System and method for the management of access priorities to flights of remotely controlled vehicles within segregated areas

Abstract

The system aims to operate vehicles within segregated, fenced and controlled areas on the ground, where the volumes relating to the same areas are organized on different layers so as to create separate ground and flight ecosystems. The operations of these systems, although separated by layer, are synchronized with each other, avoiding overlapping. The whole by organizing an appropriate synchrony between the ground command systems with the flight control systems by pursuing a preordained planning of the priorities of movements by means of a general command center that can be set as a third control part or coincide with one of the ground or flight guidance and control systems.

Description

[0001] SYSTEM AND METHOD FOR THE MANAGEMENT OF ACCESS PRIORITIES TO FLIGHTS OF REMOTELY CONTROLLED VEHICLES WITHIN SEGREGATED AREAS

[0002] Scope of the invention - Background

[0003] UAVs - Unmanned Aerial Vehicles - more commonly known by the general public as drones already have several decades of life behind them. In fact, we have been hearing about these systems for a long time and they are used remotely for various needs whether they are for missions in flight, on land or at sea. At first these systems took hold in the military for surveillance services and then later became real weapon systems by carrying ammunition on board to be launched or become, as we have seen several times, the same drones ordnance to be launched against the target. Similarly, more recently, about a decade ago, drones began to represent a possibility of service in the commercial civil sector, including, for example: surveillance, photography, topography, agriculture, delivery. In this scenario, with a growing market globally, the various control bodies have engaged in a continuous race to issue the necessary regulations to guarantee safety and therefore to promote the development of the related ecosystem. In recent years, in fact, at the European level, EASA has promulgated a series of rules that have led to the creation of the so-called U-SPACE where drones with adequate characteristics can fly, in certain areas, even populated areas carrying out the missions assigned to them, whether they are in VLOS or BVLOS. These drones are particularly suitable for performing the missions described above being able to hover in flight and being able to take off and land vertically - VTOL - Vertical Take Off Landing.

[0004] Summary of the invention

[0005] In the above scenario, the delivery service is of particular importance which, compared to the other services listed above, can actually become the service with the highest added value and the most impactful with a considerable development trend that could become a DAAS - Drone As A Service, for daily use for the entire community. For some years now, the opinion has been affirming that drones can be prepared as a suitable tool to perform various services and among these services of transporting goods, according to the needs of the user. Starting with AMAZON, UBER, MATTERNET and others, there have been attempts to respond to this new need, but this new service has clashed with the safety requirements that overflight, especially of populated areas, has imposed. To meet these needs, the various operators have seen fit to create free, segregated areas, from where drones could take off and land, setting up adequate spaces on the side for pick-up and delivery operations in these areas. To this particular operational phase, the applicant in turn gave an answer that is recalled here as a technical background. See in this case: WO2022190154 - SYSTEM FOR THE MANAGEMENT OF LOADING AND UNLOADING OPERATIONS OF UAV. In this case,

[0006] SUBSTITUTE SHEET (RULE 26) the applicant has devised a system for services to be considered "last mile" that frees the place of delivery from the above-described fixed positions on the ground. This application, which is particularly suitable for drones of limited size up to 25 kg, describes segregated dynamic virtual volumes that allow you to safely perform pick & delivery in any place that respects the particular algorithm prepared by the requester. Fixed stations on the ground, in addition to occupying space, require human intervention of control and supervision which makes the delivery service uneconomical when compared to pick-up and delivery services carried out by road. In the latter case, the fixed stations on the ground remain suitable only and exclusively for those services that are not affected by the economic issue, i.e. the transport of life-saving goods, such as medicines or organs. The answer that was provided with WO2022290154 in any case is particularly suitable for drones as mentioned by the last mile, prepared and certified to operate over densely populated areas. As a result of the limited weight and mitigations provided with drones, there would be, in the event of an accident, a very low risk compatible with the service. When, on the other hand, it is necessary to provide high-capacity transport, for example between HUBs and HUBs, there will be drones of larger dimensions and MTOW - Maximum takeoff weight, in the order of 100kg or several hundred kg up to even one ton, resulting in mitigations and in particular the limited operating height, up to 500 feet, will not allow adequate levels of flight safety to be achieved. These high-capacity drones, as seems to be established on the market, also seem to be suitable for the use of so-called air taxi systems. With this premise, to make understanding easier, we are going to define these two types of drones; LIGHT DRONES to define themselves as vehicles with a MTOW up to 25 Kg. maximum weight at full load and HEAVY DRONES to define vehicles with a MTOW starting from 25 Kg and more.

[0007] With the HEAVY DRONES so heavy, the pick-up and delivery operations must be carried out in segregated areas but also the overflight must, in the opinion of the applicant, take place over particularly safe manned and segregated areas without people and / or goods under the drone.

[0008] The various operators in the sector, in order to respond to this new need, thought that a solution could be to operate these high-capacity drones in any case, in the "certified" class, on the sidelines in urban centers on river beds. According to the applicant, the proposed solution, although safe, is uncomfortable and uneconomical, since it is not evenly distributed over the territory and in order to be implemented it requires the construction of a new infrastructure, particularly impactful and expensive. The applicant has thought of an alternative solution that with the preparation of the appropriate mitigations would solve these problems. In this case, the applicant believes that the railway network could be the solution since it is spread evenly throughout the territory, it is fenced, within these areas relating to the railway network there is no population but only moving trains and sector workers. Obviously, the situation is very varied since there are areas within the entire railway

[0009] SUBSTITUTE SHEET (RULE 26) compendium where the flight of drones would not overlap with the transit of the train, finding itself flying over areas not affected by traffic in this case, escarpment areas, sewers, roads, canals for example. These volumes could immediately be considered as volumes available for the air corridors. There are also much smaller areas where the volume for the air corridor would be unavailable without the overflight, albeit partial, of the tracks. In addition to this, it should be considered that between the two layers, ground and flight, buffer zones must be considered so as to distance the operations from each other. This would be desirable considering that the movement of trains and also drones are subject to creating air vortices which, if not spaced out, could create disturbances between them. In this case, it is believed that, depending on the relative speeds, a buffer in the order of 20 - 50 meters may be sufficient for the purpose.

[0010] With this premise, it is well known that modern railway managers track in real time every train that is using the railway network. This is done through an appropriate infrastructure called CCS - Signaling Command Control which serves, by means of sensors mounted on both the rails and rolling stock, to verify the real-time situation of the railway network and trains so as to be able to make any command that may be necessary to ensure the safety and fluidity of traffic and to manage, In some cases, level crossings where, once the barriers have been raised, a limited part of the railway site is crossed by pedestrians and vehicles alternately with trains. With these sensors, therefore, the railway manager is able, in real time, to obtain the position of each train, its speed and its length. Below is a diagram of the CCS which in turn consists of several subsystems and among these:

[0011] ERTMS Level! - European Rail Traffic Management System

[0012] ACC ACEI and ACCM - Computerized Central Devices for Station or Multistation

[0013] SCMT and SSC in turn with the SST and SSB subsystems - Train Running Control Systems and Driver Support System (the driver) in turn assisted with the Trackside Subsystem and the On-Board Subsystem

[0014] SCC CTC and SCCM. - Supervision Systems, Station or Multi-Station Command and Control Systems

[0015] All this refers to the higher-level command architecture that refers to the timetable scheduling and consultation systems called Roman / PIC.

[0016] In this scenario, which meticulously manages the ground layer, the flight layer concerning drone traffic, particularly suitable for high-capacity drones, can be superimposed. In the same way that the railway network is managed, in fact, there are systems for controlling the flight of drones, the so- called U-SPACE, where the managers, taking into account the various availability of the areas and

[0017] SUBSTITUTE SHEET (RULE 26) volumes, upon request, grant the operators the relative corridors, managed temporally, in order to carry out the assigned mission. In turn, service managers are equipped with the so-called DFMS - Drone Fleet Management System which consists of software that, connected to the sensors mounted on the drone and connected to the fixed sensors on the ground, provides the management of routes and priorities as well as 2FA positioning info by the telephone operator and the WEATHER situation by the related control units by supervising mission requests by interfacing with U-Space. In this way, the DFMS is able to manage the related missions in terms of time by instantly and continuously knowing the position, height, and speed of each individual drone. The DFMS is then able to manage the various routes or routes that are assigned to the drones to complete their respective missions, in this case, see as a technical background the patent IT1428668 AUTOMATIC GUIDANCE AND CONTROL SYSTEM FOR VEHICLES by the applicant who addressed, among other things, the need to manage drone traffic according to an aeronautical scheme of airspace use, i.e. the determination and use, in terms of time, of the exclusive corridors assigned to as many aircraft.

[0018] By appropriately managing these two worlds, the ground systems and the flight systems, that is, by making the two or more layers communicate with each other through a common framework prepared, it is possible to safely manage both the flow of trains on the ground and the flow(s) of drones without overlapping between vehicles, making sure that the drone, informed of the arrival of the train, behaves accordingly. This can be done by creating a general control center that appropriately guides the vehicles by coordinating the various phases and priorities or by adding management and coordination between the various layers to the CCS ground control or signaling system. In this case, stopping the run of the drone, which will position itself in the positions set up along the route (assigned route) or to position itself in hovering on the side of the passage of the train and then resume its mission as soon as the train has passed, and the safety conditions of overflight have been restored. All this by making the drone transit at an appropriate height only and exclusively on the tracks or near the fenced area of the railways, avoiding overtaking trains or wagons.

[0019] Description of the tables / figures

[0020] Fig. 1 Section of a railway ballast

[0021] Fig. 2 Planimetric view of a railway ballast

[0022] Fig. 3 cross-section view of mounted on a truss with parked drone

[0023] Fig. 4 Top view of a train / drone movement

[0024] Fig. 5 Top view of the drone during its flight in the volume of operations

[0025] SUBSTITUTE SHEET (RULE 26) Fig. 6 detail of the lay-by used by the drone during the crossing or overlapping phases between train and drone

[0026] Fig. 7 detail of the overflight and the overlapping volumes, between train and drone

[0027] Fig. 8 table of characteristics related to the drone

[0028] Fig. 9 Table of train characteristics

[0029] Fig. 10 table list of the functions performed by the DFMS to avoid overlapping or crossing of vehicles

[0030] Fig. 11 perspective view of the parking platform (A) wireless charging

[0031] Fig. 12 perspective view of the parking platform (B) contact charging

[0032] Fig. 13 example of the distances traveled to make a stop on a platform

[0033] Detailed Description

[0034] Already in the summary, the salient concept and purpose of the application is clearly highlighted, namely the objective of creating a new transport infrastructure using drones for this purpose, specialized for certain special situations. The system is organized, however, in such a way that it ensures a degree of security compatible and adequate for use by the general public. Below, with diagrams, graphs and tables, the invention is illustrated in its considered best possible solution. These example representations describe the invention sufficiently, so that the operator in the sector can easily put them into practice, but this does not imply any limitation in this regard, also specifying that any logical, mechanical variation can be made without leaving the scope of protection of this application. Below is a complete detailed description of the phases and technical operations, characterizing, necessary to implement the service and in particular to concretely implement the invention. The figures from Fig. 1 to Fig. 6 represent a scenario that highlights where the drones would operate. For better clarification, the volume assigned for the drone corridors is indicated as the one bounded on one side by the fence of the railway body, towards the outside, and on the other side towards the inside towards the tracks, by the support pylon normally used to support the electrical power supply network of the trains. The other two sides of the area / volume the sides free to run, in the direction of travel of the train. With this premise, the volume, conventionally called - Volume / Area Drones Operation - VADO assignable for the flight of drones, which is evaluated and considered appropriate starting from a height of 30 meters from the ground, is determined. This minimum height is a prudent size to ensure the safety of the system, up to a maximum height of 120 meters. In the latter case, what height limit imposed by current international rules for drone overflight operations. With the determination of these dimensions, 30 meters and 120 meters, a buffer is created

[0035] SUBSTITUTE SHEET (RULE 26) that seems reasonable to divide into 2 separate overlapping corridors that in some cases could even reach 5. The determination of the number of corridors and the subdivision is directly linked to the type and size of the drones that will be used for transport and therefore it could also, during operations, be modulated and modified appropriately. We now come to examine an operational case that presupposes the passage inside the VADO of a drone that approaches a train. It is well known that the tracking system available to the railway network manager tracks the traffic situation in real time and in detail the situation of each individual rolling stock that is traveling on the network. All this is collected in the various control and command centers which in turn provide this information hierarchically to the general management and to the supervision systems. In this case, the system knows in real time, instantaneously:

[0036] 1) Route / section (cod.)

[0037] 2) The direction of travel (cardinal signs)

[0038] 3) Train speed (mt / sec)

[0039] 4) The precise point of positioning of the train on the ground (latitude, longitude)

[0040] 5) The length of the train (mt)

[0041] This information, which is used by the railway network manager to manage priorities, is made available through appropriate frameworks or, more simply, appropriate APIs, to the various railway managers, which in this way also know the movements of the rolling stock of the other managers. In this case, the same information according to the present invention can be taken up, subject to appropriate agreements, and used by the various drone service managers who wish to use the airspaces called VADO - Volume / Area Drone Operation and VADONT - Volume / Area Drone Operation - with NO Train. And again, this data can be made available to a general control center that coordinates operations, according to established priorities between ground needs and the needs of air operations. The above volumes, i.e. the corridors that would be created according to the invention and above the railway areas, become to all intents and purposes controlled and segregated airspaces where drones would find themselves flying over, these areas, always and in any case in the absence of rolling stock circulating near the position of the drone. The proximity dimension and distance on the basis of appropriate safety parameters such as to make the drone stop in the safe spaces reserved for it during the approach of the train. These volumes or spaces, available for drone traffic, are organized in the ways described below. The drone manager through its control systems in this case the commonly called DFMS - Drone Fleet management system - has the following information at its disposal about the drone:

[0042] 1) Route / section / corridor no. (cod.)

[0043] SUBSTITUTE SHEET (RULE 26) 2) The direction of travel (cardinal signs)

[0044] 3) The speed of the drone (mt / sec)

[0045] 4) The precise point of positioning the drone in space (latitude, longitude and altitude)

[0046] 5) The list of available docking points - the platforms

[0047] The DFMS with the aforementioned information available, using the simple relative formulas based on speed = space / time, determines the expected meeting point on the route in question between the train and the drone. Once this point has been determined, which, in any case, provides for a dynamic adaptation to the variation of the parameters taken into consideration, the drone is subjected to the following operations, always and in any case within the railway volume:

[0048] 1) Creation of a tolerance / waiting buffer, in terms of minutes / seconds, for the stop of the drone and the possible stop of the train on the route. This determination is well in advance of the arrival of the vehicles at the point of presumed contact.

[0049] 2) In the imminence of the encounter, at a safe distance, the drone is landed on one of the platforms set up along the way where, once landed, while waiting, the drone can recharge its batteries if the platform is equipped with charging systems.

[0050] 3) In the absence of the parking platform, referred to in point 2 above, the drone is kept suspended in flight at an appropriate height, at a point not considered interfering with the passage of the train.

[0051] 4) When the entire train actually passes through the meeting point, the drone receives the order from the DFMS to depart for the previously scheduled destination in order to complete the mission

[0052] Clearly, in the case of several encounters during each mission between trains and drones, the DFMS is always coordinated with the CGDC general control center and / or with the CCS, which will provide for the stop & go operation referred to in the previous phases in a number corresponding to the encounters that have occurred. In the case just described, the two systems performed their respective assigned tasks in complete safety by adopting this particular algorithm. This system in its logic is similarly comparable to the use of a level crossing where, in that area, when the train has passed and the barriers are raised, the area becomes usable for the use of other vehicles and / or pedestrians.

[0053] It should be noted that the DFMS, in addition to managing normal traffic and the various stop & go, is always able to instantly verify any emergency situations of the drone. As usual, when the drone communicates parameters that are not in line with the expected safety, the DFMS provides for an escalation of operations, depending on the inconvenience, until the drone lands, as soon as possible, in the areas deemed most appropriate, delimited and within the railway compendium. If, on the other

[0054] SUBSTITUTE SHEET (RULE 26) hand, the forced landing operation is not possible and the emergency is of a more serious type, falls or crash landings, the DFMS determines the precise point of fall using the GPS mounted on the Drone or provides it through the Drone tracking system set up on the ground by the telephone operator with the LBS - Location Based services - or with the LI - Lawful Intercept. In the cases in question, always and in any case, the DFMS keeps the railway manager constantly informed about the route by sending, via API, or through the CGDC the information of the situations that have occurred. In this case, the DFMS indicates in sequence:

[0055] 1) Probable emergency alerts

[0056] 2) Full-blown emergency and degree of emergency with event severity scale from 1 to 5

[0057] 3) Landing or falling location of the drone (latitude and longitude)

[0058] 4) DRONE type with total MTOW and cargo type carried

[0059] All this is further detailed with the tables in Fig. 8, Fig. 9 and Fig. 10

[0060] With the above scheme, it is immediately evident that the railway network, with the appropriate precautions, represents an infrastructure suitable for supporting drone traffic to implement a safe, flexible, resilient, economical, ecological transport network already prepared for future transport developments. By integrating HEAVY DRONES high-capacity drones together with LIGHT DRONES last-mile drones, it can be said that we have created an alter ego to road transport, where vans for the last mile, LIGHT DRONES for deliveries to users and articulated trucks for high-capacity HUB to HUB or HUB to NEARBY STATION transports are used in comparison. In this case, it is obvious to rethink how to reorganize an infrastructure such as the railway for freight transport that the advent of road transport has made obsolete in the recent past. According to the writer, this can be pursued by restoring the old proximity freight stations, NEARBY STATIONS, now in disuse, which could even become stations as well as for goods as support areas for air taxis, and further, by creating spaces in these stations for the take-off and landing of high-capacity HEAVY DRONES drones connected to as many automated vertiports within which LIGHT DRONES last mile drones are spaced. In the latter scenario, in the NEARBY STATION, on one side the hold of the HEAVY DRONE is unloaded and on the other side of the station, where there is an automated vertiport, there are the LIGHT DRONES that are loaded and prepared for final delivery to the user. Obviously, in the case of transports for non-urgent deliveries or those that can be carried out in a later period of time, the NEARBY STATIONS can receive and sort goods, in addition to those received with the HEAVY DRONES, also goods handled with normal rail transport.

[0061] As seen above, an important part of this new infrastructure is the creation of special platforms for docking, parking, recharging the drone batteries leaning against the metal frames along the railway

[0062] SUBSTITUTE SHEET (RULE 26) network to support the electrical power supply systems of the trains themselves. It is clear that the overflight of the railway area with a passing train by a drone, with the current technological conditions, does not appear to be desirable. It therefore appears that these volumes must be used alternatively, while giving priority to ground traffic. As mentioned, see fig. 3, these platforms can be placed and supported in the pylons set up for the power supply to the train pantographs. In a perspective representation of fig. 11 and fig. 12 the relative conformation of the platform with the two charging systems: the first wireless equipped with a primary and secondary coil, the second with physical contact by means of an automatic pantograph contact approach mechanism, both for recharging the batteries. In Fig. 4, Fig. 5 and Fig. 6 the platform is found there, in various operating situations as a simple support and parking shelf equipped with a landing-pad.

[0063] Let's see below a practical example of the execution of the invention.

[0064] As shown in fig. 13, a train is traveling its route at a constant speed of 150Km / h while an octocopter drone with MTOW weighing 140Kg is traveling in the opposite direction at the constant speed of 60Km / h. The two vehicles interact each other by instantly communicating their respective data to the framework, the interface between the two systems. From the surveys carried out with the CCS system of the railway network, the point where the train is located is determined, i.e. at km 85,000 point (A), while from the surveys carried out by the DFMS of the drone Provider and / or by the U- Space Provider, the drone is located at km 31,500 point (C). The drone plans to place on the platform located at km 34,000 point (B) since the next location is located at km. 59,000 point (E), expecting to arrive at point (B) after 150.06 sec traveling at a speed of 16.66 mt / sec. To ensure that the moving drone does not fly over the train, the system places the drone on the platform located at 34,000 km point (B). After the drone has landed, 300 sec is consumed to perform and complete all the required operations: positioning, connection of the drone's batteries to the power supply, and the start of any recharging operations, and at the end of these operations, the drone communicates to the DFMS the safety condition achieved in point (B). The initial distance at TO between the two vehicles between (A) and (C) is equal to 53,500 km which, due to the effect of the 2500 meters traveled at 16.6 meters / sec by the drone, is reduced between (A) and (B) up to 51,000 meters. In the meantime, the train traveling at 150 km / h at 41.66 mt / sec travels the distance of 41.66 x (150.06 + 300) = 18,749.49 mt. Up to point (D). Subtracting the 18,749.49 mt routes at 51,000 meters, we obtain a buffer of 32,225.51 meters between (B) and point (D) which will be covered by the train at a speed of meters / sec in 774.53 seconds. The drone DFMS provider had also considered stopping and going the drone at km 59,000 but this option was found to be incompatible with the need to keep the drone at a safe distance from the train. In fact, the drone to reach km 59,000 from point (C) to point (E) at a speed of 16.66 meters / sec would have reached the second platform in 1650.66 to which must also

[0065] SUBSTITUTE SHEET (RULE 26) be added the approach times of 300 sec obtaining the time of 1950.66 sec. In this case, in that time the train would have traveled (1950.66 x 41.66 =) 81,264.49 meters, well beyond the distance between points A and C. Returning therefore to the initial option relating to the landing at point (B) and also considering that to stop in complete safety the train needs a space of at least 2000 meters multiplied by three 6000 meters, as a further safety margin we have that the drone will have to wait for the passage of the train waiting for the 32,225.51 meters to be traveled. Continuing in this way, the train with its march at 150Km / h / 41.66 mt / sec will travel from point A to point B i 51,000.00 / 41.66 = in 1,224.19 sec. To this value will be added a further 15 sec (corresponding to the length of the train) to ensure that the whole train passes point B. When the above condition occurs, the CCS communicates to the CGDC which in turn authorizes the drone to restart by sending the same authorization to the DFMS.

[0066] GLOSSARY

[0067] 2FA - Two factor control

[0068] DFMS - Drone fleet management system BVLOS - Beyond Visual Light of Sight EASA - European Union Aviation Safety Agency CGDC - General Control Center

[0069] CCS - Signaling Command Control

[0070] U-Space - is a set of specific services and procedures designed to ensure safe and efficient access to airspace for a large number of drones.

[0071] UAV - Unmanned aerial vehicle

[0072] VADO - Volume / area Drone Operation

[0073] VADONT - Volume / area Drone Operation No Train

[0074] VLOS - Visual Light of Sight

[0075] VTOL - Vertical Takeoff and landing

[0076] SUBSTITUTE SHEET (RULE 26)

Claims

Claims1) System for the coordination and sorting of vehicles operating on a suitably delimited volume, ground-to-sky, horizontally separated into layers. Composed of:- A path, the volume on the ground, which up to an adequate height is used by vehicles running leaning on the ground.- One or more airways, superimposed on the ground volume, delimited by the sides of the volume itself, which are used by aircraft which, in turn, move within the same airways to carry out the assigned flight missions.- An infrastructure consisting of multiple support areas for aircraft, leaning against the infrastructures present on the route in sufficient numbers to meet waiting and parking needs. The same platforms optionally equipped with appropriate aircraft battery charging systems.- A general control center that plans stops on platforms and authorizes flights within the airways of the aircraft themselves.- A control and signaling center that provides the general control center with the appropriate data regarding land assets.- A Guidance Control and Signaling Center that provides the General Control Center with the appropriate data regarding the aircraft in flight.Where the movements of the vehicles are coordinated by the general control center that establishes the priorities of access and route within the volume. Where the general control center operates in agreement with the control center for ground vehicles and with the control center for airborne vehicles. Where the general control center, establishing operational priorities, guides the vehicles avoiding that they overlap inside the volume, that is, preventing air vehicles from flying over ground vehicles.2) System according to the previous claim where the general control center directs and sets the service priorities and can in turn be constituted as a third party body or as a body forming part of the CCS trackside control and signaling system.3) System according to one of the previous demands where the general control center plans the exclusive use of transit areas in an alternating manner between vehicles circulating on the ground and vehicles circulating in the air4) System according to one of the previous claims where the guidance system of the aircraft vehicles, in coordination with the general control center, in the presence of vehicles in the volume of land that are about to be overwhelmed by the aircraft coming from the air volumes imposes, in a reasonable time, an operation of blocking the flight of the same vehicles by landing them on the appropriate platforms prepared, present along the route, or by makingthe same aircraft remain, suspended in flight at appropriate points of the volume until the vehicle on the ground has moved away appropriately from the crossing point.5) System according to one of the previous claims where ground vehicles can in turn be stopped along the way in the presence of any sudden needs dependent on the performance of their respective missions by the air vehicles and this by the general control center which appropriately informs the control and signaling center6) System according to one of the previous claims where the air vehicles, parked on the platforms, before resuming the assigned mission receive specific authorization from the general control center which in turn verified that safety conditions have been restored.7) System according to one of the previous claims where the platforms for parking the aerial vehicles placed along the route rest on appropriate mechanical frames, like a trellis. Where these pylons can also be used for the power supply of vehicles on the ground. Where these platforms can also be used, subject to the provision of appropriate equipment, for the power supply of aerial vehicles. Where these platforms, equipped with appropriate systems for automatic charging, recharge the batteries on board the aircraft. Where these recharges can take place by induction or under contract through appropriate automatic connection systems to the electricity grid.8) Method referred to in the system described in the previous claims in which the General Control Center plans to block the flight mission of the aircraft by making them stop on prepared platforms, with the aim of preventing, upon the arrival of a vehicle on the ground, that the aircraft flies over the vehicles on the ground, where:The CGDC receives a vehicle positioning request from the DFMS and instantly provides the DFMS with the position of the aircraft for which it is to be operated stationary as well as its speed, size and payload information being carried.The CGDC requires the CCS to indicate the instantaneous position of the vehicles on the ground with respect to the same route, the speeds maintained moment by moment by the vehicles as well as the size of the vehicles themselves.The CGDC, informed of the parking areas or points available for suspension in flight, immediately verifying the most suitable parking or parking position, sends this information to the DFMS which in turn determines where the aircraft should stop to avoid overlapping of the aircraft with vehicles on the ground in flight.On this basis, the aircraft stops at the designated location and notifies the CGDC of the stopover, which in turn forwards it to the CCS. Once stationary on the platform, the aircraft carries out any battery recharge operations, waits for the passage of the ground vehicle andonce verified and, after receiving the authorization of the CGDC, leaves again to conclude the assigned mission

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