Abstract:
Systems and methods for providing a series of multiuse UAV docking stations. The docking stations can be networked with a central control and a plurality of UAVs. The docking stations can include a number of services to facilitate both UAV guidance and maintenance and community acceptance and benefits. The docking stations can include package handling facilities and can act as a final destination or as a delivery hub. The docking stations can extend the range of UAVs by providing recharging/refueling stations for the UAVs. The docking stations can also include navigational aid to guide the UAVs to the docking stations and to provide routing information from the central control. The docking stations can be incorporated into existing structures such as cell towers, light and power poles, and buildings. The docking stations can also comprise standalone structures to provide additional services to underserved areas.

Description:
BACKGROUND 
     Unmanned aerial vehicles (UAVs) comprise a variety of vehicles, from conventional fixed wing airplanes, to helicopters, to ornithopters (i.e., machines that fly like birds), and are used in a variety of roles. They can be remotely piloted by a pilot on the ground or can be autonomous or semi-autonomous vehicles that fly missions using preprogrammed coordinates, GPS navigation, etc. UAVs can include remote control helicopters and airplanes for the hobbyist, for example. 
     UAVs may be equipped with cameras to provide imagery during flight, which may be used for navigational or other purposes, e.g., identify a house address, etc. UAVs can also be equipped with sensors to provide local weather and atmospheric conditions, radiation levels, and other conditions. UAVs may also include cargo bays, hooks, or other means for carrying payloads. 
     Newer generation UAVs may also provide significant payload capabilities. As a result, UAVs can also be used for delivering packages, groceries, mail, and other items. The use of UAVs for deliveries can reduce costs and increase speed and accuracy. The range provided by current UAV technology, however, makes deliveries over a wide area—e.g., throughout a city, or even a portion of a city—difficult. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The detailed description is set forth with reference to the accompanying figures. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The use of the same reference numbers in different figures indicates similar or identical items or features. 
         FIG. 1A  depicts an unmanned aerial vehicle (“UAV”) docking station on a convention streetlight, in accordance with some examples of the present disclosure. 
         FIG. 1B  depicts a variety of UAV sizes, in accordance with some examples of the present disclosure. 
         FIG. 1C  depicts a network of docking stations for UAVs, in accordance with some examples of the present disclosure. 
         FIGS. 2A-2C  depict the UAV docking station of  FIG. 1  equipped with a recharging station, in accordance with some examples of the present disclosure. 
         FIGS. 2D-2E  depict the UAV docking station of  FIG. 1  equipped with a refueling station, in accordance with some examples of the present disclosure. 
         FIGS. 3A-3C  depict a first UAV hold-down system, in accordance with some examples of the present disclosure. 
         FIGS. 4A-4B  depict a second UAV hold-down system, in accordance with some examples of the present disclosure. 
         FIGS. 5A-5B  depict a UAV docking station with an integrated package locker, in accordance with some examples of the present disclosure. 
         FIGS. 6A-6B  depict a UAV docking station with an integrated package system, in accordance with some examples of the present disclosure. 
         FIG. 7  depicts a UAV docking station with a plurality of communications accessories, in accordance with some examples of the present disclosure. 
         FIG. 8  depicts a UAV docking station incorporated into a cellular phone tower, in accordance with some examples of the present disclosure. 
         FIG. 9A  depicts a method for routing a UAV to deliver a package, in accordance with some examples of the present disclosure. 
         FIG. 9B  depicts a method for rerouting a UAV to avoid a weather event, in accordance with some examples of the present disclosure. 
         FIGS. 10A-10B  depict a method for routing a second UAV to deliver a package when a first UAV has a problem, in accordance with some examples of the present disclosure. 
         FIGS. 11A-11B  depict a third UAV hold-down system, in accordance with some examples of the present disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     Examples of the present disclosure relate generally to unmanned aerial vehicles, or “UAVs,” and specifically to a system of docking stations for UAVs to increase the range and safety of UAVs. The docking stations may incorporate a number of features to enable UAVs to fly longer routes, to fly routes more accurately, and to provide shelter during adverse conditions. In some examples, the docking stations may also provide additional services to the communities in which they are installed. In some examples, the docking stations can also include various package handling abilities to facilitate package delivery. In some examples, the docking stations may be networked to provide central command and control for the UAVs. 
     To simplify and clarify explanation, the disclosure is described herein as a system and method for enabling UAVs to provide delivery and other services. One skilled in the art will recognize, however, that the disclosure is not so limited. While, the system may be described as a system to deliver packages, it should be understood that the system may just as easily be used to delivery groceries, mail, movies, prescriptions, and other items. In addition, the system is described herein for use with UAVs, but could also be applied to other vehicles using different form factors such as ground-based docking stations for autonomous delivery vans. 
     The vehicles, methods, and systems described hereinafter as making up the various elements of the present disclosure are intended to be illustrative and not restrictive. Many suitable vehicles, energy sources, navigational aids, and networks that would perform the same or a similar function as the systems described herein are intended to be embraced within the scope of the disclosure. Such other systems and methods not described herein can include, but are not limited to, vehicles, systems, networks, and technologies that are developed after the time of the development of the disclosure. 
     As shown in  FIG. 1A , examples of the present disclosure can comprise a system  100  for providing a plurality of docking stations for one or more UAVs  105 . The docking station  102  portion of the system  100  is shown as installed on a conventional pole-mounted street light  110 . As discussed below, however, the system  100  could also be installed on other existing structures such as cell towers, church steeples, office buildings, parking decks, radio towers, telephone/electrical poles, and other vertical structures (collectively, “poles”). The system  100  can comprise an elevated landing platform  115  to enable one or more UAVs  105  to land. This can enable the UAVs  105  to, for example, avoid bad weather, recharge/refuel, drop off packages, pick-up packages, communicate with a central control system, reset navigation systems, and await further instructions, among other things. 
     In some examples, the elevated landing platform  115  can be sized and shaped to enable two or more UAVs  105  to land at the same time. In this configuration, the system  100  can also comprise one or more locating devices such as, for example, pressure sensors, laser scanners, video cameras, or other means to enable the system  100  to locate the drones  105  on the elevated landing platform  115 . This can enable the system  100  to ensure, for example, that a first drone  105  drops off a package, while a seconds drone  105  recharges and continues on. 
     As mentioned above, a limiting factor with current UAV technology is the relatively short range available when a UAV is carrying a heavy or large payload. In other words, while a UAV may have a range of several, or even tens of miles, unladen, this range can drop to less than a mile while carrying a package. Of course, larger UAVs with larger payloads and ranges are available, but the tradeoff between range and payload remains a significant concern in UAV system design. 
     To this end, as shown in  FIG. 1B , in some examples, the system  100  can include a variety of different UAVs  105 . In some examples, the system  100  can comprise small UAVs  105   a , medium UAVs  105   b , and large UAVs  105   c . In some examples, the UAVs  105  can be categorized by payload capacity. For example, small UAVs  105   a  could be capable of from approximately 0-5 lbs., while medium UAVs  105   b  could be capable of carrying between 0-10 lbs., while the large UAVs  105   c  could be capable of carrying up to 50 lbs. Of course, other payload capacities, including payloads up to 500 lbs and more are possible. These ranges are intended to be exemplary and are not in any way limiting. 
     In this manner, the system  100  can assign packages to a suitable sized UAV  105 . Small packages can be assigned to small UAVs  105   a , for example, to reduce costs and/or increase delivery speed. Larger packages, on the other hand, can be assigned to medium  105   b  or large  105   c  UAVs with larger payloads. In some examples, the packages can also be assigned to UAVs  105  based on prevailing weather conditions. In other words, a small or medium package can nonetheless be assigned to a large UAV  105   c  due to strong winds, for example. Of course, the UAVs  105  can be classified in a number of ways including, but not limited to, size, energy efficiency, payload, range, and top speed. 
     As shown in  FIG. 1C , in some examples, the system  100  can also comprise a plurality of networked docking stations  102 . The system  100  can comprise a central control  150 , which can comprise, for example, a networked computer or server to provide information and commands to the plurality of UAVs  105 . In some examples, the central control  150  can be in communication with the docking stations  102  via a wireless connection  160 , a wired connection  165 , or combinations thereof. In some examples, the central control  150  can be in constant communication with the UAVs  105  via a cellular, radio frequency (RF), or other suitably long-range wireless connection. In other examples, the central control  150  can be in communication with the UAVs  105  when they are on, or in sufficient proximity, to a docking station  102 . 
     In some examples, the central control  150  can also comprise an interne connection  155 . The central control  150  can also be in communication, via either the interne connection  155  or a dedicated connection, with a local or regional package handling center or central facility  170 . The interne connection  155  can enable the central control  150  to retrieve weather and package data, for example, to enable the system  100  to route UAVs  105  in an efficient manner, while avoiding bad weather when possible. In this manner, UAVs  105  can retrieve a package from a central facility  170  (or a docking station  102 ), and be routed in an efficient manner to their final destination via one or more docking stations  102 . 
     The route for the UAV  105  can be calculated by the central control  150  and can be, for example, the most direct path, the path with the most favorable atmospheric conditions (e.g., without headwinds), or the path that moves the UAV  105  from docking station to docking station without exceeding the UAV&#39;s  105  range. In some examples, the central control  150  can adjust the UAVs&#39;  105  routes dynamically based on, for example, the package weight and/or size, changes in weather (e.g., increased headwinds), package priority, or traffic from other UAVs  105  or other air traffic. 
     The central control  150  can also be in communication with the docking stations  102  via a wired or wireless connection. This can enable the UAVs  105  to communicate with the central control  150  when they are proximate a docking station. In addition, as discussed below, the docking stations  102  can also comprise weather stations, for example, to provide weather data including local weather conditions. In addition, in some configurations, the docking stations  102  can also comprise automated package handling systems, which can be in communication with the central control  150  to indicate, for example, when a package arrives at the package handling system or when a package is retrieved from same. 
     In some examples, one or more of the central control  150 , the UAVs  105 , the central facility  170 , and the docking stations  102  can be equipped with GPS receivers in communication with one or more GPS satellites  175 . As mentioned below, in some examples, the docking stations  102  can act as reference points for adjustment and error reduction for the UAV  105  GPS systems. In some examples, the central control  150  can use GPS coordinates as waypoints for routing flight paths. 
     In some examples, to facilitate longer routes, the UAV docking stations  102  can comprise a recharging station  205 , as shown in  FIGS. 2A-2C . As shown in  FIG. 2A , the recharging station  205  can comprise a modular power source  215  for the UAV  105 , a power bay  220  located on the UAV  105 , and a recharging base  210 . As shown, in some examples, the recharging station  205  can comprise a battery charging base  210  and one or more batteries, or battery packs,  215 . In this configuration, the UAV  105  can be powered by a single battery  215 , for example, but can have a battery bay  220  configured for two or more battery packs  215 . As the UAV  105  approaches the docking station  102 , therefore, the UAV  105  can position itself to land on the recharging station  205  ( FIG. 2B ), drop off a discharged battery  215  and pick-up a charged battery  215  ( FIG. 2C ). Thus, the UAV  105  can take off almost immediately to continue its route and, when it takes off, the discharged battery  215  is left in the charging stand to charge. 
     In addition, while described as a battery pack  215 , the power supply for the UAV  105  could also be a hydrocarbon fuel, a fuel cell, solar energy, or other energy source. If, for example, the UAV  105  uses one or more nitromethane burning engines, the battery packs  215  could be replaced with modular fuel cells and the recharging station  205  could comprise a refueling station. As the UAV approaches the docking station  102 , therefore, it simply exchanges an empty fuel tank for a full one. Of course, the UAV could also use gasoline, diesel, Jet A, propane, methane, ethanol, methanol, or other hydrocarbon or alcohol based fuels. The use of appropriately spaced recharging (refueling) stations  205  can limitlessly extend the range of the UAV  105 . 
     In addition, while described above as a battery pack  215 , the energy source could also be a number of other electrical energy sources such as, for example, a fuel cell, a solar storage system, or a capacitor. In addition, there are myriad types of batteries and the battery packs  215  can comprise a variety of different battery types including, but not limited to, lithium ion, nickel cadmium, nickel metal hydride, lithium polymer, and combinations thereof. Using a capacitor, for example, can enable the battery pack  215  to be recharged quickly obviating the need for multiple battery packs. In addition, while a conventional contact type battery charger is discussed, other types of chargers such as, inductive, RF, and other non-contact charging systems are contemplated herein. Finally, docking stations  102  configured to enable more than one UAV  105  to land can comprise a plurality of recharging stations  205  to enable multiple UAVs  105  to be refueled/recharged at the same time. 
     As shown in  FIGS. 2D-2E , in some examples, the UAVs  105  can be powered by liquid or gaseous fuels. In this configuration, the UAVs  105  can include fuel tanks  245 . In some examples, the power bay  220  can comprise two fuel tank receivers, similar to the battery bay  220  discussed above. In this manner, the UAV  105  can land, drop an empty fuel tank  245 , and pick up a full fuel tank  245 . 
     In other examples, as shown in  FIG. 2D , the UAVs  105  may comprise a refueling probe  250  engageable with a refueling nozzle  255  on the platform  115 . The refueling nozzle  255 , in turn, can be in fluid communication with a fuel storage tank  260  in the platform  115  (or somewhere on the docking station  102 ). In some examples, the refueling nozzle  255  may comprise a cone-shaped receptacle to reduce the maneuvering accuracy required by the UAV  105 . When the UAVs  105  land (as shown in  FIG. 2E ), the refueling probe  250  can engage with the refueling nozzle  255  to enable the system  205  to refill the fuel tank  245 . 
     In still other examples, the UAVs  105  can be stackable. In other words, two or more UAVs  105  can land in the same location on the platform  115  to both increase the capacity of the platform  115  and to provide charging to multiple UAVs  105  at the same time. In some examples, the UAVs  105  can be secured to one another and can include electrical contacts to enable two or more UAVs  105  to be charged by the same charging station  205 . 
     As shown in  FIGS. 3A-3C , the docking station  300  can also comprise one or more UAV securing systems  305 . In some examples, the UAV securing system  305  can comprise a clamp to hold the UAV  105  securely when on the elevated platform  115 . This can enable the UAV  105  to offload packages  310  safely, for example, and can enable the UAV  105  to be secured during high winds and other adverse weather events. 
     The UAV securing system  305  can comprise one or more clamps  305   a  stowed in one or more bays  305   b  on the platform  115 . The clamps  305   a  can be stowed in the bays  305   b  when not in use, or can simply be in an open position, as shown in  FIG. 3A . When the UAV  105  lands, the clamps  305   a  can be closed to secure the UAV  105  to the platform  115 , as shown in  FIG. 3B  (and in detail in  FIG. 3C ). In some examples, the clamps  305   a  can be closed every time the UAV  105  lands. In other examples, the clamps  305   a  can be closed only when conditions require it to stabilize the UAV  105  (e.g., during high winds). As shown, the clamps  305   a  can be secured over one or more skids  105   d  of the UAV  105 . 
     Of course, different UAV  105  landing gear designs (e.g., wheeled) or platform  115  designs may require a variety of designs to secure the UAV  105 . The UAV securing system  305  could also comprise a magnet, such as an electromagnet. In this configuration, the electromagnet may be energized when the UAV  105  is on the platform  115 , and de-energized prior to take-off, landing, and/or when no UAV  105  is present. In other examples, the elevated landing platform  115  could comprise a vacuum device, such as a suction cup or vacuum plate (i.e., a perforated plate in the platform to exert a vacuum on a portion of the UAV  105 ) to secure the UAV  105  to the platform  115 . 
     In some examples, as shown also shown in  FIGS. 3A-3B , the elevated platform  115  may also comprise a turntable  325 . The turntable  325  can enable the UAV  105  to be rotated while on the platform  115 . Rotating the UAV  105  can enable the package  310  to be properly aligned, for example, for handling by the package handling system, discussed below. The turntable  325  can also enable the UAV  105  to be aligned with the recharging system  205 , or simply to enable a UAV  105  to take off and land into the wind as the wind shifts. 
     In other examples, as shown in  FIGS. 4A and 4B , the platform  115  can include one or more slot-type hold-downs  405 . The slot-type hold-downs  405  can comprise opposing brackets  410 , for example, disposed on the platform  115  such that a slot  415  is defined therebetween. In this manner, as the UAV  105  approaches the platform  115 , it can fly such that its skids  105   d  (also shown in  FIG. 3C ) are substantially aligned with the slot  415 . As the UAV  105  lands, therefore, the skids are inserted between the brackets  410  and the UAV  105  substantially moves in straight and level flight, or translates, to fully engage the brackets  410 . Because the slot  415  is smaller than the diameter of the skids, however, the UAV  105  is secured to the platform. When taking off, the UAV  105  merely hovers slightly, backs off the platform  115 , until it clears the brackets  410  and then flies away normally. In some examples like the clamp-type system  305 , the brackets  410  can move between an open position and a closed position to decrease the accuracy required to land and engage the UAV. 
     In some examples, as shown in  FIGS. 5A-5B , the system  500  can also comprise additional features for improved aesthetics, functionality, and profitability. In some examples, the system  500  can comprise signage  505 . This can include, for example, banners, signs, and display screens. In some examples, the signage  505  can comprise advertising to generate additional revenue for the provider. In other examples, the signage  505  can provide information, such as the location number for the docking station  102  to enable users to locate packages, for example, or GPS coordinates to enable users and UAV operators to calibrate their GPS equipment. 
     In still other examples, the system  500  can comprise a package transfer system  510  and/or a package locker storage system  515 . As the name implies, the package transfer system  510  can transfer packages from the UAV  105 , to the platform  115 , and then to a lower level (e.g., the ground level). In some examples, this can enable the UAV  105  to deliver items to a user or a delivery person on the ground. In other words, in some examples, the UAV  105  can deliver packages to the docking station  500  and the package either can be picked-up there by the addressee or can be delivered to its final destination by a delivery person in a truck, car, on a scooter, or using other transportation means. The package transfer system  510  can comprise, for example, a vacuum (or pneumatic) tube, dumbwaiter, elevator, or conveyor to transfer the package from the platform to the ground level without damage. In some examples, the package transfer system  510  can utilize gravity and can simply comprise a conduit with one or more gates  525  to direct packages to the correct location. The package transfer system  510  can comprise, for example, a large gate  525   a , a medium gate  525   b , and a small gate  525   c , such that packages of a certain size are routed to an appropriate location in a storage system, as discussed below. 
     In some examples, the system  500  can also comprise a locker storage system  515 . In some examples, the locker storage system  515  and the package transfer system  510  can be separate. In this configuration, packages can be transferred to the ground level by the package transfer system  510 . The packages can then be sorted and stored in the locker storage system  515  at the ground level. This can enable customers to pick up packages from the locker storage system  515 . 
     As shown in  FIG. 5B , this configuration can also enable delivery personnel to retrieve packages—which can be presorted—from the locker storage system  515  and deliver them to their final destination. All packages in a particular locker  515   a , for example, can be addressed to the same zip code, neighborhood, street, or house to enable more efficient local delivery. In some examples, the use of local locker storage systems  515  can enable packages to be delivered without the use of large delivery trucks. In other words, personnel can retrieve packages from a centrally located locker storage system  515 . The worker can deliver all of the packages for a first location, and then return to the locker storage system  515  for the packages for a second location. This can enable packages to be delivered via compact car, scooter, or other more efficient means (i.e., more efficient than a large delivery truck), while minimizing the distances covered for delivery and delivery delays. 
     In other examples, the locker storage system  515  can be in communication with the package transfer system  510  and/or the central control  150  and can include an automated package sorting system. The automated package sorting system can use conveyors, robotics, or other known methods to automatically read and sort packages into an appropriate locker  515   a . In some examples, the package sorting system can sort packages based on commands from the central control  150 . They can be sorted, for example, in the order they arrive, because the central control  150  can in control of routing the packages and the UAVs  105 . In this manner, packages can be placed in an individual storage locker  515   a  based on, for example, address, zip code, size, or weight. 
     In some examples, the lockers  515   a  can comprise coded entry locks  515   b  to enable users to pick up their package at the locker  515   a  at a convenient time. Upon delivery to the locker storage system  515 , the recipient can be provided with the location of the docking station  500 , the locker  515   a  number, and the code for the lock  515   b  (e.g., an alphanumeric one-time use access code) via e-mail or text message, for example. The recipient can then retrieve the package at their convenience using the one-time use access code. The locker storage system  515  can then update the status of the locker  515   a  to empty, assign a new access code to the lock  515   b , and the locker  515   a  is ready for reuse. 
     In some examples, packages not retrieved within a predetermined timeframe (e.g., 10 days) can be returned to the central facility (i.e., the central facility  170  shown in  FIG. 1C ) for reprocessing or return to the original sender. In some examples, the package can be returned to the platform  115  with the package transfer system  510  for retrieval by a UAV  105 . In other examples, the package can simply be returned by a delivery person. 
     In still other examples, the system  500  can also comprise a shelter  520  for the UAV  105 . The shelter  520  can be used instead of, or in conjunction with, the UAV securing system  305 . In some examples, the shelter  520  can be a small structure with a roof, as shown in  FIG. 5A . In other examples, the shelter  520  can be a retractable tarp or awning, an inflatable shelter, or a mechanized top, similar to a convertible vehicle roof. In other words, in some examples, the shelter  520  can be a permanent structure, while in other examples it can be retractable or inflatable. As shown in  FIG. 5A , in some examples, the shelter  520  can comprise a pivoting roof  520   a  to enable the UAV  105  to more easily land in the shelter  520  (e.g., the UAV  105  can land vertically, horizontally, or a combination thereof). 
     As shown in  FIGS. 6A and 6B , in some examples, the platform  115  can comprise an access door  610  to the package transfer system  510 . In some examples, as shown the access door  610  can comprise one or more trap doors. In other examples, the access door  610  can comprise, for example, a sliding door, a roll-up door, or other type of door to provide access to the package transfer system  510 , while reducing, or eliminating, the infiltration of water, dirt, and debris into the package transfer system  510 . 
     In some examples, the access door  610  can be spring-loaded and can open under the weight of the package. In other examples, the access-door  610  can be in short-range communication with the UAV  105  (e.g., RFID, wireless, etc.) and can open upon receiving a signal from the UAV  105 . In still other examples, as mentioned above, the central control  150  can track and control a plurality of UAVs  105 . In this configuration, the central control  150  can be in communication with the UAV  105  and/or the access door  610  and can send a signal to the access door  610  to open and close. 
     Prior to the arrival of a UAV  105  that has a package for that location, the access door(s)  610  can be closed, as shown in  FIG. 6A . When the UAV  105  lands on the platform, communication between the UAV  105  and the access door  610  or the access door  610  and the central control can be initiated. Upon receiving the appropriate command, the access door  610  can open and the UAV  105  can drop the package  605  into the package transfer system  510 , as shown in  FIG. 6B . Of course, in some examples, to prevent damage, the UAV  105  may lower the package into the package transfer system  510  or the package transfer system  510  may be padded or curved to reduce the impact. 
     In some examples, the UAV  105  can also comprise a camera  625 . The camera  625  can comprise a standard video camera and/or can comprise, for example, an infrared camera, a night vision camera, sonar receiver, and radar receiver. The camera  625  can enable the UAV  105  to, for example, locate the platform  115 , align with the package handling system  510 , and refuel/recharge. In some examples, the camera  625  can also provide remote video feeds to enable monitoring of weather and light conditions, crime, traffic, and other information. 
     As shown in  FIG. 7 , to encourage municipalities, neighborhoods, and individuals to allow installations of multiple docking stations  102 , the docking stations  102  may also include a number of mutually beneficial features. In some examples, the docking station  700  can include a street light  705 . In selected examples, instead of being mounted on an existing street light, the service provider may include a new street light with the installation. 
     Similarly, the docking stations  700  can act as primary or supplementary (relay) cell towers. To this end, the docking stations can include cellular antennas  710 , switches, and other equipment to act as cell tower. In addition, in some cases, the docking stations  700  can also include wireless internet, or “Wi-Fi,” connections  715 . This can not only enable the UAV  105  to talk to the central control (i.e., the central facility  170  shown in  FIG. 1C ) and the docking station  102  but also can provide local free or fee-based Wi-Fi services. This can enable cities to provide free Wi-Fi in public parks, buildings, and other public areas without bearing the burden of installing some, or all, of the necessary infrastructure. 
     In still other examples, the docking stations  700  can include video cameras  720 . These can be used by local authorities for traffic monitoring and crime prevention, among other things. In some configurations, the docking stations  700  can also include weather stations  725 . The weather stations  725  can provide wind speed and direction, temperature, and other weather related information to both the UAVs  105 , the central control  150 , and to local residents, businesses, and government entities. In this manner, the UAVs  105  and central control  150  can create efficient routes for the UAVs to avoid, for example, excessive winds, head winds (which can negatively affect flight range), and severe weather. Similarly, a networked series of docking stations  700  can provide highly granular weather reporting without the need for separate infrastructure. 
     In yet other examples, the docking stations  700  can further comprise one or more solar panels  730 . The solar panels  730  can be used, for example, to power the docking station  700 , the docking station accessories (e.g., the weather stations  725 ) or to provide energy to the recharging station  205 . In some examples, the solar panels  730  may be connected to an electrical grid as shown in  FIG. 1A  to offset the cost of system. 
     In still other examples, the docking station  700  can comprise one or more GPS receivers  735 . In some examples, the docking station  700  can send GPS coordinates to the UAV  105  when it is positioned on the platform  115  to enable the UAV  105  to calibrate or “zero-out” its navigational system. In other words, the location of the docking station  700  can be measured very accurately using a relatively sophisticated GPS receiver  735 , land surveying equipment, or other means. The docking station  700  can then provide this corrected GPS location to the UAV  105 , which may have a relatively simpler GPS system with some inherent error. This can provide a correction factor to the UAV  105  to increase the accuracy of the onboard GPS system. 
     In other examples, the docking station  700  can comprise the same type of GPS receiver  735  as that used on the UAV  105 . In that manner, the docking station  700 , which is stationary, can compare the GPS location provided by the GPS receiver  735  to the known GPS location, calculate a correction factor, and provide the correction factor to the onboard GPS receiver on the UAV  105 . In some examples, because all of the docking stations  700  are networked, the GPS receivers  735  on the docking stations  700  can provide a local area correction by combining the correction factor from two or more docking stations  700 . 
     As shown in  FIG. 8 , the docking station  800  may be mounted on, or may include, a cell tower  805 . This can provide cell towers  805  in more remote locations than would otherwise be financially prudent, for example, because the cost of the tower can be absorbed, or at least shared, with the package delivery company using the UAVs  105 . So, for example, the company could either partner with a cell phone provider to share costs, or could enter cell phone market themselves to defray the costs of the docking stations  800 . 
     Examples of the present disclosure can also comprise a method  900  for routing UAVs to deliver packages. In some examples, the package can be received at a central facility, as shown at  905 . As mentioned above, the central facility can comprise, for example, a local or regional package sorting and handling facility. At the central facility, the central control can determine the size, weight, and final destination of the package can be determined, as shown at  910 . This information can be derived from the package ID, such as a tracking number or bar code. 
     The central control can then choose an appropriate UAV based on the size and weight of the package, delivery time, and weather conditions, among other things. The central control can then generate a flight plan, comprising one or more segments, for the chosen UAV, as shown at  915 . The flight plan can be chosen based on current wind and weather conditions, package delivery time, and UAV flight speed, among other things, and can include segments. 
     The central control can then ensure that the flight plan segments do not exceed the maximum range of the chosen UAV, as shown at  920 . If none of the segments exceeds the UAV&#39;s range, the central control can send the flight plan to the UAV for execution, as shown at  925 . In other words, if the UAV has sufficient range to deliver the package directly (e.g., the final destination is relatively close to the central facility, the UAV can fly directly to the final destination. 
     If any of the flight segments do exceed the maximum range of the UAV, on the other hand, the central control can add segments and stops at intervening docking stations, as necessary, as shown at  930 . The docking stations can enable the UAV to land, refuel/recharge, and then continue along the flight path to the final destination. When a sufficient number of intervening docking stations have been added to the flight plan to provide sufficiently short flight segments, the flight plan can be sent to the UAV for execution, as shown at  925 . 
     In some cases, the flight plan may need to be modified to account for changing weather conditions, as shown in  FIG. 9B . As a result, examples of the present disclosure can also comprise a method  950  for rerouting UAV to avoid significant weather issues. In some examples, the central control can receive weather information from one, some, or all of the docking stations, as shown at  950 . In some example, each docking station can comprise a weather station. This can provide the central control with a very granular weather picture for the delivery area. This can enable the system to identify localized weather events such as, for example, thunderstorms, which tend to be fairly small and localized, but violent. 
     In some examples, the central control can determine if the weather event exceeds a certain threshold, as shown at  955 . In other words, the central control can determine, for example, whether the wind is in a certain direction (e.g., a headwind for the UAV) and/or exceeds a predetermined speed. If, for example, a UAV has a top speed of 10 mph (or 15 or 20 mph), then any headwind above this mark would prevent flight. In addition, the threshold can be set somewhat lower, such that any speed above 5 mph (or 10 mph or 15 mph, respectively) is deemed to inefficient to continue. Wind speed threshold can be set, for example, as an absolute value or a percentage of the top speed of the UAV. 
     Similarly, the UAV may be able to continue rather easily in a light rain, while rainfall above a certain rate (e.g., 1 inch/hour) makes flying inefficient or impossible. UAVs may also be unable to fly in extremely cold or extremely hot weather due to battery losses at these temperatures. As a result, the weather event thresholds can be set for each size and type of UAV, for a certain package size and/or weight, or other factors and combinations of factors. 
     If the system determines that the weather event is below the predetermined threshold, then system can continue to receive weather updates from the docking stations, as shown at  952 . If, on the other hand, the weather event exceeds the predetermined threshold, the central control can generate an alternative flight plan in an attempt to avoid the weather event, as shown at  960 . If, for example, the weather event is a fairly localized thunderstorm, the system can simply route the UAV around the weather event. If the weather event can be avoided, the alternate flight plan can be sent to the UAV for execution, as shown at  970 . As before, the flight plan can include a necessary number of docking stations to route the UAV to the final destination. 
     If, on the other hand, the weather event is more widespread, it may be impossible or impractical for the central control to route the UAV around the weather event. In this case, the central control can determine the current location of the UAV, as shown at  972 , and then determine the location of the closest docking station to the current location, as shown at  975 . In some examples, this can comprise the closest available docking station (e.g., the closest docking station may already be occupied). The central control can then send a “hold” flight plan to the UAV to fly to the closest docking station and hold for the weather to clear, as shown at  980 . In some examples, the UAV can take advantage of the UAV securing system  305  at the docking station to prevent damage during the weather event. 
     It is inevitable that UAVs with have electronic or mechanical failures in service. As a result, as shown in  FIGS. 10A and 10B , in some examples the system can also include a method  1000  for rerouting UAVs to account for mechanical, electrical, or other technical issues. In some examples, the UAV can comprise an on-board diagnostic system comprising a plurality of error codes. These codes can refer to, for example, battery and motor overheating, low battery charge or fuel level, low motor RPM, and higher than normal power settings (e.g., the current from the battery is higher than normal for the current load and conditions). 
     Regardless of the problem, a first UAV can send an error code to the central control, as shown at  1005 . Upon receiving the error code, the central control can (1) determine the current location of the first UAV, as shown at  1010  and (2) determine a first docking station for the first UAV, as shown at  1015 . Of course, in some cases, the first docking station will be chosen because it is the closest docking station. In other cases, the closest docking station may be occupied, for example, and the first docking station can be the closest available docking station. In still other cases, such as when the stricken UAV cannot fly to a farther docking station, the central control can send a flight plan to a UAV that is occupying the closest docking station moving it to another docking station. After determining the appropriate docking station, the central control can generate an “emergency” flight plan for the first UAV from the UAV&#39;s current location to the first docking station, as shown at  1020 . 
     The central control can then send the emergency flight plan to the first UAV, as shown at  1025 . If the error is an unexpected loss of power such as a defective battery pack, for example, the first UAV may be able to receive a charged battery pack from the first docking station and continue on to the final destination. If, on the other hand, the UAV is unable to continue (e.g., one or more motors on the UAV have failed), then the central control can send an instruction to the first UAV to drop the package at the first docking station, as shown at  1030 . 
     As shown in  FIG. 10B , if the first UAV is unable to continue, the method  1000  can continue with the central control determining the current position of a second UAV, as shown at  1050 . The second UAV may be the closest UAV to the first docking station, the closest available UAV, or the closest UAV with the appropriate carrying capacity for the package, for example. The central control can then generate a “back-up” flight plan for the second UAV to the first docking station, as shown at  1055 . If the back-up flight plan is determined to be within the range of the second UAV, as shown at  1060 , the central control can send the back-up flight plan to the UAV, as shown at  1065 . 
     If, on the other hand, the back-up flight plan is determined to exceed the range of the second UAV, as shown at  1055 , the central control can add docking stations to the flight plan, as necessary, as shown at  1075 . The central control can then send the modified back-up flight plan to the second UAV, as shown at  1065 . In some examples, the central control can also send instructions to the second UAV to pick up the package from the first docking station, as shown at  1070 . The second UAV can then be routed to the final destination, as discussed above. 
     As shown in  FIGS. 11A and 11B , in some examples, the platform  115  can comprise one or more electromagnets  1105  and the UAV  105  can comprise one or more ferromagnetic components  1110 . In some cases, for example, some or all of the skids  1110  on the UAV  105  can comprise a ferromagnetic material. In some examples, the skids  1110  can comprise ferromagnetic pucks or strips. In this manner, when activated, the electromagnets  1105  can secure the UAV  105  to the platform  115 , but release the UAV  105  when deactivated. In some examples, the electromagnets  1105  can also comprise a battery back-up system to ensure the UAV  105  can be secured during power outages. This may be particularly relevant in weather related power outages, for example. 
     In some examples, the platform  115  can also include additional features. The platform  115  can comprise, for example, one or more landing patterns  1120 . In some examples, the landing patterns  1120  can comprise high contrast, reflective, or other markings, such as an X, which can be easily identified by the UAVs video camera  625 . The landing patterns  1120  can provide a target location for the UAV  105  and can align the UAV  105  with, for example, the package handling system  510  or the securing system  305 . In some areas, the platform  115  can also comprise pigeon spikes, scarecrows, artificial owls, overhangs, or other deterrents to limit wildlife interference with platform  115  operations. 
     In some examples, the platform  115  can also comprise one or more beacons  1125 . The beacons  1125  can comprise, for example, flashing landing lights, radio beacons, homing beacons, or other indicia to enable the UAV  105  to locate the elevated landing platform  115 . The beacons  1125  can enable the UAV  105  to locate the platform in adverse weather conditions, for example, or at night. In some examples, the beacons  1125  can comprise radio beacons to aid navigation in areas with high light pollution (e.g., in city centers), where landing lights may be difficult to distinguish from surrounding city lights. In still other examples, the beacons  1125  can comprise a glide slope, ILS, or other instrumentation to facilitate landing. 
     While several possible examples are disclosed above, examples of the present disclosure are not so limited. For instance, while a system of docking stations for UAVs to deliver packages is disclosed, other UAV tasks could be selected without departing from the spirit of the disclosure. In addition, the location and configuration used for various features of examples of the present disclosure such as, for example, the location of the package transfer system and lockers, the number and type of services provided by the docking station, and the locations and configurations of the docking station can be varied according to a particular neighborhood or application that requires a slight variation due to, for example, size or construction covenants, the type of UAV required, or weight or power constraints. Such changes are intended to be embraced within the scope of this disclosure. 
     The specific configurations, choice of materials, and the size and shape of various elements can be varied according to particular design specifications or constraints requiring a device, system, or method constructed according to the principles of this disclosure. Such changes are intended to be embraced within the scope of this disclosure. The presently disclosed examples, therefore, are considered in all respects to be illustrative and not restrictive. The scope of the disclosure is indicated by the appended claims, rather than the foregoing description, and all changes that come within the meaning and range of equivalents thereof are intended to be embraced therein.