UAV trailer drone system

Abstract

The present disclosure describes a platform and method for utilizing Unmanned Aerial Vehicles (UAVs) to monitor trailer safety and ensure compliance with federal regulations at truck and trailer depots. The method involves automatically deploying at least one UAV to inspect trucks or trailers parked in a depot, with the UAV following a unique flight pattern around the vehicle to ensure adherence to required safety standards and regulatory compliance. The UAV then transmits the collected data to a cloud-based system or other data processing and analysis platform, allowing users to review the findings. The platform comprises at least one drone, a plurality of preferred and alternative flight paths, a specialized charging station, software for controlling the UAV(s) movements and recording their observations, and hardware, such as radios, to manage the UAV(s) movement.

Description

[0001] UAV TRAILER DRONE SYSTEM

[0002] The present application claims priority to U. S. Provisional Patent Application No. 63 / 720,963, filed on 15th of November 2024 (2024-11-15), incorporated herein by reference.

[0003] Fi el d of Inventi on:

[0004] The present invention relates to vehicle fleet and trailer inspections, and more particularly to a system and method for monitoring a set of parked trailers in a lot.

[0005] Background:

[0006] A depot, whether it be a truck yard, drop yard, logistics company yard, or similar storage facility, can range in size from a few acres to hundreds of acres. Managing such expansive outdoor areas presents significant challenges, primarily due to the high labor costs associated with manually overseeing operations, checking inventory, inspecting trailers, and ensuring compliance with state and federal regulations.

[0007] Large companies often need to manage complex supply chain logistics to meet customer demands, particularly those ever-changing demands driven by seasonal trends. In addition, major consumer supply businesses must maintain efficient logistics and supply chain operations to ensure products are available and delivered on time. With the globalization of e-commerce, large retailers such as Amazon must manage providing a diverse range of products to a diverse customer base that spans a wide range of industries and sectors. Given the large scale, international base of both products and consumers, there is a great need for automated inventory tracking, trailer inspection, and regulatory compliance. Similarly, discount retailers who prioritize cost reduction may benefit from an autonomous yard surveillance system, thereby reducing labor costs while optimizing depot management.

[0008] While inventory management and yard oversight are essential for effective depot operations, ensuring compliance with safety and regulatory requirements is equally critical. Autonomous vehicles, such as “Unmanned Aerial Vehicles” (UAVs), may eliminate the need for routine manual trailer safety and compliance inspections. UAVs may be used to identify safety issues, including but not limited to: damaged trailers; damaged goods; safety hazards; kingpin, landing gear, locking pin, and parking brake positioning; wheel condition and wheel securement; trailer number and safety markings; lighting and hazard markers; and trailer security. UAVs may also be employed to ensure that all trailers comply with United States Department of Transportation (DOT) federal safety regulations.

[0009] Some companies offer drone autonomy software platforms that provide fleet management capabilities. Such platforms enable autonomous yard management, including asset tracking, and trailer placement optimization. While such platforms provide solutions for improved supply chain operations, logistics management, and inventory tracking, they do not offer an autonomous solution to safety and compliance monitoring. Autonomous compliance monitoring offers a pivotal advancement in depot management. According to U. S. federal regulations, penalties for trailers found in violation of safety standards can amount to $6,000 per infraction, with fines exceeding $16 million for a related series of violations. The financial burden of safety violations resulting from human error is substantial. The potential to mitigate such costly penalties through automated safety inspections via UAVs is a transformative innovation for the industry. Automated compliance management is also financially advantageous, as reducing a depot’s reliance on manual labor for safety and compliance inspections may lower operational costs, enabling providers to allocate workers and funds to higher-value roles and more strategic planning.

[0010] Manual safety inspections require data to be synthesized manually into reports to inform trailer maintenance decisions and ensure compliance. Automated yard management systems may automatically generate detailed analytics and reports, saving time and streamlining decision-making. Thereby, enabling users to identify and address issues before they escalate and lead to non-compliance. Additionally, such automated reports may enable decisionmakers to efficiently prioritize repairs. Compared to manually created safety inspections and reports, automated inspections and reports may significantly reduce the risk of overlooked, lost, or forgotten errors. Brief Description of the Figures:

[0011] Fig. 1 illustrates a UAV charging “pod” according to an illustrated embodiment in which a plurality of drones may charge within a single “pod”.

[0012] Fig. 2 depicts an example of an interactive webpage demonstrating how users may select specific UAV surveillance tasks, such that users may prompt a UAV or a plurality of UAVs to go on (a) specific inspection(s).

[0013] Fig. 3 illustrates locations, including trailer front center, trailer front right side, and trailer front left side, on the trailer front where trailer identification numbers may be located.

[0014] Fig. 4 depicts an example of a sign-in page on the online portal, demonstrating how users may be prompted to sign in with a username, password, and unique identifier, also referred to as the “Willow ID” number.

[0015] Fig. 5 depicts an exemplary embodiment of an aerial photograph of a yard to be surveyed by the herein described system.

[0016] Fig. 6 depicts an example of a tab specifically dedicated to reporting pod performance and metrics.

[0017] Fig. 7 depicts an embodiment of a radio, or a plurality of radios, that users may use to direct UAVs via voice commands.

[0018] Fig. 8 depicts an example of the portal home page, which may include a digitized diagram of the yard.

[0019] Fig. 9 depicts an example of a “pods” tab wherein users may view a diagram depicting the real-time layout of the pod.

[0020] Fig. 10 depicts an example of a “reports” page wherein users may view detailed reports based on the results of a UAV survey.

[0021] Fig. 11 is an illustrated embodiment of a trailer, wherein the location of the apron and the Kingpin is indicated

[0022] Fig. 12 depicts a trailer apron and Kingpin.

[0023] Fig. 13 exemplifies an embodiment of a damaged trailer apron.

[0024] Fig. 14 exemplifies an embodiment of trailer glad hands.

[0025] Fig. 15 exemplifies an embodiment of a damaged kingpin.

[0026] Fig. 16 exemplifies an embodiment of trailer airbags.

[0027] Fig. 17 exemplifies an embodiment of a trailer header board.

[0028] Fig. 18 exemplifies an embodiment of a trailer landing gear.

[0029] Fig. 19 exemplifies an embodiment of defective tire rims

[0030] Fig. 20 exemplifies an embodiment of a tire rim that is missing lug nuts. Fig. 21 illustrates attachment points for intermodal locking pins on an intermodal trailer. Fig. 22 is an example of a trailer tandem frame that includes a tandem axle, release lever, and locking pin track.

[0031] Fig. 23 is an example of a locked tandem locking mechanism.

[0032] Fig. 24 is an example of a tandem locking mechanism that is not engaged.

[0033] Fig. 25 is an example of a parked trailer with both doors present and with all door hinges 80 properly secured.

[0034] Fig. 26 is an exemplary embodiment of trailer mud flaps.

[0035] Fig. 27 is an exemplary embodiment of a Mansfield bar.

[0036] Fig. 28 is an exemplary embodiment of tandem air hoses.

[0037] Fig. 29 is an exemplary embodiment of a trailer set with DOT reflective tape.

[0038] Fig. 30 is an exemplary embodiment of a trailer set with a trailer skirt.

[0039] Fig. 31 is an exemplary embodiment of a trail er front, with the location of the trailer ID 101 highlighted.

[0040] Fig. 32 is an exemplary embodiment of a UAV trailer, wherein a UAV may fly in a flight path to survey the kingpin, landing gear, and the trailer apron.

[0041] Fig. 33 is an exemplary embodiment of a side view and a top view of a trailer, such that a UAV may circumnavigate around the trailer to survey the tires, the rims, the valve stems, the lug nuts, and the reflective tape.

[0042] Fig. 34 is an exemplary embodiment of a trailer back, such that a UAV may survey the Mansfield bar, the mudflaps, the doors, and the door hinges.

[0043] Fig. 35 is an exemplary embodiment of the trailer top.

[0044] Fig. 36 is an exemplary embodiment of a trailer with a blocked sidewall

[0045] Fig. 37 is an exemplary embodiment of a trailer parked in an orientation such that one of the sidewalls is inaccessible via a standard UAV.

[0046] Fig. 38 is an exemplary embodiment of a trailer with an open door, such that the open door blocks UAV access to sections of the trailer.

[0047] Fig. 39 is an exemplary embodiment of a trailer parked in an orientation such that both of the sidewalls are inaccessible via a standard UAV.

[0048] Fig. 40 is an exemplary embodiment of a trailer parked in an orientation such that three trailer walls are inaccessible for surveillance via a standard UAV.

[0049] Fig. 41 is an exemplary embodiment of a trailer hitch locking pin. Description of the Invention:

[0050] The present disclosure relates to a system for monitoring, recording, flagging, and analyzing truck and trailer compliance with safety requirements and federal regulations. Safety requirements may include both industry-standardized requirements and those selected by individual users operating the herein disclosed system.

[0051] The herein disclosed system may utilize at least one, but preferably a plurality of Unmanned Aerial Vehicles (UAVs), or drones, to autonomously monitor parked trucks or trailers. The UAVs may be equipped with at least one camera, such that the camera may monitor and record assets as the UAV surveys a yard, depot, or other such space. In some embodiments, a UAV may be programmed to fly along a preprogrammed flight path to routinely monitor the condition and state of parked trailers and trucks. The UAV may be programmed to inspect and assess any trailer or truck component. For the purposes of the present disclosure, the unmanned aerial vehicle may also be referred to as a UAV or as a drone.

[0052] In preferred embodiments, each UAV may further include one or more machine learning modules configured to perform automated analysis of captured imagery and sensor data. The machine learning system may implement Automatic Optical Inspection (AOI) processes to automatically detect, classify, and locate anomalies, such as dents, corrosion, missing components, or other irregularities across the vehicle’s surfaces. The system may further utilize artificial intelligence algorithms to identify areas of interest within the imagery where potential issues are detected and may visually indicate or highlight such areas to an operator via a connected software interface. Over time, the machine learning model may continuously improve through training on accumulated inspection data, allowing the UAV to dynamically focus its optical sensors and inspection efforts on regions statistically more likely to exhibit wear, damage, or security concerns.

[0053] In a preferred embodiment, the UAV integrated into the herein disclosed system may be, but is not necessarily, the Starling 2 Max GPS-denied development drone by ModalAI. Such UAVs are particularly preferred due to their onboard obstacle-avoidance systems, integrated 5G modem, and high-resolution autofocus camera capable of capturing both still images and video. The UAV may further operate using PX4 driver software for autonomous flight control and navigation. However, other UAVs incorporating comparable features, functionalities, and performance characteristics may likewise be suitable for use within the scope of the present disclosure.

[0054] The following example is exemplary in nature and not intended to limit the scope of the present disclosure. In some, preferred embodiments, a UAV or plurality of UAVs may be deployed to inspect some or all of the following trailer components; the apron, glad hands, kingpin, airbag, brake drum, brake hose, frames cross member, header board, landing gear, lug nuts, rims, rear door hinges, tandem frame / pins, trailer tires, DOT reflective tape, hazmat place cards, Mansfield bar, mud flaps, trailer roof, intermodal locking pins, license plate, valve stems, hub seals, and trailer doors.

[0055] In a preferred embodiment, the system may include hardware such as, but not limited to, at least one UAV, at least one UAV charging “pod”, and communication mechanisms, including but not limited to radio(s) or hand-held radio communication device(s), herein referred to as walkie talkies, such that users may utilize the radio and / or walkie-talkie to communicate with the UAVs. In some embodiments, the UAV may be equipped with a least one camera, and preferably a plurality of high-resolution cameras, such that the camera can record sections of a tractor and trailer, such that software and or artificial intelligence may analyze the images to flag for potential safety and compliance violations, after which any flags or detected violations may be reported to users via a “portal”, as herein described, “app”, as herein described, or other such methods of communication.

[0056] In some embodiments, the system may include a scanning apparatus, preferably positioned at the yard entrance, to monitor incoming trucks and trailers. As vehicles enter the yard and pass in front of the apparatus, the system may capture images and perform LIDAR scans, such that LIDAR scans of both the undercarriage and trailer tops may be uploaded to software for yard inspection and inventory management. The scanner may be preferably housed within a waterproof electrical box to protect the electronics from environmental conditions.

[0057] Preferably, the main computer controlling the scanning apparatus may be an OptiPlex 2070, such that the computer may be responsible for collecting data, processing images and LIDAR scans, and transmitting the processed information to a cloud service provider, such preferably Amazon Web Services, via a 5G connection. The scanning apparatus may also include a top Raspberry Pi unit and a bottom Raspberry Pi unit. The top unit may manage the cameras and may be preferably configured to automatically trigger camera recordings when a trailer comes within a specified distance of the ultrasonic sensors. The recorded videos may, in some embodiments, then be spliced into images and sent to the main program for processing. The bottom Raspberry Pi may control the LIDAR scanner, capturing detailed scans of the undercarriage, trailer tires, trailer top, etc.

[0058] The scanning apparatus may be integrated with multiple input / output sensors, including ultrasonic sensors that detect approaching trailers and feed data to the Raspberry Pis.

[0059] Cameras and other components may be powered via a USB power string, while an HDMI cord may be included to allow for connection to a main computer. In some embodiments, communication may be established via Ethernet cables directly connected to the OptiPlex, forming a local network without the need for an external modem. In some embodiments, SSH protocols may be used for secure data transfer and remote system management.

[0060] In some embodiments, the front portion of the apparatus may include three cameras arranged in a vertical row, positioned above a Unitary LI LIDAR unit. Additionally, two side-mounted scanners may be mounted on the system, operating as a paired system to capture images and LIDAR data from multiple angles, ensuring that all relevant features of passing vehicles are documented for inspection and auditing purposes.

[0061] Additionally, the UAV(s) may be equipped with a LIDAR system, or other such light detection system, such that the light detection system may utilize beams of light to measure the distance between objects, including but not limited to measuring the distance between components on a trailer and the ground below, as described below. An example of a light detection system that may be incorporated into the herein-described UAV may be the system described in U. S. Patent No. 11,442,150, entitled " LIDAR System with Spatial Light Modulator, " issued on September 13, 2022, is hereby incorporated by reference for all purposes, particularly with respect to the design, functionality, and integration of LIDAR detectors for spatial measurement and object detection. The referenced patent details a LIDAR system capable of emitting laser pulses, detecting reflected signals, and processing time-of-flight data to calculate distances.

[0062] Additionally, in a preferred embodiment, the UAV-based system may feature a software platform and algorithm(s) for programming and controlling the UAVs, recording their movements, and analyzing their findings. The platform may also incorporate artificial intelligence and image recognition software to detect issues and automatically compile a list of flagged problems for user review.

[0063] In preferred embodiments, the herein disclosed system may include software configured to perform optical character recognition processing, herein referred to as OCR processing, for identifying and recording trailer identification numbers and other alphanumeric markings. In some embodiments, OCR processing may be conducted remotely via a cloud-based service, preferably, but not necessarily, utilizing Amazon Web Services. The UAV may transmit captured image data from the onboard camera to the remote server via wireless communication, such as preferably a 5G mobile or radio network. The OCR software may analyze the captured imagery, which may include vertical alphanumeric identifiers located on the upper right rear corner of each trailer, as seen in Fig. 4, to automatically extract and record the corresponding characters within the system database. In preferred embodiments, the system may include an auto-synchronization feature, wherein collected data is automatically synchronized with the remote Amazon Web Services server. Additionally, the system may include a manual override function, allowing a user to initiate immediate synchronization via a local control button accessible via the software interface.

[0064] In preferred embodiments, to setup the UAV yard management and surveillance system, a user may perform a setup process through a user interface, such as an app, webpage, etc., as described herein, executed by a computing device associated with the system. During the setup process, the yard's physical characteristics are mapped, calibrated, and digitally represented in system software for subsequent UAV operation.

[0065] To initiate setup, an aerial photograph, as seen in Fig. 1, and preferably a bird’s-eye view of the yard, may be uploaded into the system. The uploaded image may correspond to a depot, parking lot, or other facility where trucks, trailers, or containers are parked. Once uploaded, the system may prompt the user to calibrate the yard's GPS coordinates. In some embodiments, calibration may be achieved by selecting a plurality of GPS reference points within the aerial image, for example, four GPS coordinates corresponding to known locations within the yard. Based on the reference points, the software may calculate coordinate transformations and scaling values that define the spatial relationship between the digital image and the real-world yard. Such calibration may enable the UAV to self-localize and navigate within the yard's designated airspace.

[0066] To further prepare the system for UAV operation, a geofence may be defined to establish a virtual boundary that confines UAV flight to a designated region. The software may include a geofence module that allows the user to define the boundary by entering coordinate points or selecting boundary locations directly on the uploaded aerial image. Preferably, the user may select multiple points consecutively to define a polygonal area, such as a quadrilateral region, wherein the system may define the region as a flight-restricted perimeter. The UAV may be programmed to operate exclusively within the flight restricted perimeter.

[0067] In some embodiments, the system may determine the scale and dimensions of the yard and its associated infrastructure by referencing an object of known size depicted in the uploaded image. For example, the user may identify a standard truck trailer of known length (e.g., fifty -three feet), allowing the system to calculate a scaling ratio between the aerial image and the physical yard. Using this ratio, the system may automatically estimate the dimensions of other yard components, such as parking rows, containers, and structures, and define their spatial relationships relative to the geofence and calibration coordinates.

[0068] As seen in Fig. 1, after spatial calibration, the user may segment the yard into defined sections for surveillance and monitoring. For example, a first section 5 may correspond to a first row of parked trucks, and a second section 6 may correspond to an adjacent row. Each section may be assigned an identifier or label for reference, and may preferably include directional indicators, such as arrow icons, to denote the orientation of parked vehicles. In preferred embodiments, the term “section” may refer to a standard parking zone, while a “block” 7 may refer to an overflow or temporary parking zone. After defining the sections, the user may digitally define one or more blocks in the same manner, wherein each block may also include directional indicators and be stored within the system database. In some embodiments, the system may include a selection tool within the graphical user interface, enabling the user to define sections and blocks by selecting areas directly on the aerial image, without manually inputting coordinate values.

[0069] To further configure the system, a UAV docking unit, as seen in Fig. 2 and referred to herein as a willow pod 10, may be digitally positioned within the yard layout. The willow pod may function as a modular charging and docking hub for one or more UAVs, preferably with multiple charging stations that support simultaneous charging. The placement of the willow pod within the digital map may serve as the UAV’s launch and return point for autonomous missions.

[0070] In preferred embodiments, the system may be further configured with altitude or height restrictions, enabling users to define allowable flight elevations within the geofenced area. Such restrictions may be established through a flight-path generation module, such that the module may assign altitude ranges based on the locations and heights of yard structures, vehicles, or other obstacles.

[0071] During operation, a UAV may autonomously take off from the willow pod, ascend to a predetermined operational altitude, and travel along a defined flight corridor toward a selected target area for inspection or monitoring. The use of structured flight corridors enables organized, repeatable, and collision-free UAV navigation. In preferred embodiments, multiple UAVs may operate simultaneously within the same yard, each assigned to a distinct altitude or corridor, thereby preventing midair interference while maintaining efficient coverage of the surveillance area.

[0072] In some embodiments, the system may include one or more processors and memory modules storing executable instructions that, when executed, cause the processor to perform the setup steps described herein. The instructions may correspond to multiple integrated software modules, including, but not limited to, an image-processing module for receiving and analyzing aerial photographs, a calibration module for mapping GPS coordinates and computing scale ratios, a geofence module for defining and storing virtual boundaries, a flight-path generation module for producing altitude restrictions and flight corridors, a data-storage module for saving configuration data, and a UAV-control interface module for transmitting navigation commands to UAVs and receiving feedback.

[0073] Upon completion of setup, the system may compile all defined parameters, including the geofence boundaries, calibrated GPS points, section and block coordinates, willow pod position, and altitude restrictions into a structured data file, and preferably a JSON document. The JSON file may contain coordinate lists, orientation data, and operational constraints, which together may define the yard's digital layout. During operation, the UAV system may access the data as a backend instruction set, enabling autonomous flight, surveillance, and management.

[0074] As seen in Fig. 2, in some embodiments, pod 10 may be, but is not necessarily, shaped as a rectangular prism, having at least one, but preferably multiple, sliding shelves 11. In some embodiments, it is preferable that shelves 11 be arranged in a stacked, tiered layout, with each shelf positioned on a separate horizontal plane. It is preferable that each shelf 11, be set upon tracks 12, rollers, or other such mechanisms that enable shelf 11 to slide along the horizontal plane on which it rests. As seen in Fig. 2, each shelf 11 may be shorter than the length of the horizontal plane on which it rests, such that shelf 11 may slide along tracks 12, rollers, or other similar mechanisms. Thereby, enabling a lower shelf to become accessible when a higher-tier shelf is moved along track 12.

[0075] In some embodiments, the interior of pod 10 may include at least one fan (not shown), such that that fan(s) is / are set, preferably but not necessarily, at the bottom of the pod, such that air is circulated from the bottom of the pod in an upward direction towards the top of the pod, thereby maintaining a preferable temperature range within the pod. In some embodiments, the fan(s) may be integrated with a thermometer (not shown), the thermometer being integrated with at least one relay (not shown), the relay(s) being integrated with a power source, such that if the thermometer may monitor the temperature within the pod, such that if the thermometer detects a temperature above an optimal range, the relays may automatically, or alternatively, manually, switch on thereby providing additional power to the fan(s), increasing the fan speed, such that the fan cools the pod.

[0076] As shown in Fig. 2, each shelf 11 may preferably be equipped with at least one charging station 13, thereby enabling at least one UAV to charge on the charging station when the UAV is not in use. In some exemplary embodiments, as illustrated in Fig. 2, pod 10 may contain three shelves: bottom shelf 14 on the lower tier, middle shelf 15 on the center tier, and top shelf 16 on the upper tier. Each shelf 11 is preferably positioned between and coupled to two tracks 12, rollers, or other such mechanisms. It is preferable that each shelf 11 spans the width between its respective tracks 12, while not spanning the entire length of the tracks. Thereby, enabling shelves 11 to slide along tracks 12 to expose the shelves below. In a preferred embodiment, shelves 11 may be mechanized, such that shelf 11 may automatically move along tracks 12 when a shift in shelving configuration is necessary, as discussed below. In some embodiments, each shelf may preferably span between one-quarter and three-quarters of the tracks’ 12 length. Any gap that enables a UAV to be accommodated on the shelf without covering the entire track length is suitable and therefore falls within the scope of this disclosure.

[0077] In some embodiments, as seen in Fig. 2, each shelf 11 may be set with at least one, and preferably at least two, charging units. In some, exemplary, embodiments, as seen in Fig. 2, bottom shelf 14, middle shelf 15, and top shelf 16 may each be set with two charging units 17, such that at least two UAVs may be docked, and charging on each shelf with each UAV resting on its respective charging unit. In some, alternative embodiments, each charging unit may accommodate a plurality of UAVs. In some alternative embodiments, each shelf 11 may be configured with a single, large charging unit, such that a plurality of UAVs may rest and charge on the single charging unit.

[0078] In a preferred embodiment, as seen in Fig. 2, shelves 11 may be positioned adjacent to back end 18 of pod 10 when the UAVs are charging or at rest. In some embodiments, when a request for UAV deployment is received, the shelf supporting the UAV selected for deployment, herein referred to as the “designated drone”, may automatically shift along tracks 12, advancing towards pod 10 front end 19. Once shelf 12 and the designated drone are properly positioned adjacent to front end 19, the designated drone may take off directly from shelf 12, regardless of the shelf s 11 tier. Shelves 11 positioned on a tier or tiers higher than the designated drone may preferably remain adjacent to back end 18, thereby ensuring that the designated drone has sufficient clearance for an unobstructed takeoff.

[0079] In alternative embodiments, shelves on tiers above the shelf supporting the “designated drone” may shift to establish clearance, thereby enabling the designated drone to take off from its “resting position”, unhindered by the shelves above. In some alternative embodiments, both the shelf supporting the designated drone, as well as the other shelves in the pod, may all shift to optimize the clearance available for the designated drone.

[0080] To deploy a UAV to inspect a trailer or truck, users may submit a request either via a preprogrammed command, direct communication via an online “portal,” or via a UAV communication device, including but not limited to a radio or walkie-talkie. In some embodiments, when a command to deploy a UAV for surveillance is issued, the software may randomly select a UAV and deploy it from pod 10.

[0081] In some embodiments, a random number generator may be, but is not necessarily, used to randomly assign a specific UAV to a particular request, thereby selecting the designated drone. Alternatively, other methods for selecting a UAV may be utilized, and such other methods are included within the scope of this disclosure. Methods for randomly selecting a UAV may be preferable, thereby equalizing wear and tear across the fleet of UAVs. By employing a randomized selection process, the system ensures that no single UAV is disproportionately used, distributing operational demand evenly across the entire fleet.

[0082] Thereby, not only optimizing the performance of each UAV but also mitigating excessive wear on individual units, extending the functional lifespan of the fleet. By equalizing usage, UAV maintenance schedules may be standardized across the fleet, facilitating more efficient management and predictable upkeep.

[0083] As discussed above, the shelf on which a UAV is supported is irrelevant to whether it is selected for a particular task, as UAVs from any tier can take off without obstruction when a shelf is positioned in the takeoff position and set adjacent to pod 10 front end 19.

[0084] In some embodiments, users may interact with an online “portal” to communicate with the UAV. The “portal” may be a central hub, through which users may communicate and interact with the UAV. In a preferred embodiment, the “portal” may be accessed from any computer, allowing users to remotely communicate with and assign inspection tasks to the UAVs. In some embodiments, as seen in Fig. 5, when first accessing the “portal”, users may be prompted to sign in with a username, password, and unique identifier (also referred to as “Willow ID” number).

[0085] In some embodiments, the process for employing the herein disclosed technology, and accessing the “portal” may, but does not necessarily, involve a technology representative first conducting a comprehensive survey of the yard necessitating the UAV trailer safety and compliance surveillance system. In some embodiments, the survey may be conducted in person; in other embodiments, the survey may be conducted remotely, via a video call or other such communication. The survey may include recording the yard’s layout and workflow, as well as capturing aerial photographs of the yard. An exemplary embodiment of an aerial photograph is shown in Fig. 6.

[0086] The findings from the survey, along with the digitized images, may be uploaded to the aforementioned “portal”, enabling users to remotely interact with the UAV(s). In some embodiments, once the yard has been fully digitized, users may be assigned a unique “Willow ID number”. In some embodiments, the “Willow ID number” may be used to provide users access to their “portal”.

[0087] Detailed Description of the “Portal”

[0088] In a preferred embodiment, the “portal” may provide users with personalized, real-time UAV data including battery charge levels, inspection data, and a list of detected issues. In some embodiments, users may direct UAVs to go on general inspections. Additionally, users may direct UAVs to perform specific inspections, either by selecting an inspection, as shown in Fig. 3, or by prompting a specific inspection with text or voice commands. In some embodiments, users may program inspections, and inspection criteria into the “portal”, thereby enabling the UAV to perform inspection tasks not otherwise preprogrammed into the software. In some embodiments, users may set specific inspection criteria, for example users may direct the UAV to perform safety checks, damage assessments, and to assess for regulatory compliance. In some embodiments, users may direct UAVs to inspect a specific truck or trailer, either performing a full inspection or a targeted inspection.

[0089] In some embodiments, users may also choose to use preset inspection parameters or customize their own, thereby tailoring a UAV’s sensitivity to a potential problem and determining which potential hazards the UAV should screen for. Such embodiments may enable users to fine-tune the herein-described surveillance system to accommodate the unique needs of each surveillance task or environment. For example, a higher sensitivity setting may be preferable for screening assets where early detection of anomalies is critical. In contrast, lower sensitivities might be preferable for routine inspections, reducing the likelihood of false alarms.

[0090] In some embodiments, trailers may be identifiable by their “number”, such that users may direct UAVs to a specific trailer or truck by identifying the trailer or truck's identification "number ". In a preferred embodiment, UAVs will be programmed to detect a trailer’s UAV number, which may be located at the front of the trailer. As seen in Fig. 4, trailer identification numbers may be located at center 20 of trailer front 23, or along trailer front 23 right side 21 or trailer front 23 left side 22.

[0091] Additionally, in a preferred embodiment, pod 10 may be digitally coupled with the online “portal”, such that pod 10 may be monitored remotely via the portal. The portal may report on the pod’s performance and metrics, including but not limited to the pod’s coordinates, internal temperature, and the surrounding environment (such as temperature, wind, and rain conditions).

[0092] As seen in Fig. 9, the portal home page may include a digitized diagram of the yard. Additionally, the top of the page may include the user's “Willow ID” and DOT number, displayed in the top right comer of the home page. The home page may also include a plurality of icons, herein referred to as “quick jobs”, such that selecting one of the aforementioned icons immediately deploys a UAV. Icons included in the “quick jobs” section may include, but are not limited to icons prompting a UAV or plurality of UAVs to perform an inspection, prompting a UAV or plurality of UAVs to find a trailer, prompting a UAV to perform a yard audit, and enabling users to view media. Other icons included on the home page may include but are not limited to, a home icon, a view icon, an edit icon, a report icon, and a settings icon. The home icon may also report the average charge of all the UAVs 41, and the number of UAVs currently deployed in the yard 42.

[0093] In some embodiments, the home page may include a “Find Trailer” tab, such that when users select the “Find Trailer” tab, a UAV may be sent to find any trailer located anywhere in the given yard or depot. In some embodiments, users may prompt a UAV to find a specific trailer by first selecting the “Find Trailer” tab and subsequently entering the trailer ID number.

[0094] In some embodiments, the home page of the portal may include a “Yard Audit” tab, such that, when selected, the tab initiates the deployment of a UAV to audit the corresponding yard or depot. In some embodiments, users may select whether the UAV is to perform a fullyard audit or a partial-yard audit. The yard audit may include, but is not limited to, performing a vehicle and trailer count, conducting container and cargo verification, carrying out a safety and compliance inspection (as discussed in greater detail below), and assessing overall operational efficiency. In some embodiments, users may also utilize the “Yard Audit” tab to schedule one or more UAVs to conduct a full or partial yard audit at predetermined times or at recurring intervals.

[0095] By way of non-limiting example, a user may program the UAV, or a fleet of UAVs, to automatically initiate a yard audit every thirty minutes, every hour, or at any other user-defined interval. Such programmable scheduling enables continuous monitoring of yard operations and facilitates automated data collection for performance tracking and compliance assurance.

[0096] In some embodiments, the home page may further include a “Media” tab, such that users may dispatch one or more UAVs to capture visual data, including but not limited to photographs, video recordings, or other media of selected trailers or designated areas within the yard. Upon selecting the “Media” tab, users may be directed to an input interface such that they are prompted to specify the trailer identification number(s) or yard section(s) to be imaged. In some embodiments, users may further select which trailer components or features to capture. For example, users may designate particular locations of a trailer to be imaged, including, but not limited to, the front, rear, right side, left side, top, or undercarriage.

[0097] The UAV or UAVs may capture a single image or recording, or, preferably, a plurality of images or recordings from multiple angles or viewpoints, thereby providing comprehensive visual coverage of the selected trailer or asset. In some embodiments, users may also identify specific assets or components for detailed inspection, enabling the UAVs to obtain closerange or high-resolution imaging. Additionally, users may remotely manipulate the UAV-mounted cameras, adjusting camera angle, zoom, or focus parameters to obtain images or recordings from preferred perspectives.

[0098] In some embodiments, the home page may include an “inspection” tab, such that users may select the “inspection” tab to dispatch a UAV, or a plurality of UAVs, to inspect specific trailer components, including but not limited to the apron, glad hands, kingpin, airbag, brake drum, brake hose, frames cross member, header board, landing gear, lug nuts, rims, rear door hinges, tandem frame, tandem pins, trailer tires, DOT reflective tape, hazmat placards, Mansfield bar, mud flaps, trailer roof, intermodal locking pins, trailer hitch locking pins, license plate, valve stems, hub steels, and trailer doors. In some embodiments, the aforementioned assets may be, but are not necessarily all included in the inspection tab. Upon selecting the “inspection” tab, users may be directed to a page or pop-up wherein users may select whether to send (a) UAV(s) on a full trailer inspection, such that the UAV inspects each of the aforementioned assets. Alternatively, users may choose to send (a) UAV(s) on a partial inspection, wherein the user may select, or alternatively, program, which assets the UAV is dispatched to survey.

[0099] In some embodiments, as shown in Fig. 7, the portal may include a dedicated interface, referred to herein as a “metrics page,” configured to display operational data and performance analytics for the UAV pod. The metrics page may be implemented as part of a software module that aggregates and presents data regarding pod capacity, system faults, charge levels, and operational incidents, referred to herein as “downs.” For the purpose of the present disclosure, the term “downs” refers to instances in which a UAV has crashed, malfunctioned, or otherwise required retrieval or manual intervention by yard personnel. The metrics page may enable users to monitor pod performance in real time, review historical performance trends, and identify potential issues that may impact UAV operations within the yard.

[0100] In some embodiments, the metrics page may also display the pod’s fan speed and temperature. Additionally, the metrics page may include a power distribution chart, displaying the proportion of power consumed by each component or asset within the pod. As shown in Chart 30 of Fig. 7, pod power may be distributed among charging stations, sensors, lights, and fans. In some embodiments, pod power may also be supplied to tracks or mechanical actuators that facilitate UAV movement for takeoff or repositioning. Power allocated to such tracks may be included in the power breakdown of the metrics chart, enabling users to monitor energy usage and optimize pod performance.

[0101] In some embodiments, the “metrics” page may also include fault chart 31, which may list any flaws detected in the pod or the UAVs. Faults detected in the pods may include, but are not limited to, sensor, motor, and power faults. Faults detected in the UAVs depicted on fault chart 31 may include, but are not limited to, motor faults, sensor faults, battery malfunctions, communication signal faults, software errors, and compromises in structural integrity. In some embodiments, as illustrated in Fig. 7, fault chart 31 may contain a plurality of columns, with each column respectively dedicated to describing one of the following display terms: the name of the item with a detected fault, a summary of the fault type, the time the fault was identified, and the date of detection. Additionally, some embodiments may include an extra column to provide further details about the fault and / or to suggest recommended remedial actions.

[0102] In preferred embodiments, the portal may also provide users with separate tabs, labeled “Pods” and “Drones”. The “Pod” tab may direct users to the pod page, as seen in Fig. 10, with a diagram depicting the real-time layout of the pod, as well as details including pod number 46, UAV capacity 47, average UAV charge 48, temperature 49, and fan speed 50. As described above, at least one fan may be located within each pod, being set, preferably but not necessarily, at the bottom of the pod, such that air is circulated from the bottom of the pod in an upward direction towards the top of the pod, thereby maintaining a preferable temperature range within the pod. In some embodiments, a thermometer (not shown) may be set within the pod circuit, such that the thermometer regularly gauges pod temperature. If the temperature rises above an optimal level, a set of relays may automatically or, alternatively, manually switch on, thereby adding power to the fan or fans to effectively lower pod temperature. In an alternative embodiment, the pod may be equipped with an alternative cooling system, including, but not limited to, a swamp-cooling system, a refrigeration system, and / or an air conditioning system. In some embodiments, the “pod” page may also include a list of faults 51 relating to the pod. The page may also report the exact location 52 of the pod. In some embodiments, location 52 may be identified by pod coordinates, the address of the yard, and the pod’s parking spot number.

[0103] In some embodiments, after selecting the “Drones” tab, a corresponding “Drone” page may be displayed, as shown in Fig. 10, allowing users to view operational statistics for each UAV. The displayed statistics may include, but are not limited to, status 43 and charge level 44 of each UAV, each UAV being identified by a corresponding drone number 45. The status of each UAV may be updated in real time as operational conditions change. For example, the status indicator may transition from “in use” to “charging” when a UAV completes an assigned task and returns to its designated pod for recharging.

[0104] The portal may further include a “Report” tab, wherein users may select the reports tab to access the “report” page, as seen in Fig. 11, wherein users may view detailed reports based on the results of a UAV survey. In some embodiments, the report may describe the findings from the UAV's inspection, including but not limited to fault identification, location information, and fault description.

[0105] For example, in some embodiments, the report may specify the type of fault detected during the inspection. In some embodiments, the report may identify a specific trailer asset, such as the 'kingpin', as the source of the issue. Additionally, in some embodiments, the report may include location data, enabling users to easily identify the faulty trailer. Such information may include, but is not limited to the trailer number, lot number, and spot number where the fault was observed. In some, preferred embodiments, the report may provide a detailed description of the fault. For example, the report may specify that the kingpin is missing, loose, or not properly secured. In some embodiments, the description may include additional details about the severity of the fault or any immediate safety concerns related to the identified issue.

[0106] In some embodiments, rather than relying on the “portal” to communicate with the UAVs, users may choose to send commands to the UAVs via radios, walkie-talkies, or other direct communication devices. An exemplified embodiment of walkie-talkies designed for communication between users and the presently described UAVs is exemplified in Fig. 8.

[0107] In some embodiments, an “app” may be used to communicate with the UAVs, such that users may download the “app” to their mobile device, or other device, to communicate with the UAVs from the aforementioned mobile device, or other device. In some embodiments, users may use direct UAVs via voice commands, sent to the UAV via the portal, specialized radio, “walkie-talkie”, or app. Additionally, users may type commands, or select commands from a list of preprogrammed missions.

[0108] As seen in Fig. 3 and described in further detail below, missions for surveying particular assets may be included / preprogrammed into the software such that missions may be selected from the portal, app, or walkie-talkie. Such missions may include, but are not limited to inspecting DOT reflective tape, surveying the kingpin, surveying the landing gear, surveying the tandem slider and pins, inspecting the tires, rims, and lug nuts, surveying the valve stems, inspecting the mud flaps, inspecting the brake shoes, drums, and hoses, inspecting the torque rod, inspecting the bumper, inspecting doors and door locks, surveying intermodal locking pins, and checking for punctures and other compromises in structural integrity.

[0109] To most efficiently and effectively survey the aforementioned assets, it is preferable that the UAVs follow a specific flight path. In some embodiments, a preferred flight path for UAV surveillance may be programmed into the UAV software, as is disclosed below.

[0110] Additionally, in some embodiments, users may modulate the flight path using the portal, radio, walkie-talkie, or app. In some embodiments, users may choose to modulate the flight path due to unforeseen circumstances, such as weather changes, or other such situational factors.

[0111] In some embodiments, users may program the UAVs to automatically perform a specified task, a specific inspection, or a general inspection. In some embodiments, such automatic inspections may also be triggered by specific events, including but not limited to weather conditions, changes in yard conditions, etc.

[0112] In some embodiments, as the UAV performs a survey, the UAV may send real-time updates to the “portal”, cloud, radio or app, etc., such that users may monitor the UAV’s inspection via a “live feed” video. Additionally, users may be able to track the UAVs' movements and findings via a map or list view, via the portal, radio, app, etc. In some embodiments, the system may also provide users with real-time UAV data including the UAV speed, altitude, and proximity to the trailer being inspected.

[0113] In some embodiments, upon completing an inspection, the UAV may upload its findings to a centralized program or cloud, such that the program may analyze the data and provide users with a report that includes a summary and analysis of the collected data. In some embodiments, the report may include videos, images, sensor readings, a list of flagged safety concerns and compliance violations, and any other relevant or requested findings. In some embodiments, the reports may offer an assessment prioritizing key concerns and identifying potential issues that, while currently compliant, may pose risks in the future. In some embodiments, the system may include artificial intelligence, particularly for image recognition and issue detection, allowing UAVs to autonomously identify and list issues such as cracks, leaks, wear, or missing / improper safety and compliance features. In some embodiments, artificial intelligence may flag potential issues, prioritize the issues based on their severity / level of non-compliance, or the fee associated with non-compliance, and compile them into a list for user review through the portal, app, or other such associated device.

[0114] In some embodiments, the software may generate three-dimensional models that illustrate and simulate any issues identified by the UAV during surveillance operations. In some embodiments, the three-dimensional models may be interactive, allowing users to remotely analyze and investigate the identified issues.

[0115] In preferred embodiments, the UAV may provide automated reporting, such that when the UAV detects a potential issue, the UAV may automatically flag the issue; noting both the trailer and its location. Additionally, in some embodiments, the UAV may automatically provide maintenance personnel and yard personnel with a detailed diagnostic report. The report may include the nature and location of the identified issue, along with a description of the issue. The report may specify the severity of the issue and include an analysis of the urgency of the issue, thereby guiding maintenance teams in deciding whether immediate maintenance is necessary. In some embodiments, the report may also include suggested remedial actions, including, but not limited to, recommendations for repairs, replacements, further inspections / monitoring, etc. In some embodiments, a report may include visual data, including but not limited to photographs, diagrams, video footage, and sensor data. In some embodiments, a report may also include a comparison between current trailer conditions and past data, thereby tracking an issue’s progression.

[0116] When a UAV has completed a surveillance operation, the UAV may automatically return to an available charging dock within a pod in preparation for future surveillance operations. In some embodiments, a UAV may return to any available charging dock within the UAV’s specific pod. In other alternative embodiments, a UAV may return to any available charging dock within any available associated pod. In some alternative embodiments, each UAV may have a designated charging dock, such that when a surveillance assignment is completed, the UAV may return to the UAVs specific charging dock within the UAVs specific pod.

[0117] While the UAVs may be fully automated, users may also manually update asset and maintenance statuses as necessary. Additionally, users may manually edit any section of a diagnostic report, including, but not limited to, the issue description, diagnostics, issue severity, remedial actions, and visual data.

[0118] In a preferred embodiment, the UAVs may be equipped with the software and hardware necessary for low-flying operations, including those required for yard safety and compliance management. Such hardware and software may include, but are not limited to GPS, a plurality of cameras, a low-flying alert system, and an Inertial Reference System. In some embodiments, the UAV may be equipped with lights, including but not limited to LED lights, such that the UAV may operate and survey a depot in low light or dark conditions. The UAV is preferably weatherproof, dustproof, and waterproof, enabling the UAV to perform surveillance missions in all weather conditions and at all times.

[0119] Detailed Description of UAV Safety and Compliance Requirements

[0120] In a preferred embodiment, the UAV-based trailer safety and compliance surveillance system described herein may be configured to monitor various safety and compliance assets associated with parked trailers. Such assets may include those related to trailer safety as well as those required by federal and state regulations. In some embodiments, users can also program the surveillance system to monitor additional assets of interest, as desired.

[0121] In some embodiments, the UAV-based trailer safety and compliance surveillance system may be pre-programmed to automatically survey the trailer and tractor components, including but not limited to the apron, glad hands, kingpin, airbag, brake drum, brake hose, frames cross member, header board, landing gear, lug nuts, rims, rear door hinges, tandem frame, tandem pins, trailer tires, DOT reflective tape, hazmat placards, Mansfield bar, mud flaps, trailer roof, intermodal locking pins, license plate, valve stems, hub steels, and trailer doors, either at a specified time interval, or upon prompting via the portal, app, or other such communication between a user and the UAV.

[0122] Trailer Apron

[0123] As shown in Fig. 12 and Fig. 13, in some embodiments, the trailer apron 61 is a heavy-duty metal plate or other protective shield located at the front of the trailer 60. In such embodiments, trailer apron 61 may be positioned at the point where trailer 62 meets the truck (not shown). Trailer apron 61 may serve to protect the area around the fifth wheel (not shown), the mechanism on the truck that couples the trailer to the truck. Additionally, trailer apron 61 facilitates the coupling of the truck’s fifth wheel to the trailer’s kingpin 63. Trailer apron 61 also distributes the trailer's load evenly across the fifth wheel, preventing damage to the fifth wheel by minimizing shifting of load weight during driving, turning, braking, etc.

[0124] As shown in Fig. 14, a damaged trailer apron 64 may compromise the connection between a truck and trailer, posing a severe safety risk, as the apron 61 may cause the trailer to disconnect from the truck during transit. Routine surveillance of trailer apron 61 may prevent such separation, ensuring safety and compliance with DOT regulations requiring an intact trailer apron 61.

[0125] To survey a trailer apron, a UAV may be equipped with specialized hardware and software to capture data indicating that the apron is damaged or otherwise separated from the truck or tractor. Such hardware and software may include at least one camera, such that the camera may capture visual images of the trailer apron’s surface, and, in some embodiments, a LIDAR system for mapping the apron’s contours to detect any unevenness that may indicate a crack or other such structural anomalies. Once the data is collected, it may be processed to assess the condition of the apron. In some embodiments, the LIDAR data and camera images may be integrated such that the software may produce a detailed 3D model of the apron, with structural features or flaws depicted rather than merely listed.

[0126] Glad Hands

[0127] Glad hands 65, as seen in Fig. 15, may refer to coupling devices used to connect hoses, or other such lines between a truck and a trailer. In some embodiments, glad hands 65 may enable a truck’s braking system to control the braking on a trailer coupled to the aforementioned truck. In such embodiments the truck may employ an air brake system, such that when the truck brakes, an air pressure signal is sent from a hose in the truck, through the gladhands, to a hose in the trailer, such that the air pressure signal flows to brake chambers in the trailer, activating the brakes by applying pressure to the “brake shoes” against the “brake drum” to slow the vehicle down.

[0128] In some embodiments, the released air travels through lines to the brake chambers on each wheel, where it pushes against a piston. Activating a mechanism that pushes “brake shoes” against the “brake drum”, such that the contact between the “brake shoes” and “brake drum” creates friction, slowing down each wheel. An improperly secured glad hand may inhibit the effective flow of air from a truck to the trailer, thereby compromising the brake signal, and potentially triggering ineffective braking. Therefore, DOT regulations require that glad hands 65 be properly installed and secured to ensure an attachment free of leaks, constrictions, or other conditions that would adversely affect the brake system's performance. Additionally, for added safety, some depots may require glad-hand locks, to ensure that the glad hands 65 are properly secured to the trailer.

[0129] Routine UAV surveillance may ensure that such standards are present, preventing serious accidents when a trailer is in transit. A UAV, coupled with accessories including but not limited to at least one camera, such that the camera may record images of the glad hands, such that software associated with the UAV may review the images to detect an improperly positioned glad hand. In some embodiments, a UAV may also be equipped with thermal imaging sensors, enabling them to detect whether air is leaking from hoses, particularly at points where the glad hands are coupled to the hoses. In preferred embodiments, software and / or artificial intelligence may interpret photographs, videos, and data collected by the UAV to report any issues to users via the portal, direct messages, the app, or other communication methods.

[0130] Kingpin

[0131] As seen in Fig. 13, kingpin 63, may function as the pivot point between a trailer and the tractor or truck coupled to the aforementioned trailer. In some embodiments, kingpin 63 may be set on trailer front 60, as seen in Fig. 12, such that a tractor or truck may be coupled to kingpin 63, thereby joining the trailer to the truck or tractor (not shown). As seen in Fig. 16, a bent, cracked, broken, or otherwise compromised kingpin may compromise the connection between the trailer and truck or tractor, posing a severe safety risk, and violating DOT safety regulations.

[0132] Kingpin surveillance performed by a UAV or a plurality of UAVs, as disclosed herein, may ensure that kingpin 63 is not compromised and complies with regulations set forth by the Department of Transportation (DOT). The UAV may inspect various specifications to verify compliance and maintain the integrity of the kingpin.

[0133] To ensure that kingpin 63 is in proper condition, as specified by the Federal Motor Carrier Safety Administration (FMCSA) under DOT § 393.71, the UAV may check that the kingpin is free of cracks, excessive wear, corrosion, or deformation. Additionally, the UAV may flag any visible damage to the kingpin. The UAV may also ensure that the kingpin is within wear limits, as specified by FMCSA guidelines. In some embodiments, a kingpin with wear reducing its diameter by at least 0.125 inches (1 / 8 inch) from its original size is considered excessively worn and may be flagged for maintenance or replacement. To ensure compliance with federal regulations, the UAV may verify that the kingpin is adequately lubricated and securely attached to the trailer structure. In some embodiments, the UAV may also check that the kingpin is properly secured in its designated location, ensuring adequate load distribution. Furthermore, users may program specific load weights into the system portal. Based on the programmed weight, the UAV can assess the kingpin’s placement to confirm it aligns with the required load distribution.

[0134] The UAV may be equipped with at least one camera to survey the kingpin, and a LIDAR scanner or other such light imaging sensor to measure the kingpin dimensions and its connection to the trailer. In a preferred embodiment, the UAV may be programmed to maneuver under a trailer to locate the kingpin. In some embodiments, the UAV may rely on LIDAR scanners or other obstacle-detection sensors to effectively maneuver under the trailer. Once the kingpin is identified by the UAV’s camera, the UAV may capture images, and / or videos of the kingpin from multiple angles and directions. It is preferable for the UAV to capture 360-degree imagery of the kingpin in the horizontal plane, thereby completing a full latitudinal survey. In some embodiments, the UAV may also capture images by moving in a semicircle around the kingpin's longitude. After completing the inspection, software and / or artificial intelligence integrated with the UAV may analyze the data and images to report on any issues. The software may also generate repair recommendations. The software may report its findings via the portal, app, direct messaging, or other communication methods. In some embodiments, issues are tagged with precise location data for streamlined maintenance.

[0135] Airbag

[0136] As seen in Fig. 17, in some embodiments airbag 67 may be set near a trailer’s axles, such that airbag 67 may be set either between a trailer's frame and the suspension system’s axle or the suspension system’s mounting brackets. The airbag may help absorb shocks while the trailer is in transit, thereby maintaining stability and protecting the load, the driver, and those nearby. Additionally, in some embodiments, such as in semi-trailers, airbag(s) 67 may be installed behind the landing gear and before the rear axles.

[0137] To check for airbag safety and regulatory compliance a UAV may survey for audible air leaks, check for visible punctures, and search for visible damage to the airbag or its connections. In some embodiments, the UAV may be programmed to assess whether the trailer's body is level, and parallel to the ground, as a deviation from the parallel norm may indicate a flaw in the airbag(s) 67 or tires.

[0138] In some embodiments, the UAV may be equipped with at least one camera and at least one microphone or other such audio sensor / s). The camera / s) may function to record images of the airbags and their connections, such that software and / or artificial intelligence may analyze the images for punctures and other such visible damage. Additionally, audio sensors may record audible leaks, such that the software may listen to the recordings to determine whether air may be escaping from the airbags and / or airbag connections. The software may send a report to the portal, app, or other such communication systems such that the report may inform users of the survey's findings on airbag condition. Any issues, including but not limited to detected punctures and audible leaks may be flagged in the aforementioned report. The report should preferably include the exact location of the flagged trailer, the trailer number, and other identifying details.

[0139] Header Board

[0140] Header board 68, as shown in Fig. 18, is preferably set at trailer front 23, serving as a safety feature to act as a barrier between the driver seated in the truck or tractor and the load within the trailer. A compromised header board 68 may fail to function properly, potentially allowing the load to shift forward and collide with the driver or spill onto the road, posing a danger to other drivers and vehicles. Therefore, DOT regulations (49 CFR § 393.114) require that header board 68 be inspected to ensure that header board 68 is free of cracks, corrosion, or other damage that could compromise its structural integrity. Such inspection may be performed by at least one UAV, as described below.

[0141] In some embodiments, the UAV may be equipped with at least one camera, such that the camera(s) may function to record images of the headboards, such that software and / or artificial intelligence, preferably associated with the UAV, may analyze the images The software may send a report to the portal, app, or other such communication systems such that the report may inform users of the survey's findings related to header board condition. Any issues, including but not limited to detected cracks or corrosion may be flagged in the aforementioned report. The report may preferably include the exact location of the flagged trailer, as well as the trailer number and other identifying details.

[0142] Landing Gear

[0143] As seen in Fig. 19, landing gear 69 may function as a mechanical support system to stabilize and support a parked trailer. Additionally, in some embodiments, landing gear 69 may ensure that the trailer remains upright and secure during loading and unloading. In a preferred embodiment, landing gear 69 may be set towards trailer front 23, such that landing gear 69 is set behind Kingpin 63, with Kingpin 63 being set between landing gear 69 and trailer front 23.

[0144] To ensure proper landing gear effectiveness, landing gear 69 must be properly leveled, such that when the landing gear legs are at equal heights, the weight of the trailer is evenly distributed across both legs, stabilizing the trailer, and distributing the weight of the load throughout the trailer and landing gear components. Thereby preventing stress on the trailer or landing gear. In embodiments in which landing gear first leg 70 is higher or lower than landing gear second leg 71, the trailer's stability may be compromised, potentially causing cargo damage or safety risks to those operating the trailer. UAV surveillance of the landing gear may ensure that the landing gear is intact, and properly leveled, protecting cargo and promoting trailer safety. To check that a landing gear is intact and properly leveled, a UAV may survey a trailer to ensure that the landing gear is present and properly leveled. In some embodiments, the UAV may be set with at least one camera, such that the camera may record images and videos of the landing gear, such that associated software may check the images to determine whether the landing gear is present and engaged. To determine whether the landing gear is properly leveled, a LIDAR system or other such light-based three-dimensional mapping system may emit laser beams, or other such signals, such that the light beams reflect off the surface(s) of the landing gear, returning to the sensor mounted on the UAV. The system may measure the time each pulse takes to return to the sensor, enabling the system software to map a three- dimensional model of the landing gear’s geometry. In a preferred embodiment, the UAV may maneuver, in a specific flight path as described below, around the landing gear, such that the LIDAR system, or other scanning and mapping system, may scan the landing gear’s surface, to capture data that represents the gear's structure, alignment, and spatial details, hereby proving data for the associated software to determine whether the landing gear is properly leveled, with both landing gear legs being set to the equal heights.

[0145] Tires:

[0146] Trailer Tires

[0147] Under the Department of Transportation tire regulations, found in 49 CFR 393.75, commercial truck tires must meet performance and safety standards. Such standards include but are not limited to a minimum legal tread depth, and a range of proper tire inflation pressures. Additionally, a truck will be placed out of service if body ply or belt material is exposed through the tread or sidewall, the tread or sidewalls are separating, a tire is flat or has an audible leak, or the tire is cut to the extent that the ply or belt material is exposed.

[0148] Regulations vary between steer tires and trailer tires, particularly regarding minimum legal tread depth. For truck or tractor steer tires, the minimum depth is four thirty seconds of an inch, measured at any point on a major tread groove, while trailer tires require a minimum depth of two thirty seconds of an inch. A UAV-based safety and compliance system can be programmed to assess tire tread depth and differentiate between steer and trailer tires, applying distinct parameters for each and flagging potential discrepancies accordingly. Other regulations specifically aimed at steer tires, which may not be required of trailer tires include, but are not limited to, that steer tires must be free from any bulges, cuts, cracks, or other such tire blowout-causing damage. Additionally, the steer tire must match the tractor's load weight.

[0149] In some embodiments, a UAV may be equipped with a camera or other detection device specifically designed or otherwise programmed to detect tire tread depths. In some embodiments, the detection may be an Al-powered scanning device optimized for fleet management, and tire services. Such devices may include but are not limited to an “Anyline” device. The entirety of U. S. Patent No. 10,247,641, titled ’Tire Management System,' is hereby incorporated by reference for its teachings related to technology for monitoring tire tread depth. This technology may be integrated into the UAV-based safety and compliance surveillance system disclosed herein.

[0150] In addition to having a minimum tread depth of two thirty seconds of an inch, DOT trailer safety regulations mandate that all tires be properly inflated, such that a tire is neither underinflated nor overinflated. In some embodiments, a surveillance UAV may be designed and programmed to detect tire inflation levels and flag underinflated and / or overinflated tires. In some embodiments, a flat tire may be detected when a gap is visible between a rim and a tire, such gaps may be detected and flagged by a surveillance UAV. Additionally, a noncontact method for tire identification may be incorporated into the UAV, such that when the UAV is deployed on a surveillance mission, the UAV may utilize a noncontact method to determine tire pressure.

[0151] Additionally, or alternatively, the UAV may be equipped with a thumper, mallet, or other such striking tools, and a sound recognition tool such that during a surveillance assignment, the UAV may deploy the “knocking method”, as is known to those familiar with the art of trailer surveillance and depot management, to determine tire pressure. The “knocking method” may, but does not necessarily, involve first striking or thumping the side of a tire with a striking tool, and subsequently listening to the sound produced by the impact and the vibration produced by the impact. A distinct, firm, resonant sound may indicate an adequately inflated tire, while a dull or flat sound may indicate a deflated tire. In some embodiments, a listening tool may be mounted on the UAV to detect and distinguish between sounds produced by a properly inflated tire and those produced by a deflated or overinflated tire.

[0152] Additionally, or alternatively, in some embodiments, tires may be set with a wireless sensor, such that the wireless sensor may be screwed onto the tire's valve stem. The wireless sensor may be airtight, preventing air from leaking out through the valve stem while also monitoring tire pressure. In a preferred embodiment, the sensor may continuously monitor tire pressure. An embodiment of such sensors, which is herein incorporated by reference in its entirety, is U. S. Patent Application US20200346501, titled “Tire Pressure Sensor Modules, Tire Pressure Monitoring System, Wheel, Methods and Computer Programs for Providing Information Related to a Tire Pressure”. The referenced application describes modular tire pressure sensors and associated systems, including energy-efficient methods for monitoring and transmitting tire pressure and temperature data. Thi s incorporation includes all embodiments, methods, and diagrams disclosed therein. In some embodiments, such sensors may be coupled to both trailer tires as well as truck or tractor tires.

[0153] In some embodiments, the sensor may be wirelessly coupled to a receiver on the UAV, for example via Bluetooth or other radio frequency technology, such that when the UAV is deployed on a surveillance mission, the receiver may detect any abnormalities in tire pressure. In a preferred embodiment, the receiver may alert users via the aforementioned portal if an abnormality is detected.

[0154] Tire Rims

[0155] Under federal Department of Transportation (DOT) regulations, tractor and trailer rims must not exhibit cracks, bends, or structural failure. Additionally, unauthorized welds on rims are prohibited. As illustrated in Fig. 20, defective or non-compliant rims may compromise vehicle operation and safety. During a surveillance operation, a UAV equipped with imaging and analysis capabilities, as herein described, may identify such unfit or damaged rims. Upon detection, the UAV may transmit an alert, detailed report, or notification to users, ensuring unsafe rims are identified and addressed before the vehicle departs a yard or depot.

[0156] Lug Nuts

[0157] Loose and missing lug nuts, as seen in Fig. 21 compromise tire safety and are not in compliance with DOT regulations. In a preferred embodiment, when deployed on a survey mission, a UAV equipped with imaging and software and or Al-based analysis capabilities, including but not limited to cameras, as herein disclosed, may scan for missing lug nuts, as well as rust trails (which may indicate missing bolts), powdered residue (which may indicate overtightened bolts), and cracks around bolt holes (which may indicate overtightened bolts). Upon detecting loose or missing lug nuts, as well as those indicators of loose, missing, or overtightened lug nuts, as described above, the UAV may transmit an alert, detailed report, or notification to users via the portal or other method of communication, including but not limited to an alert on the app, text message, or email.

[0158] Intermodal Locking Pins:

[0159] As seen in Fig. 22, intermodal locking pins 71 may be set on intermodal trailers, such that the intermodal trailer may be coupled to the chassis via intermodal locking pins 71. As seen in fig. 22, a chassis may be coupled to an intermodal trailer via at least two front locking pins, such that the front locking pins may be set within aperture 71, thereby joining a trailer to a hitch. Additionally, intermodal locking pins may also include at least two rear locking pins, in some embodiments the rear locking pins (not shown) may be “twist pins”, such that the pins twist into place when rotated, providing a secure grip. In some embodiments, the twist pins may be threaded, such that they may be screwed into place, preferably into a threaded aperture.

[0160] In preferred embodiments, aperture 71 may be located on each side of trailer front 72, such that a front locking pin may be set within each aperture. In some embodiments, the front locking pins may be push pins, which operate via a press-and-lock mechanism. When inserted into apertures 71, the push pins may lock into place. In some designs, the push pins may include expandable prongs that compress as they are pushed into the aperture. Once inserted, the prongs may expand to prevent the push pin from exiting the aperture.

[0161] Alternatively, the push pins may rely on friction to remain securely in place. For example, the push pins may be fashioned from a material that creates sufficient friction with apertures 71, ensuring the pins are firmly set within aperture 71.

[0162] The UAV may perform the aforementioned survey by visually inspecting the locking pins using at least one camera. Additionally, the system may employ image recognition algorithms to detect whether the locking pins are fully inserted into their respective apertures and properly aligned in the locked position. In some embodiments, for twist pins, the UAV may use a camera to detect rotational alignment, verifying that the pins are properly twisted or threaded into the locked state.

[0163] In some embodiments, the UAV may use lidar and, additionally or alternatively, a stereo vision system to assess whether the trailer is properly aligned with the hitch or chassis. In some embodiments, the lidar and / or stereo vision system(s) may confirm that the trailer is sitting flush against the hitch plate and that the kingpin (or equivalent mechanism) is properly engaged with the fifth-wheel coupling or locking system. Gaps, misalignments, or improper positioning may be flagged by the UAV for further inspection, such that users may be updated in real time via the app, portal, messaging system, or other communication method.

[0164] Trailer Hitch Locking Pins

[0165] Trailer hitch locking pins 171, as seen in Fig. 42, are devices used to secure a trailer hitch to a towing vehicle, preventing accidental detachment or unauthorized removal. In a preferred embodiment, trailer hitch locking pins 171 may be inserted through aligned holes in the hitch receiver and ball mount, or another such hitch accessory, such that trailer hitch locking pins 171 may couple the trailer hitch to a trailer vehicle. In some embodiments, the trailer hitch locking pin may be a standard hitch pin and clip, a simple metal pin with a clip that prevents it from sliding out. Alternatively, a trailer hitch locking pin may be a locking hitch pin, which may feature a key or combination lock for added security against theft. In some embodiments, a trailer hitch locking pin may be a twist locking pin, such that the lock relies on a twisting mechanism to lock into place. In some embodiments, a twist-locking pin may be threaded, thereby providing a secure fit between the pin and the clip. In some embodiments, the trailer hitch locking pin may be a push pin lock, such that a push-and-lock mechanism secures the pin when pressed into the hitch receiver.

[0166] Trailer hitch locking pins may properly secure a trailer to a hitch or other chassis. Therefore, the Department of Transportation requires that trailer hitch locking pin(s) be properly secured and mounted. In some embodiments, the herein-described UAV may perform a survey to ensure that the trailer hitch locking pins are properly positioned, in the locked position, and that the trailer is properly set upon and coupled to the chassis. In some embodiments, the UAV described herein may be equipped with advanced sensors and imaging systems to verify that the trailer-hitch locking pins are properly positioned and in the locked position, and that the trailer is securely mounted to the chassis.

[0167] Tandem Frame and Release

[0168] As seen in Fig. 23, a trailer tandem frame may include tandem axle 73, release lever 74, and locking pin track 75, such that the tandem axle’s 73 position may be adjusted along the length of trailer 76 to set optimal weight distribution. Once a tandem axle 73 is properly positioned, tandem axle 73 may be fixed within locking pin track 75. When the tandem axle is locked within locking pin track 75, a truck's back wheels 76 will not move relative to the trailer, although they will still rotate freely for normal driving. When the tandem axle is unlocked and released from the locking pin track, the entire tandem axle assembly, including the truck’s back wheels 76 may slide forward or backward, along the trailer’s sliding rail 77, such that weight may be redistributed between the trailer and tandem frame. Once a weight adjustment is complete, the tandem pins (not shown) may be re-engaged to lock the tandem axles 73 in place.

[0169] To ensure safety, the tandem locking mechanism must be fully engaged after an adjustment, as seen in Fig. 23. If the locking mechanism is not engaged, as seen in Fig. 24, the tandem axle assembly may slide along the trailer’s sliding rail 77, compromising trailer stability.

[0170] In a preferred embodiment, when deployed on a survey mission, a UAV equipped with imaging and analysis capabilities, as herein disclosed, may scan to ensure that the tandem locking mechanism is fully engaged within locking pin track 75. Upon detecting an incorrectly locked or unlocked tandem locking mechanism, the UAV may transmit an alert, detailed report, or notification to users via the portal or other communication methods, including but not limited to an alert in the app, a text message, or an email.

[0171] Rear Door, Hinges, and ‘" Department of Transportation” (DOT) Tape

[0172] According to Department of Transportation (DOT) regulations, a parked trailer must have both doors 78 present, as shown in Fig. 26, with all door hinges 80 properly secured.

[0173] Additionally, under federal requirements, trailers exceeding ten thousand pounds and eighty inches in width must be marked with two-inch-wide reflective tape 79. Reflective tape 79 must be fashioned from alternating white and red segments and bear a DOT-C2 label.

[0174] Federal regulations mandate that at least fifty percent of each trailer side must be covered with evenly spaced reflective strips, each measuring twelve, eighteen, or twenty-four inches in length. At the rear of the trailer, as shown in Fig. 26, two continuous horizontal strips of reflective tape 79 must be applied along the lower edge 83 of the trailer. Furthermore, trailer rear top corners 82 must be marked with reflective tape configured in inverted " L" shapes (not shown), such as required by DOT standards. Additionally, the Mansfield 81, must also be covered with the aforementioned reflective tape 79.

[0175] In preferred embodiments, a UAV, as herein disclosed, may survey a trailer to ensure compliance with DOT reflective tape regulations, including but not limited to those regulations herein described above. In a preferred embodiment, the UAV may be set with cameras, preferably high-resolution cameras, such that the UAV may record the placement of reflective tape 79 on the sides, rear, and top corners of the trailer. The camera may also be programmed to detect whether the tape alternates correctly between red and white, and to ensure that the tape dimensions meet the aforementioned length and width requirements. In some embodiments, artificial intelligence may be utilized to ensure that the tape is correctly colored, placed, and sized. Additionally, machine learning algorithms may analyze images captured by the aforementioned UAV cameras to identify missing or damaged reflective tape, confirm that the " L" shapes are correctly positioned at the top corners of the trailer’s rear, and measure and verify that fifty percent of the trailer’s sides are covered with evenly spaced reflective tape.

[0176] In some embodiments, to verify the reflectivity and vi sibility of the tape, the UA V may be set with light-detection sensors, such that light detection sensors may assess whether the reflective tape meets visibility standards under various lighting conditions. Additionally, the light-detection sensors may verify that each strip is properly reflective and in compliance with DOT requirements.

[0177] In a preferred embodiment, the UAV may report data collected by cameras, Al, light detection sensors, and all other UAV accessories and components in real time to a central portal, app, or other such reporting systems. In some embodiments, the report may flag any compliance issues, for example including but not limited to missing strips or incorrect tape placement. The report, images, measurements, and analytics. In some embodiments, the system may include software, such that the software may cross-reference compliance data with regulatory databases to ensure that the trailer meets federal guidelines.

[0178] Mud Flaps

[0179] Mud flaps 85, as seen in Fig. 27, are protective accessories installed behind the tires (not shown) of vehicles, including but not limited to trucks and trailers to prevent water, mud, and small stones from spraying off the rotating tires. In some embodiments, mud flaps may be constructed from rubber, plastic, or composite materials, thereby making mud flaps 85 durable and resistant to harsh weather and road conditions.

[0180] Although mud flaps 85 are regulated at the state level, with numerous and varied regulations across states, mud flaps generally must be present, raised above the ground, and installed such that the bottom edge 86 is positioned no more than six inches above the ground.

[0181] In a preferred embodiment, a UAV, as herein described, may be integrated with at least one camera, and preferably at least one high-resolution camera, such that, during a surveillance mission, the camera(s) may capture detailed images of the mudflaps, such that software, and in some embodiments artificial intelligence, programmed into or coupled with the UAV may detect of whether the mudflaps are installed correctly and if they are in the proper positi on, as di scussed above. With the help of the aforementioned onboard Al or software, the UAV may, in some embodiments, analyze the captured images, either in real time or after the flight. In preferred embodiments, the Al may be trained to identify if the mudflaps meet each state’s, or a selected state’s, regulatory standards for placement and presence.

[0182] In some embodiments, to ensure a precise measurement of the mudflap's position relative to the ground or trailer, a laser rangefinder or LIDAR system may be incorporated onto the aforementioned UAV, such that the LIDAR system may detect whether the mudflaps are properly positioned.

[0183] In a preferred embodiment, the UAV may either follow a pre-programmed flight path, as described in detail below, or be manually operated to focus on specific areas. Depending on the trailer's size, the UAV might circle the trailer or fly along the trailer’s length at different altitudes to capture a full view of both mudflaps. In a preferred embodiment, after the flight, an inspection report may be generated by software associated with the UAV, such that the report may inform whether the mudflaps are properly installed and whether they meet industry or legal requirements. In a preferred embodiment, the report may include annotated images, measurements, and, if needed, suggestions for corrective actions.

[0184] Mansfield Bar

[0185] As seen in Fig. 28, Mansfield bar 87, a trailer safety feature, is preferably installed horizontally along the rear of a trailer, such that Mansfield bar 87, runs underneath and parallel to trailer bottom 88. Mansfield bar 87 may function to connect the left and right sides of a vehicle's suspension system, distributing weight evenly and reducing the likelihood of a rollover. Additionally, Mansfield bar 87 may prevent passenger cars from sliding under semitrucks in the event of a collision.

[0186] Under federal Department of Transportation regulations, Mansfield bar 87 must be present and fully intact. Additionally, DOT reflective tape, as described above, must cover the length of Mansfield bar 87. The Department of Transportation requires that Mansfield bar 87 spans the entire width of the rear of a trailer and that Mansfield bar 87 be mounted between, preferably, sixteen and twenty-four inches from the ground. Additionally, Mansfield bar 87 must be securely fixed to the trailer, such that Mansfield bar 87 remains intact and attached in the event of a collision or other such direct impact.

[0187] In a preferred embodiment, the herein disclosed UAV may be equipped with preferably at least one camera, and in some embodiments, a high-resolution camera, such that during a surveillance mission the camera may capture images of the Mansfield bar, such that software and / or artificial intelligence may detect signs of damage, rust, or other such structural defects on the Mansfield bar. Software and artificial intelligence may also be programmed to survey the presence and visibility of DOT reflective tape.

[0188] In some embodiments, the UAV may be equipped with a light detection system, for example, a laser and light sensor system, such as, but not limited to, a LIDAR detector, as is known to those familiar with the art of laser sensors, such that the laser device may emit pulses of light towards the Mansfield bar, such that software may measure the time it takes for the laser pulses to return to the sensor to calculate the distance from the object to the sensor. In a preferred embodiment, the UAV may be programmed to position itself such that that the laser detector system can measure the distance between the Mansfield bar and the ground, as well as the width of the Mansfield bar.

[0189] In some embodiments, the UAV may be equipped with a light detection system, such as a laser and light sensor system. The system may include, but is not limited to, a LIDAR detector, as is known by those familiar with the art of laser-based sensors. In such laser systems, the laser device may emit pulses of light toward the Mansfield bar. Associated software may then measure the time between light pulse leaving and returning to the sensor, after which the software may calculate the distance between the sensor and the object (based on the time-of-flight principle, as is known to those familiar with the art).

[0190] An example of a light detection system that may be incorporated into the herein-described UAV may be the system described in U. S. Patent No. 11,442,150, entitled " Lidar system with spatial light modulator, " issued on September 13, 2022. The entirety of this patent is hereby incorporated by reference for all purposes, particularly with respect to the design, functionality, and integration of LIDAR detectors for spatial measurement and object detection. The referenced patent details a LIDAR system capable of emitting laser pulses, detecting reflected signals, and processing time-of-flight data to calculate distances.

[0191] In a preferred embodiment, the UAV may be programmed to position itself in an orientation, such that the laser detector system may measure the distance between the Mansfield bar and the ground to ensure compliance with Department of Transportation height and width standards.

[0192] Tandem Air Hoses

[0193] As seen in Fig. 29, tandem air hoses are flexible tubes designed to transport compressed air between components of an air brake system, as described above. In some embodiments, tandem air hoses may be constructed from reinforced rubber or similar synthetic materials. Tandem air hoses may be fitted with glad hands, as described above. Tandem air hoses may facilitate proper functioning of trailer air brakes during normal braking operations by delivering air between the tractor and trailer brake systems. Additionally, tractor-trailer systems may include an emergency air hose, which maintains air pressure for emergency braking, thereby preventing runaway vehicles in the event of air pressure loss. By serving as a conduit for compressed air, tandem air hoses join the air brake systems between a tractor or truck and its trailer.

[0194] The Department of Transportation requires that tandem air hoses be installed in a manner that ensures durability and flexibility, such that the hoses may be operational under a variety of driving conditions. For example, tandem air hoses must be long enough to accommodate the movement of a trailer connected to a tractor without dragging, chafing, or coming into contact with damaging components of the tractor or trailer, such as, but not limited to, the exhaust system. Additionally, the tandem air hoses must be installed, such that the tandem air hoses remain elevated above ground during transit. In some embodiments, as is common practice, it is preferable that the tandem air hoses be set at least six inches above the ground, at the lowest point. Additionally, the Department of Transportation requires that the hoses be free of leaks, chafing, kinks, bulges, cuts, or abrasions.

[0195] To ensure that the tandem air hoses comply with regulations, as well as best safety practices, a UAV may inspect the tandem air hoses during a surveillance mission. In some embodiments, the UAV may be equipped with cameras, preferably high-resolution cameras, such that the cameras may capture images of the tandem air hoses, such that software and / or artificial intelligence associated with the UAV may detect wear, kinks, improper connections, bulges, cuts, chafing or abrasions. Additionally, the software may be programmed to detect sagging, thereby ensuring that the tandem air hose(s) are properly filled with air. In some embodiments, a laser light detection system, such as a LIDAR system, may be fixed to the UAV, such that during a surveillance mission, the laser light detection system may measure the distance between the tandem air hose and the ground, as described above. In a preferred embodiment, a report detailing any abnormalities detected by the software or artificial intelligence may be provided to users, preferably via the aforementioned app, portal, or other such communication means.

[0196] Trailer Side Walls and Skirts

[0197] As seen in Fig. 30, under Department of Transportation (DOT) regulations, both trailer sidewalls 90 must be affixed with DOT reflective tape 79, as described above. Reflective tape 79 must extend horizontally along the entire length of the trailer sidewalls 90. Additionally, regulations and safety standards require that trailer sidewalls 90 remain free of holes and punctures.

[0198] Trailer sidewalls 90, as seen in Fig. 30, may be secured using rivets 91. In a preferred embodiment, rivets 91 may serve as fasteners to securely attach the sidewall panels 94 to the trailer's structural frame. Riveted connections may be preferred over welded joints in some embodiments, as rivets 91 allow slight flexing under stress, reducing the risk of cracking over time. Furthermore, rivets 91 are typically tight-sealing, which helps prevent water or debris from entering the trailer’s interior. As shown in Fig. 30, rivets 91 are arranged in rows along the seams 92 of the sidewall panels 94 and around the edges 93 of the sidewalls 90. Federal regulations mandate that no more than two consecutive rivets in a row may be missing.

[0199] As seen in Fig. 30 and Fig. 31, a trailer side skirt 95 may be installed beneath the trailer sidewalls 90. Side skirt 95 may extend downwards from the underside of the trailer, running parallel to the length of the trailer sidewalls 90. The trailer side skirt 95 may enhance efficiency by reducing airflow turbulence and drag. While the DOT does not mandate side skirts 95, the Federal Motor Carrier Safety Administration (FMCSA) requires that any equipment added to a commercial vehicle be securely attached and free of safety hazards. Consequently, if a trailer is equipped with a side skirt 95, it must be properly installed and maintained to avoid hazards during transit.

[0200] In some embodiments, a UAV (Unmanned Aerial Vehicle) may be employed to survey a trailer sidewall. The UAV ensures that the trailer sidewall is properly affixed with DOT reflective tape, free of punctures, and securely fastened with rivets, with no more than two consecutive rivets missing. Additionally, the UAV can verify that any side skirts 95 are secure and not at risk of detachment. It is important to note that in the state of California, side skirts 95 are mandatory. Accordingly, in some embodiments, the UAV may be programmed to confirm the presence of side skirts 95 if the trailer is located in California or is scheduled to travel to the state.

[0201] In some embodiments, the UAV may be equipped with various sensors and cameras and integrated with software and / or artificial intelligence to assess adherence to preprogrammed standards. When prompted, or programmed to go on a surveillance mission, the UAV may fly along the trailer’s sidewall, capturing photos or videos, such that the software may screen for and flag physical damage. Additionally, the software or artificial intelligence may check that reflective tape is present along the entire sidewall, as described above. When checking that the trailer skirt is properly attached, the software may be programmed to ensure the skirt is puncture-free and raised sufficiently above the ground, such that the skirt is not dragging along the ground during transit.

[0202] As seen in Fig. 21, valve stem caps 96 may be small, threaded covers that fit over the valve stem on the tractor or trailer’s tires. The valve stem may be a small, cylindrical protrusion, such that the valve stem protrudes from the tire rim. The valve stem may allow air to be added to or released from the tire, and valve stem caps 96 may protect the valve from dirt and prevent air loss by creating a seal over the valve. While the Department of Transportation does not require that valve stem caps be coupled to tires, the National Highway Traffic Safety Administration (NHTSA) recommends them as an essential safety feature for maintaining tire pressure. Additionally, states, including but not limited to California, New Jersey, Arizona, and Oregon, require that valve stems be capped with valve stem covers.

[0203] In some embodiments, a UAV may be equipped with surveillance equipment configured to conduct safety inspections, as discussed herein. During such inspections, the UAV may utilize onboard cameras to capture high-resolution images of trailer components, such as valve stems. The captured images may be analyzed by the system’s software and / or artificial intelligence module to determine whether the valve stems are properly capped.

[0204] In preferred embodiments, the software may be programmed to distinguish between trailers parked in jurisdictions where valve stem covers are legally required and those where such covers are optional, thereby minimizing false alerts. For example, the system may identify a trailer's location using GPS data and reference a database of regional or statespecific regulations governing valve stem caps.

[0205] When a discrepancy is detected, such as a missing or improperly installed valve stem cap in a jurisdiction that requires them, the system may automatically flag the corresponding trailer for further inspection or notify designated personnel. Conversely, trailers located in regions where valve stem caps are not legally required may be excluded from non-compliance alerts. This intelligent, location-aware compliance system ensures accurate and context-specific fault detection across diverse regulatory environments.

[0206] Flight Path

[0207] In some embodiments, a UAV may fly in a specific, preprogrammed flight path to survey a depot, such that the UAV may survey each trailer, a particular set of trailers, or a particular trailer to ensure that the trailer complies with both regulatory requirements, including but not limited to Department of Transportation requirements, as well as specific safety requirements as pre-programmed by system users. Such UAV-based surveillance missions may enable depot managers and other users to prioritize repairs, as the system may be programmed to record the severity and urgency of each flagged asset. In some embodiments, the system may specify the order in which the flagged issues should be addressed. Such prioritizing may consider a variety of factors, such as safety considerations, regulatory fees, and the long-term risks associated with delaying a repair.

[0208] In preferred embodiments, the UAV-based surveillance system may include one or more UAVs. The UAV may be an unmanned aircraft controlled autonomously by a computer on board, or via remote control. Further, according to some embodiments, the flight path may be controlled by a variety of different sources, including but not limited to, for example, via a preprogrammed flight path, such that the flight path is programmed to prioritize various flight paths based on various conditions, including but not limited to, weather conditions, trailer parking configurations, and time of day. In some, alternative embodiments the UAV may be additionally or alternatively controlled via at least one remotely located joystick or via touch a monitor, including but not limited to a touch screen monitor, voice or written instructions, or communications that are wirelessly communicated to the UAV, and / or sensors that are operably connected to the UAV.

[0209] According to certain embodiments, the trailer to be surveyed by the UAV surveillance system may be marked with at least one identifier, including, but not limited to, the trailer ID number, as described above. Additionally, a variety of alternative identifiers may be alternatively, or additionally employed, including but not limited to a license plate number. As seen in Fig. 4, the identifier may be positioned at a variety of different locations on the trailer, including but not limited to on the trailer front center 23, trailer front 23 right side 21, or trailer front 23 left side 22.

[0210] In a preferred embodiment, the UAV may include a detector, including but not limited to at least one camera or other recording device, such that the camera or other detector may be used to detect the identifier. For example, according to certain embodiments, the detector may detect the identifier by capturing or recording at least one photograph, video, and / or other such digital image. However, in an alternative embodiment, a variety of other detectors may be employed, including, but not limited to, a detector that detects bar codes or otherwise receives information, such as a radio frequency signal and / or information contained therein.

[0211] In some, alternative embodiments, the UAV and those accessories coupled to the UAV, including but not limited to the detector, may be operably connected to a portal, app, or other such centralized data processing, collecting, communication, and storage system. Such that the portal or other such “hub” may function as a means for users to communicate with the UAV and the UAV detector. In some embodiments, users may send commands to the UAV via the portal or other such “hub”, and the UAV may send data, images, and other information collected during a surveillance mission to the portal, such that the data may be processed by software associated with the UAV and the portal. In some embodiments, the data may be consolidated and analyzed to produce a report listing, describing, and / or prioritizing any issues, errors, or flags discovered by the UAV during a surveillance mission. In some alternative embodiments, the UAV may be operably connected to a radio, user input, or other controller, such that the controller includes a processor, a memory, and a transceiver. The memory may or may not be part of the processor. The memory may store programming, instructions, or other information that is used or executed by the processor.

[0212] The UAV may be configured to utilize a global positioning system (GPS). In some embodiments, a UAV may be set with a GPS receiver, such that the receiver may communicate with GPS satellites for precise navigation and other such location information. Such GPS capabilities may be utilized, according to certain embodiments, to provide information on the trailer's position and the location of particular trailer components.

[0213] In some embodiments, the software may be programmed with an optical character recognition (OCR) program, such that the software may optically recognize, identify, and analyze markers or trailer components, including but not limited to the trailer number, sidewalls, tires, kingpin, reflective tape, landing gear, tandem slider and pins, tire rims, lug nuts, valve stems, mud flaps, brake shoes, drums, hoses, torque rod, bumper, doors and door locks, and intermodal locking pins.

[0214] In some embodiments, the UAV may be wirelessly operably connected to a user input device, such as an app, keypad, or touchscreen used to input information directly into the UAV. It is preferable that all data be accessible via the app, radio, and portal.

[0215] In some embodiments, the UAV may be in communication with an operator device, such as a server, computer, tablet computer, portable communication device, or handheld electronic device, among others. Further, the operator device may be configured to manage and store information transmitted from the UAV.

[0216] To survey a depot, set of trailers, or single trailer for compliance with regulations and safety a user may prompt a UAV or a plurality of UAVs to go on a surveillance mission. The prompt may be given via the portal, app, radio, or other such method of communication. The UAV may be, but is not necessarily, pre-programmed to travel in various preferred and alternative flight paths, such that, depending on trailer and depot parking configuration, weather conditions, lighting conditions, and other such factors, the UAV may fly in a given predetermined flight path. The flight path may be modified by a user via the portal, app, or other such methods of communication Additionally, in some embodiments, the UAV may be wirelessly coupled with a touch screen monitor, keypad, or mouse, among others, such that users may rely on such aforementioned accessories to adjust the preprogrammed flight path.

[0217] In some embodiments, users may limit or add parameters to the UAV flight path, including, but not limited to, instructions indicating which rows, aisles, and trailers to travel to or avoid. The actual flight path taken by the UAV may depend on a variety of different factors, including, for example, configuration, traffic, or working conditions at the depot. In a preferred embodiment, the UAV may be preprogrammed with an algorithm such that the UAV may select the best flight path based on the factors present at the time of the prompted or preprogrammed surveillance mission.

[0218] In preferred embodiments, UAV flight paths may be optimized to conduct specific tasks such as inventorying, inspection, auditing, and security. For inventorying purposes, during daylight hours, the UAV may fly at a low altitude of approximately between ten and forty feet, to avoid sunlight issues while obtaining a birds’ eye view of the lot.

[0219] In some embodiments, flight routes around each trailer may be conducted in triplicate at three separate heights and preferably in a corkscrew pattern, beginning low, rising to midlevel, and finally reaching at or above trailer height, for example starting at a low height of two feet, rising to four feet as it circles around the trailer, moving up to eight feet as it continuous circling, and ending at a height above the height of the trailer, while remaining below a user set limit, as described herein. As the system may be configured with altitude or height restrictions, enabling users to define allowable flight elevations within the geofenced area. Such restrictions may be established through a flight-path generation module, which may assign altitude ranges based on the locations and heights of yard structures, vehicles, or other obstacles.

[0220] During operation, a UAV may autonomously take off from the willow pod, ascend to a predetermined operational altitude, and travel along a defined flight corridor toward a selected target area for inspection or monitoring. The use of structured flight corridors enables organized, repeatable, and collision-free UAV navigation. In preferred embodiments, multiple UAVs may operate simultaneously within the same yard, each assigned to a distinct altitude or corridor, thereby preventing midair interference while maintaining efficient coverage of the surveillance area.

[0221] Trailer inspections may proceed row by row, with the UAV conducting three revolutions around each trailer, beginning at the bottom front, then the middle, and finally the upper portions, before moving to the next trailer. For auditing, preferably, PX4 waypoints may be set in front of each trailer to guide systematic scanning down each row. Security operations may include perimeter searches around the geofence, as described herein, at a designated altitude, preferably below forty feet, following corridors, as described herein, such as from a central Pod to the geofence and returning, or sequentially from the Pod through multiple sections and back to the Pod.

[0222] Trailer Surveillance Path When All Trailer Sides are Accessible via UAV

[0223] The following flight paths are exemplary in nature and are not intended to limit the scope of the present disclosure. The UAV may fly along any flight path, as determined by a user, preprogrammed software, an algorithm, or artificial intelligence. The flight path may be altered due to any circumstance, including but not limited to (a) user's needs, weather conditions, trailer conditions, and depot conditions. As illustrated in Fig. 32, in a preferred embodiment, a UAV may initially begin surveying a yard or depot at an altitude of preferably, but not necessarily, between fourteen and twenty feet until the UAV camera identifies the trailer ID 101, which may be set at the trailer front center 20, trailer front 23 right side 21, or trailer front 23 left side 22. After identifying, reporting, and recording the trailer number, the UAV may remain hovering in front of trailer front 23 at an altitude of between fourteen and twenty feet, such that the UAV may survey trailer assets set on or near trailer front 23, including but not limited to the glad hands, header board, and front hazmat place cards.

[0224] As seen in Fig. 33, in a preferred embodiment, after surveying trailer front 23 from an altitude of forty to twenty feet, the UAV may descend to a height of preferably between three and five feet, such that the UAV may inspect the kingpin 63, landing gear 69, the trailer apron 61, and in some embodiments, the intermodal locking pins (not shown). In some embodiments, after inspecting Kingpin 63 and landing gear 69 from trailer front 23, the UAV may additionally circle around landing gear 69, allowing landing gear 69 to be surveyed from multiple angles. In other embodiments, the UAV may use a zigzag pattern, or an alternative pattern to survey the landing gear from multiple angles. As shown, the corkscrew pattern 180 is preferably used upon approach and inspection of a trailer, circling preferably three times (clockwise, or counterclockwise). It is preferred to approach from the lower front of the trailer and circling three times modifying at various heights for each revolution. The corkscrew can occur in a constant rise (or fall) or upon each revolution, the height be reset (e.g. raise two to four feet, raise six feet, lower a set number of feet (height), etc.) upon completion of each circuit around the trailer. The approach may be from the rear and / or from the top (to lower upon revolutions).

[0225] UAV drone paths may be spiral 180 or, step-wise spiral 181 in which the height is adjusted up (or down) after completing each circuit around the target trailer. The UAV drone may use an onboard camera, and may include a boom stick or extending camera head (retractable, telescoping, or hinged) on a wand with optics or a separate camera (especially useful for checking undercarriage as the boom camera may be angled upward). The system and method allow the UAV to conduct flight paths between two trailers parked close to one another, viewing to between two trailers parked in adjacent spots, with a distance between trailers four feet, 6 ft 8 ft, or as otherwise known in the art.

[0226] After surveying trailer front 23 from a height of three to five feet, the UAV may level itself with underside 102 of the trailer, after which the UAV may fly under the trailer to inspect Kingpin 63 and trailer apron 61 from various angles, as described above.

[0227] As seen in Fig. 34, in a preferred embodiment, after flying under trailer underside 102, the UAV may return to trailer front 23 such that the UAV may fly along trailer first sidewall from trailer front 23 to trailer back 104 and circumnavigate from trailer back 104 to trailer second sidewall (not shown towards trailer front 23. It is preferable that at least one UAV circumnavigate around the trailer multiple times, such that at least one UAV increases its altitude during, or alternatively, after, each circuit, whereby the UAV continues circumnavigating and increasing its altitude until reaching trailer top 105.

[0228] As seen in fig. 34, while circumnavigating around the trailer, as described above, the UAV may preferably be programmed to survey the tires 106, the rims 107, the valve stems 108, the lug nuts 109, and the reflective tape (not shown), such that the aforementioned assets comply with the Department of Transportation and other such safety standards as described above. Additionally, while navigating around the trailer, it is preferable that the UAV camera record imagery, such that missing rivets may be identified by the software and / or artificial intelligence.

[0229] In some preferred embodiments, the UAV may maintain a constant altitude while circling the trailer, increasing its altitude only after completing a circuit. In some alternative embodiments, the UAV may shift its altitude, mid-circuit, in some embodiments while actively circling around a trailer.

[0230] In some embodiments, the UAV’s first circuit around the trailer may preferably be completed at an altitude ranging from one foot to three feet, such that the tires 106, the rims 107, the valve stems 108, the lug nuts 109, and the reflective tape (not shown) may be surveyed. In some embodiments, the UAV does not descend to an altitude below one foot.

[0231] As seen in Fig. 35, after completing a series of circuits around the trailer, such that as the UAV flies in the aforementioned pattern, UAV’s altitude rises to reach trailer top 105, after which or concurrently the UAV may fly to position itself at trailer back 104 to survey the Mansfield bar 87, the mudflaps 110, the doors 78, and the door hinges 80. In some embodiments, a UAV may take a horizontal, or other such tiered approach to surveying trailer back 104. In such embodiments, the UAV may begin its flight path from a position wherein the UAV is hovering near the ground, at trailer's back 104. The UAV may then move horizontally across the width of the trailer back 104, systematically surveying the aforementioned assets from a low altitude, preferably at a height ranging between one to three feet above the ground. Upon completing a survey of the trailer rear from a low altitude 111, the UAV may ascend to a higher altitude, in small increments, to survey mid-section 112 of the trailer, such that upon completing a survey from a particular altitude the UAV will raise its altitude, preferably while particularly surveying door hinges 80. Once the UAV completes surveying midsection 112 of the trailer, the UAV may continue ascending, in tiers until reaching the trailer’s highest tier 113, such that the UAV may inspect the upper portion of the trailer’s doors 78.

[0232] In an alternative embodiment, the UAV may survey trailer back 104 using a gridbased flight path, wherein the UAV systematically inspects the trailer in a grid like flight path, thereby covering the entirety of the trailer’s rear surface. All other flight paths, including but not limited to vertical scanning, a combination of vertical and horizontal surveillance, and circular or other such spiral scanning movement are reasonable modes of surveillance, and fall within the scope of this disclosure.

[0233] As seen in Fig. 36, in some embodiments, after inspecting trailer back 104, the UAV may increase its height to an altitude of preferably between fifteen and eighteen feet, such that the UAV may hover above the trailer to inspect trailer top 105. In some embodiments, the UAV may align itself such that it is hovering adjacent to trailer's top rear edge 115, such that the UAV may first fly along the entire width 116 of the trailer's top rear edge, thereby surveying the edge, after which the UAV may fly in a series of linear, parallel, flight segments, surveying the trailer width while proceeding along the length 117 of the trailer, such that at each segment the UAV flies along the entire width of the trailer, progressing along the trailer length as it moves from segment to segment, thereby surveying the entirety of trailer top 105. The size of each segment may depend on factors, including but not limited to the scope of the camera, and the number of cameras set on the UAV.

[0234] Alternative surveillance flight paths, including but not limited to a spiraling flight path, or a flight path wherein the UAV surveys in longitudinal rows, are also suitable, and fall within the scope of the present disclosure.

[0235] Flight Paths for Embodiments Where a Trailer Side is Blocked:

[0236] In some embodiments, a single, or both, trailer sides may be blocked. In such embodiments, the UAV may fly along any appropriate flight path, as determined by a user, preprogrammed software, an algorithm, or artificial intelligence. The flight path may be altered for any reason, including but not limited to user needs, weather conditions, trailer conditions, and depot conditions. If a trailer side is fully blocked, the UAV may avoid surveying the blocked side entirely. Alternatively, if a trailer side is partially blocked, the UAV may, in some embodiments, circumvent the obstruction by flying around the obstruction while surveying the remaining accessible portions of the blocked side.

[0237] In a preferred embodiment, a UAV may initially begin surveying a yard or depot at an altitude of preferably, but not necessarily, between fourteen and twenty feet until the UAV camera identifies the trailer ID, which may be set, as seen in Fig. 32, at the trailer front center 20, trailer front 23 right side 21, or trailer front 23 left side 22. After identifying, reporting, and recording the trailer number, the UAV may remain hovering in front of trailer front 23 at an altitude of between fourteen and twenty feet, such that the UAV may survey trailer assets set on or near trailer front 23, including but not limited to the glad hands, header board, and front hazmat place cards.

[0238] In a preferred embodiment, after surveying trailer front 23 from an altitude of fourteen to twenty feet, the UAV may descend to a height of preferably between three and five feet, while remaining stationed at trailer front 23, such that the UAV may inspect the kingpin, landing gear, the trailer apron, and, in some embodiments, the intermodal locking pins. In some embodiments, after inspecting the kingpin and landing gear from the trailer front 23, the UAV may additionally circle the landing gear, allowing the landing gear to be surveyed from multiple angles. In other embodiments, the UAV may use a zigzag pattern, or an alternative pattern to survey the landing gear from multiple angles.

[0239] After surveying trailer front 23 from a height of three to five feet, the UAV may level itself with the underside of the trailer, after which the UAV may fly under the trailer to inspect the kingpin and trailer apron from various angles, as described above.

[0240] In a preferred embodiment, as seen in Fig. 37, after flying under trailer underside 102, the UAV may return to trailer front 23 such that the UAV may fly along trailer accessible sidewall (not shown) from trailer front 23 to trailer back 104, and circumnavigate around trailer back 104 along trailer second sidewall 121 towards trailer front 23. In embodiments where sidewall 121 is blocked, the UAV may fly above or below the blocked section, thereby surveying accessible sections of the trailer walls. In some embodiments, the UAV may increase its height when surveying blocked sidewall 121, thereby surveying the top of the trailer and the upper sidewalls while avoiding inspection of the blocked lower sidewalls. It is preferable that the UAV circumnavigate around the trailer multiple times, such that the UAV increases its altitude during, or alternatively, after, each circuit, whereby the UAV continues circumnavigating and increasing its altitude, on the nonblocked sides, until reaching trailer top 105. In some such embodiments, the UAV altitude may not change along blocked sidewall 121; therefore, while the UAV may be surveying the remaining sidewalls at a low altitude, the UAV may continuously raise its altitude when flying along blocked sidewall 121 to avoid any obstacles. In some alternative embodiments, the UAV may fly at a low altitude along blocked sidewall 121, such that the UAV flies underneath the blockage.

[0241] In some alternative embodiments, a UAV may avoid surveying a blocked side. Instead, the UAV may focus on surveying trailer front 23, the unblocked sidewall (not shown), and trailer back 105. In such embodiments, the UAV may follow a back-and-forth flight pattern, wherein the UAV may move from the trailer front 23 to unblocked sidewall 121, then to the trailer back 105, and return along the same path; from the trailer back to the unblocked sidewall and back to the trailer front 23. During, or alternatively, after each pathway, the UAV may gradually increase its altitude, such that the UAV, in addition to serving the width of the unblocked trailer walls, the UAV surveys the height of the unblocked trailer wall (not shown). The size of each altitude adjustment may vary, depending on the scope of the UAV’s camera, and the number of cameras set on the UAV. Alternatively, the UAV may begin the pathway at the rear of the trailer moving from trailer rear 105, to the unblocked sidewall (not shown), to trailer front 23, and back front 23 to the unblocked sidewall (not shown) to trailer back 105, avoiding blocked sidewall 121 entirely.

[0242] While circumnavigating the blocked trailer, as described above, the UAV may preferably be programmed to survey the tires, rims, valve stems, lug nuts, and reflective tape, ensuring that the assets comply with Department of Transportation and other safety standards as described above. Additionally, while navigating around the trailer, it is preferable that the UAV camera record imagery, such that missing rivets may be identified by the software and / or artificial intelligence.

[0243] In some embodiments, the UAV may maintain a constant altitude while surveying the unblocked portions of the trailer, only increasing its altitude after completing a surveillance circuit. In some alternative embodiments, in addition to shifting its altitude when flying around the obstruction, the UAV may shift its altitude, mid-circuit, in some embodiments, while actively surveying the unblocked walls of the trailer.

[0244] In some embodiments, the UAV’s first survey around the non-blocked trailer walls may preferably be completed at an altitude ranging from one foot to three feet, such that the tires, the rims, the valve stems, the lug nuts, and the reflective tape may be surveyed. In some embodiments, the UAV does not descend to an altitude below one foot.

[0245] In some embodiments, the UAV may increase its altitude while concurrently circling the trailer, slowly rising throughout each circuit until it reaches the top of the trailer's uppermost section.

[0246] After circling the trailer, the UAV may fly to the rear of the trailer to conduct a comprehensive survey of the Mansfield bar, mudflaps, doors, and door hinges. In some embodiments, the UAV may adopt a horizontal or tiered approach to surveying the trailer’s rear. In such embodiments, the UAV may begin its inspection from a position near ground level, hovering at the trailer’s rear. It may then proceed horizontally across the width of the trailer, systematically examining the aforementioned components from a low altitude, preferably at a height running from one foot to three feet above ground level.

[0247] Following completion of the lower-tier survey, preferably at a height of between one to three feet above ground level, the UAV may incrementally ascend to a higher altitude and systematically survey the midsection of the trailer, paying particular attention to the door hinges. After surveying the midsection of the trailer, the UAV may continue ascending, in tiers until reaching the trailer’s highest tier, such that the UAV may inspect the upper portion of the trailer’s doors.

[0248] In an alternative embodiment, the UAV may survey the trailer rear using a grid-based flight path, wherein the UAV systematically inspects the trailer in a grid like flight path, thereby covering the entirety of the trailer’s rear surface. All other flight paths, including but not limited to vertical scanning, a combination of vertical and horizontal surveillance, and circular or other such spiral scanning movement are reasonable modes of surveillance, and fall within the scope of this disclosure.

[0249] In some embodiments, after inspecting trailer rear, the UAV may increase its height to an altitude of preferably between fifteen and eighteen feet, such that the UAV may hover above the trailer to inspect trailer top 105. In some embodiments, the UAV may align itself such that it is hovering adjacent to the trailer's top rear edge, such that the UAV may first fly along the entire width of the trailer's top rear edge, thereby surveying the edge, after which the UAV may fly in a series of linear, parallel, flight segments, along the length of the trailer, such that at each segment the UAV flies along the entire width of the trailer, progressing along the trailer length as it moves from segment to segment, thereby surveying the entirety of the trailer top. The size of each segment may depend on the camera's field of view and the number of cameras mounted on the UAV.

[0250] Alternative surveillance flight paths, including but not limited to a spiraling flight path, or a flight path wherein the UAV surveys in longitudinal rows, are also suitable, and fall within the scope of the present disclosure.

[0251] Flight Path When Both Sides are Blocked

[0252] As seen in Fig. 40, in some embodiments, trailers may be set in a yard in an orientation such that both trailer sides are inaccessible to a surveillance UAV, as described herein. In such embodiments, As illustrated in Fig. 32, in a preferred embodiment, a UAV may initially begin surveying a yard or depot at an altitude of preferably, but not necessarily, between fourteen and twenty feet until the UAV camera identifies the trailer ID 101, which may be set at the trailer front center 20, trailer front 23 right side 21, or trailer front 23 left side 22. After identifying, reporting, and recording the trailer number, the UAV may remain hovering in front of trailer front 23 at an altitude of between fourteen and twenty feet, such that the UAV may survey trailer assets set on or near trailer front 23, including but not limited to the glad hands, header board, and front hazmat place cards.

[0253] As seen in Fig. 33, in a preferred embodiment, after surveying trailer front 23 from an altitude of forty to twenty feet, the UAV may descend to a height of preferably between three and five feet, while still hovering in front of trailer front 23, such that the UAV may inspect the kingpin 63, landing gear 69, the trailer apron 61, and in some embodiments, the intermodal locking pins (not shown). In some embodiments, after inspecting Kingpin 63 and landing gear 69 from trailer front 23, the UAV may additionally circle landing gear 69, allowing the landing gear to be surveyed from multiple angles. In other embodiments, the UAV may use a zigzag pattern, or an alternative pattern to survey the landing gear from multiple angles.

[0254] After surveying trailer front 23 from a height of three to five feet, the UAV may level itself with the underside 102 of the trailer, after which the UAV may fly under the trailer to inspect Kingpin 63 and trailer apron 61 from various angles, as described above.

[0255] In embodiments where both sidewalls are inaccessible to a UAV, as seen in Fig. 36, after inspecting the trailer underside 102, the UAV may return to the trailer front 23, and increase its height to a height of preferably between thirteen and twenty feet, such that the UAV may hover above trailer top 105. In some embodiments, while hovering above trailer top 105, the UAV may inspect trailer top 105 and the right upper sidewall 114 and the left upper sidewall 126. In some embodiments, to inspect trailer top 105, right upper sidewall 114, and left upper sidewall 126, the UAV may maneuver itself such that it is hovering adjacent to trailer's top rear edge 115. In some embodiments, the UAV may first fly along the entire width 116 of the trailer's top rear edge, thereby surveying the edge, after which the UAV may fly in a series of linear, parallel, flight segments, surveying the trailer width while proceeding along the length (not shown) of the trailer, such that at each segment the UAV flies along the entire width of the trailer, progressing along the trailer length as it moves from segment to segment, thereby surveying the entirety of trailer top 105, as well as right upper sidewall 114 and left upper sidewall 126. The size of each segment may depend on factors, including but not limited to the scope of the camera, and the number of cameras set on the UAV.

[0256] Alternatively, in some embodiments, after raising its altitude to a height of between thirteen and twenty feet, the UAV may first circle the perimeter (not shown) of trailer top 105, such that the UAV may first survey right sidewall 114, left sidewall 126, trailer front sidewall top (not shown), and trailer back sidewall top 127 from above trailer top 105. The UAV may fly in any sequence to survey the perimeter and top sidewalls 114, 126. In some embodiments, the UAV may maintain its altitude of thirteen to twenty feet while flying from trailer top 105 front (not shown), to trailer right sidewall 114, to trailer back 115, to trailer left sidewall 126. Alternatively, the UAV may maintain its altitude of thirteen to twenty feet while flying from trailer top 105 front (not shown), to trailer left sidewall 126 to trailer back 115, to trailer right sidewall 114. Alternatively, the UAV may begin its top surveillance sequence from the top of trailer right sidewall 114, trailer left sidewall 126, or trailer back 115. Any and all flight sequences are suitable and fall within the scope of the present disclosure.

[0257] In such embodiments, after surveying the perimeter of trailer top 105, the UAV may continue to survey the remainder of trailer top 105 by first flying along the entire width 116 of the trailer's top rear edge, or alternatively by flying along the width of any other section of trailer top 105), after which the UAV may fly in a series of linear, parallel, flight segments, surveying the trailer width while proceeding along the length (not shown) of the trailer, such that at each segment the UAV flies along the entire width of the trailer, progressing along the trailer length as it moves from segment to segment, thereby surveying the entirety of trailer top 105. The size of each segment may depend on factors, including but not limited to, the scope of the camera, and the number of cameras set on the UAV.

[0258] Alternative surveillance flight paths, including but not limited to a spiraling flight path, or a flight path wherein the UAV surveys in longitudinal rows, are also suitable, and fall within the scope of the present disclosure.

[0259] Flight Path When Three Sides are Blocked

[0260] In some embodiments, as seen in Fig. 41, right sidewall 114, left sidewall 126, and either trailer rear 115 or trailer front (not shown) may be blocked, such that three out of four trailer walls are blocked, and therefore unreachable by UAV. In some alternative embodiments, whenever a wall is blocked, a specialized, miniature UAV may be suitable for use in surveillance operations, such that the miniature UAV may maneuver between the trailer wall and the blockage to perform any of the aforementioned surveillance operations, as described above.

[0261] Alternatively, in some preferred embodiments, when three out of four trailer walls are blocked, the UAV may only fully survey trailer top 105, the unblocked trailer wall.

[0262] Additionally, blocked sidewalls may be surveyed from above. For example, in some embodiments, a UAV may initially begin surveying a yard or depot at an altitude of preferably, but not necessarily, between fourteen and twenty feet, as seen in Fig. 32, until the UAV camera identifies the trailer ID 101, which may be set at the trailer front center 20, trailer front 23 right side 21, or trailer front 23 left side 22. After identifying, reporting, and recording the trailer number, the UAV may remain hovering in front of trailer front 23 at an altitude of between fourteen and twenty feet, such that the UAV may survey trailer assets set on or near trailer front 23, including but not limited to the glad hands, header board, and front hazmat place cards.

[0263] As seen in Fig. 33, in a preferred embodiment, after surveying trailer front 23 from an altitude of forty to twenty feet, the UAV may descend to a height of preferably between three and five feet, while still hovering in front of trailer front 23, such that the UAV may inspect the kingpin 63, landing gear 69, the trailer apron 61, and in some embodiments, the intermodal locking pins (not shown). In some embodiments, after inspecting Kingpin 63 and landing gear 69 from trailer front 23, the UAV may additionally circle the surface of landing gear 69, such that landing gear 69 may be surveyed from multiple angles. In other embodiments, the UAV may use a zigzag pattern, or an alternative pattern to survey the landing gear from multiple angles.

[0264] After surveying trailer front 23 from a height of three to five feet, the UAV may level itself with underside 102 of the trailer, after which the UAV may fly under the trailer to inspect kingpin 63 and trailer apron 61 from various angles, as described above.

[0265] In embodiments where three trailer walls are inaccessible to a UAV, as seen in Fig. 41, after inspecting the trailer underside 102, the UAV may return to the trailer front 23, and increase its height to a height of preferably between thirteen and twenty feet, such that the UAV may hover above trailer top 105. In some embodiments, while hovering above trailer top 105, the UAV may inspect trailer top 105, as well as blocked right upper sidewall 114, left upper sidewall 126, and blocked front (not shown) or back sidewall 115. In some embodiments, to inspect trailer top 105, right upper sidewall 114, left upper sidewall 126, and blocked front (not shown) or back sidewall 115, the UAV may maneuver itself such that it is hovering adjacent to trailer's top rear edge 115. In some embodiments, the UAV may first fly along the entire width 116 of the trailer's top rear edge, thereby surveying the edge, after which the UAV may fly in a series of linear, parallel, flight segments, surveying the trailer width while proceeding along the length (not shown) of the trailer, such that at each segment the UAV flies along the entire width of the trailer, progressing along the trailer length as it moves from segment to segment, thereby surveying the entirety of trailer top 105, as well as right upper sidewall 114 and left upper sidewall 126, and blocked front or back upper sidewall. The size of each segment may depend on factors, including but not limited to, the scope of the camera, and the number of cameras set on the UAV.

[0266] Alternatively, in some embodiments, after raising its altitude to a height of between thirteen and twenty feet, the UAV may first circle the perimeter (not shown) of trailer top 105, such that the UAV may first survey right sidewall 114, left sidewall 126, trailer front sidewall top (not shown), and trailer back sidewall top 127 from above trailer top 105. The UAV may fly in any sequence to survey the perimeter and top sidewalls. In some embodiments, the UAV may maintain its altitude of thirteen to twenty feet while flying from trailer top 105 front (not shown), to trailer right sidewall 114, to trailer back 115, to trailer left sidewall 126. Alternatively, the UAV may maintain its altitude of thirteen to twenty feet while flying from trailer top 105 front (not shown), to trailer left sidewall 126 to trailer back 115, to trailer right sidewall 114. Alternatively, the UAV may begin its top surveillance sequence from the top of trailer right sidewall 114, trailer left sidewall 126, or trailer back 115, such that the trailer top is surveyed, and the upper sidewalls are surveyed as well. Any and all flight sequences are suitable and fall within the scope of the present disclosure.

[0267] In such embodiments, after surveying the perimeter of trailer top 105, the UAV may continue to survey the remainder of trailer top 105 by first flying along the entire width 116 of the trailer's top rear edge, or alternatively by flying along the width of any other section of trailer top 105. after which the UAV may fly in a series of linear, parallel, flight segments, surveying the trailer width while proceeding along the length (not shown) of the trailer, such that at each segment the UAV flies along the entire width of the trailer, progressing along the trailer length as it moves from segment to segment, thereby surveying the entirety of trailer top 105. The size of each segment may depend on factors, including but not limited to the scope of the camera, and the number of cameras set on the UAV.

[0268] Alternative surveillance flight paths, including but not limited to a spiraling flight path, or a flight path wherein the UAV surveys in longitudinal rows, are also suitable, and fall within the scope of the present disclosure.

[0269] The UAV system described herein may provide detailed monitoring, surveying, and auditing of trailer yards. The system may preferably operate through a layered program architecture, wherein each program “layer” manages a specific aspect of drone operation; thereby allowing users to configure and control drone missions remotely, while maintaining flexibility and safety across various operational stages.

[0270] In some embodiments, each layer may be built on a previous layer to build a usable system. For example, to initialize the system, users may upload a bird’s eye view image of the yard, preferably through a web interface, app, or other such platform. The image may serve as the reference for defining flight zones, geofences, and inspection routes, as the first system layer. A second, mission planning layer, may convert user inputs into executable flight paths, setting parameters for altitude, route geometry, and safety margins. A third control layer may include managing real-time flight behavior, including takeoff, navigation, obstacle avoidance, and altitude adjustments. Finally, a data processing and analytics layer may collect and interpret visual and telemetry data, enabling automatic recordkeeping, audit reporting, and detection of irregularities such as misplaced trailers.

[0271] Within such layered architecture, users may configure parameters such as geofence boundaries, flight altitudes, and path corridors. For instance, if a trailer is detected outside a predefined geofence, the system may prompt the user to either extend the boundary immediately or schedule the adjustment for a designated operational window. Altitude management is similarly adaptive: the system may automatically adjust flight levels based on known trailer heights and environmental obstacles. The drone may take off, follow a programmed route, and descend or ascend, as necessary to maintain safe clearance. Altitude corridors may be predefined to ensure the drone remains above moving vehicles, while lowering into designated areas when necessary for close-up inspections or detailed asset verification.

[0272] In preferred embodiments, a UAV may perform security surveillance, trailer inspections, and yard audits. During security surveillance, the drone may take off, follow a designated flight corridor, remain below a maximum altitude, and fly to the geofence boundary. The UAV may then travel along the boundary to conduct perimeter monitoring. In an exemplary embodiment, users may instruct the drone to launch from a designated pod location, fly along the perimeter, complete one or two inspection circuits, and then return for landing. In preferred embodiments, the security module may also allow users to edit existing perimeter paths or create custom security routes.

[0273] To perform a trailer inspection, a UAV may take off, follow a designated flight corridor, remain below a maximum altitude, and fly to a trailer for inspection. In some alternative embodiments, a drone may fly directly, preferably along a flight corridor with a given maximum altitude, from a security inspection or a yard audit to perform a trailer inspection. In some embodiments, when performing a trailer inspection, the drone may begin the survey at the driver’s side corner of the trailer, circling the trailer preferably in a counterclockwise manner, as described above, while capturing images, LIDAR scans, or other sensor data. Upon completion, the drone may preferably end the inspection at the passenger side corner and proceed to another inspection or alternatively return to the pod for charging and docking. To perform a yard audit, a UAV may fly from a pod, or alternatively from a security inspection or a trailer inspection, to a predefined section of the yard, maintaining a distance of preferably two to three feet from the trailers, and maintaining predefined height parameters. During the audit, the UAV may collect GPS coordinates, trailer identification numbers, and front-facing imagery for inventory and record-keeping. After completing the audit, the UAV may perform another inspection or alternatively return to the pod.

[0274] An unmanned aerial vehicle (UAV) system for monitoring and auditing a trailer yard, the system comprising: a UAV housing with an actuator, a processor, a plurality of sensors, one or more cameras, a GPS module, a network access device and software stored on a memory medium; a communication interface remotely coupled to the UAV; a configuration platform wirelessly connected to the UAV’s memory medium; a docking and charging pod comprising shelving and one or more charging dock for receiving UAVs wherein the pod includes a wireless transceiver for establishing communication with UAVs and external system components; and a scanning apparatus comprising cameras, scanners, and a computer, wherein the scanning apparatus includes a data communication platform in communication with the configuration platform and with the UAV. The unmanned aerial vehicle may include navigation circuitry, altitude control modules, and route data stored in a memory medium defining a perimeter corridor below a predetermined maximum altitude, the route data including one or more inspection circuit paths terminating at a designated docking pod location. The UAV may have an onboard obstacle-avoidance system, an integrated 5G modem, and a camera capable of capturing still images and video, and further comprises software stored on a memory medium for flight control and navigation with a digital communication interface is a two-way communication device configured to transmit and receive signals over a wireless link to the UAV. The digital platform may include a configuration platform for receiving user inputs corresponding to geofence boundaries, flight altitude parameters, and path corridor data; a memory medium for storing said geofence boundaries, flight altitude parameters, and path corridor data; and the processor being structured to associate the stored data with a corresponding flight control routine executed by the UAV’s onboard navigation system, such that the UAV operates within predefined spatial and altitude limits during autonomous movement. A layered software architecture may include a first layer defining geofence boundary data, flight altitude data, and path corridor data; a second layer comprising referencing the first layer to define route parameters including altitude, route geometry, and safety margin data; a third layer comprising flight control logic governing takeoff, navigation, obstacle avoidance, and altitude adjustment of the unmanned aerial vehicle; and a fourth layer comprising data acquisition and analysis logic configured to store and process visual and telemetry data for recordkeeping, detection of irregularities, and modification of route or surveillance parameters based on yard, trailer, and global conditions. Flight control software may be configured with a set of navigation algorithms defining multiple altitude circuits around a trailer, the circuits arranged sequentially from a lower altitude to an upper altitude to provide coverage from the trailer’s bottom to the trailer’s top. The UAV flight control software includes audit path routines, the audit path routines comprising predefined waypoints set in front of each trailer within a trailer row, such that the UAV traverses the row sequentially, recording positional and visual data corresponding to each trailer. The UAV flight control software may include a security patrol module, the module including data structures defining a geofenced area of the yard, one or more perimeter paths around the geofenced area at designated altitudes, circuits along the perimeter, and a docking pod location.

[0275] When detecting a trailer outside of a predefined geofence, the system prompts the user to extend the geofence immediately or to schedule the adjustment for a designated operational window. The route data may include data defining a trailer inspection route, data defining a security inspection route, data defining a yard audit route, or data defining a perimeter surveillance route.

[0276] Alos, flight paths defined by designated altitude corridors, each corridor being associated with a specific operational purpose including trailer inspection, yard inventory, auditing, or perimeter surveillance. Data defining a trailer inspection route includes a defined ascent and descent range extending between a lower altitude of approximately two feet and an upper altitude corresponding to or above trailer height, and wherein the path geometry forms a sequential multi -altitude circuit around one or more trailers. The trailer inspection route flight paths corresponding to blocked trailer configurations comprise adjusted sidewall paths avoiding obstructed areas, the adjusted paths including altitude transitions above or below obstructions and lateral offsets along accessible trailer regions. The data defining a trailer inspection route includes a plurality of circuits surrounding a trailer, each circuit associated with a respective altitude, the altitudes of the circuits increasing in a sequence from a lower circuit to an upper circuit. Trailer inspection flight paths associated with trailer inspections comprise a first set of lateral circuits surrounding the trailer, a second set of vertically spaced circuits defining an incremental altitude rise, and a third set of linear segments extending over the trailer top. Route data comprises flight paths including a series of corridors extending into a yard, each corridor being associated with an altitude range and spacing sufficient to provide non-intersecting routes for multiple unmanned aerial vehicles operating simultaneously. The route data may include a perimeter surveillance route comprises geofenced perimeter boundaries, each surveillance route including a designated altitude band, a defined perimeter loop, and a return segment to a docking or pod location. The route data may define yard audit flight paths comprises sequential linear corridors arranged row-by-row or column by column between trailers, each corridor including designated spacing and altitude intervals configured for imaging trailer fronts and identification markings. The route data may include a plurality of mission types including a group of inventory paths, a group of inspection paths, a group of auditing paths, or a group of perimeter-security paths, each group being defined by altitude ranges, route geometries, and spatial boundaries.

[0277] A method for surveying a truck yard using an unmanned aerial vehicle (UAV) system, the method comprising: scanning a trailer upon entry into the yard using a scanning apparatus; recording trailer identification and status information in a database, the database being in communication with a UAV and a UAV configuration platform; configuring the UAV for yard surveillance through a communication interface, whereby the communication interface operates to transmit configuration data from the configuration platform to the UAV to define its surveillance parameters; deploying the UAV along one or more predefined flight routes corresponding to trailer inspection, yard audit, perimeter surveillance, or inventory tracking missions; and processing collected data to determine yard status, trailer status, and to support future surveillance mission planning. Method may include configuring the UAV for yard surveillance by receiving, through the communication platform, an aerial image depicting the yard; mapping and calibrating the yard by associating the aerial image with a plurality of GPS reference coordinates corresponding to known physical locations within the yard, computing coordinate transformations and scaling ratios to define spatial relationships between the digital yard representation and the physical yard, defining a geofence boundary corresponding to a virtual perimeter of UAV operation by selecting coordinate points within the digital image, determining the scale of the yard by identifying an object of known size within the aerial image and calculating a scaling ratio between the image and the physical dimensions, segmenting the yard into a plurality of defined sections and blocks, each assigned an identifier and an orientation reference, digitally positioning a UAV docking unit within the yard layout, the docking unit defining a UAV launch and return location; defining altitude restrictions and flight corridors within the geofenced area based on the locations and heights of yard structures and obstacles, and generating and storing configuration data defining the geofence boundary, GPS calibration points, section and block coordinates, docking unit position, and altitude restrictions within a digital file for use during UAV operation.

[0278] A method for operating one or more unmanned aerial vehicles within a digitally configured yard, the method comprising: accessing, by a UAV control system, configuration data defining a geofenced yard perimeter, GPS calibration coordinates, section and block identifiers, and flight corridors; initiating UAV takeoff from a docking unit location defined in the configuration data; ascending to a predetermined operational altitude corresponding to a flight corridor; navigating along the defined flight corridor toward a designated target area for inspection or monitoring; performing imaging or data collection within the target area according to the UAV’s assigned altitude and corridor; maintaining separation between multiple UAVs by assigning distinct altitude corridors to each UAV; and returning each UAV to its designated docking unit upon completion of the operational cycle. Whereby the UAV operates along structured flight corridors defining non-intersecting aerial paths to prevent midair interference. Whereby multiple UAVs operate simultaneously within the same geofenced yard, each UAV following a unique altitude range and corridor spacing. Whereby the UAV collects visual and telemetry data during flight, the data being transmitted to a remote computing platform for recordkeeping and analysis. Wherein the UAV control system references the configuration data as a backend instruction set defining movement boundaries, altitude constraints, and return locations.

Claims

I claim:

1. A computer-readable medium having stored thereon a plurality of instructions, the plurality of instructions including instructions which, when executed by a processor, cause the processor to prompt an unmanned aerial vehicle (UAV) to perform the steps of a method for performing trailer and yard surveillance, the method comprising:receiving identification information from a detected trailer via a scanning apparatus; recording the identification information in a software database;coupling the data from the database with a configuration platform;configuring the configuration platform to calibrate the GPS coordinates of the yard, define a geofence wherein the UAV performs surveillance, divide the yard into sections and blocks for surveillance, and digitally define the location of the UAVs base; and defining flight path parameters for surveillance.

2. The method of claim 1, wherein the method of receiving identification information further comprises scanning a trailer as the trailer enters the yard and uploading the scanned information to software for sharing with the database and with the configuration platform.

3. The method of claim 1, wherein configuring the configuration platform further comprises uploading an image of the yard to the configuration platform and defining GPS calibration points, a geofence boundary, yard sections and blocks, a UAV base location, and flight-path parameters in relation to the uploaded image.

4. A method for performing yard surveillance using an unmanned aerial vehicle (UAV) managed by a layered software system, the method comprising;configuring a first reference layer, comprising user input reference points for defining flight zones, geofences, and inspection routes;configuring a second mission planning layer, whereby the software configures first layer user reference inputs into executable flight paths;configuring a third management layer; comprising managing UAV synchronous flight operation; andconfiguring a fourth data processing and analytics layer for collecting and interpreting data received by the UAV.

5. The method of claim 4, wherein each layer of the layered software system is constructed upon and references the data of the preceding layer6. The method of claim 4, wherein defining the flight zones comprises establishing at least one flight corridor associated with a designated mission and a corresponding maximumaltitude.

7. The method of claim 6, wherein the maximum altitude is adaptive such that the system adjusts flight levels based on stored trailer height data and detected environmental obstacles.

8. A method for monitoring a yard using an unmanned aerial vehicle (UAV) the method comprising:the UAV being programmed to perform a yard security surveillance;the UAV being programmed to perform a trailer inspection; andthe UAV being programmed to perform a yard audit.

9. The method of claim 8, whereby the UAV is programmed to perform a yard security check by taking off from a designated location, flying along a predetermined flight corridor while maintaining an altitude below a predefined limit, navigating to a geofence boundary; and traversing at least a portion of the geofence boundary.

10. The method of claim 9 further comprising enabling a user, via a security module, to edit an existing perimeter path or to define a custom security route.

11. The method of claim 8, wherein the UAV is programmed to perform a trailer inspection by following a designated flight corridor while maintaining an altitude below a maximum allowable limit; flying to a trailer to initiate an inspection, and circling the trailer while capturing sensor data.

12. The method of claim 8 further comprising the UAV being programmed to conduct flight routes around each trailer in a corkscrew pattern at three successive heights; beginning at a low height, rising to a mid-level height, and continuing to a height at or above the trailer while remaining below a user-set altitude limit.

13. The method of claim 8, further comprising programming the UAV to perform a yard audit, wherein the UAV flies to a predefined section of the yard while maintaining a distance of approximately two to three feet from the trailers and adhering to predefined height parameters, and wherein the UAV collects GPS coordinates, trailer identification numbers, and front-facing imagery for inventory and record-keeping.

14. The method of claim 8, further comprising the programming establishing structured flight corridors within a surveillance area UAV operation; and wherein multiple UAVs operate simultaneously, each staying within their own flight corridor.

15. A method for surveying a truck yard using an unmanned aerial vehicle (UAV) system, the method comprising:scanning a trailer upon entry into the yard using a scanning apparatus;recording trailer information in a database, the database being in communication with a UAV and a UAV configuration platform;configuring the UAV for yard surveillance through a communication interface, 16. The method of claim 14, wherein the flight routes correspond to flight routes for trailer inspection, yard auditing, perimeter surveillance, or inventory tracking.

17. A method for operating an unmanned aerial vehicle (UAV) system to survey a yard or facility environment, the method comprising:defining one or more flight routes corresponding to at least one operational purpose; and executing UAV flights along the defined routes to perform the corresponding operational purpose.

18. The method of claim 17, further comprising defining flight paths corresponding to a specific operational purpose including trailer inspection, yard inventory, auditing, or perimeter surveillance.

20. The method of claim 18, further comprising defining an altitude coordinator for each flight path.

21. The method of claim 18, wherein defining a trailer inspection route includes establishing an ascent and descent range extending between a lower altitude of approximately two feet and an upper altitude corresponding to or above trailer height, and defining a path geometry forming a sequential multi-altitude circuit around one or more trailers.

22. The method of claim 17, further comprising generating modified trailer inspection paths in response to detected obstructions, including lateral offsets along accessible trailer regions and altitude transitions above or below the obstructions.

23. The method of claim 17, wherein defining the trailer inspection route comprises creating a plurality of circuits surrounding a trailer, each circuit corresponding to a respective altitude, the altitudes of the circuits increasing sequentially from a lower circuit to an upper circuit.

24. The method of claim 17, wherein defining the trailer inspection route includes generating a first set of lateral circuits surrounding the trailer, a second set of vertically spaced circuits defining incremental altitude increases, and a third set of linear path segments extending above the trailer top.

25. An unmanned aerial vehicle (UAV) system for monitoring and auditing a trailer yard, the system comprising:a UAV housing with an actuator, a processor, a plurality of sensors, one or more cameras, a GPS module, a network access device and software stored on a memory medium;a communication interface remotely coupled to the UAV; anda configuration platform wirelessly connected to the UAV’s memory medium;26. The unmanned aerial vehicle system of claim 25, wherein the unmanned aerial vehicle comprises route data stored in a memory medium.

27. The unmanned aerial vehicle system of claim 26, wherein the route data comprises data defining a trailer inspection route, data defining a security inspection route, data defining a yard audit route, or data defining a perimeter surveillance route.

28. The unmanned aerial vehicle system of claim 27, wherein the route data comprises flight paths defined by designated altitude corridors, each corridor being associated with a specific operational purpose including trailer inspection, yard inventory, auditing, or perimeter surveillance.

29. The unmanned aerial vehicle system of claim 27, wherein data defining a trailer inspection route includes a defined ascent and descent range extending between a lower altitude of approximately two feet and an upper altitude corresponding to or above trailer height, and wherein the path geometry forms a sequential multi-altitude circuit around one or more trailers.

30. The unmanned aerial vehicle system of claim 29, wherein trailer inspection route flight paths corresponding to blocked trailer configurations comprise adjusted sidewall paths avoiding obstructed areas, the adjusted paths including altitude transitions above or below obstructions and lateral offsets along accessible trailer regions.

31. The unmanned aerial vehicle system of claim 29, wherein the data defining a trailer inspection route includes a plurality of circuits surrounding a trailer, each circuit associated with a respective altitude, the altitudes of the circuits increasing in a sequence from a lower circuit to an upper circuit.

32. The unmanned aerial vehicle system of claim 29, wherein trailer inspection routes associated with trailer inspections comprise a first set of lateral circuits surrounding the trailer, a second set of vertically spaced circuits defining an incremental altitude rise, and a third set of linear segments extending over the trailer top.

33. The unmanned aerial vehicle system of claim 27, wherein the route data defining a perimeter surveillance route comprises geofenced perimeter boundaries, each surveillance route including a designated altitude band, a defined perimeter loop, and a return segment to a docking or pod location.

34. The unmanned aerial vehicle system of claim 33, wherein the route data defining a yard audit route comprises sequential linear corridors arranged row-by-row or column-by-columnbetween trailers, each corridor having specified spacing and altitude intervals.

35. The unmanned aerial vehicle system of claim 33, wherein the route data defining a perimeter surveillance comprises geofenced perimeter boundaries, each surveillance route including a designated altitude band, a defined perimeter loop, and a return segment to a docking or pod location.

36. The unmanned aerial vehicle system of claim 25, wherein the configuration platform comprises a representation of the yard, comprising a geofence and a division of the yard into sections, blocks, and locations for a UAV docking pod.

37. A method for inspecting a trailer in a truck yard using an unmanned aerial vehicle (UAV) system, comprising the steps ofSpiraling about the target trailer in a corkscrew pattern conducting a circuit with a plurality of heights.

38. The method of claim 38 whereby the spiraling is conducted in a step-wise corkscrew pattern.

39. The method of claim 38 whereby the spiraling is conducted at three predetermined height levels.