A system to monitor vehicle accidents using a network of aerial based monitoring systems, terrestrial based monitoring systems and in-vehicle monitoring systems is described. Aerial vehicles used for this surveillance include manned and unmanned aircraft, satellites and lighter than air craft. Aerial vehicles can also be deployed from vehicles. The deployment is triggered by sensors registering a pattern in the data that is indicative of an accident that has happened or an accident about to happen.

A system to monitor vehicle accidents using a network of aerial based monitoring systems, terrestrial based monitoring systems and in-vehicle monitoring systems is described. Aerial vehicles used for this surveillance include manned and unmanned aircraft, satellites and lighter than air craft. Aerial vehicles can also be deployed from vehicles. The deployment is triggered by sensors registering a pattern in the data that is indicative of an accident that has happened or an accident about to happen.

A micromobility transit vehicle may include a steering assembly. The steering assembly may include a fork, a steer tube, a stiffening brace, and a stem. The steer tube may extend from the fork and be positioned to rotate within a headtube. The stiffening brace may extend from the fork and be positioned about the headtube. The stiffening brace may include a first engagement surface. The stem may be coupled to the steer tube and the stiffening brace to secure the steering assembly to the headtube. The stem may include a second engagement surface complementary to the first engagement surface and engaged with the first engagement surface to rotationally lock the stem and stiffening brace together.

There is provided a moving body including: an optical wireless communication unit configured to execute an optical wireless communication with another moving body; an object detection unit configured to detect an object around an own moving body; an object information transmission unit configured to transmit, to the other moving body, first object information including location information of the object, by the optical wireless communication or a radio wave communication; an object information receiving unit configured to receive, from the other moving body, second object information including location information of an object around the other moving body, by the optical wireless communication or the radio wave communication; and a movement control unit configured to control, based on the first object information and the second object information, a movement of the own moving body such that an object is not located on an optical axis of the optical wireless communication.

A method and system for tracking the real-time positions of airport ground vehicles, and integrating the positional data into the Automatic Dependent Surveillance-Broadcast (ADS-B) network infrastructure. The system may include one or more ground receiver stations that receives positional telemetry data from one or more airport ground vehicles, and transmits the ground vehicle positional data to a centralized ground base station. A computer system connected to the ground base aggregates the ground vehicle telemetry data from one or more ground vehicles, converts the aggregate telemetry data into an ADS-B compatible data protocol, and integrates that data into the ADS-B network infrastructure for dissemination and reporting across the ADS-B network. The method enables the use of and dissemination of ADS-B information for ground vehicles without the need for ADS-B transponders on each ground vehicle.

A method and system for tracking the real-time positions of airport ground vehicles, and integrating the positional data into the Automatic Dependent Surveillance-Broadcast (ADS-B) network infrastructure. The system may include one or more ground receiver stations that receives positional telemetry data from one or more airport ground vehicles, and transmits the ground vehicle positional data to a centralized ground base station. A computer system connected to the ground base aggregates the ground vehicle telemetry data from one or more ground vehicles, converts the aggregate telemetry data into an ADS-B compatible data protocol, and integrates that data into the ADS-B network infrastructure for dissemination and reporting across the ADS-B network. The method enables the use of and dissemination of ADS-B information for ground vehicles without the need for ADS-B transponders on each ground vehicle.

Concepts and technologies are disclosed herein for an airport ground support equipment navigation system. In one embodiment, a computer can be trained to recognize obstacles and navigate ground support equipment along an airport apron, to identify obstacles along a path or route, and to determine how to control the ground support equipment to safely navigate the obstacles to reach its intended target at a designated time. The computer also can provide a graphical user interface to a display. The graphical user interface can include visual indications providing information to a user about an obstacle along a route of the vehicle on the airport apron and how the vehicle may safely continue on along the route while avoiding the obstacle. In some implementations, the computer may autonomously control the vehicle and drivers may override the computer.

Concepts and technologies are disclosed herein for an airport ground support equipment navigation system. In one embodiment, a computer can be trained to recognize obstacles and navigate ground support equipment along an airport apron, to identify obstacles along a path or route, and to determine how to control the ground support equipment to safely navigate the obstacles to reach its intended target at a designated time. The computer also can provide a graphical user interface to a display. The graphical user interface can include visual indications providing information to a user about an obstacle along a route of the vehicle on the airport apron and how the vehicle may safely continue on along the route while avoiding the obstacle. In some implementations, the computer may autonomously control the vehicle and drivers may override the computer.

An automated air traffic advisory system bridges the communications gap between multiple aircraft on different frequencies in a monitored airspace, such as a non-towered airport, that may be remote from an Air Traffic Control facility. The system can automatically notify remote Air Traffic Control of the status of an aircraft in the monitored airspace, and can dynamically vary transmitter strength to be heard selectively only by nearby aircraft.

An automated air traffic advisory system bridges the communications gap between multiple aircraft on different frequencies in a monitored airspace, such as a non-towered airport, that may be remote from an Air Traffic Control facility. The system can automatically notify remote Air Traffic Control of the status of an aircraft in the monitored airspace, and can dynamically vary transmitter strength to be heard selectively only by nearby aircraft.