150
  • an aerial vehicle 150 positioned on the ground vehicle 110 (forming the second subset 152) does not need to take off for another aerial vehicle 150 (from the first subset 151) to land on the ground vehicle 110.
  • deploying the ground-aerial multi-vehicle system 100 comprises repositioning the ground vehicles 110 to maintain operational distances to the first subset 151 of the aerial vehicles 150 while the first subset 151 of the aerial vehicles 150 performs one or more functions.
  • the first subset 151 of the aerial vehicles 150 may need to inspect a new area and the ground vehicles 110 (providing at least recharging support to these aerial vehicles 150) follow these aerial vehicles 150 to ensure that the aerial vehicles 150 can land in time on corresponding ground vehicles 110 for recharge.
  • method 500 continues with (block 520) transmitting a landing request 601 from a request-transmitting aerial vehicle 611 of the aerial vehicles 150 in the first subset 151 to a request-receiving ground vehicle 619 of the ground vehicles 110, e.g., using ground-aerial communication channels 171, as schematically shown in FIG. 6C.
  • the landing request 601 from the request-transmitting aerial vehicle 611 may be triggered based on a battery SOC of the request-transmitting aerial vehicle 611 being below a SOC threshold.
  • the request-transmitting aerial vehicle 150 may only have a limited time in the air before this aerial vehicle 150 has to land (since it takes significant power to stay airborne).
  • the SOC threshold is dynamically adjusted, e.g., based on at least the distance between the request-transmitting aerial vehicle 611 on the requestreceiving ground vehicle 619.
  • the SOC threshold can increase as the distance increases (e.g., to allow sufficient flying time based on the residual SOC/energy to cover the distance).
  • the SOC threshold is dynamically adjusted based on at least the power consumption of the requesttransmitting aerial vehicle 611.
  • the weight and/or environmental conditions e.g., wind speed, wind direction
  • method 500 comprises (block 525) selecting a replacement aerial vehicle 612 of the aerial vehicles 150 in the second subset 152 based on a battery SOC of the replacement aerial vehicles 612 in the second subset 152.
  • all or at least a part of aerial vehicles 150 in the second subset 152 may be charging while the aerial vehicles 150 in the second subset 151 are airborne (i.e., to get the aerial vehicles 150 in the second subset 152 ready for flying).
  • selecting the aerial vehicle 150 with the highest SOC ensures that this aerial vehicle 150 can be airborne the longest among all available aerial vehicles 150 in the second subset 152.
  • other selection criteria are also within the scope (e.g., functionality of each aerial vehicle 150 in the second subset 152).
  • the second subset 152 of the aerial vehicles 150 is maintained at the highest state of charge at the ground vehicles 110.
  • the replacement aerial vehicles 612 is selected from the request-receiving ground vehicle 619, assigned to the request-transmitting aerial vehicle 611.
  • each aerial vehicle 150 in the second subset 152 is assigned to a specific ground vehicle 110, which can provide the replacement aerial vehicle 150 that is currently landed in this specific ground vehicle 110 (and is therefore a part of the second subset 152).
  • the replacement aerial vehicles 612 is selected from the request-receiving ground vehicle 619 based on the highest value of the battery state of charge of all of the aerial vehicles 150 in the second subset 152 on the requesttransmitting aerial vehicle 611.
  • the replacement aerial vehicle 150 is selected from either one of the ground vehicles 110 and from all available aerial vehicles 150 in the second subset 152.
  • method 500 continues with (block 530) taking off the replacement aerial vehicle 612 from the request-receiving ground vehicle 619, e.g., as schematically shown in FIG. 6D.
  • both the requesttransmitting aerial vehicle 611 and the replacement aerial vehicles 612 may be parts of the the first subset 151 of the aerial vehicles 150 (i.e., both are airborne).
  • the deployment of the replacement aerial vehicles 612 before the landing of the requesttransmitting aerial vehicle 611 serves two purposes: (1) a new landing spot opens up on the landing pad 111 of the request-receiving ground vehicle 619; and (2) the replacement aerial vehicles 612 can take over the operation (e.g., surveillance) from the request-transmitting aerial vehicle 611 before the request-transmitting aerial vehicle 611 lands (thereby ensuring the continuous operation).
  • a new landing spot opens up on the landing pad 111 of the request-receiving ground vehicle 619
  • the replacement aerial vehicles 612 can take over the operation (e.g., surveillance) from the request-transmitting aerial vehicle 611 before the request-transmitting aerial vehicle 611 lands (thereby ensuring the continuous operation).
  • Method 500 may then proceed with (block 540) grounding the requesttransmitting aerial vehicle 611 on the request-receiving ground vehicle 619, e.g., as shown in FIG. 6E.
  • the request-transmitting aerial vehicle 611 can start charging from the request-receiving ground vehicle 619.
  • at least one of taking off the replacement aerial vehicles 612 or grounding the requesttransmitting aerial vehicle 611 is performed by the on the request-receiving ground vehicle 619 is in motion. This in-motion landing/takeoff ensure the continuous operation of the ground-aerial multi-vehicle system 100. This overall process may be referred to as an aerial-vehicle handoff.
  • an aerial vehicle 150 has a low SoC, malfunction, or other landing triggers
  • the aerial vehicle 150 (the request-transmitting aerial vehicle 611) signals to the associated ground vehicle 110 (the request-receiving ground vehicle 619) for replacement.
  • the request-receiving ground vehicle 619 selects the replacement aerial vehicle 612 (e.g., the best aerial drone, the most charged drone) available at the request-receiving ground vehicle 619.
  • the request-transmitting aerial vehicle 611 returns to the request-receiving ground vehicle 619 for recharging.
  • the monitoring station may send a groundsupport vehicle 620 with a replacement aerial vehicle 150 to the location of the request-receiving ground vehicle 619.
  • the faulty aerial drone may then land on the ground-support vehicle 620 (instead of the request-receiving ground vehicle 619).
  • the replacement aerial vehicle 612 may take off from the groundsupport vehicle 620. Otherwise, the replacement aerial drone will hop from the ground-support vehicle 620 to the request-receiving ground vehicle 619.
  • method 500 continues with (block 550) charging the request-transmitting aerial vehicle 611 from the request-receiving ground vehicle 619.
  • each of the ground vehicles 110 is configured for grounding electrically connecting of multiple ones the aerial vehicles 150 in the second subset 152.
  • Various charging aspects e.g., charging units 114 on ground vehicle 110 and charging interfaces 154 on aerial vehicles 150 are described above).
  • method 500 further comprises continuously repeating (a) transmitting the landing request, (b) taking off the replacement aerial vehicles 612, (c) grounding the request-transmitting aerial vehicle 611, and (d) charging the requesttransmitting aerial vehicle 611. This repetition is reflected by the return arrow in FIG. 5 and by arrows in FIGS. 6C-6E.
  • method 500 further comprises (block 560) charging one of the ground vehicles 110 using a ground-support vehicle 620, e.g. as schematically shown in FIG. 6F.
  • a ground-support vehicle 620 e.g. as schematically shown in FIG. 6F.
  • one or both of the ground vehicles 110 and the groundsupport vehicle 620 can include a charging unit 130 (e.g., a telescoping arm) for forming an electrical connection between the ground vehicles 110 and the groundsupport vehicle 620. In some examples, this connection can be formed and/or maintained while the ground vehicles 110 and the ground-support vehicle 620 are both in motion.
  • method 500 further comprises (block 570) replacing one of the ground vehicles 110 using a ground-support vehicle 620, e.g., as schematically shown in FIG. 6G.
  • a ground vehicle 110 (which may be referred to as an LI drone) may have a low SoC or be in need of maintenance due to schedule or existing faults.
  • a ground-support vehicle 620 (which may be referred to as an L2 drone) is assigned for replacement by the monitoring station. When the ground-support vehicle 620 arrives next to the ground vehicles 110, the ground vehicles 110 transfers its current state to the ground-support vehicle 620.
  • all sheltered/grounded aerial vehicles 150 may transfer (e.g., one at a time) to the ground-support vehicle 620 if necessary (e.g., when the ground-support vehicle 620 arrives with fewer or no aerial vehicles 150).
  • the ground-support vehicle 620 assumes the role of the ground vehicle 110, and the original ground vehicle 110 can depart to the base (e.g., the charging station).
  • any aerial vehicles 150 assigned to the ground vehicles 110 can establish ground-aerial communication channels 171 with the ground-support vehicle 620.
  • the ground vehicles 110 and ground-support vehicle 620 can establish a ground-ground communication channel 172 to coordinate the process.
  • the first subset 151 of the aerial vehicles 150 can remain airborne and simply switch its communication channels from the ground vehicles 110 to the ground-support vehicle 620.
  • the second subset 152 of the aerial vehicles 150 may transfer (fly over) from the ground vehicles 110 to the ground-support vehicle 620.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Power Engineering (AREA)
  • Remote Sensing (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention décrit des procédés et des systèmes de recharge de véhicules aériens à l'aide de véhicules terrestres. Par exemple, des véhicules aériens et des véhicules terrestres peuvent être utilisés en tandem pour compléter leurs fonctions respectives (par exemple, l'établissement de réseaux sans fil, la distribution d'objets et la surveillance de zone). Les véhicules aériens peuvent fonctionner à proximité de véhicules terrestres et peuvent utiliser ces véhicules terrestres pour une recharge périodique. En particulier, les véhicules terrestres peuvent avoir des batteries beaucoup plus grandes que les véhicules aériens (par exemple, des drones électriques). Un procédé peut consister à déterminer l'état de charge (SOC) d'un véhicule aérien et, lorsque le SOC est inférieur à un seuil, à voler et à poser ce véhicule aérien sur l'un des véhicules terrestres. Lors de cet atterrissage, le véhicule aérien établit une connexion électrique entre l'unité de charge du véhicule terrestre et l'interface de charge du véhicule aérien. La puissance électrique est ensuite transférée par cette connexion pour charger le véhicule aérien.
PCT/US2023/084234 2022-12-15 2023-12-15 Procédés et systèmes de recharge de véhicules électriques aériens à l'aide de véhicules terrestres WO2024130085A1 (fr)

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US202263387661P 2022-12-15 2022-12-15
US63/387,661 2022-12-15

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20130122715A (ko) * 2013-10-21 2013-11-08 한국항공우주연구원 수직무인이착륙 비행체의 충전 및 격납을 위한 운송체 및 그 방법
KR20170065925A (ko) * 2015-12-04 2017-06-14 주식회사 케이티 드론 장치, 관제 서버 및 이에 의한 드론의 교대 방법
KR20180096258A (ko) * 2017-02-21 2018-08-29 스마프(주) 데이터 수집 항모장치와 그 운용 방법 및 농업지역 데이터 수집 시스템
US20210129697A1 (en) * 2019-10-30 2021-05-06 Lg Electronics Inc. System, apparatus and method for providing mobile charging service
KR20220148963A (ko) * 2021-04-29 2022-11-08 주식회사 웨이브쓰리디 드론의 배터리 관리 장치

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20130122715A (ko) * 2013-10-21 2013-11-08 한국항공우주연구원 수직무인이착륙 비행체의 충전 및 격납을 위한 운송체 및 그 방법
KR20170065925A (ko) * 2015-12-04 2017-06-14 주식회사 케이티 드론 장치, 관제 서버 및 이에 의한 드론의 교대 방법
KR20180096258A (ko) * 2017-02-21 2018-08-29 스마프(주) 데이터 수집 항모장치와 그 운용 방법 및 농업지역 데이터 수집 시스템
US20210129697A1 (en) * 2019-10-30 2021-05-06 Lg Electronics Inc. System, apparatus and method for providing mobile charging service
KR20220148963A (ko) * 2021-04-29 2022-11-08 주식회사 웨이브쓰리디 드론의 배터리 관리 장치

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