Method and system for using unmanned aerial vehicle (UAV)

Abstract

Methods and systems are disclosed for using unmanned aerial vehicles (UAVs) dedicated to deployment of operating infrastructure, the method comprising: determining, by a control system, a plurality of operating locations from which a group of UAVs will provide air transportation services in a geographic area, where the group of UAVs are initially located at a source location serving the geographic area; for at least a first operating position of the plurality of operating positions, a first UAV from the group is caused by the control system to perform an infrastructure deployment task, the infrastructure deployment task including (i) a flight from a source position to the first operating position of the plurality of operating positions, and (ii) installing, by the first UAV, the operating infrastructure at a first operating position of the plurality of operating positions; receiving, by the control system, a request for a transport task having an associated item source location; determining, by the control system, that the item source position corresponds to a first operating position of the plurality of operating positions; and causing, by the control system, the first UAV to perform the transport task.

Description

[0001] This application is a divisional application of an invention patent application with an application date of December 19, 2018, application number 201880082412.0, and invention name “Methods and systems for using unmanned aerial vehicles (UAVs) dedicated to the deployment of operating infrastructure”.

[0002] CROSS-REFERENCE TO RELATED APPLICATIONS

[0003] This application claims priority to U.S. Patent Application No. 15 / 848,316, filed on December 20, 2017, and entitled “Methods and Systems for Using an Unmanned Aerial Vehicle (UAV) Dedicated to Deployment of Operational Infrastructure,” which is incorporated herein by reference in its entirety. Technical Field

[0004] The present disclosure relates to the field of transportation, and more particularly, to a method of using a drone and a drone system. Background Art

[0005] An unmanned system, also known as an autonomous vehicle, is a vehicle that is capable of traveling without a physically present human operator. Unmanned systems can operate in remote-controlled mode, autonomous mode, or partially autonomous mode.

[0006] When an unmanned system is operated in a remote control mode, a pilot or driver at a remote location can control the unmanned vehicle by sending commands to the unmanned vehicle via a wireless link. When an unmanned system is operated in an autonomous mode, the unmanned system typically moves based on pre-programmed navigation waypoints, a dynamic automation system, or a combination of these. In addition, some unmanned systems can operate in both remote control mode and autonomous mode, and in some cases can do so simultaneously. For example, as an example, a remote pilot or driver may wish to hand over navigation to an autonomous system while manually performing another task (such as operating a mechanical system for picking up an object).

[0007] There are various types of unmanned systems for various different environments. For example, unmanned aerial vehicles (UAVs) are configured for operation (e.g., flying) in the air. Examples include quad-copters and stand-up landing UAVs, among others. There are also unmanned systems for hybrid operations, in which multi-environment operations are possible. Examples of hybrid unmanned vehicles include amphibious crafts that can operate on land and water or seaplanes that can land on water and on land. Other examples are also possible. Summary of the invention

[0008] Example embodiments may involve dedicating (multiple) specific types of UAVs to the deployment of operational infrastructure, such as the deployment of one or more portions of a ground charging system configured to charge the batteries of the UAVs. Specifically, a group of UAVs, such as an air transportation service provider, may include at least two types of UAVs. The first type of UAV may include features that enable the first type of UAV to deploy operational infrastructure at (multiple) operational locations within a geographic area. And the second type of UAV may include features that enable the second type of UAV to perform tasks other than the deployment of operational infrastructure, such as transportation tasks including the pick-up and delivery of items.

[0009] With this arrangement, the control system can determine at least one operating location where the operating infrastructure should be deployed. And then, the first type of UAV can deploy the operating infrastructure at the determined operating location. Once the first type of UAV has deployed the operating infrastructure, the second type of UAV can use the operating infrastructure to charge its battery.

[0010] In one aspect, a method is disclosed. The method involves: determining, by a control system, an operating location for deploying an operating infrastructure, wherein the deployment of the operating infrastructure enables charging of batteries of UAVs from a group of unmanned aerial vehicles (UAVs), and wherein the group of UAVs includes at least: (i) a first UAV of a first type configured to deploy the operating infrastructure, and (ii) a second UAV of a second type configured to perform tasks other than the deployment of the operating infrastructure. The method also involves: causing the first UAV to deploy the operating infrastructure at the operating location by the control system. The method further involves: causing the second UAV to charge the battery of the second UAV using the operating infrastructure deployed by the first UAV at the operating location by the control system.

[0011] In another aspect, a UAV system is disclosed. The UAV system includes a group of UAVs, wherein the group of UAVs includes at least: (i) a first UAV of a first type configured to deploy an operating infrastructure, and (ii) a second UAV of a second type configured to perform tasks other than the deployment of the operating infrastructure. The UAV system also includes: a control system configured to: determine an operating location for deploying the operating infrastructure, wherein the deployment of the operating infrastructure enables charging of batteries of UAVs from the group of UAVs; cause the first UAV to deploy the operating infrastructure at the operating location; and (iii) cause the second UAV to charge the battery of the second UAV using the operating infrastructure deployed by the first UAV at the operating location.

[0012] In yet another aspect, a non-transitory computer-readable medium is disclosed. The non-transitory computer-readable medium stores instructions executable by one or more processors to cause a control system to perform functions. The functions include determining an operating location for deploying an operating infrastructure, wherein the deployment of the operating infrastructure enables charging of batteries of UAVs from a group of UAVs, and wherein the group of UAVs includes at least: (i) a first UAV of a first type configured to deploy the operating infrastructure, and (ii) a second UAV of a second type configured to perform tasks other than the deployment of the operating infrastructure. The function also includes: causing the first UAV to deploy the operating infrastructure at the operating location. The function further includes: causing the second UAV to charge the battery of the second UAV using the operating infrastructure deployed by the first UAV at the operating location.

[0013] In yet another aspect, another system is disclosed. The system may include: means for determining an operational location for deploying an operational infrastructure, wherein the deployment of the operational infrastructure enables charging of batteries from a group of unmanned aerial vehicles (UAVs), and wherein the group of UAVs includes at least:

[0014] (i) a first UAV of a first type configured to deploy an operational infrastructure, and (ii) a second UAV of a second type configured to perform a task other than deployment of the operational infrastructure. The system may also include: means for causing the first UAV to deploy the operational infrastructure at the operational location. The system may further include: means for causing the second UAV to charge a battery of the second UAV using the operational infrastructure deployed by the first UAV at the operational location.

[0015] In yet another aspect, a method is disclosed, comprising: determining, by a control system, a plurality of operating locations from which a group of unmanned aerial vehicles (UAVs) will provide air transport services in a geographic area, wherein the group of UAVs is initially located at a source location serving the geographic area; causing, by the control system, a first UAV from the group to perform an infrastructure deployment task for at least a first operating location among the plurality of operating locations, the infrastructure deployment task comprising (i) flying from the source location to a first operating location among the plurality of operating locations, and (ii) installing, by the first UAV, operating infrastructure at the first operating location among the plurality of operating locations; receiving, by the control system, a request for a transport task having an associated source location of an item; determining, by the control system, that the source location of the item corresponds to the first operating location among the plurality of operating locations; and causing, by the control system, the first UAV to perform the transport task.

[0016] In yet another aspect, an unmanned aerial vehicle (UAV) system is disclosed, comprising: a group of UAVs, wherein the group of UAVs includes at least a first UAV; and a control system configured to: determine a plurality of operating locations from which the group of UAVs will provide air transportation services in a geographic area, wherein the group of UAVs is initially located at a source location serving the geographic area; for at least a first operating location among the plurality of operating locations, cause the first UAV to perform an infrastructure deployment task, the infrastructure deployment task comprising (i) flying from the source location to a first operating location among the plurality of operating locations, and (ii) installing operating infrastructure at the first operating location among the plurality of operating locations by the first UAV; receive a request for a transportation task with an associated item source location; determine that the item source location corresponds to the first operating location among the plurality of operating locations; and cause the first UAV to perform the transportation task.

[0017] In yet another aspect, a non-transitory computer-readable medium is disclosed having stored therein instructions executable by one or more processors to cause a control system to perform functions, the functions comprising: determining a plurality of operating locations from which a group of unmanned aerial vehicles (UAVs) will provide air transportation services in a geographic area, wherein the group of UAVs is initially located at a source location serving the geographic area; for at least a first operating location among the plurality of operating locations, causing a first UAV from the group to perform an infrastructure deployment task, the infrastructure deployment task comprising (i) flying from the source location to a first operating location among the plurality of operating locations, and (ii) installing operating infrastructure at the first operating location among the plurality of operating locations by the first UAV; receiving a request for a transportation task having an associated item source location; determining that the item source location corresponds to the first operating location among the plurality of operating locations; and causing the first UAV to perform the transportation task.

[0018] In yet another aspect, a method is disclosed, comprising: determining, by a control system, a plurality of operating locations from which a group of unmanned aerial vehicles (UAVs) will provide air transportation services in a geographic area; causing, by the control system, a first UAV from the group to perform an infrastructure deployment task for at least a first operating location among the plurality of operating locations, the infrastructure deployment task comprising (i) flying to the first operating location and (ii) installing operating infrastructure at the first operating location by the first UAV; receiving, by the control system, a request for a transportation task with an associated item source location; determining, by the control system, that the item source location corresponds to a second operating location among the plurality of operating locations; and causing, by the control system, the first UAV to perform the transportation task.

[0019] In yet another aspect, an unmanned aerial vehicle (UAV) system is disclosed, comprising: a group of UAVs, wherein the group of UAVs includes at least a first UAV; and a control system configured to perform operations, the operations comprising: determining a plurality of operating locations from which a group of unmanned aerial vehicles (UAVs) will provide air transportation services in a geographic area; for at least a first operating location among the plurality of operating locations, causing the first UAV to perform an infrastructure deployment task, the infrastructure deployment task comprising (i) flying to the first operating location and (ii) installing operating infrastructure at the first operating location by the first UAV; receiving a request for a transportation task with an associated item source location; determining that the item source location corresponds to a second operating location among the plurality of operating locations; and causing the first UAV to perform the transportation task.

[0020] In yet another aspect, a non-transitory computer-readable medium having instructions stored thereon is disclosed, which, when executed by a computing device, causes the computing device to perform operations, the operations comprising: determining a plurality of operating locations from which a group of unmanned aerial vehicles (UAVs) will provide air transportation services in a geographic area; for at least a first operating location among the plurality of operating locations, causing a first UAV from the group to perform an infrastructure deployment task, the infrastructure deployment task comprising (i) flying to the first operating location and (ii) installing operating infrastructure at the first operating location by the first UAV; receiving a request for a transportation task with an associated item source location; determining that the item source location corresponds to a second operating location among the plurality of operating locations; and causing the first UAV to perform the transportation task.

[0021] These and other aspects, advantages and alternatives will become apparent to those skilled in the art by reading the following detailed description with appropriate reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1A is a simplified illustration of a drone in accordance with an example embodiment.

[0023] Figure 1Bis a simplified illustration of a drone in accordance with an example embodiment.

[0024] Figure 1C is a simplified illustration of a drone in accordance with an example embodiment.

[0025] Figure 1D is a simplified illustration of a drone in accordance with an example embodiment.

[0026] Figure 1E is a simplified illustration of a drone in accordance with an example embodiment.

[0027] Figure 2 is a simplified block diagram showing components of an unmanned aerial system according to an example embodiment.

[0028] Figure 3 is a simplified block diagram illustrating a distributed UAV system according to an example embodiment.

[0029] Figure 4 is a block diagram illustrating an example arrangement for an air transportation provider control system according to an example embodiment.

[0030] Figures 5A to 5B An adaptive charging system having a charging interface deployable by a UAV is shown according to an example embodiment.

[0031] Figure 6 A solar charging system that may be deployed by a UAV is shown according to an example embodiment.

[0032] Figure 7 A geographic region including multiple operating locations is shown according to an example embodiment.

[0033] Figure 8 is a flow chart of a method for using a UAV dedicated to deployment of operational infrastructure, according to an example embodiment.

[0034] 9A to 9D The use of a dedicated UAV to deploy operating infrastructure and subsequently use the deployed operating infrastructure to charge the batteries of another UAV according to an example embodiment is shown.

[0035] Fig.10 is a flow chart of a method for self-deployment of operating infrastructure for a UAV according to an example embodiment.

[0036] FIG. 11A to FIG. 11D Deployment of operating infrastructure using a given UAV and subsequent use of the deployed operating infrastructure to charge the batteries of the same given UAV are shown according to an example embodiment. DETAILED DESCRIPTION

[0037] Example methods and systems are described herein. It should be understood that the words "example" and "exemplary" are used herein to mean "serving as an example, instance, or illustration." Any embodiment or feature described herein as an "example" or "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments or features. The example embodiments described herein are not meant to be limiting. It will be readily appreciated that certain aspects of the disclosed systems and methods may be arranged and combined in a variety of different configurations, all of which are contemplated herein.

[0038] In addition, the specific arrangements shown in the accompanying drawings should not be considered restrictive. It should be understood that other embodiments may include more or less of each element shown in a given figure. In addition, some of the elements shown may be combined or omitted. Further, example embodiments may include elements not shown in the figures.

[0039] I. Overview

[0040] In fact, unmanned aerial vehicle (UAV) can refer to any autonomous or semi-autonomous aircraft that can perform certain operations without a physically present human pilot. Examples of such operations can include air transportation services, which can involve a group of UAVs performing transportation tasks, such as the pickup and / or delivery of items.

[0041] Embodiments are disclosed herein that relate to a UAV of a particular type (or types) in a group of UAVs having an operational infrastructure dedicated to deploying at an operational location (or locations). In practice, the operational infrastructure in question may be one or more portions of a ground charging system configured to charge the batteries of one or more UAVs, or may be the entire charging system. A given operational location may be a location where a UAV may charge its battery after the operational infrastructure has been deployed, and may also be a location from which a UAV may perform an item transport mission (or missions).

[0042] More specifically, the group of UAVs may include one or more UAVs of a first type and one or more UAVs of a second type. The UAVs of the first type may include features that enable the UAVs of the first type to deploy operational infrastructure at (multiple) operational locations within a geographic area. And the UAVs of the second type may include features that enable the UAVs of the second type to perform tasks other than deployment of operational infrastructure, for example, such as transportation tasks including pick-up and delivery of items requested by a user.

[0043] Typically, for various reasons, it may be advantageous to include (multiple) UAVs of the first type in a group of UAVs. For example, the UAVs of the first type may allow the deployment of operational infrastructure that the UAVs of the second type may otherwise not be able to deploy. For example, the UAVs of the second type may be optimized for performing transportation missions, and therefore may be arranged to carry (multiple) payloads having a weight up to a specific weight, which may be a weight less than the weight of the deployable operational infrastructure. Additionally or alternatively, including (multiple) UAVs of the first type in the group may allow (multiple) UAVs of the second type to be used for their intended purpose (e.g., performing transportation missions) without encountering the cost of deploying the operational infrastructure. Such costs may include the time and / or energy spent on the deployment of the operational infrastructure, as well as the wear and tear experienced over time due to the deployment of the operational infrastructure, as well as other possibilities.

[0044] II. Schematic unmanned vehicle

[0045] As used herein, the terms "unmanned aerial system" and "UAV" refer to any autonomous or semi-autonomous vehicle capable of performing certain functions without the physical presence of a human pilot.

[0046] UAVs may take various forms. For example, UAVs may take the form of fixed-wing aircraft, gliders, stand-up aircraft, jet aircraft, ducted fan aircraft, lighter-than-air craft (such as airships or steerable balloons), rotorcraft (such as helicopters or multirotors), and / or flapping-wing aircraft, among other possibilities. In addition, the terms "drone," "UAVS," or "UAV" may also be used to refer to a UAV.

[0047] Figure 1A1 is an isometric view of an example UAV 100. The UAV 100 includes wings 102, booms 104, and a fuselage 106. The wings 102 may be fixed and may generate lift based on the wing shape and the forward airspeed of the UAV. For example, the two wings 102 may have an airfoil-shaped cross-section to generate aerodynamic forces on the UAV 100. In some embodiments, the wings 102 may carry a horizontal propulsion unit 108, while the booms 104 may carry a vertical propulsion unit 110. In operation, power for the propulsion unit may be provided from a battery compartment 112 of the fuselage 106. In some embodiments, the fuselage 106 also includes an avionics compartment 114, additional battery compartments (not shown), and / or a delivery unit (not shown, e.g., a winch system) for handling payloads. In some embodiments, the fuselage 106 is modular, and two or more compartments (e.g., battery compartment 112, avionics compartment 114, other payload and delivery compartments) are detachable from each other and can be secured to each other (e.g., mechanically, magnetically, or otherwise) to continuously form at least a portion of the fuselage 106.

[0048] In some embodiments, the boom 104 terminates in a rudder 116 to improve yaw control of the UAV 100. In addition, the wing 102 may terminate in a wing tip 117 to improve control of the lift of the UAV.

[0049] In the illustrated configuration, the UAV 100 includes a structural frame. The structural frame may be referred to as a "structural H-frame" or "H-frame" (not shown) of the UAV. The H-frame may include a wing spar (not shown) within the wing 102, and a cantilever bracket (not shown) within the cantilever 104. In some embodiments, the wing spar and cantilever bracket may be made of carbon fiber, hard plastic, aluminum, light metal alloy or other materials. The wing spar and cantilever bracket may be connected with a clamp. The wing spar may include pre-drilled holes for the horizontal propulsion unit 108, and the cantilever bracket may include pre-drilled holes for the vertical propulsion unit 110.

[0050] In some embodiments, the fuselage 106 can be removably attached to the H-frame (e.g., attached to the wing spar by a clamp that is configured with grooves, protrusions, other features, etc. to cooperate with corresponding H-frame features). In other embodiments, similarly, the fuselage 106 can be removably attached to the wing 102. The removable attachment of the fuselage 106 can improve the quality and / or modularity of the UAV 100. For example, the electrical / mechanical components and / or subsystems of the fuselage 106 can be tested separately from the H-frame before being attached to the H-frame. Similarly, the printed circuit board (PCB) 118 can be tested separately from the cantilever bracket before being attached to the cantilever bracket, thereby eliminating defective components / subassemblies before completing the UAV. For example, before the fuselage 106 is installed on the H-frame, the components of the fuselage 106 (e.g., avionics, battery units, delivery units, additional battery compartments, etc.) can be electrically tested. In addition, the motors and electronic devices of the PCB 118 can also be electrically tested before final assembly. Typically, identifying defective components and subassemblies early in the assembly process reduces the overall cost and lead time of the UAV. In addition, different types / models of fuselages 106 can be attached to the H-frame, thus improving the modularity of the design. Such modularity allows these various components of the UAV 100 to be upgraded without a substantial overhaul of the manufacturing process.

[0051] In some embodiments, the wing shells and cantilever shells can be attached to the H-frame by adhesive elements (e.g., adhesive tape, double-sided adhesive tape, glue, etc.). Thus, multiple shells can be attached to the H-frame instead of spraying a monolithic body onto the H-frame. In some embodiments, the presence of multiple shells reduces stress caused by the coefficient of thermal expansion of the structural frame of the UAV. As a result, the UAV can have better dimensional accuracy and / or improved reliability.

[0052] Furthermore, in at least some embodiments, the same H-frame can be used with wing shells and / or cantilever shells of different sizes and / or designs, thereby increasing the modularity and versatility of the UAV design. The wing shells and / or cantilever shells can be made of a relatively light polymer (e.g., closed-cell foam) covered by a relatively stiff but relatively thin plastic skin.

[0053] Power and / or control signals from the fuselage 106 can be routed to the PCB 118 via cables passing through the fuselage 106, the wings 102, and the boom 104. In the illustrated embodiment, the UAV 100 has four PCBs, but other numbers of PCBs are possible. For example, the UAV 100 may include two PCBs, one for each boom. The PCBs carry electronic components 119, which include, for example, power converters, controllers, memory, passive components, etc. In operation, the propulsion units 108 and 110 of the UAV 100 are electrically connected to the PCBs.

[0054] Many variations of the UAV shown are possible. For example, the fixed-wing UAV may include more or fewer rotor units (vertical or horizontal), and / or may utilize a ducted fan or multiple ducted fans for propulsion. In addition, UAVs with more wings (e.g., an "x-wing" configuration with four wings) are also possible. Although Figure 1A Two wings 102, two booms 104, two horizontal propulsion units 108, and six vertical propulsion units 110 per boom 104 are shown, but it should be understood that other variations of the UAV 100 may be implemented with more or fewer of these components. For example, the UAV 100 may include four wings 102, four booms 104, and more or fewer propulsion units (horizontal or vertical).

[0055] Similarly, Figure 1B Another example of a fixed-wing UAV 120 is shown. The fixed-wing UAV 120 includes a fuselage 122, two wings 124 having an airfoil-shaped cross-section to provide lift for the UAV 120, a vertical stabilizer 126 (or fin) to stabilize the aircraft in yaw (turning left or right), a horizontal stabilizer 128 (also called an elevator or horizontal tail) to stabilize pitch (tilting up or down), a landing gear 130, and a propulsion unit 132, which may include a motor, shaft, and propeller.

[0056] Figure 1C An example of a UAV 140 is shown with propellers in a pusher configuration. The term "pusher" refers to the fact that, as opposed to having the propulsion unit mounted on the front of the UAV, the propulsion unit 142 is mounted on the rear of the UAV and "pushes" the vehicle forward. Figure 1A and Figure 1B Provide a description, Figure 1C A common structure used in a pusher aircraft is depicted, including a fuselage 144, two wings 146, a vertical stabilizer 148, and a propulsion unit 142, which may include a motor, shaft, and propeller.

[0057] Figure 1DAn example of a vertical take-off and landing UAV 160 is shown. In the example shown, the vertical take-off and landing UAV 160 has fixed wings 162 to provide lift and allow the UAV 160 to glide horizontally (e.g., along the x-axis, which is approximately perpendicular to the Figure 1D However, the fixed wings 162 also allow the stand-up / landing UAV 160 to take off and land vertically on its own.

[0058] For example, at a launch site, a stand-up landing UAV 160 may be positioned vertically (as shown), with its fins 164 and / or wings 162 resting on the ground and stabilizing the UAV 160 in a vertical position. Then, the stand-up landing UAV 160 may be operated to generate an upward thrust (e.g., a thrust generally along the y-axis) to take off. Once at a suitable altitude, the stand-up landing UAV 160 may use its flaps 168 to redirect itself in a horizontal position so that its fuselage 170 is aligned closer to the x-axis than the y-axis. When positioned horizontally, the propellers 166 may provide forward thrust so that the stand-up landing UAV 160 can fly in a manner similar to a conventional aircraft.

[0059] Many variations of the fixed-wing UAV shown are possible. For example, the fixed-wing UAV may include more or fewer propellers, and / or may utilize a ducted fan or multiple ducted fans for propulsion. In addition, UAVs with more wings (e.g., an "x-wing" configuration with four wings), fewer wings, or even no wings are possible.

[0060] As described above, some embodiments may involve other types of UAVs in addition to or as an alternative to fixed-wing UAVs. For example, Figure 1E An example of a rotorcraft is shown, which is often referred to as a multirotor 180. Multirotor 180 may also be referred to as a quadrotor because it includes four rotors 182. It should be understood that example embodiments may involve rotorcraft having more or fewer rotors than multirotor 180. For example, a helicopter typically has two rotors. Other examples with three or more rotors are also possible. As used herein, the term "multirotor" refers to any rotorcraft having more than two rotors, and the term "helicopter" refers to a rotorcraft having two rotors.

[0061] Referring to multirotor 180 in more detail, four rotors 182 provide propulsion and maneuverability for multirotor 180. More specifically, each rotor 182 includes a blade attached to a motor 184. So configured, rotors 182 can allow multirotor 180 to take off and land vertically, maneuver in any direction, and / or hover. In addition, the pitch of the blades can be adjusted in groups and / or differently, and can allow multirotor 180 to control its pitch, roll, yaw, and / or altitude.

[0062] It should be understood that the reference to "unmanned" aerial vehicles or UAVs herein may be equally applicable to autonomous and semi-autonomous aerial vehicles. In autonomous embodiments, all functions of the aerial vehicle are automated; for example, pre-programmed or real-time computer-controlled functions that respond to inputs and / or predetermined information from various sensors. In semi-autonomous embodiments, certain functions of the aerial vehicle may be controlled by a human operator, while other functions are performed autonomously. In addition, in some embodiments, the UAV may be configured to allow a remote operator to take over functions that would otherwise be autonomously controlled by the UAV. In addition, a given type of function may be remotely controlled at one level of abstraction and autonomously performed at another level of abstraction. For example, a remote operator may control high-level navigation decisions of the UAV, such as by specifying that the UAV should travel from one location to another (e.g., from a warehouse in the suburbs to a delivery address in a nearby city), while the UAV's navigation system autonomously controls more fine-grained navigation decisions, such as the specific route taken between the two locations, the specific flight controls used to achieve the route and avoid obstacles while navigating the route, and the like.

[0063] More generally, it should be understood that the example UAVs described herein are not intended to be limiting. Example implementations may be directed to, implemented within, or take the form of any type of drone.

[0064] III. Schematic UAV components

[0065] Figure 2 2 is a simplified block diagram showing components of UAV 200 according to an example embodiment. UAV 200 may be configured with reference to Figure 1A-1E The UAV 200 is described as one of or a form similar to UAVs 100, 120, 140, 160, and 180. However, UAV 200 may also take other forms.

[0066] UAV 200 may include various types of sensors and may include a computing system configured to provide the functionality described herein. In the illustrated embodiment, the sensors of UAV 200 include an inertial measurement unit (IMU) 202, (multiple) ultrasonic sensors 204, and GPS 206, as well as other possible sensors and sensing systems.

[0067] In the illustrated embodiment, the UAV 200 also includes one or more processors 208. The processor 208 may be a general purpose processor or a special purpose processor (e.g., a digital signal processor, an application specific integrated circuit, etc.). The one or more processors 208 may be configured to execute computer readable program instructions 212 that are stored in the data store 210 and are operable to provide the functionality of the UAV described herein.

[0068] The data store 210 may include or take the form of one or more computer-readable storage media that may be read or accessed by the at least one processor 208. The one or more computer-readable storage media may include volatile and / or non-volatile storage components, such as optical, magnetic, organic, or other memory or disk storage, which may be integrated in whole or in part with at least one of the one or more processors 208. In some embodiments, the data store 210 may be implemented using a single physical device (e.g., one optical, magnetic, organic, or other memory or disk storage unit), while in other embodiments, the data store 210 may be implemented using two or more physical devices.

[0069] As noted, the data store 210 may include computer-readable program instructions 212 and possibly additional data, such as diagnostic data of the UAV 200. As such, the data store 210 may include program instructions 212 to perform or facilitate some or all of the UAV functions described herein. For example, in the illustrated embodiment, the program instructions 212 include a navigation module 214 and a tether control module 216.

[0070] A. Sensor

[0071] In an illustrative embodiment, IMU 202 may include both an accelerometer and a gyroscope, which may be used together to determine the orientation of UAV 200. Specifically, the accelerometer may measure the orientation of the vehicle relative to the earth, while the gyroscope measures the rate of rotation about an axis. IMUs are commercially available in low-cost, low-power packages. For example, IMU 202 may include or take the form of a miniaturized micro-electromechanical system (MEMS) or nano-electromechanical system (NEMS). Other types of IMUs may also be utilized.

[0072] In addition to the accelerometer and gyroscope, the IMU 202 may also include other sensors that can help better determine the position and / or help increase the autonomy of the UAV 200. Two examples of such sensors are magnetometers and pressure sensors. In some embodiments, the UAV may include a low-power digital 3-axis magnetometer that can be used to implement an orientation-independent electronic compass to obtain accurate heading information. However, other types of magnetometers may also be utilized. Other examples are also possible. In addition, note that the UAV may include some or all of the above-mentioned inertial sensors as components separate from the IMU.

[0073] The UAV 200 may also include a pressure sensor or barometer, which may be used to determine the altitude of the UAV 200. Alternatively, other sensors, such as a sonic altimeter or a radar altimeter, may be used to provide an indication of altitude, which may help improve the accuracy of the IMU and / or prevent drift of the IMU.

[0074] On the other hand, UAV 200 may include one or more sensors that allow the UAV to sense objects in the environment. For example, in the illustrated embodiment, UAV 200 includes (multiple) ultrasonic sensors 204. (Multiple) ultrasonic sensors 204 can determine the distance to the object by generating sound waves and determining the time interval between the emission of the wave and the reception of the corresponding echo from the object. Typical applications of ultrasonic sensors or IMUs for unmanned vehicles are low-altitude height control and obstacle avoidance. Ultrasonic sensors can also be used for vehicles that need to hover at a certain height or need to be able to detect obstacles. Other systems can be used to determine, sense the presence of nearby objects and / or determine the distance to nearby objects, such as light detection and ranging (LIDAR) systems, laser detection and ranging (LADAR) systems and / or infrared or forward-looking infrared (FLIR) systems and other possibilities.

[0075] In some embodiments, the UAV 200 may also include one or more imaging systems. For example, the UAV 200 may utilize one or more static and / or video cameras to capture image data from the UAV's environment. As specific examples, a charge coupled device (CCD) camera or a complementary metal oxide semiconductor (CMOS) camera may be used with an unmanned vehicle. Such (multiple) imaging sensors have a variety of possible applications, such as obstacle avoidance, positioning techniques, ground tracking for more accurate navigation (e.g., by applying optical flow techniques to images), video feedback, and / or image recognition and processing, as well as other possibilities.

[0076] The UAV 200 may also include a GPS receiver 206. The GPS receiver 206 may be configured to provide data typical of well-known GPS systems, such as the GPS coordinates of the UAV 200. Such GPS data may be used by the UAV 200 for various functions. Thus, the UAV may use its GPS receiver 206 to help navigate to the location of the caller, as indicated at least in part by the GPS coordinates provided by its mobile device. Other examples are also possible.

[0077] B. Navigation and Position Determination

[0078] The navigation module 214 may provide functionality that allows the UAV 200 to move around its environment and reach a desired location, for example. To this end, the navigation module 214 may control the altitude and / or direction of flight by controlling mechanical features of the UAV that affect flight (e.g., its rudder(s), elevator(s), aileron(s), and / or the speed of its propeller(s)).

[0079] In order to navigate the UAV 200 to the target location (e.g., delivery location), the navigation module 214 can implement various navigation techniques, such as, for example, map-based navigation and positioning-based navigation. With map-based navigation, the UAV 200 can be provided with a map of its environment, which can then be used to navigate to a specific location on the map. With positioning-based navigation, the UAV 200 may be able to use positioning to navigate in an unknown environment. Navigation based on positioning can involve the UAV 200 building its own map of its environment and calculating its position within the map and / or the position of objects in the environment. For example, when the UAV 200 moves throughout its environment, the UAV 200 can continuously use positioning to update the map of its environment. This continuous map building process can be referred to as real-time positioning and map building (simultaneous localization and mapping, SLAM). Other navigation techniques can also be utilized.

[0080] In some embodiments, the navigation module 214 can use a technology that relies on waypoints to navigate. Specifically, a waypoint is a collection of coordinates that identify a point in physical space. For example, an air navigation waypoint can be defined by a certain latitude, longitude, and altitude. Therefore, the navigation module 214 can move the UAV 200 from waypoint to waypoint in order to eventually travel to a final destination (e.g., the final waypoint in a series of waypoints).

[0081] In another aspect, the navigation module 214 and / or other components and systems of the UAV 200 may be configured for a scenario of "localization" to more precisely navigate to a target location. More specifically, in some cases, it may be desirable for the UAV to be within a threshold distance of a target location of a payload 228 delivered by the UAV (e.g., within a few feet of the target destination). To this end, the UAV may use a two-tier approach in which it uses a more coarse location determination technique to navigate to a general area associated with the target location, and then uses a more refined location determination technique to identify and / or navigate to the target location within the general area.

[0082] For example, the UAV 200 may use waypoints and / or map-based navigation to navigate to the general area of ​​the target destination where the payload 228 is being delivered, and then the UAV may switch to a mode in which it utilizes a positioning process to locate and travel to a more specific location. For example, if the UAV 200 is to deliver a payload to a user's residence, the UAV 200 may need to be substantially close to the target location to avoid delivering the payload to an undesirable area (e.g., onto a rooftop, into a pool, or onto a neighbor's property, etc.). However, a GPS signal may only allow the UAV 200 to reach so far (e.g., within a block of the user's residence). A more precise location determination technique may then be used to find the specific target location.

[0083] Once the UAV 200 has navigated to the general area of ​​the target delivery location, various types of position determination techniques may be used to complete the location of the target delivery location. For example, the UAV 200 may be equipped with one or more sensing systems, such as, for example, ultrasonic sensors 204, infrared sensors (not shown), and / or other sensors, which may provide inputs that the navigation module 214 uses to autonomously or semi-autonomously navigate to a specific target location.

[0084] As another example, once the UAV 200 reaches the general area of ​​a target delivery location (or a mobile object such as a person or their mobile device), the UAV 200 may switch to a "fly-by-wire" mode in which a remote operator at least partially controls it, who may navigate the UAV 200 to the specific target location. To this end, sensory data from the UAV 200 may be sent to the remote operator to help them navigate the UAV 200 to the specific location.

[0085] As yet another example, the UAV 200 may include a module capable of signaling passersby to assist in reaching a specific target delivery location; for example, the UAV 200 may display a visual message in a graphical display requesting such assistance, play an audio message or tone through a speaker indicating that such assistance is needed, and other possibilities. Such a visual or audio message may indicate that assistance is needed in delivering the UAV 200 to a specific person or a specific location, and may provide information to assist passersby in delivering the UAV 200 to the person or location (e.g., a description of a picture of the person or location, and / or the name of the person or location), and other possibilities. Such a feature may be useful in a scenario where the UAV is unable to reach a specific target location using sensing functionality or another location determination technology. However, this feature is not limited to such scenarios.

[0086] In some embodiments, once UAV 200 arrives at the approximate area of ​​the target delivery location, UAV 200 can use a beacon from a user's remote device (e.g., a user's mobile phone) to locate the person. Such a beacon can take various forms. As an example, consider such a scenario, in which a remote device (such as a mobile phone of a person requesting UAV delivery) can send a directional signal (e.g., via an RF signal, an optical signal, and / or an audio signal). In this scenario, UAV 200 can be configured to navigate by "sourcing" such a directional signal-in other words, by determining where the signal is strongest and navigating accordingly. As another example, a mobile device can transmit a frequency within or outside the human range, and UAV 200 can listen to the frequency and navigate accordingly. As a related example, if UAV 200 is listening for a verbal command, UAV 200 can use a verbal statement, such as "I'm here!" to trace the specific location of the person requesting the delivery of the payload.

[0087] In an alternative arrangement, a navigation module may be implemented at a remote computing device that is in wireless communication with the UAV 200. The remote computing device may receive data indicating the operational state of the UAV 200, sensor data from the UAV 200 (allowing it to assess the environmental conditions experienced by the UAV 200), and / or location information of the UAV 200. When provided with such information, the remote computing device may determine the altitude and / or directional adjustments that the UAV 200 should make and / or may determine how the UAV 200 should adjust its mechanical features (e.g., the speed of its rudder(s), elevator(s), aileron(s), and / or its propeller(s)) to achieve such movement. The remote computing system may then communicate such adjustments to the UAV 200 so that it may move in a determined manner.

[0088] C. Communication system

[0089] In another aspect, the UAV 200 includes one or more communication systems 218. The communication system 218 may include one or more wireless interfaces and / or one or more wired interfaces that allow the UAV 200 to communicate via one or more networks. Such wireless interfaces may provide communication under one or more wireless communication protocols such as Bluetooth, WiFi (e.g., IEEE 802.11 protocol), Long Term Evolution (LTE), WiMAX (e.g., IEEE 802.16 standard), Radio Frequency ID (RFID) protocol, Near Field Communication (NFC) and / or other wireless communication protocols. Such wired interfaces may include Ethernet interfaces, Universal Serial Bus (USB) interfaces, or similar interfaces to communicate via wires, twisted pairs, coaxial cables, optical links, fiber optic links, or other physical connections to a wired network.

[0090] In some embodiments, UAV 200 may include a communication system 218 that allows for both short-range and long-range communications. For example, UAV 200 may be configured for short-range communications using Bluetooth and for long-range communications under a CDMA protocol. In such an embodiment, UAV 200 may be configured to function as a "hotspot"; or in other words, as a gateway or proxy between a remote support device and one or more data networks (such as a cellular network and / or the Internet). When so configured, UAV 200 may facilitate data communications that a remote support device would not be able to perform on its own.

[0091] For example, UAV 200 can provide WiFi connectivity to remote devices and act as a proxy or gateway to a cellular service provider's data network, to which the UAV can connect, such as under LTE or 3G protocols. UAV 200 can also act as a proxy or gateway to high altitude balloon networks, satellite networks, or a combination of these networks, etc., which the remote device may not otherwise have access to.

[0092] D. Power system

[0093] In another aspect, the UAV 200 may include power system(s) 220. The power system 220 may include one or more batteries for providing power to the UAV 200. In one example, the one or more batteries may be rechargeable and each battery may be recharged via a wired connection between the battery and a power source and / or via a wireless charging system (such as an inductive charging system that applies an external time-varying magnetic field to an internal battery).

[0094] In another aspect, the power system 220 of the UAV 200 includes a power interface for electrically coupling to an external AC power source, and an AC / DC converter coupled to the power interface and operable to convert alternating current to direct current to charge one or more batteries of the UAV. For example, the power interface may include a power jack or other electrical coupler for connecting to a 110V, 120V, 220V, or 240V AC power source. Such a power system may facilitate a recipient-assisted recharging process in which the recipient may connect the UAV to a standard power source at a delivery location, such as the recipient's residence or office. Additionally or alternatively, the power system 220 may include an inductive charging interface so that recipient-assisted recharging may be achieved wirelessly via an inductive charging system installed or otherwise available at the delivery location.

[0095] E. Payload Delivery

[0096] The UAV 200 may employ various systems and configurations in order to transport and deliver a payload 228. In some embodiments, the payload 228 of a given UAV 200 may include or take the form of a "package" designed to transport various goods to a target delivery location. For example, the UAV 200 may include a compartment in which one or more items may be transported. Such a package may be one or more foods, purchased goods, medical items, or any other (multiple) objects of a size and weight suitable for transport between two locations by a UAV. In some embodiments, the payload 228 may simply be one or more items being delivered (e.g., without any packages containing items). Also, in some embodiments, the delivered items, the containers or packages in which the items are transported, and / or other components may all be considered part of the payload.

[0097] In some embodiments, the payload 228 may be attached to the UAV and substantially located outside of the UAV during some or all of the flight performed by the UAV. For example, a package may be tethered or otherwise releasably attached underneath the UAV during flight to a target location. In embodiments where a package carries cargo underneath the UAV, the package may include various features that protect its contents from the environment, reduce aerodynamic drag on the system, and prevent the contents of the package from shifting during flight of the UAV.

[0098] For example, when the payload 228 takes the form of a package for transporting items, the package may include an outer shell made of waterproof cardboard, plastic, or any other lightweight waterproof material. In addition, in order to reduce drag, the package may have the characteristics of a smooth surface with a protruding front portion, which reduces the front cross-sectional area. In addition, the sides of the package may taper from a wide bottom to a narrow top, which allows the package to be used as a narrow pylon, which reduces the interference effect on the (multiple) wings of the UAV. This can move some of the front area and volume of the package away from the (multiple) wings of the UAV, thereby preventing the reduction of lift on the (multiple) wings caused by the package. In addition, in some embodiments, the outer shell of the package may be made of a single piece of material to reduce air gaps or additional materials that can increase the drag on the system. Additionally or alternatively, the package may include a stabilizer to suppress package vibration. This reduction in vibration can allow the package to have a smaller rigid connection to the UAV and may cause the contents of the package to be less displaced during flight.

[0099] In order to deliver the payload, the UAV may include a tether system 221 that can be controlled by a tether control module 216 so that the payload 228 is lowered to the ground when the UAV is hovering above. The tether system 221 may include a tether, which may be coupled to a payload 228 (e.g., a package). The tether 224 may be wound around a reel of a motor 222 coupled to the UAV (although a passive implementation without a motor is also possible). The motor may be a DC motor (e.g., a servo motor) that may be actively controlled by a speed controller, although other motor configurations are also possible. In certain embodiments, the tether control module 216 may control a speed controller to rotate the reels 222, thereby unwinding (unwind) or retracting (retract) the tether and reducing or raising the payload coupling device. In fact, the speed controller may output a desired operating rate (e.g., desired RPM) for the reel, which may correspond to the speed at which the tether system should reduce the payload toward the ground. Then, the motor may rotate the reel so that it maintains a desired operating rate (or within certain permissible ranges of the operating rate).

[0100] In order to control the motor via the speed controller, the tether control module 216 can receive data from a speed sensor (e.g., an encoder) that is configured to convert a mechanical position into a representative analog or digital signal. Specifically, the speed sensor can include a rotary encoder that can provide information related to the rotational position (and / or rotational motion) of the shaft of the motor or the reel coupled to the motor, as well as other possibilities. In addition, the speed sensor can take the form of an absolute encoder and / or an incremental encoder, etc. Therefore, in an example embodiment, when the motor causes the rotation of the reel, a rotary encoder can be used to measure the rotation. In doing so, the rotary encoder can be used to convert the rotational position into an analog or digital electronic signal that the tether control module 216 uses to determine the amount of rotation of the reel from a fixed reference angle, and / or an analog or digital electronic signal representing a new rotational position, as well as other options. Other examples are also possible.

[0101] In some embodiments, a payload coupling assembly (e.g., a hook or another type of coupling assembly) can be configured to secure payload 228 as payload 228 is lowered from the UAV by a tether. The coupling device or assembly can also be configured to release payload 228 via electrical or electromechanical features of the coupling assembly when ground level is reached. The payload coupling assembly can then be retracted to the UAV by reeling the tether using a motor.

[0102] In some embodiments, once the payload 228 is lowered to the ground, it can be passively released. For example, the payload coupling assembly can provide a passive release mechanism, such as one or more swing arms adapted to be retracted into and extended from the housing. The extended swing arm can form a hook, to which the payload 228 can be attached. When the release mechanism and the payload 228 are lowered to the ground via a tether, gravity and the downward inertial force on the release mechanism can disengage the payload 228 from the hook, thereby allowing the release mechanism to rise upward toward the UAV. The release mechanism can also include a spring mechanism, which biases the swing arm to retract into the housing when there is no other external force on the swing arm. For example, a spring can apply a force to the swing arm, which pushes or pulls the swing arm toward the housing, so that once the weight of the payload 228 no longer forces the swing arm to extend from the housing, the swing arm retracts into the housing. The retraction of the swing arm into the housing can reduce the possibility that the release mechanism causes obstruction to the payload 228 or other nearby objects when the release mechanism is raised toward the UAV after delivering the payload 228.

[0103] In another embodiment, the payload coupling assembly may include a hook feature that passively releases the payload when the payload contacts the ground. For example, the payload coupling assembly may take the form of or include a hook feature that is sized and shaped to interact with a corresponding attachment feature (e.g., a handle or hole) on a payload in the form of a container or a tote. The hook may be inserted into a handle or hole of the payload container so that the weight of the payload holds the payload container secured to the hook feature during flight. However, the hook feature and payload container may be designed so that when the container contacts the ground and is supported from below, the hook feature slides out of the attachment feature of the container, thereby passively releasing the payload container. Other passive release configurations are also possible.

[0104] Active payload release mechanisms are also possible. For example, sensors such as barometric altimeters and / or accelerometers can help detect the position of the release mechanism (and payload) relative to the ground. Data from the sensors can be communicated back to the UAV and / or control system via a wireless link and used to help determine when the release mechanism has reached ground level (e.g., by utilizing accelerometer detection measurements with characteristics of ground impact). In other examples, the UAV can determine that the payload has reached the ground based on a threshold low downward force detected by a weight sensor on the tether when lowering the payload and / or based on a threshold low measurement of power drawn by a winch.

[0105] In addition to or in lieu of a tethered delivery system, other systems and techniques for delivering a payload are possible. For example, UAV 200 may include an airbag landing system or a parachute landing system. Alternatively, UAV 200 carrying a payload may simply land on the ground at the delivery location. Other examples are possible.

[0106] In some arrangements, the UAV may not include a tether system 221. For example, the UAV may include an internal compartment or compartment in which the UAV can hold items during transport. Such compartments may be configured as top loading, side loading, and / or bottom loading compartments. The UAV may include electrical and / or mechanical devices (e.g., doors) that allow the internal compartments in the UAV to be opened and closed. Thus, the UAV may open the compartments in various situations, such as: (a) when picking up items for delivery at an item source location, so that the items can be placed in the UAV for delivery, (b) when arriving at a delivery location, so that the recipient can put the items back in the UAV, and / or (c) in other situations. In addition, it is also conceivable that other non-tether mechanisms for securing payload items to the UAV are also possible, such as various fasteners for securing items to the UAV housing, as well as other possibilities. In addition, in addition to the tether system 221, the UAV may include internal compartments for transporting items and / or other non-tether mechanisms for securing payload items.

[0107] IV. Demonstration UAV Deployment System

[0108] UAV systems may be implemented to provide a variety of UAV-related services. Specifically, UAVs may be provided at multiple different launch sites that may communicate with a regional and / or central control system. Such a distributed UAV system may allow UAVs to be rapidly deployed to provide services across a large geographic area (e.g., much larger than the flight range of any single UAV). For example, UAVs capable of carrying payloads may be distributed across multiple launch sites across a large geographic area (perhaps even throughout the country, or even the world) to provide on-demand transportation of various items to locations throughout a geographic area. Figure 3 is a simplified block diagram illustrating a distributed UAV system 300 according to an example embodiment.

[0109] In the exemplary UAV system 300, the access system 302 may allow for interaction with, control of, and / or utilization of a network of UAVs 304. In some embodiments, the access system 302 may be a computing system that allows for dispatch of manual control of the UAV 304. As such, the control system may include or otherwise provide a user interface through which a user may access and / or control the UAV 304.

[0110] In some embodiments, dispatch of UAVs 304 may additionally or alternatively be accomplished via one or more automated processes. For example, access system 302 may dispatch one of UAVs 304 to transport a payload to a target location, and the UAV may autonomously navigate to the target location by utilizing various onboard sensors (such as a GPS receiver and / or other various navigation sensors).

[0111] In addition, the access system 302 can provide remote operation of the UAV. For example, the access system 302 can allow an operator to control the flight of the UAV via its user interface. As a specific example, the operator can use the access system 302 to dispatch the UAV 304 to a target location. The UAV 304 can then autonomously navigate to the approximate area of ​​the target location. At this point, the operator can use the access system 302 to control the UAV 304 and navigate the UAV to the target location (e.g., to a specific person to whom a payload is being transported). Other examples of remote operation of the UAV are also possible.

[0112] In the illustrative embodiment, UAV 304 can take various forms. For example, each of UAV 304 can be a UAV such as shown in Figures 1, 2, 3, and 4. However, without departing from the scope of the present invention, UAV system 300 can also utilize other types of UAVs. In some embodiments, all UAVs 304 can have the same or similar configuration. However, in other embodiments, UAV 304 can include many different types of UAVs. For example, UAV 304 can include multiple types of UAVs, wherein each type of UAV is configured for one or more different types of payload delivery capabilities.

[0113] The UAV system 300 may also include a remote device 306, which may take various forms. In general, the remote device 306 may be any device through which a direct or indirect request to dispatch a UAV may be made. (Note that an indirect request may involve any communication that may be responded to by dispatching a UAV, such as a request for package delivery). In an example embodiment, the remote device 306 may be a mobile phone, a tablet computer, a laptop computer, a personal computer, or any computing device connected to a network. In addition, in some cases, the remote device 306 may not be a computing device. As an example, a standard telephone that allows communication via plain old telephone service (POTS) may be used as the remote device 306. Other types of remote devices are also possible.

[0114] Additionally, the remote device 306 may be configured to communicate with the access system 302 via one or more types of communication networks 308. For example, the remote device 306 may communicate with the access system 302 (or a human operator of the access system 302) by communicating over a POTS network, a cellular network, and / or a data network such as the Internet. Other types of networks may also be utilized.

[0115] In some embodiments, the remote device 306 can be configured to allow a user to request that one or more items be picked up from a certain source location and / or that one or more items be delivered to a desired location. For example, a user can request a UAV to deliver a package to their residence via their mobile phone, tablet computer, or laptop computer. As another example, a user can request dynamic delivery to any location they are at the time of delivery. In order to provide such dynamic delivery, the UAV system 300 can receive location information (e.g., GPS coordinates, etc.) from the user's mobile phone or any other device on the user so that the UAV can navigate to the user's location (as indicated by their mobile phone).

[0116] In some embodiments, a commercial user (e.g., a restaurant) may utilize one or more remote devices 306 to request that a UAV be dispatched to pick up one or more items (e.g., a food order) from a source location (e.g., the address of the restaurant), and then deliver the one or more items to a target location (e.g., the address of the customer). In addition, in such embodiments, there may be multiple remote devices 306 associated with a common item provider account (e.g., an account used by multiple employees and / or owners of a particular restaurant). In addition, in such embodiments, a remote device 306 may be utilized to send an item provider submission to a transportation provider computing system (e.g., a central dispatch system 310 and / or a local dispatch system 312), each of which indicates a corresponding quantitative measurement of a given amount of UAV transportation service at a given future time. For example, a remote device 306 may be utilized to generate and send an item provider submission that specifies the level of UAV transportation service expected during a specific time period in the future or at a specific time (e.g., the number and / or rate of UAV delivery flights expected), and / or a monetary value corresponding to the item provider's demand for UAV transportation services.

[0117] In an illustrative arrangement, the central dispatch system 310 may be a server or server cluster configured to receive dispatch message requests and / or dispatch instructions from the access system 302. Such dispatch messages may request or instruct the central dispatch system 310 to coordinate the deployment of UAVs to various target locations. The central dispatch system 310 may also be configured to route such requests or instructions to one or more local dispatch systems 312. To provide such functionality, the central dispatch system 310 may communicate with the access system 302 via a data network such as the Internet or a dedicated network established for communication between the access system and the automated dispatch system.

[0118] In the illustrated configuration, the central dispatch system 310 may be configured to coordinate the dispatch of UAVs 304 from a plurality of different local dispatch systems 312. As such, the central dispatch system 310 may track which UAVs 304 are located at which local dispatch systems 312, which UAVs 304 are currently available for deployment, and / or which services or operations each of the UAVs 304 is configured for (in the case where the UAV fleet includes multiple types of UAVs configured for different services and / or operations). Additionally or alternatively, each local dispatch system 312 may be configured to track which of its associated UAVs 304 are currently available for deployment and / or are currently in the process of transporting an item.

[0119] In some cases, when the central dispatch system 310 receives a request for a UAV-related service (e.g., transportation of an item) from the access system 302, the central dispatch system 310 may select a specific UAV 304 for dispatch. The central dispatch system 310 may accordingly instruct the local dispatch system 312 associated with the selected UAV to dispatch the selected UAV. The local dispatch system 312 may then operate its associated deployment system 314 to launch the selected UAV. In other cases, the central dispatch system 310 may forward the request for a UAV-related service to a local dispatch system 312 near the location where support is requested, and leave the selection of a specific UAV 304 to the local dispatch system 312.

[0120] In an example configuration, the local dispatch system 312 may be implemented as a computing system at the same location as the deployment system(s) 314 that it controls. For example, the local dispatch system 312 may be implemented by a computing device installed at a building, such as a warehouse, where the deployment system(s) 314 and UAV(s) 304 associated with a particular local dispatch system 312 are also located at the building. In other embodiments, the local dispatch system 312 may be implemented at a location remote from its associated deployment system(s) 314 and UAV(s) 304.

[0121] Many variations and alternatives to the illustrated configuration of the UAV system 300 are possible. For example, in some embodiments, a user of a remote device 306 can request a package to be delivered directly from a central dispatch system 310. To this end, an application can be implemented on the remote device 306 that allows the user to provide information about the requested delivery and generates and sends a data message to request the UAV system 300 to provide the delivery. In such an embodiment, the central dispatch system 310 may include automated functionality to process requests generated by such an application, evaluate such requests, and coordinate with the appropriate local dispatch system 312 to deploy a UAV if appropriate.

[0122] In addition, some or all of the functionality attributed herein to the central dispatch system 310, (multiple) local dispatch system 312, access system 302 and / or (multiple) deployment system 314 may be combined in a single system, implemented in a more complex system (e.g., with more layers of control) and / or redistributed in various ways among the central dispatch system 310, (multiple) local dispatch system 312, access system 302 and / or (multiple) deployment system 314.

[0123] Furthermore, although each local dispatch system 312 is shown as having two associated deployment systems 314, a given local dispatch system 312 may alternatively have more or fewer associated deployment systems 314. Similarly, although the central dispatch system 310 is shown as communicating with two local dispatch systems 312, the central dispatch system 310 may alternatively communicate with more or fewer local dispatch systems 312.

[0124] In another aspect, deployment systems 314 can take a variety of forms. In some embodiments, some or all of deployment systems 314 can be structures or systems that passively facilitate takeoff of a UAV from a stationary position to initiate flight. For example, some or all of deployment systems 314 can take the form of a landing platform, hangar, and / or runway, among other possibilities. Thus, a given deployment system 314 can be arranged to facilitate deployment of one UAV 304 at a time, or to deploy multiple UAVs (e.g., a landing platform large enough to be utilized by multiple UAVs simultaneously).

[0125] Additionally or alternatively, some or all of the deployment systems 314 may include or take the form of a system for actively launching one or more UAVs 304. Such a launch system may include features that provide for automatic UAV launch and / or features that allow personnel to assist in UAV launch. Furthermore, a given deployment system 314 may be configured to launch a specific UAV 304, or to launch multiple UAVs 304.

[0126] Note that the deployment system 314 can also be configured to passively facilitate and / or actively assist the UAV when landing. For example, the same landing platform can be used for takeoff and landing. Additionally or alternatively, the deployment system can include a robotic arm operable to receive an incoming UAV. The deployment system 314 can also include other structures and / or systems to assist and / or facilitate the UAV landing process. In addition, the structures and / or systems that assist and / or facilitate the UAV landing process can be implemented as separate structures and / or systems, as long as the UAV can be moved or moved from the landing structure or system to the deployment system 314 for redeployment.

[0127] The deployment system 314 can also be configured to provide additional functionality, including, for example, diagnostic-related functionality, such as verifying system functionality of the UAV, verifying functionality of equipment housed within the UAV (e.g., a payload delivery device), and / or maintaining equipment or other items housed in the UAV (e.g., by monitoring the status of the payload, such as its temperature, weight, etc.).

[0128] In some embodiments, local dispatch systems 312 (along with their corresponding deployment system(s) 314) may be strategically distributed throughout an area, such as a city. For example, local dispatch systems 312 may be strategically distributed such that each local dispatch system 312 is proximate to one or more payload pick-up locations (e.g., near a restaurant, store, or warehouse). However, local dispatch systems 312 may be distributed in other ways, depending on the particular implementation.

[0129] As an additional example, kiosks that allow users to ship packages via UAVs may be installed in various locations. Such kiosks may include a UAV launch system and may allow users to provide their packages for loading onto the UAV and pay for the UAV delivery service, among other possibilities. Other examples are also possible.

[0130] In another aspect, the UAV system 300 may include or have access to a user account database 316. The user account database 316 may include data for a plurality of user accounts, and each user account may be associated with one or more persons. For a given user account, the user account database 316 may include data related to or useful in providing UAV-related services. Typically, the user data associated with each user account is optionally provided by the associated user and / or collected with the associated user's permission.

[0131] Furthermore, in some embodiments, if a person wishes to have UAV-related services provided to them by a UAV 304 from the UAV system 300, they may be required to register a user account with the UAV system 300. As such, the user account database 316 may include authorization information (e.g., a username and password) for a given user account and / or other information that may be used to authorize access to a user account.

[0132] In some embodiments, a person may associate one or more of their devices with their user account so that they can access the services of the UAV system 300. For example, when a person uses an associated mobile phone (e.g., to place a call to an operator of the access system 302 or to send a message to a dispatch system requesting UAV-related services), the phone may be identified via a unique device identification number, and the call or message may then be attributed to the associated user account. Other examples are possible.

[0133] Additionally or alternatively, item providers who wish to deliver their products using UAV transportation services provided by the ATSP for delivery may register an item provider account with the UAV system 300. As such, the user account database 316 may include authorization information (e.g., one or more username and password combinations) for a given item provider account, and / or other information that may be used to authorize access to a given item provider account. Alternatively, the data for the item provider account may be stored in a database separate from the recipient user account. Other data structures and storage configurations for storing such account data are also possible.

[0134] V. UAV Transportation Services with Separately Located Item Providers and UAV Hubs

[0135] As described above, ATSP can be an entity separate from one or more entities that provide items to be transported and / or dock with recipients requesting delivery of these items. For example, a company that operates a fleet of UAVs configured for item delivery can provide delivery services for third-party entities (such as restaurants, clothing stores, grocery stores and other "brick and mortar" and / or online retailers, as well as other possibilities). These third-party entities may have accounts at UAV transportation service providers, and third parties can request and / or purchase UAV transportation services from transportation service providers via accounts. In addition, third-party entities can dock with recipients (e.g., clients) directly or through computing systems (e.g., applications and / or server systems) provided by UAV transportation service providers.

[0136] Figure 44 is a block diagram illustrating an example arrangement for an air transportation provider control system 402 that coordinates UAV transportation services for multiple item providers that are remote from a dispatch location of the service provider and served by multiple UAV centers at various locations. As shown, an air transportation service provider (ATSP) 402 can be communicatively coupled to UAV nests 404a to 404d and communicatively coupled to item provider computing systems 406a to 406d. Various types of wired and / or wireless communication protocols and networks can be used to implement such communicative coupling.

[0137] Each UAV nest 404a-404d is a facility in which a UAV can be stored for at least a short period of time and from which a UAV can start a UAV transport mission (e.g., where the UAV can take off). In some embodiments, some or all of the UAV nests 404a-404d can employ a local dispatch system and one or more deployment systems (e.g., as described above with reference to Figure 3 Of course, some or all of the UAV nests 404a to 404d may also take other forms and / or perform different functions.

[0138] Each item provider computing system 406a to 406d may be associated with a different item provider account. Thus, a given item provider computing system 406a to 406d may include one or more computing devices that are authorized to access the corresponding item provider account using ATSP 402. In addition, ATSP 402 may store data for the item provider account in an item provider account database 407.

[0139] In practice, a given item provider computing system 406a-406d may include one or more remote computing devices (e.g., such as reference 406a-406d) that are logged into or otherwise authorized to access the same item provider account (e.g., a cell phone, laptop, and / or computing device of an enterprise employee). Figure 3 The one or more remote devices 306 described above. Additionally or alternatively, the item provider computing systems 406a to 406d may be implemented in a less ad-hoc manner; for example, one or more dedicated user interface terminals may be installed at the item provider's facility. Other types of item provider computing systems are also possible.

[0140] In order to provide UAV transportation services to various item providers in an efficient and flexible manner, the UAV transportation service provider 402 can dynamically assign different UAVs to transportation tasks for different item providers based on demand and / or other factors, rather than permanently assigning each UAV to a specific item provider. In this way, one or more specific UAVs performing transportation tasks for a given third-party item provider may change over time.

[0141] Dynamically assigning UAVs to flights for multiple different item providers can help the UAV transportation service provider utilize a fleet of UAVs more efficiently (e.g., by reducing unnecessary UAV downtime) compared to an arrangement in which a particular UAV is permanently assigned to a particular item provider. More specifically, in order to dynamically assign UAVs to transportation requests from third-party item providers, the UAV transportation service provider 402 can dynamically redistribute UAVs between multiple UAV deployment locations (which can be referred to as, for example, "hubs" or "nests") throughout the service area based on time-varying levels of demand at various locations or sub-areas within the service area.

[0142] With this arrangement, a delivery flight may involve an additional flight leg from the UAV center to the location of the item provider to pick up one or more items for transport before flying to the delivery location, compared to an arrangement where the delivery UAV is stationed at the source location of the item (e.g., a distributor or retailer warehouse or restaurant). Although the flight legs between the UAV center and the pick-up location have associated costs, these costs can be offset by more efficient use of each UAV (e.g., more flights in a given period of time, and less unnecessary ground time), which in turn can allow a smaller number of UAVs to be used for a given number of transport missions.

[0143] VI. Deployment of Operational Infrastructure

[0144] According to the present disclosure, the UAV may be arranged to deploy an operational infrastructure. Typically, the operational infrastructure may be any structure, device, or equipment that may be deployed to enable charging of the UAV's batteries. Specifically, the operational infrastructure may be one or more parts of a ground charging system configured to charge the batteries of one or more UAVs. Additionally or alternatively, the operational infrastructure may be the entire charging system. In some embodiments, the present disclosure may be extended to any structure, device, or equipment that may be deployed to establish a short-term or long-term storage space (such as for storing or accommodating UAVs, one or more parts of a charging system, and / or transporting (multiple) items, etc.).

[0145] In practice, the UAV can deploy the operating infrastructure in various ways. In one example, the UAV can perform a tethered pickup and / or delivery of the operating infrastructure. In another example, the operating infrastructure can be attached to the top, bottom, and / or side portions of the UAV (e.g., without using a tether) so that the UAV can transport the attached operating infrastructure. In yet another example, the operating infrastructure can be housed in an internal compartment of the UAV so that the UAV can transport the operating infrastructure. Other examples are also possible.

[0146] Next, Figure 5A An adaptive charging system 500 including an operational infrastructure deployable by a UAV is shown. Specifically, the system 500 includes a universal power interface 502 having a power cable 504, and also includes a charging interface 506a.

[0147] First, the universal power interface 502 can be mounted (e.g., attached to or otherwise placed) on any feasible structure, such as the roof of a house (as shown), other roofs, or other permanent or semi-permanent structures. As part of the process of installing the universal power interface 502, the power cable 504 can be connected to a power source directly or via another device (e.g., such as an electrical outlet) so that the universal power interface 502 can receive power from the power source via the power cable 504. In practice, the installation of the universal power interface 502 can be performed by an individual (e.g., such as a technician).

[0148] In addition, the charging interface 506a can be arranged to transfer power to the battery of the UAV. Specifically, the charging interface 506a may include a socket 508a having a shape that is substantially complementary to the shape of the universal power interface 502 (e.g., a cone and / or a pyramid), thereby providing a coupling of the charging interface 506a to the universal power interface 502. The coupling of the charging interface 506a to the universal power interface 502 can enable, for example, the use of electrical equipment in the socket 508a configured to receive such power from the universal power interface 502 to transfer power to the charging interface 506a. In turn, the power can then also be transferred from the charging interface 506a to the battery of the UAV that has landed on or near the charging interface 506a, and such transfer can be performed, for example, via a wired or wireless power connection.

[0149] In addition, the charging interface 506a can be coupled to and / or removed from the universal power interface 502 in various ways. For example, the charging interface 506a can include a hook 510a to which a tether of the UAV can be coupled. The hook 510a can allow the UAV to pick up the charging interface 506a, transport the charging interface 506a by air, drop the charging interface 506a onto the universal power interface 502, and / or remove the charging interface 506a from the universal power interface 502, as well as other options. Other examples are also possible.

[0150] Next, Figure 5B Another charging interface 506 b is shown that may be deployed onto the same universal power interface 502 .

[0151] First, the next generation charging interface 506b can be similar to the charging interface 506a in various ways. For example, the charging interface 506b can also include a socket 508b having a shape that is substantially complementary to the shape of the universal power interface 502 (e.g., a cone and / or a pyramid), thereby providing coupling of the charging interface 506a to the universal power interface 502. In another example, the charging interface 506b can also include a hook 510b, to which the tether of the UAV can be coupled. In yet another example, the charging interface 506b can also include equipment for providing a battery for transferring power from the universal power interface 502 to the UAV.

[0152] However, the next generation charging interface 506b may also differ from the charging interface 506a in various ways. For example, the charging interface 506b may have a different weight, shape, and / or size than the charging interface 506a. For example, the charging interface 506b may have a weight that is less than the weight of the charging interface 506a. In another example, the charging interface 506b may use a different method to transfer power to the battery of the UAV. For example, the charging interface 506a may be configured to transfer power to the battery of the UAV using a wired connection. However, the charging interface 506b may be configured to transfer power to the battery of the UAV wirelessly. Other examples are also possible.

[0153] Thus, the above-described arrangement of the adaptive charging system 500 may be advantageous for a variety of reasons. For example, such an arrangement may allow one or more UAVs to be deployed in a geographic area of ​​multiple charging interfaces in a self-scaling manner without the assistance of individuals. In another example, such an arrangement may allow a given charging interface to be removed so that the given charging interface can be maintained and / or replaced by another charging interface (such as, by an equivalent charging interface or a "next generation" charging interface). Other examples are also possible.

[0154] Next, Figure 6 A solar charging system 600 including an operational infrastructure that can be deployed by a UAV is shown. More specifically, the system 600 includes a solar panel 602, such as any currently available or future developed solar panel configured to convert sunlight into electricity. In addition, the system 600 may include an energy storage device 604 configured to store electricity generated by the solar panel 602, such as for the purpose of delivering the stored electricity to the UAV at any feasible time (e.g., at night, other times when the solar panel 602 has limited UV exposure or no UV exposure). In addition, the system 600 may include a charging panel 606, which may have electrical equipment configured to transfer electricity from the solar panel 602 and / or the energy storage device 604 to a battery of a UAV that has landed on or near the charging panel 606, and such transfer may be performed, for example, via a wired or wireless power connection.

[0155] In addition, the solar charging system 600 can be arranged to be deployed by a UAV. First, the system 600 can be relatively lightweight, such as by having a weight that is less than the weight of the UAV arranged or otherwise designated to transport the system 600. In addition, the system 600 can include a hook 608 to which a tether of the UAV can be coupled. And the hook 608 can allow the UAV to pick up the system 600, transport the system 600 by air, drop the system 600 at a given location (e.g., the roof of a house), and / or remove the system 600 from a given location, among other options. Other examples and illustrations are also possible.

[0156] In some cases, a next generation solar charging system (not shown) may be developed. The next generation solar charging system may be similar to solar charging system 600 in various ways. For example, the next generation solar charging system may also include a solar panel, an energy storage device, and a charging panel. However, the next generation solar charging system may also differ from solar charging system 600 in various ways. For example, the next generation solar charging system may have a different weight, shape, and / or size than solar charging system 600. For example, the next generation solar charging system may have a weight that is less than the weight of solar charging system 600. Other examples are also possible.

[0157] Thus, any existing operating infrastructure that may be deployed by a UAV according to the present disclosure may be updated over time by developing a next generation operating infrastructure that may also be deployed by a UAV. The next generation operating infrastructure may differ from the existing operating infrastructure in any feasible manner (e.g., such as in any manner described herein). Thus, by way of example, the existing operating infrastructure may be replaced with other operating infrastructure (e.g., an equivalent operating infrastructure or a "next generation" operating infrastructure) at any feasible time. Other examples are also possible.

[0158] VII. Determining the Operating Location(s) of the UAV(s)

[0159] Typically, the operating location may be a location within a geographic area where the operating infrastructure may be deployed. For example, the operating location may be a location where a UAV nest (e.g., UAV nest 404a) has been established or is to be established. Additionally or alternatively, the operating location may be a location other than the location of a UAV nest, such as a rooftop of a house or other building or structure in the geographic area, among other options. In either case, the operating location may be a location where the UAV can charge the UAV's batteries after the operating infrastructure has been deployed, and may also be a location from which the UAV can perform a UAV transport mission (which may include picking up items at an item source location (also referred to herein as a pick-up location) and subsequently delivering the item at a delivery location).

[0160] In accordance with the present disclosure, a control system (eg, ATSP 402) may determine one or more operating positions in a variety of ways.

[0161] In one example, the operating location may be a location that has been permitted to be used as an operating location. Specifically, the control system may determine a plurality of authorized locations that allow the operating infrastructure to be respectively deployed. When the control system determines the operating location(s), the control system may determine the operating location(s) based on each operating location being one of the determined authorized locations.

[0162] In another example, the control system can determine the (multiple) operating positions according to the respective flight ranges of the (multiple) UAVs. Specifically, the control system can determine the respective flight ranges of one or more UAVs from a group, and can then determine the (multiple) operating positions based on the determined (multiple) flight ranges. For example, the control system can determine the operating position of the UAV so that the distance between the source position of the UAV further described herein and the operating position is less than the determined flight range of the UAV. In another example, the control system can determine the operating position of the UAV so that the round trip between the operating position and the public item pick-up / delivery position (e.g., a third-party entity) is less than the determined flight range of the UAV. In this way, considering the flight range of the UAV when determining the operating position of the UAV may allow the UAV to perform item transportation tasks from the operating position without completely draining the UAV's battery.

[0163] In yet another example, the control system may determine (multiple) operating locations based on the demand for air transport services for a group of UAVs in a geographic area. Specifically, the control system may determine the current and / or expected demand for air transport services, and may determine this in a variety of ways. For example, the control system may determine or estimate the demand in these sub-areas based on the location of third-party entities with accounts at UAV transport service providers, based on the population density of various sub-areas of the geographic area, based on historical information representing previous item transport missions performed by UAVs, and / or based on requested but uncompleted item transport missions, and other options. Once the control system determines the demand for air transport services, the control system may determine (multiple) operating locations that will enable a group of UAVs to meet the determined demand.

[0164] In this regard, the determination of the operation location based on demand may occur dynamically, such that the operation infrastructure may be dynamically redeployed from a sub-region (or regions) with relatively low demand to a sub-region (or regions) with relatively high demand. Thus, air transport services may be provided in a self-adjusting manner without underutilizing the operation infrastructure.

[0165] Thus, when the control system determines the operating position(s), the control system may make the determination based on one or more of the described factors, etc. And the control system may be configured to use machine learning or other techniques to improve the method for determining the operating position(s) over time.

[0166] By way of example, after certain (multiple) operating locations are determined and (multiple) UAVs perform (multiple) transport missions from these (multiple) operating locations, the control system can determine the performance of those (multiple) operating locations, such as based on the time and / or energy spent by the (multiple) UAVs when operating from these (multiple) operating locations, as well as other options. And, this determined performance can be fed back to the machine learning process as training data, so that the machine learning process can help determine improved operating locations in the future, such as those operating locations that allow (multiple) UAVs to spend less time and / or energy to pick up and / or deliver (multiple) items. Other examples are also possible.

[0167] Furthermore, in some cases, each operating location in a geographic region may have an associated sub-region of the geographic region, respectively. For example, this may be the case if the operating location is the location of a UAV nest as discussed above.

[0168] Specifically, a given operating position may be a position from which one or more UAVs in a group can provide air transport services in a sub-region of the geographic area in question. Such sub-regions may be defined in various ways and may take any feasible shape and form. By way of example, a given sub-region may include a plurality of locations in a geographic area, each of which is within a threshold distance from a given operating position. In practice, the threshold distance may be, for example, half the flight range of a UAV providing air transport services from a given operating position, which may at least allow the UAV to perform item transport tasks from a given operating position in a given sub-region without completely draining the UAV's battery. In this way, (multiple) UAVs may be assigned to operating positions so that these (multiple) UAVs are dedicated to performing transport tasks in a sub-region for at least a period of time. Other examples are also possible.

[0169] In addition, in some cases, (multiple) UAVs can be flown from the source location to their assigned (multiple) operating locations, respectively. For example, a group of UAVs may initially be in a source structure that has been temporarily or permanently placed in a geographic area of ​​a selected source location. By way of example, the source structure can be a container configured to accommodate the group of UAVs and possibly operational infrastructure and other options. And the container can be temporarily or permanently placed (e.g., after being transported by a truck) in a substantially central location in the geographic area, which can be considered to be the source location in question. In other examples, the source structure can be a distributor or retailer warehouse or restaurant, as well as various other options.

[0170] In any case, as further discussed herein, each of the one or more UAVs in the group can fly from the source location to the assigned operating location at different times. For example, according to the present disclosure, a given UAV can fly from the source location to its assigned operating location as part of an infrastructure deployment task, which also includes the given UAV installing the operating infrastructure at the assigned operating location. In another example, according to the present disclosure, a given UAV can fly from the source location to its assigned operating location after the operating infrastructure has been installed at the assigned operating location by the given UAV or another UAV. Other examples are also possible.

[0171] Next, Figure 7 A representative geographic area 700 is shown where a group of UAVs can provide air transport services. As shown, geographic area 700 includes a source location 702, which is used as a location from which one or more UAVs in the group fly to operating locations 704a to 704d, respectively. In some examples, source location 702 can be substantially central. In addition, each of operating locations 704a to 704d has an associated sub-area 706a to 706d, respectively, so that (multiple) UAVs at a given operating location (e.g., operating location 704a) can be at least temporarily dedicated to performing air transport tasks at an associated sub-area (e.g., sub-area 706a). Other illustrations are also possible.

[0172] VIII. Use of UAV(s) Deployment Dedicated to Operational Infrastructure

[0173] Figure 8 is a flow chart illustrating a method 800 involving the use of a UAV dedicated to the deployment of an operational infrastructure.

[0174] Figure 8 The method 800 shown in (and other processes and methods disclosed herein) presents a method that can be used in situations involving, for example, Figures 1A to 6 Methods implemented within any of the systems shown in (or more specifically through one or more components or subsystems thereof, such as through a processor and a non-transitory computer-readable medium having instructions executable to cause the device to perform the functions described herein) and arrangements of other possible systems.

[0175] The method 800 and other processes and methods disclosed herein may include one or more operations, functions, or actions, for example, as shown in one or more of blocks 802-806. Although the blocks are shown in a sequential order, the blocks may also be executed in parallel and / or in an order different from that described herein. Moreover, various blocks may be combined into fewer blocks, divided into additional blocks, and / or removed based on the desired implementation.

[0176] In addition, for the method 800 and other processes and methods disclosed herein, the flowchart illustrates the functions and operations of one possible implementation of the present disclosure. In this regard, each box may represent a module, segment, or portion of a program code, which includes one or more instructions that can be executed by a processor for implementing a specific logical function or step in the process. The program code can be stored on any type of computer-readable medium, for example, such as a storage device including a disk or hard drive. The computer-readable medium may include non-temporary computer-readable media, for example, such as computer-readable media that stores data for a short period of time, such as register memory, processor cache, and random access memory (RAM). The computer-readable medium may also include non-temporary media, such as secondary or permanent long-term storage, for example, such as read-only memory (ROM), optical disk or disk, compact disk read-only memory (CD-ROM). The computer-readable medium may also be any other volatile or non-volatile storage system. For example, a computer-readable medium may be considered to be a computer-readable storage medium or a tangible storage device. In addition, for the method 800 and other processes and methods disclosed herein, Figure 8 Each block in the may represent circuits that are wired to perform the specific logical functions in the process.

[0177] At block 802 , method 800 may involve determining, by a control system, an operating location at which operating infrastructure is deployed.

[0178] First, the control system discussed may be onboard the UAV, and / or may be an external control system (e.g., ATSP 402) that sends instructions to the UAV(s), among other options. Additionally, the control system may use any of the techniques described herein to determine an operational location for deploying operational infrastructure. And as discussed, deployment of operational infrastructure may enable charging of batteries of one or more UAVs from a group of UAVs.

[0179] In fact, the group of UAVs can be any group including at least some UAVs capable of performing transportation tasks involving the transportation of (multiple) items. In one case, the group of UAVs can belong to an entity that provides items to be transported by one or more UAVs in the group and / or docks with recipients requesting the delivery of these items. In another case, the group of UAVs can belong to a UAV transportation service provider, which can be an entity separate from the entity that provides the items to be transported and / or docks with recipients requesting the delivery of these items. Other situations are also possible.

[0180] In any case, the group in question may include at least (i) a first UAV of a first type arranged to deploy operational infrastructure and (ii) a second UAV of a second type arranged to perform tasks other than deployment of operational infrastructure.

[0181] In the context of method 800, a first type of UAV may include features that enable the first type of UAV to deploy operational infrastructure at operational location(s) within a geographic area. Also, a second type of UAV may include features that enable the second type of UAV to perform missions other than deployment of operational infrastructure, such as transportation missions including pick-up and delivery of items other than operational infrastructure.

[0182] For example, a first type of UAV may include a tether system having an electric motor configured to operate with parameters (e.g., applying torque(s), force(s), and / or motor speed(s)) that enable the tether system to lift and / or lower an operating infrastructure to the ground. However, a second type of UAV may include a tether system having an electric motor configured to operate with parameters that enable the tether system to lift and / or lower a payload(s) having a weight up to a specific weight, which may be a weight less than the weight of the operating infrastructure (e.g., the weight of the charging interface 506a and / or the weight of the solar charging system 600). In practice, the specific weight may be a weight that satisfies regulations for UAVs that are permitted to perform transport missions, such as regulations established by the Federal Aviation Administration (FAA), for example.

[0183] In another example, a UAV of a first type may include a propulsion unit that enables the UAV to transport the operational infrastructure in question. However, a UAV of a second type may include a propulsion unit that enables the UAV to transport a payload having a weight up to a certain weight, which again may be a weight less than the weight of the operational infrastructure.

[0184] In yet another example, a first type of UAV may include a transportation system, such as, for example, a tether system, that enables the UAV to transport (multiple) payloads having a size up to a first size. The first size may be larger than the size of the operating infrastructure in question (e.g., the size of the charging interface 506a), thereby allowing the first type of UAV to transport the operating infrastructure. However, a second type of UAV may include a transportation system, such as, for example, an internal compartment, that enables the UAV to transport (multiple) payloads having a size up to a second size, and the second size may be smaller than the size of the operating infrastructure in question, thereby preventing the second type of UAV from transporting the operating infrastructure. Various other examples are also possible.

[0185] At box 804, method 800 may involve causing the first UAV to deploy operating infrastructure at an operating location by the control system.

[0186] Once the control system determines the one or more operating locations, the control system can instruct one or more UAVs of the first type (e.g., the first UAV) to each perform an infrastructure deployment task. The infrastructure deployment task can include flying from the source location to the determined operating location, such as according to the above discussion. Moreover, the infrastructure deployment task can include installing the operating infrastructure at the determined operating location.

[0187] Typically, a UAV of the first type may be instructed to perform an infrastructure deployment task at one or more of a variety of possible times.

[0188] In one case, the control system may instruct a UAV of the first type to deploy an operational infrastructure at a determined operational location before a UAV of the second type arrives at and / or begins performing a transport mission from the determined operational location. For example, the first mission of the ATSP each day may include causing one or more UAVs of the first type to deploy an operational infrastructure at one or more operational locations in a geographic area.

[0189] However, in another case, the control system may instruct the UAV of the first type to deploy the operating infrastructure at the determined operating location after the UAV of the second type arrives at the determined operating location and / or begins to perform a transportation mission from the determined operating location. For example, when the ATSP provides air transportation services in a geographic area, the ATSP may determine that a particular sub-area of ​​the geographic area has an insufficient number of charging interfaces (e.g., based on demand in the particular sub-area), and may responsively instruct one or more UAVs of the first type to deploy several charging interfaces at several operating locations in the particular sub-area in order to increase the number of charging interfaces in the sub-area to a sufficient number. Other cases and examples are also possible.

[0190] Next, Figures 9A to 9B Deployment of an operational infrastructure of a first type of UAV 900 in a geographic area 700 is shown.

[0191] Specifically, Fig. 9A As shown, UAV 900 can fly from source location 702 to operating location 704b, and in doing so, can transport operating infrastructure, such as charging interface 506a, for example. Fig. 9B As shown, once the UAV 900 reaches the operating location 704b (e.g., the roof of a particular house), the UAV 900 can deploy the charging interface 506a onto the universal power interface 502 so that the charging interface 506a is coupled to the universal power interface 502 as discussed above.

[0192] To do so, the UAV 900 can lower the tether of the UAV 900 coupled to the hook 510a of the charging interface 506a, thereby lowering the charging interface 506a toward the universal power interface 502 while the UAV 900 is substantially hovering above the universal power interface 502. And once the charging interface 506a is coupled to the universal power interface 502 as discussed above, the UAV 900 can decouple the tether from the hook 510a of the charging interface 506a, thereby completing the deployment of the charging interface 506a in the operating position 704b (not shown). Other illustrations are also possible.

[0193] At box 806, method 800 may involve: the control system causes the second UAV to use the operating infrastructure deployed by the first UAV at the operating location to charge the battery of the second UAV.

[0194] Once the operating infrastructure has been deployed at one or more operating locations in the geographic area, the control system can instruct one or more UAVs of the second type (e.g., a second UAV) to each use the deployed operating infrastructure to charge their respective batteries. For example, the control system can instruct a second UAV of the second type to use the operating infrastructure deployed by the first UAV at the determined operating location to charge the battery of the second UAV. In addition, the control system can instruct another UAV of the second type to use the operating infrastructure deployed by the first UAV or another UAV of the first type at a different operating location to charge its battery, and so on.

[0195] Typically, the UAV of the second type may be instructed to charge its battery at one or more of a variety of possible times. For example, after the first mission described above, the second mission of the ATSP each day may involve flying one or more UAVs of the second type to their assigned operating locations, respectively, and then using the operating infrastructure that has been deployed at those assigned operating locations, respectively, to charge their respective batteries. In another example, for example, such as when the control system determines that the battery level is below a threshold battery level, the UAV of the second type may be instructed to charge its battery as needed. Other examples are also possible.

[0196] In addition, according to the above discussion, the UAV of the second type can perform a transportation task from an operating location where the operating infrastructure has been deployed or is to be deployed. For example, the control system can receive a request for a transportation task with an associated item source location (e.g., a pick-up location where the item should be picked up). And the control system can determine that the item source location corresponds to an operating location where a second UAV of the second type has been instructed to charge its battery. For example, according to the above discussion, the control system can operate by determining that the item source location is in a sub-area associated with the operating location in question. In any case, once the control system determines that the item source location corresponds to the operating location in question, the control system can cause the second UAV to perform the requested transportation task, such as by at least instructing the second UAV to pick up the item at the item source location, and may also instruct the second UAV to deliver the item at the delivery location associated with the request.

[0197] Next, Figures 9C to 9D A second type of UAV 902 is shown performing a mission that includes charging its battery at an operating location 704b. Fig. 9C As shown, UAV 902 may perform a flight from source location 704a to operating location 704b, which may be, for example, the first flight of UAV 902 on a given day. Once UAV 902 arrives at operating location 704b, UAV 902 may use the operating infrastructure that UAV 900 has deployed at operating location 704b to charge the battery of UAV 902. For example, Fig.9D As shown, UAV 902 can land on charging interface 506a that UAV 900 has deployed at operating position 704b, and can then receive power from charging interface 506a to charge the battery. In addition, after UAV 902 charges its battery at operating position 704b, UAV 902 can then perform (multiple) transportation tasks in associated sub-area 706b. Other illustrations are also possible.

[0198] Given an embodiment in which a group of UAVs includes one or more UAVs of a first type, operational infrastructure may be added, removed, and / or moved at any feasible time and for any feasible reason. For example, operational infrastructure may be added, removed, and / or moved as part of the first mission described above and / or after the first mission. Such addition, removal, and / or movement of operational infrastructure may be based on demand for aviation service for the group and / or based on a determined need for operational infrastructure in a geographic area, among other options.

[0199] In addition, any given first type UAV in the group can perform the addition, removal and / or movement of operational infrastructure.

[0200] In one case, the same first type of UAV may deploy operating infrastructure at several operating locations. For example, a first UAV of a first type may deploy a first operating infrastructure at a first determined operating location. Subsequently, the same first type of first UAV may deploy a second operating infrastructure at a second determined operating location.

[0201] In another case, different UAVs of the first type can respectively deploy operating infrastructure at different operating locations. For example, a first UAV of the first type can deploy a first operating infrastructure at a first determined operating location. Subsequently, a third UAV of the first type can deploy a second operating infrastructure at a second determined operating location.

[0202] In yet another case, the UAV of the first type that deployed the operating infrastructure at a given operating location may be the same UAV that also removes the operating infrastructure from the given operating location. For example, a first UAV of the first type may deploy the first operating infrastructure at a first determined operating location. Subsequently, the same first UAV of the first type may remove the first operating infrastructure from the first determined operating location.

[0203] In yet another case, a UAV of a first type that deploys an operational infrastructure at a given operational location may be different from a UAV that removes the operational infrastructure from the given operational location. For example, a first UAV of a first type may deploy a first operational infrastructure at a first determined operational location. Subsequently, a third UAV of the first type may remove the first operational infrastructure from the first determined operational location.

[0204] In yet another case, the UAV of the first type that deploys the operating infrastructure at a given operating location may be the same UAV that also moves the operating infrastructure from the given operating location to another operating location. For example, a first UAV of the first type may deploy the first operating infrastructure at a first determined operating location. Subsequently, the first UAV of the first type may move the first operating infrastructure from the first determined operating location to a second determined operating location.

[0205] In practice, the second operating location may be in the same geographic region as the first operating location. In this case, the second operating location may be in the same sub-region as the first operating location, or may be in a sub-region different from the sub-region of the first operating location. However, in another case, the second operating location may be located in a completely different geographic region than the geographic region of the first operating location (e.g., the first operating location and the second operating location may be in different neighborhoods of the same city).

[0206] In yet another case, a UAV of a first type that deploys an operational infrastructure at a given operational location may be different from a UAV that moves the operational infrastructure from the given operational location to another operational location. For example, a first UAV of a first type may deploy a first operational infrastructure at a first determined operational location. Subsequently, a third UAV of the first type may move the first operational infrastructure from the first determined operational location to a second determined operational location.

[0207] Here, again, the second operating location may be in the same geographic region as the first operating location. In this case, the second operating location may be in the same sub-region as the first operating location, or may be in a sub-region different from the sub-region of the first operating location. However, in another case, the second operating location may be in a completely different geographic region from the geographic region of the first operating location. Other cases and examples are also possible.

[0208] IX. Self-deployment of UAV operational infrastructure

[0209] Fig.10 1 is a flow chart illustrating a method 1000 involving self-deployment of an operational infrastructure of a UAV. That is, the method 1000 involves using the same UAV for both performing (multiple) transport missions and deployment of an operational infrastructure, which in turn can be used by the UAV to charge the UAV's batteries.

[0210] Fig.10 The method 1000 shown in (and other processes and methods disclosed herein) presents a method that can be used in a process involving, for example, Figures 1A to 6Methods implemented within any of the systems shown in (or more specifically through one or more components or subsystems thereof, such as through a processor and a non-transitory computer-readable medium having instructions executable to cause the device to perform the functions described herein) and arrangements of other possible systems.

[0211] The method 1000 and other processes and methods disclosed herein may include one or more operations, functions, or actions, for example, as shown in one or more of blocks 1002-1010. Although the blocks are shown in a sequential order, the blocks may also be performed in parallel and / or in an order different from that described herein. Moreover, various blocks may be combined into fewer blocks, divided into additional blocks, and / or removed based on the desired implementation.

[0212] In addition, for the method 1000 and other processes and methods disclosed herein, the flowchart illustrates the functions and operations of a possible implementation of the present disclosure. In this regard, each box may represent a module, segment, or portion of a program code, which includes one or more instructions that can be executed by a processor for implementing a specific logical function or step in the process. The program code can be stored on any type of computer-readable medium, for example, such as a storage device including a disk or hard drive. The computer-readable medium may include non-temporary computer-readable media, for example, such as computer-readable media that stores data for a short period of time, such as register memory, processor cache, and random access memory (RAM). The computer-readable medium may also include non-temporary media, such as secondary or permanent long-term storage, for example, such as read-only memory (ROM), optical disk or disk, compact disk read-only memory (CD-ROM). The computer-readable medium may also be any other volatile or non-volatile storage system. For example, a computer-readable medium may be considered to be a computer-readable storage medium or a tangible storage device. In addition, for the method 1000 and other processes and methods disclosed herein, Fig.10 Each block in the may represent circuits that are wired to perform the specific logical functions in the process.

[0213] At block 1002 , method 1000 may involve determining, by a control system, a plurality of operating locations from which a group of UAVs will provide air transportation service in a geographic area.

[0214] First, the control system discussed can be onboard the UAV, and / or can be an external control system (e.g., ATSP 402) that sends instructions to (multiple) UAVs, among other options. Additionally, the control system can use any of the techniques described herein to determine the deployment of operational infrastructure and the operational locations from which a group of UAVs will provide air transportation services. And as discussed, the deployment of the operational infrastructure can enable the charging of batteries from one or more UAVs of the group. Further, as discussed, one or more UAVs in the group of UAVs can initially be located on or in a source structure that has been temporarily or permanently placed at a source location in a geographic area.

[0215] In one case, the group of UAVs may belong to an entity that provides items to be transported by one or more UAVs in the group and / or interfaces with recipients requesting delivery of those items. In another case, the group of UAVs may belong to a UAV transportation service provider, which may be a separate entity from the entity that provides the items to be transported and / or interfaces with recipients requesting delivery of those items. Other cases are also possible.

[0216] Although the group of UAVs discussed may or may not include UAV(s) dedicated to deployment of operational infrastructure (e.g., as discussed in conjunction with method 800) and / or other types of UAV(s), method 1000 is generally described in the context of a group including one or more UAVs that are each each arranged to both deploy operational infrastructure and perform transportation mission(s). And for simplicity, discussion of method 1000 may refer to each such UAV as a “dual-mode” UAV.

[0217] More specifically, the dual-mode UAV may include features that enable the dual-mode UAV to deploy operational infrastructure at (multiple) operational locations within a geographic area. Additionally, the dual-mode UAV may include features that enable the dual-mode UAV to perform tasks other than deployment of operational infrastructure, such as transportation tasks that include pick-up and delivery of items other than operational infrastructure.

[0218] By way of example, a dual-mode UAV may include a tether system having an electric motor configured to operate with parameters (e.g., applying torque(s), force(s), and / or motor speed(s)) that enable the tether system to lift and / or lower a payload(s) having a weight up to a specific weight. In this example, the specific weight may be a weight that satisfies the regulations for a UAV to be allowed to perform a transport mission, which in turn would allow the dual-mode to perform the transport mission. Moreover, the specific weight may be greater than the weight of a "lightweight" or other operating infrastructure, thereby allowing the dual-mode UAV to also lift such lightweight or other operating infrastructure off the ground and / or lower such lightweight or other operating infrastructure to the ground.

[0219] In another example, the dual-mode UAV may include a propulsion unit that enables the dual-mode UAV to transport payloads having a weight up to a specific weight. Here, again, the specific weight may be a weight that satisfies the regulations for the UAV to be allowed to perform the transport mission, which in turn will allow the dual-mode to perform the transport mission. Moreover, the specific weight may be greater than the weight of the lightweight or other operating infrastructure, thereby allowing the dual-mode UAV to also lift such lightweight or other operating infrastructure off the ground and / or lower the lightweight or other operating infrastructure to the ground.

[0220] In yet another example, the dual-mode UAV may have a weight greater than the weight of the payload that it is arranged or otherwise specified to lift, lower and / or transport. In some cases, the payload may be an operational infrastructure that the dual-mode UAV is arranged to deploy, which may be a lightweight or other operational infrastructure. And in other cases, the payload may be one or more articles that the dual-mode UAV is arranged to pick up and / or deliver as part of a transport mission. In any case, this arrangement of the dual-mode UAV may increase the likelihood that the dual-mode UAV can successfully lift, lower and / or transport a payload (such as an operational infrastructure), and the weight of the payload will not prevent the dual-mode UAV from doing so. Other examples are also possible.

[0221] In general, although the operating infrastructure in which the dual-mode UAV is arranged or otherwise designated to be deployed is not necessarily a lightweight operating infrastructure, the method 1000 is described in the context of the dual-mode UAV being arranged or otherwise designated to deploy a lightweight operating infrastructure. An example of such a lightweight operating infrastructure can be the solar charging system 600 described above, which can be relatively lightweight as described above. Another example of such a lightweight operating infrastructure can be the next generation charging interface 506b described above, which can have a weight that is less than the weight of the charging interface 506a described above. Other examples are also possible.

[0222] At box 1004, method 1000 may involve: for at least a first operating location among a plurality of operating locations, a control system causes a first UAV from the group to perform an infrastructure deployment task, the infrastructure deployment task comprising (i) flying from a source location to a first operating location among a plurality of operating locations, and (ii) installing operating infrastructure by the first UAV at the first operating location among the plurality of operating locations.

[0223] Once the control system determines the plurality of operating locations, the control system may instruct one or more dual-mode UAVs to perform infrastructure deployment tasks, respectively. Typically, the infrastructure deployment tasks may include flying to the determined operating locations and installing the operating infrastructure at the determined operating locations.

[0224] Furthermore, the flights in question may be flights conducted from a source structure where one or more dual-mode UAVs are initially located. For example, an ATSP may provide air transportation services by flying one or more dual-mode UAVs, respectively, from a source structure to operating locations in a geographic region in order to install operating infrastructure at these (multiple) operating locations. Other examples are also possible.

[0225] When a dual-mode UAV is installed with an operating infrastructure at an operating location, the installation may enable the dual-mode UAV to use the installed operating infrastructure to charge the dual-mode UAV's batteries. In this way, the dual-mode UAV may perform (multiple) transport missions from the operating location without having to rely on operating infrastructure installed at other (multiple) locations to charge its batteries. Other advantages are also possible.

[0226] Next, Figures 11A to 11B The dual-mode UAV 1100 is shown self-deployed to operational infrastructure in the geographic area 700.

[0227] Specifically, Fig.11A As shown, the dual-mode UAV 1100 can fly from the source location 702 to the operating location 704d, and in doing so, can transport operating infrastructure, such as, for example, the solar charging system 600. Fig. 11B As shown, once the dual-mode UAV 1100 arrives at the operating location 704d (e.g., the roof of a particular house), the dual-mode UAV 1100 can install the solar charging system 600 at the operating location 704d.

[0228] To do so, the dual-mode UAV 1100 can lower the tether of the dual-mode UAV 1100 coupled to the hook 608 of the solar charging system 600, thereby lowering the solar charging system 600 toward the ground (e.g., toward the roof) while the dual-mode UAV 1100 is hovering above the ground. And once the solar charging system 600 contacts the ground (e.g., the roof), the dual-mode UAV 1100 can detach the tether from the hook 608 of the solar charging system 600, thereby completing the installation of the solar charging system 600 at the operating position 704d (not shown). Other illustrations are also possible.

[0229] At block 1006, the method 1000 may involve: receiving, by the control system, a request for a transport task having an associated item source location. At block 1008, the method 1000 may involve: determining, by the control system, that the item source location corresponds to a first operating location of a plurality of operating locations. And at block 1010, the method 1000 may involve: causing, by the control system, the first UAV to perform the transport task.

[0230] Once the dual-mode UAV completes the infrastructure deployment mission at the operating location, the dual-mode UAV may then be operated from the operating location, which may involve the dual-mode UAV performing (multiple) transportation missions from the operating location, among other options.

[0231] More specifically, in accordance with the above discussion, the control system can receive a request for a transportation task, which can be a request to pick up and / or deliver one or more items. In practice, the request can specify a pick-up location for picking up the items and / or a delivery location for delivering the items. For example, the pick-up location can be an address or can be specified in other ways, such as using a company name. Similarly, the delivery location can be an address or can be specified in other ways. In addition, the control system can receive such a request at any feasible time (e.g., before any (multiple) infrastructure deployment tasks in a geographic area are completed, or after one or more infrastructure deployment tasks in a geographic area are completed, as well as other possibilities).

[0232] By way of example, a personal user may request a UAV to deliver a package to their home via their mobile phone, tablet, or laptop computer. In another example, a business user (e.g., a restaurant) may utilize one or more remote devices to request that a UAV be dispatched to pick up one or more items (e.g., a food order) from a pick-up location (e.g., the restaurant's address) and then deliver the one or more items to a delivery location (e.g., the customer's address). Other examples are also possible.

[0233] When the control system receives a request for a transport task, the control system can assign a UAV to perform the transport task. Specifically, the control system can determine that the pick-up location associated with the request corresponds to the operating location at which the dual-mode UAV in question completes the infrastructure deployment task. For example, based on the discussion above, the control system can do this by determining that the pick-up location is in a sub-area associated with the operating location in question. In any case, once the control system determines that the pick-up location corresponds to the operating location in question, the control system can cause the dual-mode UAV to perform the requested transport task, such as by at least instructing the dual-mode UAV to pick up an item at the pick-up location, and possibly also instructing the dual-mode UAV to deliver an item at the delivery location associated with the request.

[0234] In addition, when the dual-mode UAV is operating from an operating location where it completes an infrastructure deployment mission, the dual-mode UAV can charge its battery at the operating location using the operating infrastructure installed by the same dual-mode UAV. Typically, the dual-mode UAV can do this at one or more times at various times.

[0235] In one example, the dual-mode UAV may charge the battery at the operating location immediately after completing the infrastructure deployment task at the operating location. In another example, the dual-mode UAV may charge the battery at the operating location while performing transportation tasks such as between the pickup and delivery of items from the operating location. In yet another example, the dual-mode UAV may charge the battery at the operating location after performing one or more transportation tasks from the operating location. Other examples are also possible.

[0236] Next, Figures 11C to 11D The dual-mode UAV 1100 is shown charging its batteries at operating position 704d after completing the transport mission.

[0237] Specifically, Fig. 11C As shown, the dual-mode UAV 1100 can perform a transportation mission in the sub-area 706d. The transportation mission can include: (i) flying from the operating position 704d to the pick-up position 1102 to pick up the item at the pick-up position 1102, (ii) flying from the pick-up position 1102 to the delivery position 1104 to deliver the item at the delivery position 1104, and (iii) flying from the delivery position 1106 back to the operating position 704d.

[0238] Once the dual-mode UAV 1100 returns to the operating location 704d, the dual-mode UAV 1100 can charge the batteries of the dual-mode UAV 1100 using the operating infrastructure that the dual-mode UAV 1100 itself has deployed at the operating location 704d. Fig.11DAs shown, the dual-mode UAV 1100 can land on the charging pad 606 of the solar charging system 600 that the dual-mode UAV 1100 has deployed at the operating position 704d, and can then receive power from the solar charging system 600 to charge the battery. Moreover, after the dual-mode UAV 1100 charges its battery at the operating position 704d, the UAV 902 can then perform additional transportation tasks in the associated sub-area 706d. Other illustrations are also possible.

[0239] In some cases, a dual-mode UAV may perform an infrastructure deployment mission for an operating location, and then a different UAV may operate from the operating location, such as by charging its batteries at the operating location and / or performing (multiple) transportation missions from the operating location. For example, a first dual-mode UAV may perform an infrastructure deployment mission for an operating location, and then another UAV, which may or may not be a dual-mode UAV, may operate from a second operating location. Other examples are also possible.

[0240] Given an embodiment in which a group of UAVs includes one or more dual-mode UAVs, one or more dual-mode UAVs can add, remove and / or move operational infrastructure at any feasible time and for any feasible reason. For example, when the ATSP just begins to provide air transportation services by making one or more dual-mode UAVs fly from a source structure to an operational location in a geographic area so as to install an operational infrastructure at these (multiple) operational locations, its operational infrastructure can be added, removed and / or moved. In another example, the operational infrastructure can be added, removed and / or moved when the ATSP provides air transportation services in a geographic area, such as after completing one or more transportation tasks in a geographic area. In any case, this addition, removal and / or movement of the operational infrastructure can be based on the demand for the group's air services and / or based on the determined demand for the operational infrastructure in the geographic area, as well as other options.

[0241] Furthermore, any given dual-mode UAV in the group may perform the addition, removal and / or movement of operational infrastructure.

[0242] By way of example, a first dual-mode UAV may perform a first infrastructure deployment task for a first operating location, and then perhaps at least a first transportation task having an associated first pickup location and corresponding to a first request. In this example, a second infrastructure deployment task may additionally be performed for a second operating location. In one case, the same first dual-mode UAV may perform the second infrastructure deployment task. However, in another case, a second dual-mode UAV may perform the second infrastructure deployment task. Other cases are possible.

[0243] In any case, the second infrastructure deployment task may include a flight to a second operating location. In one case, the flight may be from a first operating location to a second operating location. However, in another case, the flight may be from a source location to a second operating location. Other cases are also possible.

[0244] Additionally, the second infrastructure deployment task may include installing the operational infrastructure at the second operational location.

[0245] In one case, the operating infrastructure may be an operating infrastructure that was initially installed at a first operating location by a first dual-mode UAV. In this case, the first dual-mode UAV or the second dual-mode UAV may transport the operating infrastructure from the first operating location to the second operating location, such that the operating infrastructure may then be installed at the second operating location by whichever UAV transported the operating infrastructure.

[0246] In another case, the operating infrastructure can be an operating infrastructure that the first dual-mode UAV or the second dual-mode UAV transports from a source location to a second operating location, such that any UAV that transported the operating infrastructure can install the operating infrastructure at the second operating location. Thus, the operating infrastructure can be different from the operating infrastructure that the first dual-mode UAV installed at the first operating location. Other situations are also possible.

[0247] Furthermore, the second operating position in question may be any feasible position different from the first operating position.

[0248] In one case, in accordance with the above discussion, the second operating location can be a second operating location in the determined operating locations from which the group of UAVs will provide air transportation services in the geographic area. For example, the first operating location can be a location associated with a first sub-area of ​​the geographic area, and the second operating location can be a location associated with a second sub-area of ​​the same geographic area.

[0249] In this case, the control system may cause the first dual-mode UAV or the second dual-mode UAV to perform a second infrastructure deployment mission for the second operating location for various reasons. For example, the control system may cause the first dual-mode UAV or the second dual-mode UAV to perform the second infrastructure deployment mission based on a determined demand for air transportation service for the group in the second sub-area.

[0250] In a more specific example, the control system may determine that demand for air transportation service for the group in a first sub-region is relatively low, and demand for air transportation service for the group in a second sub-region is relatively high. Therefore, the control system may responsively cause the first dual-mode UAV or the second dual-mode UAV to perform an infrastructure deployment task that includes moving operational infrastructure from a first operational location to a second operational location. Other examples are possible.

[0251] In another case, the second operating location can be in a different geographic area. For example, the first operating location can be in a first geographic area, and the second operating location can be in a second geographic area. In practice, the first geographic area and the second geographic area can be different cities or different neighborhoods, among other options.

[0252] In this case, the control system may cause the first dual-mode UAV or the second dual-mode UAV to perform a second infrastructure deployment mission for a second operating location for a variety of reasons. For example, the control system may cause the first dual-mode UAV or the second dual-mode UAV to perform a second infrastructure deployment mission based on a determined demand for air transportation service in a second geographic area, which may be served by a group of UAVs different from the group including the first dual-mode UAV and / or the second dual-mode UAV in question.

[0253] In a more specific example, the control system may determine that demand for air transportation services in a first geographic area is relatively low and demand for air transportation services in a second geographic area is relatively high. Therefore, the control system may responsively cause the first dual-mode UAV or the second dual-mode UAV to perform an infrastructure deployment task that includes moving operating infrastructure from a first operating location to a second operating location so that a different group of UAVs serving the second geographic area can use the additional operating infrastructure. Other examples are possible.

[0254] In addition, once the second infrastructure deployment task for the second operating location is completed, one or more UAVs, which may or may not be (multiple) dual-mode UAVs, can be operated from the second operating location. Consistent with the discussion above, operating from the second operating location can involve performing (multiple) transportation tasks from the second operating location. For example, the UAV can perform at least a second transportation task that has an associated second pick-up location and corresponds to a second request. Additionally or alternatively, operating from the second operating location can involve the UAV using the operating infrastructure installed at the second operating location to charge its battery.

[0255] In a more specific example, the first dual-mode UAV may perform a second infrastructure deployment task for a second operating location, and then may operate from the second operating location itself. In another example, the first dual-mode UAV may perform a second infrastructure deployment task for a second operating location, and then another UAV (e.g., such as a second dual-mode UAV) may operate from the second operating location. In yet another example, the second dual-mode UAV may perform a second infrastructure deployment task for a second operating location, and then itself may operate from the second operating location. In yet another example, the second dual-mode UAV may perform a second infrastructure deployment task for a second operating location, and then another UAV (e.g., such as the first dual-mode UAV) may operate from the second operating location. Other examples are also possible.

[0256] X. Additional Features

[0257] A. Records of operational infrastructure

[0258] In another aspect, the control system can maintain and modify a record of operational infrastructure that has been deployed in a geographic area. Specifically, the record can specify, for each instance of deployed operational infrastructure, the operational location where the operational infrastructure is currently deployed, the operational location(s) where the operational infrastructure was previously deployed, the type of operational infrastructure (e.g., solar charging system vs. charging interface), and / or information about the UAV where the operational infrastructure is deployed, among other possibilities. Furthermore, the control system can modify this information as operational infrastructure is added, moved, and / or removed from the geographic area.

[0259] By way of example, the control system may receive a confirmation that the first operating infrastructure has been deployed at the operating location. The control system may receive the confirmation from the UAV that deployed the first operating infrastructure at the first operating location, among other options. Nevertheless, the control system may respond to the receipt of the confirmation by modifying the record to indicate that the first operating infrastructure has been deployed at the first operating location. And in some cases, the control system may also modify the record to indicate that the UAV that deployed the first operating infrastructure at the first operating location, among other possibilities.

[0260] In practice, maintaining and modifying a record of the operating infrastructure may help the control system optimize the charging of the UAV's batteries. For example, when a trigger for charging the UAV's batteries is encountered, the control system may use the record as a basis for determining that the UAV's current location is close to a threshold of a first operating infrastructure that has been deployed at the first operating location. For example, the control system may determine that the UAV's current location is within a particular sub-region of a geographic area, and may use the record to determine a first operating infrastructure that has been deployed at a first operating location associated with the particular sub-region in question. In any case, the control system may use this determination as a basis for instructing the UAV to charge the UAV's batteries using the first operating infrastructure that has been deployed at the first operating location.

[0261] B. UAV return conditions

[0262] On the other hand, the control system can determine that a given UAV (which can be any type of UAV) encounters a return condition that indicates that the UAV should fly to a certain location.

[0263] For example, the control system can determine that the UAV has completed the transport task. For example, the control system can assign the transport task to the UAV, and then can receive a confirmation from the UAV that the specified transport task has been completed.

[0264] In another example, the control system may determine that the UAV is in the state of a maintenance event. For example, the control system may have stored thereon maintenance data indicating that a tether or other component of the UAV should be replaced annually or within other threshold time periods, and may determine that the UAV is in the state of a maintenance event by determining that a threshold time period has elapsed or exceeded since the tether or other component of the UAV was replaced.

[0265] In yet another example, the control system may determine that the UAV is in an upgrade state. For example, the control system may receive information from a central server indicating that a new propulsion unit has been developed for a particular type of UAV, and the new propulsion unit may responsively determine that an existing propulsion unit of the UAV should be upgraded to the newly developed propulsion unit.

[0266] In yet another example, the control system may determine that the UAV has encountered a predetermined weather condition. For example, the control system may receive weather information from a central server indicating that a storm is approaching a sub-area in which the UAV is operating. And the control system may determine that the storm corresponds to a predefined weather condition in which the UAV should not fly.

[0267] In yet another example, the control system may determine that the UAV is experiencing a recharging condition. For example, the control system may receive sensor data from the UAV indicating that the battery level of the UAV battery is below a threshold level. Other examples are also possible.

[0268] When the control system determines that the UAV encounters a return condition, the control system can responsively cause the UAV to fly to a certain location. The location can be an operating location from which the UAV is operating, an operating location other than the operating location from which the UAV is operating, a source structure at a source location, and / or a hangar, among other options. In any case, the location can correspond to a specific return condition encountered by the UAV so that the UAV can overcome the situation that caused the control system to determine that the return condition has been encountered.

[0269] For example, if the control system determines that the UAV has completed a transport mission, the control system can responsively fly the UAV back to the operating position from which it was operating so that the UAV can then perform additional transport missions in the associated sub-area as needed.

[0270] In another example, if the control system determines that the UAV is in condition for a maintenance event and / or is in condition for an upgrade, the control system can responsively fly the UAV to a hangar so that a technician can perform maintenance and / or upgrades accordingly.

[0271] In yet another example, if the control system determines that the UAV is encountering a predefined weather condition, the control system may responsively fly the UAV to a hangar or source structure such that the UAV avoids exposure to the weather condition in question.

[0272] In yet another example, if the control system determines that the UAV encounters a recharging condition, the control system may responsively fly the UAV to an operating location from which it is operating so that the UAV can use operating infrastructure deployed at the operating location for charging the UAV's batteries. Other examples are also possible.

[0273] XI. Conclusion

[0274] Although various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the appended claims.

Claims

1. A method comprising: determining, by a control system, a plurality of operating locations from which a fleet of unmanned aerial vehicles (UAVs) will provide air transportation services in a geographic area, wherein the fleet of UAVs is initially located at a source location serving the geographic area; for at least a first one of the plurality of operating locations, causing, by the control system, a first UAV from the group to perform an infrastructure deployment task, the infrastructure deployment task comprising (i) flying from a source location to a first one of the plurality of operating locations, and (ii) installing, by the first UAV, operating infrastructure at the first one of the plurality of operating locations; receiving, by a control system, a request for a transport task having an associated item source location; determining, by the control system, that the source location of the item corresponds to a first operating position of a plurality of operating positions; and The control system enables the first UAV to perform the transportation mission.

2. The method according to claim 1, further comprising: for at least a second operating location in the plurality of operating locations, causing, by the control system, a second UAV from the group to perform another infrastructure deployment task, the another infrastructure deployment task comprising (i) flying from the source location to the second operating location in the plurality of operating locations, and (ii) installing, by the second UAV, another operating infrastructure at the second operating location in the plurality of operating locations; receiving, by the control system, another request for another transport task having another item source location associated therewith; determining, by the control system, that the other source location corresponds to a second operating location of the plurality of operating locations; and Enable the second UAV to perform another transportation mission.

3. The method according to claim 1, wherein: The weight of the operating infrastructure is less than the weight of the first UAV.

4. The method according to claim 1, wherein: The operating infrastructure is a ground charging system that includes one or more of: (i) a charging interface configured to connect to a universal power interface, (ii) a solar panel, or (iii) an energy storage device.

5. The method according to claim 1, wherein: The operating infrastructure is a ground charging system, and the method further comprises: The control system causes the first UAV to charge the battery of the first UAV using a ground charging system installed by the first UAV at a first operating position among multiple operating positions.

6. The method according to claim 1, wherein: The operating infrastructure is a ground charging system, and the method further comprises: The control system causes a second UAV in the group to charge a battery of the second UAV using a ground charging system installed by the first UAV at a first operating position among multiple operating positions.

7. The method according to claim 1, wherein: A first operating location of the plurality of operating locations is an operating location from which one or more UAVs in the group will provide air transportation service in a sub-area of ​​the geographic area.

8. The method according to claim 7, wherein: The sub-region includes a plurality of locations, each location being within a threshold distance from a first operating location of the plurality of operating locations.

9. The method according to claim 1, wherein: The transport task includes picking up an item at an item source location and subsequently delivering the item at a delivery location.

10. The method according to claim 1, further comprising: The control system determines that at least one of the first UAV and the second UAV encounters a return condition, and responsively causes at least one of the first UAV and the second UAV to fly to (i) a first operating position among a plurality of operating positions, (ii) a second operating position among a plurality of operating positions, (iii) a source position, or (iv) a hangar.

11. The method according to claim 10, wherein: Determining that at least one of the first UAV and the second UAV encounters a return condition includes one or more of the following: (i) determining that at least one of the first UAV and the second UAV has completed the transport mission, (ii) determining that at least one of the first UAV and the second UAV is in a maintenance event condition, (iii) determining that at least one of the first UAV and the second UAV is in an upgrade condition, (iv) determining that at least one of the first UAV and the second UAV is encountering a predefined weather condition, or (v) determining that a battery of at least one of the first UAV and the second UAV has encountered a recharging condition.

12. The method according to claim 1, further comprising: The control system causes the first UAV to perform another infrastructure deployment task, the other infrastructure deployment task including (i) flying to a second operating location, and (ii) installing the operating infrastructure at the second operating location by the first UAV.

13. The method according to claim 12, further comprising: receiving, by the control system, another request for another transport task having another item source location associated therewith; determining, by the control system, that the other source location corresponds to a second operating location; and Cause the first UAV to perform another transport mission.

14. The method according to claim 12, wherein: The geographic area is a first geographic area, and wherein the second operating location is an operating location from which one or more UAVs will provide air transportation services in the second geographic area.

15. The method according to claim 14, further comprising: determining, by the control system, a demand for air transportation services in a second geographic area, Wherein causing the first UAV to perform another infrastructure deployment mission is based on a determined demand for air transportation services at a second geographic area.

16. The method according to claim 12, wherein: The second operating location is a second operating location of the plurality of operating locations, and the group of UAVs will provide air transportation services in the geographic area from the second operating location.

17. The method according to claim 16, wherein: A first operating location of the plurality of operating locations is associated with a first sub-region of the geographic area, and wherein a second operating location of the plurality of operating locations is associated with a second sub-region of the geographic area, the method further comprising: a demand for air transport services in a second sub-area of ​​the geographical area is determined by the control system, Wherein causing the first UAV to perform another infrastructure deployment task is based on a determined demand for air transportation services at a second sub-area of ​​the geographic area.

18. The method according to claim 12, wherein: The other infrastructure deployment task also includes moving, by the first UAV, an operating infrastructure installed at a first operating location among the multiple operating locations from the first operating location to a second operating location among the multiple operating locations.

19. The method of claim 1, further comprising: A plurality of authorized locations allowing corresponding deployment of the operating infrastructure is determined by the control system, The determining of the plurality of operating positions is at least based on each determined operating position being one of the determined plurality of authorized positions.

20. The method of claim 1, further comprising: The demand for air transport services for the group in the geographical area is determined by the control system, Wherein determining the plurality of operating locations is based at least on a determined demand for air transportation service to the group in a geographic area.

21. The method of claim 1, further comprising: The control system determines the flight range of one or more UAVs in the group, respectively. Wherein determining the plurality of operating positions is based at least on one or more determined flight ranges.

22. An unmanned aerial vehicle (UAV) system comprising: a group of UAVs, wherein the group of UAVs includes at least a first UAV; and The control system is configured as: determining a plurality of operating locations from which the group of UAVs will provide air transportation service in a geographic area, wherein the group of UAVs is initially located at a source location serving the geographic area; for at least a first operating location among the plurality of operating locations, causing the first UAV to perform an infrastructure deployment task, the infrastructure deployment task comprising (i) flying from a source location to a first operating location among the plurality of operating locations, and (ii) installing, by the first UAV, operating infrastructure at the first operating location among the plurality of operating locations; receiving a request for a transport task having an associated item source location; determining that the source location of the item corresponds to a first operating location of a plurality of operating locations; and The first UAV is caused to perform a transport mission.

23. A non-transitory computer readable medium having stored therein instructions executable by one or more processors to cause a control system to perform a function comprising: determining a plurality of operating locations from which a fleet of unmanned aerial vehicles (UAVs) will provide air transportation services in a geographic area, wherein the fleet of UAVs is initially located at a source location serving the geographic area; for at least a first operating location in the plurality of operating locations, causing a first UAV from the group to perform an infrastructure deployment task, the infrastructure deployment task comprising (i) flying from a source location to a first operating location in the plurality of operating locations, and (ii) installing, by the first UAV, operating infrastructure at the first operating location in the plurality of operating locations; receiving a request for a transport task having an associated item source location; determining that the source location of the item corresponds to a first operating location of a plurality of operating locations; and The first UAV is caused to perform a transport mission.

24. A method comprising: A plurality of operating locations are determined by a control system, and a fleet of unmanned aerial vehicles (UAVs) will provide air transportation services in a geographic area from the plurality of operating locations; For at least a first operating location of the plurality of operating locations, causing, by the control system, a first UAV from the group to perform an infrastructure deployment task, the infrastructure deployment task comprising (i) flying to the first operating location and (ii) installing, by the first UAV, operating infrastructure at the first operating location; receiving, by a control system, a request for a transport task having an associated item source location; determining, by the control system, that the source location of the item corresponds to a second operating location of the plurality of operating locations; as well as The control system enables the first UAV to perform the transportation mission.

25. The method according to claim 24, further comprising: determining, by the control system, a demand for air transport services in a first sub-area of ​​the geographical area, Wherein causing the first UAV to perform the infrastructure deployment task is based on demand for air transportation services in the first sub-area.

26. The method of claim 24, further comprising: for at least a second operating location, causing, by the control system, a second UAV from the group to perform another infrastructure deployment task, the another infrastructure deployment task comprising (i) flying to the second operating location and (ii) installing, by the second UAV, another operating infrastructure at the second operating location; receiving, by the control system, another request for another transport task having another item source location associated therewith; determining, by the control system, that the other source location corresponds to a second operating location; and Enable the second UAV to perform another transportation mission.

27. The method according to claim 26, further comprising: determining, by the control system, a demand for air transport services in a second sub-area of ​​the geographical area, Wherein causing the second UAV to perform another infrastructure deployment mission is based on demand for air transportation services in a second sub-area of ​​the geographic area.

28. The method of claim 24, wherein: The first operating location is an operating location from which one or more UAVs in the group will provide air transportation services in a first sub-area of ​​the geographic area, and wherein the second operating location is an operating location from which one or more UAVs in the group will provide air transportation services in a second sub-area of ​​the geographic area.

29. The method according to claim 28, wherein: The first sub-area includes a first plurality of locations, each of the first plurality of locations is within a first threshold distance from the first operating position, and wherein the second sub-area includes a second plurality of locations, each of the second plurality of locations is within a second threshold distance from the second operating position.

30. The method of claim 24, further comprising: receiving, by the control system, another request for another transport task having another item source location associated therewith; determining, by the control system, that the other source location corresponds to the first operating location; and Cause the first UAV to perform another transport mission.

31. The method of claim 24, wherein: The operating infrastructure includes a charging system that includes one or more of: (i) a charging interface configured to connect to a universal power interface, (ii) a solar panel, or (iii) an energy storage device.

32. The method of claim 24, wherein: The operating infrastructure is a charging system, and wherein the method further comprises: The control system causes the first UAV to use at least one of: (i) a charging system installed by the first UAV at a first operating position to charge the battery of the first UAV, or (ii) another charging system installed by the second UAV at a second operating position to charge the battery of the first UAV.

33. The method of claim 24, wherein: The operating infrastructure is a charging system, and wherein the method further comprises: The control system enables the second UAV of the group to charge the battery of the second UAV using the charging system installed by the first UAV at the first operating position.

34. The method of claim 24, wherein: The transport task includes picking up an item at an item source location and subsequently delivering the item at a delivery location.

35. The method of claim 24, further comprising: causing the first UAV to perform another infrastructure deployment task by the control system, the another infrastructure deployment task comprising (i) flying to a third operating location, and (ii) installing the operating infrastructure at the third operating location by the first UAV; receiving, by the control system, another request for another transport task having another item source location associated therewith; determining, by the control system, that the other source location corresponds to a third operating location; and Cause the first UAV to perform another transport mission.

36. The method of claim 35, wherein: The another infrastructure deployment task also includes moving, by the first drone, the operational infrastructure installed at the first operational location from the first operational location to a third operational location.

37. The method of claim 24, further comprising: A plurality of authorized locations allowing corresponding deployment of the operating infrastructure is determined by the control system, The determining of the plurality of operating positions is based on each determined operating position being one of the plurality of authorized positions.

38. The method of claim 24, further comprising: The demand for air transport services for the group in the geographical area is determined by the control system, Wherein determining the plurality of operating locations is based on demand for air transportation services for the group in a geographic area.

39. The method of claim 24, further comprising: The control system determines the flight range of one or more UAVs in the group respectively, Wherein determining the plurality of operating positions is based on one or more flight ranges.

40. The method of claim 24, wherein: Determining the plurality of operating positions includes: The plurality of operating locations are determined using a machine learning process trained to determine the plurality of operating locations based on resource usage of one or more UAVs when operating from one or more previous operating locations.

41. An unmanned aerial vehicle (UAV) system comprising: a group of UAVs, wherein the group of UAVs includes at least a first UAV; and A control system configured to perform operations, the operations comprising: Identify a plurality of operating locations from which a fleet of UAVs will provide air transportation services in a geographic area; for at least a first operating location of the plurality of operating locations, causing the first UAV to perform an infrastructure deployment task, the infrastructure deployment task comprising (i) flying to the first operating location and (ii) installing, by the first UAV, operating infrastructure at the first operating location; receiving a request for a transport task having an associated item source location; determining that the source location of the item corresponds to a second operating location of the plurality of operating locations; and The first UAV is caused to perform a transport mission.

42. The UAV system of claim 41, wherein: The operations also include: for at least a second operational location, causing a second UAV from the group to perform another infrastructure deployment task, the another infrastructure deployment task comprising (i) flying to the second operational location and (ii) installing, by the second UAV, another operational infrastructure at the second operational location; receiving another request for another transport task having another item source location associated therewith; determining that another source location corresponds to a second operating location; and Enable the second UAV to perform another transportation mission.

43. A non-transitory computer-readable medium having stored thereon instructions that, when executed by a computing device, cause the computing device to perform operations comprising: identifying a plurality of operating locations from which a fleet of unmanned aerial vehicles (UAVs) will provide air transportation services in a geographic area; for at least a first operating location of the plurality of operating locations, causing a first UAV from the group to perform an infrastructure deployment task, the infrastructure deployment task comprising (i) flying to the first operating location and (ii) installing, by the first UAV, operating infrastructure at the first operating location; receiving a request for a transport task having an associated item source location; determining that the source location of the item corresponds to a second operating location of the plurality of operating locations; and The first UAV is caused to perform a transport mission.

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