U.S. patent application number 16/173740 was filed with the patent office on 2019-03-07 for motor vehicle with captive aircraft.
This patent application is currently assigned to Elwha LLC. The applicant listed for this patent is Elwha LLC. Invention is credited to William D. Duncan, Roderick A. Hyde, Jordin T. Kare, Stephen L. Malaska, Nathan P. Myhrvold, Robert C. Petroski, Thomas Allan Weaver, Lowell L. Wood, JR..
Application Number | 20190071179 16/173740 |
Document ID | / |
Family ID | 52808834 |
Filed Date | 2019-03-07 |
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United States Patent
Application |
20190071179 |
Kind Code |
A1 |
Duncan; William D. ; et
al. |
March 7, 2019 |
MOTOR VEHICLE WITH CAPTIVE AIRCRAFT
Abstract
A motor vehicle system includes a motor vehicle including an
aircraft landing portion, and an actively propelled unmanned
aircraft configured to be supported on the aircraft landing
portion. The vehicle and aircraft are configured such that the
vehicle can provide at least one of fuel and electrical energy to
the aircraft while the aircraft is supported on the aircraft
landing portion.
Inventors: |
Duncan; William D.;
(Sammamish, WA) ; Hyde; Roderick A.; (Redmond,
WA) ; Kare; Jordin T.; (San Jose, CA) ;
Malaska; Stephen L.; (Snoqualmie, WA) ; Myhrvold;
Nathan P.; (Bellevue, WA) ; Petroski; Robert C.;
(Issaquah, WA) ; Weaver; Thomas Allan; (Lafayette,
CA) ; Wood, JR.; Lowell L.; (Bellevue, WA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Elwha LLC |
Bellevue |
WA |
US |
|
|
Assignee: |
Elwha LLC
Bellevue
WA
|
Family ID: |
52808834 |
Appl. No.: |
16/173740 |
Filed: |
October 29, 2018 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
14054613 |
Oct 15, 2013 |
10112710 |
|
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16173740 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B64C 2201/063 20130101;
B64C 2201/042 20130101; B64C 39/024 20130101; B64C 2201/146
20130101; B64C 2201/127 20130101; B64C 2201/145 20130101; B64C
2201/208 20130101; B64C 2201/066 20130101; B64C 2201/046 20130101;
B64C 2201/12 20130101; B64C 2201/021 20130101; G05D 1/0094
20130101; B64C 39/022 20130101; B64F 1/00 20130101 |
International
Class: |
B64C 39/02 20060101
B64C039/02; G05D 1/00 20060101 G05D001/00; B64F 1/00 20060101
B64F001/00 |
Claims
1. A motor vehicle system comprising: a motor vehicle including an
aircraft landing portion; and an actively propelled unmanned and
untethered aircraft configured to be supported on the aircraft
landing portion and configured to take off and land from the
aircraft landing portion; wherein the vehicle and aircraft are
configured such that the vehicle can provide at least one of fuel
and electrical energy to the aircraft while the aircraft is
supported on the aircraft landing portion.
2. The system of claim 1, wherein the aircraft is configured to be
piloted by a remote operator located on the motor vehicle.
3. The system of claim 1, wherein the motor vehicle includes a
vehicle coupling port and the aircraft includes an aircraft
coupling port configured to be removably coupled to the vehicle
coupling port to enable the transfer of fuel and electrical energy
from the motor vehicle to the aircraft.
4. The system of claim 3, wherein the aircraft coupling port is
configured to be removably coupled to the vehicle coupling port
while the aircraft is supported on the aircraft landing portion of
the motor vehicle.
5. The system of claim 3, wherein the aircraft coupling port is
configured to be removably coupled to the vehicle coupling port
while the aircraft is airborne.
6. The system of claim 1, wherein the aircraft is configured to
take off from the aircraft landing portion while the motor vehicle
is in motion.
7. The system of claim 1, wherein the aircraft is configured to
land on the aircraft landing portion while the motor vehicle is in
motion.
8. The system of claim 1, wherein the aircraft is configured to
communicate wirelessly with the motor vehicle while the aircraft is
airborne.
9. The system of claim 1, wherein the motor vehicle is configured
to control flight of the aircraft during landing of the aircraft
onto the landing portion.
10. The system of claim 1, wherein a driving control system of the
motor vehicle is configured to issue a landing abort instruction to
the aircraft in coordination with initiating an above threshold
driving maneuver.
11. The system of claim 1, wherein the aircraft is configured to
take off upon receipt of a communication from a collision avoidance
system of the motor vehicle regarding a potential collision
involving the motor vehicle.
12. The system of claim 1, wherein the aircraft is configured to
abort a landing attempt onto the landing platform if the motor
vehicle undergoes an above threshold driving maneuver.
13. The system of claim 1, wherein a driving control system of the
motor vehicle is configured to provide information to the aircraft
regarding driving instructions during an aircraft landing maneuver
onto the landing portion.
14. An unmanned aircraft for use with a motor vehicle, comprising:
a propulsion system configured to enable the aircraft to take off
and land from a motor vehicle; a transceiver configured to provide
communication between the aircraft and the motor vehicle; and a
coupling port configured to be removably coupled to the motor
vehicle and receive at least one of fuel and electrical energy from
the motor vehicle.
15. The aircraft of claim 14, wherein the aircraft is configured to
capture environment data regarding a driving environment using a
data capture device and communicate aircraft data generated based
on the environment data to the motor vehicle.
16. The aircraft of claim 15, wherein the aircraft includes a data
capture device configured to capture the environment data, wherein
the data capture device includes at least one of a video camera and
a still image camera, and wherein the environment data includes at
least one of video images and still images.
17. The aircraft of claim 15, wherein the aircraft includes a data
capture device configured to capture the environment data, and
wherein the data capture devices includes at least one of a lidar
device, a radar device, an infrared scanning device, a
spectroscopic imaging device, and a night vision imaging
device.
18. The aircraft of claim 15, wherein the aircraft includes a data
capture device configured to capture the environment data, and
wherein the data capture device includes a traffic monitoring
system and the environment data includes traffic data regarding the
driving environment.
19. The aircraft of claim 15, wherein the aircraft is configured to
determine an alternate driving route based on the environment data
and communicate the alternate driving route to the motor
vehicle.
20. The aircraft of claim 15, wherein the aircraft is configured to
determine the alternate driving route based on average vehicle
speeds along at least a portion of a primary driving route.
21. The aircraft of claim 14, wherein the aircraft comprises a GPS
receiver, and wherein the aircraft is configured to combine
aircraft location information from the GPS receiver with
information on the relative position between the aircraft and the
motor vehicle in order to determine a location of the motor
vehicle, and to communicate the location of the motor vehicle to
the motor vehicle.
22. The aircraft of claim 14, wherein the motor vehicle comprises a
positioning aid configured to assist the aircraft in determining a
relative position between the motor vehicle and the aircraft.
23. The aircraft of claim 22, wherein the positioning aid comprises
at least one of a radar retroreflector, an optical retroreflector,
a radiofrequency transmitter, an optical transmitter, a radar
transponder, and a lidar transponder.
24. The aircraft of claim 14, wherein the aircraft comprises a
positioning aid configured to assist the motor vehicle in
determining a relative position between the motor vehicle and the
aircraft.
25. The aircraft of claim 24, wherein the positioning aid comprises
at least one of a radar retroreflector, an optical retroreflector,
a radiofrequency transmitter, an optical transmitter, a radar
transponder, and a lidar transponder.
26. A motor vehicle comprising: a vehicle body including an
aircraft landing area configured to support an actively propelled
unmanned and untethered aircraft; and a vehicle coupling port
configured to provide at least one of fuel and electrical energy to
the aircraft when the aircraft is located on the landing area and
coupled to the vehicle coupling port.
27. The motor vehicle of claim 26, wherein the vehicle coupling
port is configured to be removably coupled to an aircraft coupling
port to enable the transfer of fuel and electrical energy from the
vehicle to the aircraft.
28. The motor vehicle of claim 26, further comprising an aircraft
control system configured to control operation of the aircraft.
29. The motor vehicle of claim 28, wherein the aircraft control
system is configured to determine a flight path for the
aircraft.
30. The motor vehicle of claim 29, wherein the flight path is
determined based on a current direction of travel of the
vehicle.
31. The motor vehicle of claim 26, further comprising a wind shield
proximate the aircraft landing area.
32. The motor vehicle of claim 26, further comprising a cargo
handling system configured to store cargo and deliver the cargo to
the aircraft.
33. The motor vehicle of claim 26, further comprising a cargo
handling system configured to receive cargo from the aircraft and
store the cargo.
Description
CROSS REFERENCE TO RELATED PATENT APPLICATIONS
[0001] This application is a continuation of U.S. patent
application Ser. No. 14/054,613 filed Oct. 15, 2013, which is
hereby incorporated by reference herein in its entirety.
BACKGROUND
[0002] Motor vehicles such as cars, trucks, buses, etc. encounter
different types of driving conditions while travelling along roads,
etc. Various driving conditions may impact the speed of the vehicle
(e.g., in the case of heavy traffic), the safety of driving the
vehicle (e.g., in the case of icy road conditions, etc.), or the
ability of the vehicle to travel on certain routes.
SUMMARY
[0003] One embodiment relates to a motor vehicle system comprising
a motor vehicle including an aircraft landing portion; and an
actively propelled unmanned aircraft configured to be supported on
the aircraft landing portion; wherein the vehicle and aircraft are
configured such that the vehicle can provide at least one of fuel
and electrical energy to the aircraft while the aircraft is
supported on the aircraft landing portion.
[0004] Another embodiment relates to an unmanned aircraft for use
with a motor vehicle, comprising a propulsion system configured to
enable the aircraft to take off and land from a motor vehicle; a
transceiver configured to provide communication between the
aircraft and the motor vehicle; and a coupling port configured to
be removably coupled to the motor vehicle and receive at least one
of fuel and electrical energy from the motor vehicle.
[0005] Another embodiment relates to a motor vehicle comprising a
vehicle body including an aircraft landing area configured to
support an aircraft; and a vehicle coupling port configured to
provide at least one of fuel and electrical energy to the aircraft
when the aircraft is located on the landing area and coupled to the
vehicle coupling port.
[0006] Another embodiment relates to a motor vehicle system
comprising a motor vehicle including an aircraft support portion;
an actively propelled unmanned aircraft configured to be
selectively supported on the aircraft support portion; and a
computer vehicle control system configured to control operation of
the motor vehicle based at least in part based on data acquired by
the aircraft.
[0007] Another embodiment relates to a method of operating a motor
vehicle system comprising providing an actively propelled unmanned
aircraft on an aircraft landing area of a motor vehicle; launching
the aircraft from the motor vehicle such that the aircraft becomes
airborne; acquiring environment data regarding a driving
environment of the motor vehicle using the aircraft; and
communicating aircraft output data from the aircraft to the
vehicle, the aircraft output data being based at least in part on
the environment data.
[0008] Another embodiment relates to a method of operating a motor
vehicle system comprising acquiring environment data regarding a
driving environment for a vehicle using an actively propelled
unmanned aircraft; communicating aircraft output data from the
aircraft to a remote system; and receiving driving control signals
from the remote system at the vehicle such that the vehicle is
controlled in response to the driving control signals.
[0009] Another embodiment relates to a method of communicating
using a captive aircraft comprising launching an actively propelled
unmanned aircraft from a motor vehicle; establishing a first
communication link between the aircraft and the motor vehicle using
a first communication protocol; establishing a second communication
link between the aircraft and a wireless access point; and
communicating data from the motor vehicle to the aircraft using a
first communication protocol; and forwarding the data received from
the motor vehicle to the wireless access point using the second
communication protocol.
[0010] The foregoing summary is illustrative only and is not
intended to be in any way limiting. In addition to the illustrative
aspects, embodiments, and features described above, further
aspects, embodiments, and features will become apparent by
reference to the drawings and the following detailed
description.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] FIG. 1 is a schematic representation of a vehicle system
according to one embodiment.
[0012] FIG. 2 is another schematic representation of the vehicle
system of FIG. 1 according to one embodiment.
[0013] FIG. 3 is a perspective view of a motor vehicle usable with
the vehicle system of FIG. 1 according to one embodiment.
[0014] FIG. 4 is a partial view of an interior of the motor vehicle
of FIG. 3 according to one embodiment.
[0015] FIG. 5 is a side schematic view of an aircraft usable with
the vehicle system of FIG. 1 according to one embodiment.
[0016] FIG. 6 is a schematic block diagram of the vehicle system of
FIG. 1 according to one embodiment.
[0017] FIG. 7 is a top view of a vehicle system within a driving
environment according to one embodiment.
[0018] FIG. 8 is a top view of a vehicle system within a driving
environment according to another embodiment.
[0019] FIG. 9 is a top view of a vehicle system within a driving
environment according to another embodiment.
[0020] FIG. 10 is a top view of a vehicle system within a driving
environment according to another embodiment.
[0021] FIG. 11 is a block diagram of a method of operating a
vehicle system according to one embodiment.
[0022] FIG. 12 is a block diagram of a method of operating a
vehicle system according to another embodiment.
[0023] FIG. 13 is a block diagram of a method of operating a
vehicle system according to another embodiment.
DETAILED DESCRIPTION
[0024] In the following detailed description, reference is made to
the accompanying drawings, which form a part thereof. In the
drawings, similar symbols typically identify similar components,
unless context dictates otherwise. The illustrative embodiments
described in the detailed description, drawings, and claims are not
meant to be limiting. Other embodiments may be utilized, and other
changes may be made, without departing from the spirit or scope of
the subject matter presented here.
[0025] Referring to the figures generally, various embodiments
disclosed herein relate to a motor vehicle system that utilizes a
captive aircraft (e.g., an unmanned vehicle, drone, etc.) to
capture information regarding a particular environment (e.g., a
driving environment for a motor vehicle, etc.). Based on the
captured information, the captive aircraft can provide various
types of data to the motor vehicle system or other remote systems,
etc. that is usable in connection with operation of the
vehicle.
[0026] In some embodiments, the captive aircraft can capture audio,
visual, or other data or information regarding all or a portion of
a driving environment (e.g., to capture traffic information,
accident information, road condition information, etc.) and provide
various data to, for example, a motor vehicle, remote vehicle
control system, or another system. The motor vehicle can in turn
provide various inputs to a driver (e.g., via one or more output
devices such as displays, etc. that may be provided within the
interior of the vehicle), an on-board vehicle system (e.g., an
on-board robotic driving system, a vehicle control system, an
on-board vehicle navigation system, etc.), and/or other remote
systems (e.g., a remote vehicle control system, etc.) based on
receiving the data from the aircraft.
[0027] As discussed in further detail below, the aircraft can be a
"captive" vehicle, such that the aircraft can "roost" on a support
platform, landing area, etc. of the motor vehicle while the
aircraft is grounded (e.g., on the vehicle) and the vehicle is
stationary or in motion. Furthermore, the aircraft can be
selectively deployed, or launched, from the vehicle to travel
various routes, and may be able to take off and land on the vehicle
both when the vehicle is stationary and when the vehicle is in
motion.
[0028] Referring now to FIGS. 1-2, a motor vehicle system is shown
as vehicle system 10 according to one embodiment. Vehicle system 10
includes a motor vehicle 12, an aircraft 14, and optionally, a
remote system 16. As discussed in greater detail below, motor
vehicle 12, aircraft 14, and remote system 16 can communicate
wirelessly with each other to exchange various type of data and
information. As shown in FIG. 2, in some embodiments motor vehicle
12 and aircraft 14 can be configured for one or both of wireless
communications and wired communications (e.g., via a wired link 18
such as a fiber optic cable, a communications cable, etc.). In
general, aircraft 14 is configured to receive or capture
information regarding an environment, such as a driving environment
for vehicle 12, and provide various outputs to one or both of
vehicle 12 and remote system 16 based on the captured
information.
[0029] Referring to FIGS. 3-4, according to one embodiment, motor
vehicle 12 includes an interior 20, an exterior 22, an aircraft
landing area 24, and a vehicle coupling port 26. Exterior 22
generally provides the exterior body of the vehicle, and may take
any suitable size or shape. As shown in FIG. 3, vehicle 12 can take
the form of a car (e.g., a two-door car, a four door car, a
minivan, a sport utility vehicle, etc.), while according to various
alternative embodiments, vehicle 12 can be a van, bus, truck,
train, or any other suitable type of motor vehicle. Furthermore, as
discussed in greater detail below, vehicle 12 can be configured for
manual driving (e.g., via a driver seated within interior 20),
remote driving (e.g., via remote system 16, etc.), and/or robotic
driving (e.g., via a robotic or vehicle control system on board or
remote from vehicle 12).
[0030] Aircraft landing area 24 provides a secure take-off and
landing area for aircraft 14. As discussed in greater detail below,
aircraft 14 can be positioned on landing area 24 both when vehicle
12 is stationary and when vehicle 12 is moving. Landing area 24 can
be provided at any suitable location on vehicle 12, including a
rear (trunk) area,) a roof/top area, etc., and can include any
suitable mechanisms for holding aircraft 14 in place, such as
mechanical couplings (e.g., vehicle coupling port 26), magnetic
couplings (e.g., a magnetizable portion of landing area 24, etc.),
or any other suitable mechanism (e.g., straps, hooks, mechanical
couplings, etc.). Aircraft landing area 24 may include landing
arrest systems 31 (e.g., nets, cables, etc.) configured to aid in
landing aircraft 14 on vehicle 12. Aircraft landing area 24 may
further include launch assist systems 33 (e.g., catapults, motors,
etc.) configured to aid aircraft 14 in taking off from vehicle 12.
Vehicle 12 may include wind shield 35 configured to shelter
aircraft 14 from local airflow during landing on vehicle 12 or
takeoff from vehicle 12. Wind shield 35 can be provide on or
adjacent aircraft landing area 24 or another suitable location on
vehicle 12.
[0031] Landing of aircraft 14 on vehicle 12 can be a challenging
operation, particularly when vehicle 12 is in motion. Accordingly,
vehicle 12 can provide assistance and/or control for aircraft 14
during landing operations. Vehicle 12 can provide information to
aircraft 14 on the local airflow near vehicle 12 or aircraft
landing area 24. In one embodiment, vehicle 12 provides wind vane
or windsock 27 which can be visually detected by aircraft 14. In
another embodiment, vehicle 12 includes wind sensor 29 which can
quantitatively determine the speed and/or direction of the local
airflow, and communicate this information to aircraft 14. Vehicle
12 can be configured to actively control flight of aircraft 14
during its landing. In some embodiments, vehicle 12 can instruct
aircraft 14 to abort a landing operation based on extreme (i.e.,
ones above a specified threshold) driving maneuvers; such abort
instructions can be issued during said maneuvers or beforehand
(i.e., once the need for the maneuver is apparent). In some
embodiments, aircraft 14 can control its own landing operations;
vehicle 12 may assist this by providing aircraft 14 with
information regarding its planned or actual driving maneuvers.
During landing operations, aircraft 14 may abort the landing if it
observes (or is told of) vehicle 12 undergoing extreme driving
maneuvers, given excessive nearby traffic, etc.
[0032] In one embodiment, landing area 24 is a generally flat
portion defined by exterior 22 of vehicle 12, such that landing
area 24 provides a stable surface from which aircraft 14 can take
off and onto which aircraft 14 can land. Landing area 24 may be
integrally formed with the remainder of vehicle exterior 22, or
alternatively, may be provided as a separate component so as to be
repositionable to various areas of the vehicle and/or removable
when not in use. In further embodiments, landing area 24 can
include one or more contoured surfaces configured to engage
corresponding portions of aircraft 14. For example, recesses, or
indentations, may be provided in the surface of landing area 24 to
receive wheels or other features of aircraft 14.
[0033] Referring to FIG. 4, interior 20 of vehicle 12 is shown in
greater detail and includes various components (e.g., input/output
devices) that are operable to provide various types of data and
information to a driver of vehicle 12 and/or to receive inputs from
a driver of vehicle 12. For example, vehicle 12 includes a steering
wheel 28 or similar control device for controlling the direction of
travel of vehicle 12. A dash assembly 21 may include a display
device 30, an audio output device 32, a head up display 34, and
other input/output devices 36 (e.g., alarms, etc.). Furthermore,
glasses 38 may include an integrated display feature for displaying
text, images, or other information to a driver while a driver wears
glasses 38. As discussed in greater detail below, the various
above-mentioned components are configured to provide information to
a driver of vehicle 12 based at least in part on the data received
from aircraft 14 and/or data received from remote system 16.
[0034] Display 30 may be an on board display usable, for example,
with a GPS and/or vehicle navigation system such that display 30
can display various types of information to a user, including
various maps, satellite views, etc., that can include a current
location, a destination location, a primary driving route and/or a
secondary driving route, etc. As discussed in greater detail below,
display 30 can display various images, videos, etc. based on data
captured by aircraft 14. Display 30 may be any suitable display
type (e.g., LED, LCD, etc.), and include touch-sensitive features
(e.g., a touch screen, etc.), buttons, and the like.
[0035] Audio output device 32 can be a speaker or other suitable
audio output device configured to provide audible outputs to a
driver and/or passenger situated within interior 20 of vehicle 12,
and can provide various types of audible information, such as
warning signals and/or alarms, audible driving directions based,
for example, on a driving route displayed via display 30, etc. As
discussed in greater detail below, audio output device 32 can
provide various audible messages, signals, alarms, etc. based on
data captured by aircraft 14. Any suitable device may be used
according to various alternative embodiments, and in some
embodiments, display 30 and audio output device 32 may be provided
in the form of an integrated audio/visual device.
[0036] In some embodiments, in addition to display 30 and/or audio
output device 32, a head up display 34 can be provided within
interior 20 and be configured to provide various types of data to a
driver of vehicle 12 such that various data, etc. is display
generally near the line of sight of the driver (e.g., near or
adjacent the line of sight normally used by a driver while driving
the vehicle). This can reduce the need of the driver to, for
example, turn his or her head to view a dash-mounted display such
as display 30. In some embodiments, displays 30, 34 are user
configurable such that a driver, passenger, or other user can
select which (or both) display(s) to use at certain times, what
types of data to display on each display, etc.
[0037] According to further embodiments, other input/output devices
such as device 36 can be used to receive inputs from and/or provide
outputs to a driver, passenger, or other user of vehicle 12. For
example, device 36 may be or include additional audio and/or visual
input/output devices such as a display, speaker, microphone,
etc.
[0038] While devices 30, 32, 36 are generally shown located at a
mid-portion of dash assembly 21, according to various other
embodiments, the size and/or location of devices 30, 32, 36 can be
varied. Furthermore, while in some embodiments devices 30, 32, 36
can be integrally assembled into dash assembly 21 or another
component of vehicle 12 (e.g., an overhead component, a visor, rear
view mirror, etc.), in other embodiments, devices 30, 32, 36 (and
similarly, devices 34, 38) can be removable and/or replaceable
components such that they can be removed from interior 20 by a
driver, passenger, etc.
[0039] Referring now to FIG. 5, aircraft 14 is shown in greater
detail according to one embodiment. Aircraft 14 is an unmanned
aircraft that may be "captively" operated from or near vehicle 12.
For example, aircraft 14 can remain grounded on vehicle 12 both
while vehicle 12 is stationary, and while vehicle 12 is moving.
Further, aircraft 14 can take off and land from landing area 24
both while vehicle 12 is stationary, and while vehicle 12 is
moving. Further yet, while aircraft 14 is positioned on landing
area 24, aircraft 14 can receive electrical energy and/or fuel from
vehicle 12 to power the aircraft. In yet further embodiments,
aircraft 14 can be "tethered" to vehicle 12 during flight via line
18 (e.g., a fiber optic cable, a power cable, etc.), such that
aircraft 14 can receive electrical energy, control signals, fuel,
etc. from vehicle 12 via line 18 during flight. Aircraft 14 may be
robotically controlled (e.g., by a control system on-board aircraft
14, vehicle 12, or at an external location). Aircraft 14 may be
remotely piloted by a human operator (e.g., on vehicle 12 or at an
external location).
[0040] Aircraft 14 includes body 40, one or more wings 42, and/or
one or more rotors 44. Aircraft 14 includes an active propulsion
system comprising one or more propellers, rotors, rockets, or jets
powered by combustion and/or electricity. In some embodiments,
aircraft 14 can be a fixed wing aircraft (e.g., in the shape of a
conventional airplane, etc.) and operate without rotors. In other
embodiments, aircraft 14 can be a rotor-driven aircraft (e.g., in
the form of a conventional helicopter, quadricopter, etc.), that is
powered by one or more rotors and does not include a conventional
fixed wing configuration. In further embodiments, aircraft 14 can
include both one or more wings and one or more rotors. A rotor
driven aircraft can be advantageous for landings and takeoffs when
using a small or spatially restricted landing area 24 on vehicle
12. In some embodiments, the rotors may be tiltable, providing
optimal lift during landing and takeoff, as well as forward
propulsion during flight. Body 40 (e.g., a housing, frame, etc.)
defines and/or can provide support for various components of
aircraft 14, including aircraft coupling port 46, one or more
sensors 48, a cargo holder 50, a cargo area 52, and/or an aircraft
input/output device 54.
[0041] Referring further to FIG. 5, aircraft coupling port 46 is in
one embodiment configured to provide selective coupling between
aircraft 14 and vehicle 12. For example, when aircraft 14 is landed
on vehicle 12, port 46 can couple with vehicle coupling port 26.
The interface between ports 26, 46 can provide a variety of
features, including providing a mechanical fastening mechanism for
holding aircraft 14 onto landing area 24, enabling wired
communications between aircraft 14 and vehicle 12, enabling the
transfer of electrical energy, fuel (e.g., gas, liquid, etc.),
oxidizer, etc. between vehicle 12 and aircraft 14, etc. Fuel may
comprise hydrocarbons, hydrogen, lithium or other combustible
materials. In some embodiments, the fuel may be combusted (with air
or an oxidizer) on-board aircraft 14 to power a propulsion system,
or for electrical energy generation in a generator, a fuel cell, or
the like. Electrical energy (whether transferred from vehicle 12,
or generated on-board aircraft 14) may be used on aircraft 14 to
power a propulsion system, may be stored in a battery, may be used
to power aircraft systems (e.g., communications, sensors, etc.). As
such, ports 26, 46 may include various mechanical, electrical,
fluid, and other coupling and interface features.
[0042] While in some embodiments ports 26, 46 may be coupled
directly together, in other embodiments, additional conduits (e.g.,
lines, cables, tubes, etc.) such as line 18 shown in FIG. 2 may be
provided between port 26 and 46. For example, during flight of
aircraft 14, it may be advantageous to maintain a physical coupling
between aircraft 14 and vehicle 12. In such a case, aircraft 14 may
be physically coupled to vehicle 12 during flight of aircraft 14
via aircraft coupling port 46, line 18, and vehicle coupling port
26. Further yet, while is some embodiments coupling ports 26, 46
and line 18 can provide a single integrated interface between
aircraft 14 and vehicle 12, in other embodiments, separate ports,
lines, etc. can be provided based on a desired interface feature.
For example, separate interfaces (e.g., ports, conduits, etc.) may
provide a wired communications link, an electrical energy transfer
link, a fuel link, etc. Other variations regarding ports 26, 46 are
possible according to various alternative embodiments.
[0043] Sensors 48 are configured to capture or acquire data and
information regarding an environment over, through, or near which
aircraft 14 is travelling. In one embodiment, sensors 48 can
include one or more still image cameras and/or video cameras
configured to capture images and/or video of a driving environment.
For example, still image cameras or video cameras can provide a
view (e.g., a video and/or still image(s)) of a driving route over
a hill, around a curve or bend (e.g., a blind intersection), etc.,
provide a view of upcoming traffic conditions, an accident or other
road blockage, material obstructing a railway track, etc. In
further embodiments, sensors 48 can be or include one or more radar
devices, lidar devices, or similar devices configured to provide
data regarding a driving environment, including data usable to
generate computer-generated renditions of local terrain, traffic,
etc. For example, an imaging radar system may be used to generate
images of a desired area. A lidar imaging system (e.g., using a
laser system) can similarly be used to generate images. In yet
further embodiments, sensors 48 can include various other data
capture devices, including night vision image capture devices,
etc., audio sensors such as microphones, etc. and a variety of
other sensors. Spectroscopic or multi-color imaging sensors can be
used to image in the ultraviolet, the infrared, or other specific
frequency bands. In one embodiment, sensors 48 can be used to
provide surveillance of vehicle 12 (e.g., truck or train) when
vehicle 12 is parked (e.g., at night) to detect or deter instances
of theft or vandalism. Aircraft 14 captures driving environment
data via the various sensors and, based at least in part on the
captured data, provides aircraft output data to vehicle 12 and/or
remote system 16.
[0044] In some embodiments, aircraft 14 is configured to carry one
or more cargo items such as cargo items 56 shown in FIG. 5. For
example, a cargo holder 50 (e.g., a hook, magnet, clamp, strap,
etc.) may be provided on aircraft 14 to enable aircraft 14 to pick
up and/or drop off various items of cargo (e.g., packages, boxes,
mail, advertising materials, etc.). A cargo area 52 may be included
in the interior of aircraft 14 and be configured to carry
additional packages, etc. In one embodiment, cargo area 52 is
configured to hold one or more first aid and/or rescue kits, such
that aircraft 14 can provide first aid kits, etc. to persons in the
area of a car accident, etc. As discussed in greater detail below,
providing aircraft 14 with cargo-carrying capabilities enables a
driver to use aircraft 14 to make deliveries/pickups, etc. In some
embodiments, such deliveries or pickups can be made without having
to stop vehicle 12.
[0045] Aircraft 14 further includes input/output device 54. Device
54 may be a touchscreen display that can act as an input/output
device, and can include one or more buttons, speakers, microphones,
etc. to facilitate receiving/providing inputs and outputs. Device
54 can be configured to, for example, receive flight instructions
from a user, receive inputs from remote persons (e.g., during
delivery of a package to receive an electronic signature, a voice
message, etc.), etc. Device 54 can be configured to, for example,
advise an entity (e.g., a car, person, animal, etc.) of the
approach of vehicle 12. For example, when aircraft 14 is used with
a train as vehicle 12, device 54 can be used to induce animals to
move off railway tracks ahead of the train. Device 54 can be
provided at any suitable location on aircraft 14 and be of any
suitable size or shape.
[0046] Referring now to FIG. 6, a schematic illustration of various
components of, and communications between, vehicle 12, aircraft 14,
and remote system 16 is shown according to one embodiment. As shown
in FIG. 6, vehicle 12, aircraft 14, and remote system 16 are
configured to communicate with each other via wired and/or wireless
communications. As discussed in greater detail below, in some
embodiments, aircraft 14 can further be configured to communicate
with one or more satellites 90, wireless access points 92 (e.g., to
provide access to a network 94 such as the Internet, etc.), or
other remote devices (including remote system 16), to enable
vehicle 12 to communicate wirelessly with other remote devices when
vehicle 12 would be otherwise unable to communicate wirelessly with
such devices (e.g., because of signal blockages, signal range
limitations, etc.). As such, aircraft 14 can provide "repeater"
functionality to vehicle system 10 to receive signals from vehicle
12 and retransmit the signals to other remote devices.
[0047] Vehicle 12 includes processing circuit 70 having processor
72, memory 74, vehicle control system 76, location determining
system 78, damage assessment system 80, navigation system 82, and
aircraft control system 83. Circuit 70 may further include various
other input and output devices such as display 30, speaker 32, head
up display 34, and/or other components 84 (e.g., glasses 38 shown
in FIG. 4). The various components of circuit 70 are configured to
receive and process various inputs received from aircraft 14,
remote system 16, a driver, and/or other sources (e.g., other motor
vehicle systems, other remote systems, etc.). Processor 72 and
memory 74 can include any suitable processing and memory devices,
and multiple processing and/or memory devices may be used according
to various alternative embodiments.
[0048] Vehicle control system 76 is configured to control various
features of vehicle 12. For example, vehicle control system 76 can
in some embodiments control one or more of vehicle steering,
acceleration, braking, etc. based on a variety of inputs received
from a driver, from aircraft 14, from remote system 16, or from
other sources (e.g., other vehicles and/or other remote devices,
etc.). As discussed in greater detail below, vehicle control system
76 may be or include a robotic driving system configured to
autonomously or semi-autonomously operate vehicle 12. In some
embodiments, the vehicle control system can include a collision
avoidance system configured to provide various warnings and/or
control operation of the vehicle to avoid an expected collision,
etc.
[0049] Location determining system 78 is configured to determine a
current location of vehicle 12 and/or aircraft 14. Location
determining system 78 may use any of a variety of means to
determine the location of vehicle 12 and/or aircraft 14, including
a global positioning system (GPS), using the location of nearby
wireless access points, etc. Location determining system 78 may
communicate location information from vehicle 12 or aircraft 14 to
the other; this information may include position, speed, velocity,
orientation, angular velocity, acceleration, etc. Location
determining system 78 may include positioning aids on either (or
both) of vehicle 12 or aircraft 14 to aid the other in determining
their relative position, velocity, or orientation. Such positioning
aids can include reflectors, retroreflectors, transmitters,
beacons, or transponders operating at radiofrequency or optical
wavelengths. For example, aircraft 14 can direct a radiofrequency
beam or laser beam at vehicle 12, receiving a retroreflected return
from a cornercube on vehicle 12 (e.g., provided as part of the
vehicle body). The return signal can be analyzed to provide range,
direction, or Doppler-derived velocity information. In some
embodiments, location determining system 78 may use a global
positioning system on aircraft 14, in combination with relative
position information of vehicle 12 with respect to aircraft 14
(e.g., obtained via the aforementioned positioning aids) in order
to provide vehicle 12 with information regarding its position. This
may be useful, for example, in urban environments where vehicle 12
is not able to obtain a high quality GPS signal, but where aircraft
14 (by virtue of its altitude or location) can.
[0050] Damage assessment system 80 is configured to receive and/or
store various data regarding damage done to vehicle 12 as a result
of, for example, an accident, etc., such that damage information
can be communicated to aircraft 14, remote system 16, or other
remote devices. In some embodiments, vehicle 12 can instruct
aircraft 14 to takeoff in advance of a potential collision so as to
be available to provide post-collision data to emergency personnel.
Navigation system 82 is configured to provide various data to a
driver and/or other on-board and/or remote systems regarding, for
example, a map (e.g., computer representation, satellite view,
etc.) of a driving environment, a current location of vehicle 12
and/or aircraft 14, a travel route for vehicle 12 and/or aircraft
14, traffic and/or road conditions within a driving environment
and/or along a travel route, etc. Navigation system 82 can provide
both visual (e.g., via display 30) and audible (e.g., via audio
output device 32) outputs to a driver to communicate traffic
conditions, road conditions, alternate route options, etc.
[0051] Aircraft control system 83 is configured to determine a
travel route for aircraft 14 such that the travel route and/or
control signals can be communicated to aircraft 14. The travel
route of aircraft 14 can be based on a variety of factors. In one
embodiment, aircraft 14 is configured to travel a set distance
(which may be configurable by a driver) ahead of vehicle 12. The
distance may be in a current direction of travel of vehicle 12, or
alternatively, may be along a travel route of vehicle 12 (which may
not necessarily be in the current direction of the vehicle)
determined by, for example, navigation system 82. In further
embodiments, aircraft 14 can be configured to travel a route
customized by a driver and/or other user. In yet further
embodiments, aircraft 14 can be configured to travel directly
to/from desired destinations (using, for example, the shortest
possible flight pattern, which may vary from a driving route).
According to various other alternative embodiments, aircraft
control system 83 can provide a wide variety of travel routes for
aircraft 14.
[0052] In some embodiments, vehicle 12 is a manually driven
vehicle, such that circuit 70 is configured to receive driving
environment data from aircraft 14 via transceiver 86 and provide
various outputs to a driver and/or other components of vehicle 12.
For example, processor 72 may direct video images received from
aircraft 14 to display 30 such that a driver can see, for example,
traffic conditions that exist on a planned driving route and that
the driver may encounter if the driver remains on the present
route. Similarly, processor 72 may direct traffic data to
navigation system 82 such that navigation system 82 can take
otherwise unknown traffic information into account when planning a
driving route, suggesting alternative driving routes, estimating
drive times, etc. As discussed in greater detail below, processing
circuit 70 can process a wide variety of other types of data.
[0053] In alternative embodiments, vehicle 12 is a remotely
operated vehicle, such that circuit 70 is configured to receive
data (e.g., remote system data) from remote system 16 and provide
various inputs to other components of vehicle 12 (e.g., vehicle
control system 76) based on the data. Remote system 16 in turn
receives driving environment data from aircraft 14 via transceiver
88 or similar device. For example, aircraft 14 may capture data via
sensors 48 indicating that a road is blocked on a primary driving
route for vehicle 12. Aircraft 14 can provide this data to remote
system 16, which can in turn direct vehicle control system to
direct vehicle 12 to travel along a secondary driving route that
avoids the blockage.
[0054] In further embodiments, vehicle 12 can be a robotically
controlled vehicle, such that circuit 70 is configured to receive
driving environment data from aircraft 14 via transceiver 86 and
provide various inputs to vehicle control system 76 based at least
in part on the driving environment data. Similar to when vehicle 12
is remotely operated, aircraft 14 may capture data via sensors 48
indicating that a road is blocked on a primary driving route for
vehicle 12. Rather than providing this data to remote system 16,
aircraft 14 can provide this data to vehicle 12 (e.g., circuit 70),
which can include a robotic driving system (e.g., incorporated into
the vehicle control system) and can direct the vehicle to travel
along a secondary driving route that avoids the blockage.
[0055] Referring further to FIG. 6, in one embodiment, aircraft 14
includes a processing circuit 60 having a processor 62, a memory
64, a location determining system 66, and a transceiver 68. Sensors
48 and input/output device 54 also form part of circuit 70.
Processor 62 is configured to receive inputs (e.g., data such as
driving environment data, etc.) from sensors 48, and based at least
in part on the inputs, transmit data (e.g., aircraft output data)
to vehicle 12 and/or remote system 16. Processor 62 may further be
configured to store data in memory 64, including data received from
sensors 48, input/output device 54, remote system 16, or another
source of data.
[0056] Referring now to FIG. 7, vehicle 12 operating within a
driving environment 100 is shown according to one embodiment. As
shown in FIG. 7, vehicle 12 is travelling along driving route 102.
Driving route 102 may be a route determined by vehicle navigation
system 82, or alternatively, driving route 102 may be an expected
route based on the current direction of travel of vehicle 12.
Aircraft 14 is shown in FIG. 7 as being airborne, such that
aircraft 14 can communicate with vehicle 12 via either wireless
communications, or alternatively, via wired communications (e.g.,
via line 18 shown in FIG. 2). Aircraft 14 can take any flight route
including those discussed above. While airborne, aircraft 14 can
communicate data to vehicle 12 and/or remote system 16 regarding a
variety of conditions within driving environment 100.
[0057] For example, vehicle 12 can provide various data about
traffic conditions along route 102. Aircraft 14 can also capture
images, video, or other data related to an upcoming intersection,
curve, bend, hill, etc. to provide enhanced viewing capabilities
for a driver regarding blind intersections, cross-traffic 104, the
presence of police, emergency personnel, etc. Furthermore, aircraft
14 can be configured to identify street signs 106 and provide
visual, electronic, and/or audio data regarding the name of a
street being travelled on and/or one or more cross-streets.
Aircraft 14 can be configured to identify addresses (i.e., of an
intended destination) and provide visual, electronic, and/or audio
data regarding the location of the address, the characteristics of
its surroundings, etc. Further yet, aircraft 14 can fly directly
to/from (without following a corresponding driving route)
destination 108 to, for example, deliver an audio /
electronic/visual message to a recipient, to drop off/pick up a
package (see, e.g., cargo items 56 shown in FIG. 5), etc.
[0058] In some embodiments, vehicle 12 can be configured to capture
data relating to and/or identify various road conditions, such as
an icy or wet area 112 of a road. For example, as indicated above,
aircraft sensors 48 (e.g., spectral or polarized imagers) may be
configured to identify ice (e.g., black/white ice on a road, etc.).
Aircraft 14 can identify the potentially icy area and communicate
the data to vehicle 12 and/or remote system 16. Vehicle 12 can then
provide a driver with the appropriate information (e.g., an audio
and/or visual indication of the icy conditions and/or their
location, etc.). Further, aircraft 14 can be configured to detect a
blocked, washed-out, and/or damaged area 110 along a driving route
102, such that this data can similarly be communicated back to a
driver of vehicle 12. Various other types of information regarding
traffic, road, and other conditions within driving environment 100
can be communicated to vehicle 12 and/or remote system 16, and in
turn to a driver of vehicle 12, according to various alternative
embodiments.
[0059] Referring to FIG. 8, in some embodiments, aircraft 14 can be
configured to analyze a primary driving route 116 and, based on
various conditions, determine one or more secondary driving routes
118 that can be communicated to vehicle 12 and that may provide a
faster and/or safer route for vehicle to a destination 120. For
example, as shown in FIG. 8, aircraft 14 has identified a blockage
114 (e.g., a car accident or other road blockage, etc.) on primary
driving route 116. Aircraft 14 can identify and analyze a secondary
route 118 that also leads to destination 120, yet avoids road
blockage 114. In some embodiments, aircraft 14 can be configured to
communicate raw or processed road/traffic data to vehicle 12,
allowing a driver or automatic control system on vehicle 12 to
perform such route analysis and selections.
[0060] Referring to FIG. 9, in some embodiments, aircraft 14 can be
configured to identify multiple alternative or secondary routes. As
shown in FIG. 9, vehicle 12 is on primary route 122 that leads to
destination 124. Aircraft 14 can analyze a first alternate route
126 and a second alternate route 128 and provide a suggestion as to
which route provides the shortest estimated drive time for vehicle
12 to travel from a current location to destination 124. In some
embodiments, aircraft 14 can analyze alternative routes in order of
which route provides the shortest driving distance (e.g., such that
alternative route 126 provides a shorter driving distance to
destination 124 than alternate route 128). In some embodiments,
aircraft 14 can be configured to communicate raw or processed
road/traffic data to vehicle 12, allowing a driver or automatic
control system on vehicle 12 to perform such route analysis and
selections.
[0061] Aircraft 14 can communicate back to vehicle 12 data
identifying which of a number of alternative routes has the
shortest driving distance, and/or which has the shortest expected
travel time. It should be noted that while the alternative routes
suggested in FIGS. 8 and 9 are provided based on identifying road
blockages or traffic congestion, according to various alternative
embodiments, alternative routes may be identified based on a
variety of other conditions, including weather conditions (e.g., to
avoid rain, snow), road construction (e.g., to avoid dust, dirt,
traffic), and the like. All such embodiments are to be understood
to be within the scope of the present disclosure.
[0062] Referring to FIG. 10, in some embodiments, aircraft 14 is
configured to identify and reserve a parking space for vehicle 12
and communicate the location of the parking space back to vehicle
12. For example, vehicle 12 can survey parking lot 130 and identify
one or more open parking spaces such as parking space 132. Vehicle
12 can reserve parking space 132, either by communicating with an
automated parking system or by physically occupying parking space
132, and communicate the location of parking space 132 and/or
provide directions to parking space 132 back to vehicle 12. In this
way, aircraft 14 can facilitate parking at large events such as
sporting events, music concerts, etc., and save the driver time in
finding an available parking space. While FIG. 10 illustrates
aircraft 14 locating an available parking space in the context of a
parking lot, in other embodiments, aircraft 14 can locate parking
spaces on public streets, by communicating with automated parking
garages, etc.
[0063] Referring now to FIG. 11, a method 140 of operating a
vehicle system such as vehicle system 10 is shown according to one
embodiment. An aircraft (e.g., a captive or unmanned aircraft,
etc.) is supported on a motor vehicle (e.g., on a landing surface
of the vehicle exterior, etc.) (142). While the aircraft is landed,
the vehicle can provide electrical energy, fuel, control signals,
etc. to the aircraft (e.g., by way of an aircraft to vehicle
coupling interface or port, etc.) (144). The aircraft can then take
off, or launch, from the vehicle (146). In various alternative
embodiments, the aircraft can take off from the vehicle both while
the vehicle is stationary and while the vehicle is moving. While
airborne, the aircraft can capture or acquire various information
about the environment (e.g., the driving environment of the
vehicle, etc.) (148). Based on the captured information, the
aircraft can provide various types of aircraft output data to the
vehicle (150). The information can include traffic information,
road condition information, etc. Based on receiving the aircraft
output data, the vehicle (e.g., by way of one or more output
devices, etc.) can provide various driving data to a driver (152).
The data provided to the driver can take the form of traffic
alerts, alternative driving routes, still or video images of a road
along a driving route, etc. Alternatively, rather than or in
addition to providing data to a driver, data can be provided to a
vehicle control system, which may be or include a robotic driving
system configured to autonomously or semi-autonomously control
vehicle 12 based at least in part on the received data. After
capturing the desired data, the aircraft can return to and land on
the vehicle (154). As noted above, the aircraft can be configured
to land on both a stationary and moving vehicle according to
various alternative embodiments.
[0064] Referring to FIG. 12, a method 160 of operating a vehicle
system such as vehicle system 10 is shown according to another
embodiment. An aircraft (e.g., a captive or unmanned aircraft,
etc.) is supported on a motor vehicle (e.g., on a landing surface
of the vehicle exterior) (162). While the aircraft is landed, the
vehicle can provide electrical energy, fuel, control signals, etc.
to the aircraft (e.g., by way of an aircraft to vehicle coupling
interface or port) (164). The aircraft can then take off from the
vehicle (166). In various alternative embodiments, the aircraft can
take off from the vehicle both while the vehicle is stationary and
while the vehicle is moving. While airborne, the aircraft can
capture information about the environment (e.g., the driving
environment of the vehicle) (168). Based on the captured
information, the aircraft can provide various types of aircraft
output data to a remote system (rather than or in addition to
providing data to vehicle 12) (170). Based on receiving the
aircraft output data, the remote system can control operation of
vehicle 12 (e.g., by remotely controlling an on-board vehicle
control or robotic driving system) (172, 174). After capturing the
desired data, the aircraft can return to and land on the vehicle
(176). As noted above, the aircraft can be configured to land on
both a stationary and moving vehicle according to various
alternative embodiments.
[0065] Referring to FIG. 13, a method 180 of operating a vehicle
system such as vehicle system 10 is shown according to another
embodiment. An aircraft (e.g., a captive or unmanned aircraft,
etc.) is supported on a motor vehicle (e.g., on a landing surface
of the vehicle exterior, etc.) (182). While the aircraft is landed,
the vehicle can provide electrical energy, fuel, control signals,
etc. to the aircraft (e.g., by way of an aircraft to vehicle
coupling interface or port, etc.) (184). The aircraft can then take
off from the vehicle (186). In various alternative embodiments, the
aircraft can take off from the vehicle both while the vehicle is
stationary and while the vehicle is moving. While airborne, the
aircraft can communicate with the vehicle using a first
communication protocol (188), and communicate with a wireless
access point via a second communication protocol (190). For
example, should the vehicle be out of range of a wireless access
point (WAP) such as WAP 92 shown in FIG. 6, the aircraft can be
deployed so as to come within range of WAP 92 while also
maintaining communications with the vehicle. As such, the aircraft
can relay data received from the vehicle to a network such as
network 94 (see FIG. 6) via the WAP (192).
[0066] The present disclosure contemplates methods, systems, and
program products on any machine-readable media for accomplishing
various operations. The embodiments of the present disclosure may
be implemented using existing computer processors, or by a special
purpose computer processor for an appropriate system, incorporated
for this or another purpose, or by a hardwired system. Embodiments
within the scope of the present disclosure include program products
comprising machine-readable media for carrying or having
machine-executable instructions or data structures stored thereon.
Such machine-readable media can be any available media that can be
accessed by a general purpose or special purpose computer or other
machine with a processor. By way of example, such machine-readable
media can comprise RAM, ROM, EPROM, EEPROM, CD-ROM or other optical
disk storage, magnetic disk storage or other magnetic storage
devices, or any other medium which can be used to carry or store
desired program code in the form of machine-executable instructions
or data structures and which can be accessed by a general purpose
or special purpose computer or other machine with a processor. When
information is transferred or provided over a network or another
communications connection (either hardwired, wireless, or a
combination of hardwired or wireless) to a machine, the machine
properly views the connection as a machine-readable medium. Thus,
any such connection is properly termed a machine-readable medium.
Combinations of the above are also included within the scope of
machine-readable media. Machine-executable instructions include,
for example, instructions and data which cause a general purpose
computer, special purpose computer, or special purpose processing
machines to perform a certain function or group of functions.
[0067] Although the figures may show a specific order of method
steps, the order of the steps may differ from what is depicted.
Also two or more steps may be performed concurrently or with
partial concurrence. Such variation will depend on the software and
hardware systems chosen and on designer choice. All such variations
are within the scope of the disclosure. Likewise, software
implementations could be accomplished with standard programming
techniques with rule based logic and other logic to accomplish the
various connection steps, processing steps, comparison steps and
decision steps.
[0068] While various aspects and embodiments have been disclosed
herein, other aspects and embodiments will be apparent to those
skilled in the art. The various aspects and embodiments disclosed
herein are for purposes of illustration and are not intended to be
limiting, with the true scope and spirit being indicated by the
following claims.
* * * * *