System and Method for Distributed Utility Service Execution
Utility services related to executing services requiring trips of various lengths, and short-distance assistance to customers. Utility services can be delivered by semi-autonomous and autonomous vehicles on various types of routes, and can be delivered economically. A network of utility vehicles provide the utility services, and can include a commonly-shared dispatch system.
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This application is a divisional of U.S. Utility application Ser. No. 16/435,007, filed Jun. 7, 2019, entitled SYSTEM AND METHOD FOR DISTRIBUTED UTILITY SERVICE EXECUTION (Attorney Docket No. AA001), which claims the benefit of U.S. Provisional Application Ser. No. 62/682,129, filed Jun. 7, 2018, entitled SYSTEM AND METHOD FOR DISTRIBUTED UTILITY SERVICE EXECUTION (Attorney Docket No. X61), which is incorporated herein by reference in its entirety.
BACKGROUNDThe present teachings relate generally to utility services. For example, the present teachings can relate to assisted delivery of goods originating at distributed establishments and destined for customers located in the vicinity of the distributed establishments. What is needed is a system that can accommodate trips of various lengths, and can solve the problem of short-distance assistance to customers. What is further needed is a system that can accommodate semi-autonomous and autonomous operation, and can deliver utility services economically.
SUMMARYThe utility system of the present teachings solves the problems stated herein and other problems by one or a combination of the features stated herein.
The system of the present teachings can be part of a fleet network of similar systems. The fleet network can also include trucks, planes, cars such as self-driving cars, and business establishments. All members of the fleet network can communicate seamlessly to share, for example, but not limited to, navigation data, dynamic objects, alternate routing, and utility requirements including utility characteristics, customer location, and destination. The system of the present teachings can interface with existing truck systems so that the fleet is seamlessly connected. Piloted utility vehicles can include technology disclosed in U.S. patent application Ser. No. 15/600,703 filed on May 20, 2017, entitled Mobility Device.
The utility robot of the present teachings can operate in an autonomous or semi-autonomous mode. The autonomous utility robot can, in conjunction with the network, control its movement without the assistance of an operator. The semi-autonomous utility robot can include technology that can receive and process input from the operator of the semi-autonomous utility robot. The input can, for example, but not limited to, override autonomous control of the utility robot, or be considered in controlling the utility robot, or be ignored. The utility robot can include a set of sensors appropriate for the location of the utility robot. For example, when the utility robot is deployed in an environment that includes many other members of the fleet network, the utility robot can include a first number of sensors. In some configurations, for example, in an environment that includes a relatively small number of members of the fleet network, the utility robot can include a second number of sensors. The sensors can operate in conjunction with sensors that are associated with other members of the fleet network. In some configurations, the utility robot can include enough physical storage space to accommodate delivery items from typical distributed sources such as pharmaceuticals, food, meals, and documents. The utility robot can operate on city sidewalks, and near and within buildings, among other places. The utility robot can include the capability to determine a current location and situation of the utility robot (localization), through the use of, for example, but not limited to, fiducials, sensors, external application data, operator input, beacons, and physical orientation of the utility robot. The utility robot can plan a route to reach a desired destination, detect obstacles along the route, and dynamically determine specific actions that the utility robot is to take based on the route, current location, and obstacles. Obstacles can include, but are not limited to including, dynamic (mobile) obstacles, such as, for example, but not limited to, pedestrians, vehicles, animals, and static obstacles such as, for example, but not limited to, trashcans, sidewalks, trees, buildings, and potholes. The utility robot can accommodate map matching including locating obstacles visually and matching them to other data such as, for example, satellite data. The utility robot can determine preferred routes and routes to be avoided. In some configurations, the utility robot can climb curbs. In some configurations, the utility robot can climb stairs. The utility robot can achieve stabilized operation while on four wheels, including while climbing stairs. The utility robot can maintain a pre-selected distance, which could vary along the route, from an obstacle such as, for example, but not limited to, a building. The utility robot of the present teachings can be driven by an operator who is seated upon a seating feature of the utility robot. In some configurations, the utility robot can take the form of a wheelchair, and can thus legally traverse sidewalks in all jurisdictions. The utility robot can accommodate disabled operators, and can include carrying capacity for, for example, but not limited to, pizzas and pharmaceuticals. In some configurations, the utility robot can follow rules of the road to maintain the safety of the utility robot, the operator of the utility robot (when present), and the people and obstacles encountered by the utility robot. The rules can include, for example, but not limited to, what to do when encountering an obstacle and what to do when crossing a road. For example, the rules can include prohibitions on rolling over someone or something, and traveling into unsafe places. The rules can also include prohibitions on stopping in unsafe locations, for example, the middle of an intersection. In general, safety protocols can be established and learned by the utility robot of the present teachings.
The utility robot of the present teachings can serve many purposes. The utility robot of the present teachings can be summoned to assist an individual in carrying heavy things, for example, to a bus stop. In some configurations, the utility robot of the present teachings can watch for threats and odd occurrences, and can be summoned to escort individuals from place to place. In some configurations, the utility robot of the present teachings can be summoned by a mobile device, to a location that can change between the summons and the rendezvous of the utility robot and the mobile device. The utility vehicle can transport items from one location to another, for example, from a pharmacy to the residence of the person ordering the pharmaceuticals. The utility robot can communicate with pedestrians and vehicles, for example, by gesturing and providing awareness feedback.
In some configurations, the utility robot of the present teachings can travel at least fifteen miles at sixteen miles/hour on a single battery charge. The utility robot of the present teachings can use GPS, road signs, stereo cameras, cell phone repeaters, smart beacons with steerable RF beams that can direct the utility robot along a desired route, IMU data between beacons, and other beacon data to help the utility robot to recognize and traverse the desired route. In some configurations, at least one autonomous utility robot of the present teachings can be coupled, for example, electronically, with at least one semi-autonomous utility robot. Batteries can include quick change/quick charge batteries. In some configurations, batteries can be protected from being stolen. The batteries can be locked down, for example, or they can include an identification number that is required to enable the batteries.
The utility robot of the present teachings can accommodate such numbers and types of sensors as are necessary for the function of the utility robot. For example, the utility robot, when operating in an urban area, can expect to receive real time data relevant to its travel path from other members of the fleet network such as, for example, but not limited to, beacons and fiducials. Thus, the utility robot, when operating in an urban area, can include a sensor package appropriate for its environment. The same utility robot, when operating in an area that includes fewer fleet members can include a sensor package appropriate for its environment, and possibly different form the urban area sensor package. Sensors can be integrated with the utility robot of the present teachings. The sensors can access and/or collect street/building/curb data, and can include, for example, but not limited to, visual sensors, LIDAR. RADAR, ultrasonic sensors, and audio sensors, and data from GPS, Wi-Fi and cell towers, commercial beacons, and painted curbs. The visual sensors can include stereoscopic visual sensors that can enable object classification and stop light classification, for example. In some configurations, visual sensors can detect curbs. Detection of curbs can be simplified by painting the curbs with substances that can include, but are not limited to including, reflective materials and colors. Curbs can also be painted with conductive materials that can trigger detection by appropriate sensors mounted on a fleet member such as the utility robot. LIDAR can enable the creation of a point cloud representation of the environment of the utility robot, and can be used for obstacle avoidance, object classification, and mapping/localization. Maps can contain static objects in the environment. Localization provides information about the locations of static objects, which can be useful in recognizing dynamic objects. Audio and/or ultrasonic sensors can be used to detect the presence of, for example, but not limited to, vehicles, pedestrians, crosswalk signals, and animals, and can enable collision avoidance and semi-autonomous driving. Ultrasonic sensors can enable calculation of the distance between the utility robot and the closest object. In some configurations, the utility robot can accommodate repositioning of the sensors upon the utility robot. For example, sensors can be positioned to accommodate the variable placement of storage containers on the utility robot.
In some configurations, vehicles, such as, for example, but not limited to, trucks and self-driving vehicles, can transport the utility robots of the present teachings closer to their starting locations and destinations, and can retrieve the utility robots to remove them to storage, charging, and service areas, for example. With respect to trucks, in some configurations, as the utility robots can enter the trucks, their batteries can be removed and be replaced with fully charged batteries so that the utility robots can continue their services. The truck can include the capability to swap out batteries and charge them. In some configurations, empty storage compartments can also be filled on the delivery truck, and the utility robot can be sent from the truck to perform further deliveries. The utility robots and trucks can locate each other wirelessly. A dispatching mechanism can couple trucks with services and batteries with utility robots that need them. The trucks can include at least one ramp to receive and discharge the utility robots of the present teachings.
In some configurations, the movement of trucks and utility robots of the present teachings can be coordinated to minimize one or more of service costs, service times, and occurrences of stranded utility robots. Service costs may include fuels for trucks, battery costs for utility robots, and maintenance/replacement costs of trucks and utility robots. The trucks can include on- and off-ramps that can accommodate rolling retrieval and discharge of the utility robots. The trucks can be parked in convenient places and the utility robots of the present teachings can perform services in conjunction with the trucks. In some configurations, the trucks and utility robots can be dynamically routed to meet at a location, where the location can be chosen based at least on, for example, but not limited to, the amount of time it would take for the fleet members to reach the location, availability of parking at the location, and routing efficiency. In some configurations, the utility robots of the present teachings can be moved from place to place, depending upon where they are needed the most, by, for example, the trucks. Daily schedules can control where the utility robots of the present teachings are transported. For example, a truck can pick up the utility robot of the present teachings when the utility robot has completed its services and/or when its batteries need to be charged, and/or when it needs service. The utility robot can automatically remain in the location of its final service until a truck arrives to retrieve it. A truck can be used to transport the utility robot of the present teachings from a station such as a store where goods and services have been purchased to a retirement home, for example, where the goods and services are to be delivered. The utility robot of the present teachings can be dropped off at, for example, the retirement home at which time the utility robot can deliver the goods and services. In some configurations, a first of the utility robots of the present teachings can deliver parcels to the truck, and those parcels can be removed from the first of the utility robots to the truck. The parcels can be picked up by a second of the utility robots of the present teachings that is heading towards the delivery destination of the parcel. The utility robots of the present teachings can be deployed from moving trucks or other moving vehicles.
In some configurations, self-driving vehicles can be fitted with controls and hardware that can accommodate the utility robot of the present teachings. Self-driving vehicles can be more ubiquitous in and adaptable to urban settings than trucks. For example, a utility robot of the present teachings can receive goods to be delivered, summon a nearby self-driving vehicle, move to meet the vehicle, enter the vehicle, and become docked in the vehicle. The battery of the utility robot of the present teachings can be charged during the delivery trip by the self-driving vehicle. The self-driving vehicle, as part of the fleet, can access the service information for the utility robot from which the summons came, and can move the utility robot of the present teachings to the service destination(s).
In some configurations, at least one semi-autonomous utility robot can be associated with at least one autonomous utility robot. The semi-autonomous utility robot and the autonomous utility robot can wirelessly communicate with each other to maintain synchronous behavior when desired. In some configurations, the group of utility robots can form a secure ad hoc network whose participants can change as autonomous utility robots enter and leave association with the semi-autonomous utility robot. The ad hoc network can communicate with the fleet network. In some configurations, the utility robots can communicate by, for example, wifi, through standard electronic means such as text, email, and phone. In some configurations, each of the utility robots can share features of the route upon which the group travels by individually measuring wheel rotations and inertial values and sharing those data. The group of utility robots of the present teachings can arrange to meet a truck. The arrangement can be made by a cellular telephone call to a dispatcher, for example. A dispatcher, which may be automatic or semi-automatic, can locate the truck that is nearest the group of utility robots of the present teachings and can route the truck to the location of the group. In some configurations, a meetup request can be generated by one or more utility robots of the group, and can be electronically transmitted to trucks that come within wifi and/or ad hoc network range of the group of utility robots. In some configurations, the group of utility robots can be in continuous electronic communication with the fleet of trucks, can monitor their whereabouts, and can summon the nearest truck and/or the truck with the appropriate specifications such as, for example, size and on/off ramps. In some configurations, summoning the one or more of the utility robots of the group of the present teachings can automatically involve summoning a utility robot with the correctly-sized storage compartment(s) for the parcel(s), and the utility robot that is geographically closest to the pickup point for the parcel(s).
In some configurations, the utility robot can include storage for items to be delivered, and can track the sizes of storage containers on each utility robot, as well as the sizes of the contents of the storage containers. The utility robot can receive the size of the package and can determine if the package can fit in any available storage in the fleet of utility robots of the present teachings. The storage can be compartmentalized for security and safety of the contents of the delivered goods. Each of the compartments can be separately secured, and the sizes of the compartments can vary according to the sizes of the parcels. Each of the compartments can include, for example, a sensor that can read the address on the parcel and ensure that the parcel is sized correctly for the storage container and the utility robot. For example, a drug store might require several small compartments to house prescription orders, while a restaurant might require pizza-sized compartments. In some configurations, the utility robot can include operator seating, and the storage compartments can be located behind, above, beside, in front of, and/or under the operator, for example. The storage containers can be sized according to the current parcel load. For example, the storage containers can include interlockable features that can enable increasing or decreasing the interior size of the storage containers. The storage containers can also include exterior features that can enable flexible mounting of the storage containers upon the chassis of the utility robot of the present teachings.
In some configurations, the utility robot can include storage compartments and can accommodate long-term storage, for example, overnight storage, that can be advantageously provided when the utility robot is securely located within an enclosure in proximity to a charging station. The storage compartments can actively or passively self-identify, and can include tamper and content status information. The storage compartments can automatically interface with the system controller to provide information such as, for example, but not limited to, the tamper information and the content status information. In some configurations, the storage compartments can include information that can be used when by the controller to command the utility robot. In some configurations, when contents within the storage compartments are destination-tagged, the storage compartment can sense the place where the contents are to be delivered and can direct the controller to drive the utility robot to the destination. In some configurations, the storage compartment can transmit destination information to other members of the delivery fleet. In some configurations, contents within the storage compartment can protrude from the storage compartment. Sensors can detect the orientation of the storage compartment and can maintain the storage compartment at a pre-selected angle with respect to the ground.
In some configurations, storage compartments can include temperature/humidity control that can accommodate extended storage, for example, but not limited to, overnight storage, of goods for delivery. In some configurations, storage of food and pharmaceuticals, for example, can be accommodated by temperature and or humidity control within the storage compartments of the present teachings. In some configurations, the storage compartments can include insulation and cold packs of ice, dry ice or other commercially available cold packs such as model S-12762 available from ULINE® in Pleasant Prairie, WI. In some configurations, storage compartments can include electrically powered refrigerators and/or heaters. In some configurations, the electrically powered heater or cooler may be powered by mains AC. In some configurations, the power can be provided by the batteries of utility robot.
The storage compartments can include sensors mounted exteriorly and interiorly. The storage compartment sensors can detect when they have been touched and moved, and can provide that information to a controller executing in the utility robot. In some configurations, storage compartment sensors can monitor environmental factors, such as, for example, but not limited to, temperature and humidity as well as shock and vibration loads. In some configurations, storage compartment sensors can detect the size and weight of a package and can read information embedded in or on the package. The information can, for example, be embedded in an RFID tag or encoded into a barcode or QR code. The utility robot can compare the information embedded in or on the package to a manifest associated with the delivery, and can raise an alert and/or alarm if the information does not match the manifest.
In some configurations, one or more of the storage compartments can ride above the operator of the utility robot of the present teachings. In some configurations, the above-operator storage compartment(s) can ride on a telescoping device, and can be raised up and down to enable convenient access to the contents of the storage compartment(s), while at the same time enabling convenient entry and exit of the operator onto the utility robot of the present teachings. The telescoping device can include articulation. The storage compartments can ride on positioning rails, and can be positioned backwards, forwards, up, down, and from side to side, for example. The storage compartments can be maintained in a particular orientation automatically by the controller.
In some configurations, the storage containers can be positioned in various orientations and at various locations with respect to each other and the chassis of the utility robot. The storage compartment can accommodate weather barriers to protect the operator of the utility robot from inclement weather. In some configurations, curtains attached to an elevated storage container can protect an operator and possibly storage containers from inclement weather. Parts of the storage container can be articulated to accommodate storing and removing items, and to accommodate secure placement of the storage container. In some configurations, the utility robot can include active control of the storage container, for example, to maintain a particular orientation of the storage container. If the contents of the storage container must remain in a particular orientation to prevent destruction of the contents, active control of the orientation of the contents within the storage container can be enabled. In some configurations, each face of the contents of the storage container can be identified to enable proper orientation of the contents.
In some configurations, sensors can be mounted in various locations on/in the storage container, for example, to notify the utility robot when the storage container could be subject to an undesired collision. In some configurations, the storage container and/or the manifest can inform the utility robot to adjust accelerations according to a pre-selected threshold. The utility robot, which can determine the current rate of acceleration of the utility robot based on data collected from the utility robot's wheel counter and IMU, can limit commands to the drive wheels and/or brakes to adjust accelerations according to the pre-selected threshold.
In some configurations, one of the storage containers can be mounted behind the operator, and can be greater than or equal to about two feet tall. The storage containers can include snap-on features that can allow placement of the storage containers onto the chassis in various configurations. The storage containers can receive and process information from an electronic application, for example, open and close commands from a wireless device. In some configurations, when a parcel is loaded into a storage container, the utility robot can identify, for example by taking a photograph, the individual who loads the parcel and associate the parcel with the identification. In some configurations, the storage container of the present teachings can measure 30-40 inches by two feet. In some configurations, the utility robot can automatically poll the parcels it carries and automatically summon any needed assistance to deliver the parcels in a timely manner. The mounted storage containers can be interchangeable with storage containers of sizes suitable for the particular delivery and can be secured to the utility robot.
The utility robot of the present teachings can be docked proximal to where package delivery can originate. In some configurations, docking stations can include openings in the building where the packages are located. Packages can be deposited at stations within the buildings and near the openings, and can be automatically sorted. The sorted packages can be automatically loaded onto a utility robot of the present teachings through one of the openings. Sensors and/or transponders can detect the contents of the packages.
The utility robots of the present teachings can include technology to collect payment for services and retain payment records. The utility robot can notify the service target that the service has been completed, for example, by a cell phone notification or a text. The service target can move towards the utility robot to avoid challenging terrain such as, for example, stairs. In some configurations in which the service provided is a delivery service, storage compartments can include embedded RFID circuitry that can be broken when the delivery storage is opened. An RFID scanner could be used to reveal that the storage container has been opened. To maintain privacy, the contents of the storage container can be moved to a secure location before opening. The utility robot can receive information about the service target such as, for example, biometric information, to identify that the service is being delivered to the correct target. For example, the utility robot can secure the storage container until the target is recognized by, for example, facial recognition technology. The utility robot can receive personal information such as credit card and cell phone information, to, for example, unlock a storage container. In some configurations, the utility robot can include biometric sensors, for example, facial sensors and/or fingerprint sensors, that can, for example, detect if the contents of a storage container are associated with the person attempting to collect the contents. In some configurations, the utility robot can combine correct location information with correct code entry or other forms of identification to unlock the storage container.
The utility robots of the present teachings can detect tampering with the utility robot, and thus unsafe and dangerous conditions. In some configurations, the utility robot can detect a change in the center of mass that can indicate tampering. Adding or subtracting weight from the utility robot can change the center of mass. The utility robot can include an IMU, and can measure the location of center of mass based on the response of the vehicle to accelerations and changes in the attitude of the utility robot. The change of mass can indicate that the utility robot might be compromised. In some configurations in which packages are being transported, the utility robot can detect packages that do not include identification sufficient to couple the package with the delivery target. For example, the utility robot can detect an unapproved package because a loading authorization code does not match the expected code, or the RFID code is incorrect or missing, or there is a mismatch between the actual weight of the package and the weight listed on the manifest. The utility robot can generate an alert, the type of which can depend upon the probable cause of the suspected tampering. Some alerts can be directed to the state authorities, while others can be directed to an electronic record that can be accessed by the utility robot of the present teachings, the trucks, the smart beacons, and other possible participants in the provided service, possibly through the fleet network. Following an error condition, the utility robot can automatically or semi-automatically steer the utility robot to a safe location such as a charging station. In some configurations, the contents of storage containers can be secured.
Beacons can communicate with the utility robot, and the status of the utility robot and its current activities can be provided to the beacons and thus to the fleet network. In some configurations where the utility robot is delivering goods, beacons can communicate with the contents of the storage containers, and a list and status of the contents of the storage containers can be made available to other members of the delivery fleet through the fleet network. All of the members of the fleet can be recognized by each other. If a utility robot of the present teachings detects that it has been compromised, it can initiate a safety procedure in which its secure electronic information can be backed up and destroyed, and the contents of its storage containers can be safely locked down.
To facilitate mapping of the route traveled by the utility robot between the starting and ending points, whether the starting point is at a fixed location, such as a pickup station associated with a brick-and-mortar source, or whether the starting point is at a mobile location, such as a truck or a pedestrian, the utility robot can begin with a static map. In some configurations, the static map can be derived from an open source map. In some configurations, the fleet system can include at least one server that can manage static map activity. In some configurations, the utility robot can maintain a local version of the static map from which it can operate between updates from the version maintained by the server. In some configurations, the utility robot can augment the static map with, for example, but not limited to, indications of congested areas based on information from, for example, but not limited to, other fleet vehicles, cell phone applications, obstacles such as trees and trash cans, pedestrians, heat map data, and wifi signals. The static map can be used, in conjunction with utility robot sensor data and fleet data, to deduce the location of dynamic objects. The utility robot can collect navigation data while enroute to a target and can avoid the congested areas. The utility robot can, for example, detect fiducials and beacons installed at various places along the path, for example, but not limited to, street corners and street signs at street corners. The fiducials and beacons can be members of the fleet network and thus share data with and possibly receive information from members of the fleet network. The fiducials and beacons can be installed and maintained by any entity including, but not limited to, the item's source entity, the company managing the deliveries, and the city in which the deliveries are taking place. The utility robots can receive information from fiducials and beacons installed at street intersections and, in some configurations, can send information to the fiducials and beacons that are configured to receive information. The utility robot can also sense safety features such as traffic lights and walk/no-walk indicators that can generate alerts audibly, visually, another type/frequency of signal, and/or all of the alert generation methods. The utility robot can process traffic light data and follow the pre-established road rules that it has learned. For example, the utility robot can be taught to stop when the traffic light is red. Vehicles in an intersection can be detected. Route issues such as closures can be detected. The utility robot can update the fleet network's database with information such as, but not limited to, traffic light information, that can enrich the mapping utility robot available to the fleet network. In some configurations, the utility robot can make use of information collected by a body camera worn by the operator of a member of the fleet network.
Semi-autonomous utility robots of the present teachings can receive input from operators during each trip and can use that input to record locations of obstacles such as, for example, but not limited to, stairs, cross-walks, doors, ramps, escalators, and elevators. From these data and real-time and/or semi-real-time data, maps and dynamic navigation routes can be created and updated. Autonomous utility robots can use the maps for current and future deliveries. For each step in the dynamic navigation route, the utility robot of the present teachings can determine the obstacles in the navigation route, the amount of time required to complete a desired motion that the utility robot will have to accomplish to follow the navigation path, the space that will be occupied by the static and dynamic obstacles in the path at that time, and the space required to complete the desired motion. With respect to the obstacles, the utility robot can determine if there is an obstacle in the path, how big the obstacle is, whether or not the obstacle is moving, and how fast and in what direction the obstacle is moving and accelerating. The dynamic navigation path can be updated during navigation. The path with the fewest obstacles can be chosen, and dynamic route modifications can be made if a selected route becomes less optimal while the utility robot is in transit. For example, if a group of pedestrians moves to a position in the chosen route, the route can be modified to avoid the group of pedestrians. Likewise, if repairs begin on a sidewalk, for example, the route can be modified to avoid the construction zone. Stereo cameras and point cloud data can be used to locate and avoid obstacles. The distance from various obstacles can be determined by real-time sensing technology such as, for example, but not limited to planar LIDAR, ultrasonic sensor arrays. RADAR stereoscopic imaging, monocular imaging, and velodyne LIDAR. In some configurations, processing of sensor data by the utility robot can allow the utility robot to determine, for example, whether the utility robot is within an allowed envelope of the planned path, and whether the obstacles in the navigation path are behaving as predicted in the dynamic navigation path. The utility robot can accommodate trips of various lengths, solving the problem of short-distance delivery of services.
Information can be derived from commercially-available navigation tools that provide online mapping for pedestrians, for example. Commercially-available navigation tools such as, for example, but not limited to, GOOGLE® maps, BING® maps, and MAQUEST® maps, can provide pedestrian map data that can be combined with obstacle data to generate a clear path from source to destination as the utility robot travels from one place to another. Crowd-sourced data can augment both navigational and obstacle data. Operators who travel in the vicinity of the source of the goods and the target services area can be invited to wear cameras and upload data to the utility robot, and/or to upload an application that can, for example, but not limited to, track location, speed of movement, congestion, and/or user comments. Operators can perform the job of smart sensors, providing, for example, but not limited to, situational awareness and preferred speed to the utility robot. In some configurations, operator driven systems of the present teachings can generate training data for interactions with people including, but not limited to, acceptable approach distances, following distances, and passing distances. Cellular phone-type data, such as, for example, but not limited to, obstacles and their speed and local conditions, can be made available to the fleet's database to enable detailed and accurate navigation maps. The utility robot can include technology that can determine areas in which the GPS signal falls below a desired threshold so that other technologies can be used to maintain communications. Sidewalks can be painted with various substances, such as, for example, but not limited to, photo luminescent substances, that can be detected by sensors on the utility robot. The utility robot can use the data gathered from sensing the substances to create and augment navigation maps.
Wheel rotation and inertial measurement data can be combined to determine dead reckoning positions when creating the maps. Sensor data, such as data from visual sensors, can be used to determine dead reckoning positions. The utility robots of the present teachings can receive information about their routes from information collected by trucks, and members of the fleet can be used to create/improve pedestrian maps. The trucks can include portable utility robots, and the operators of the trucks can collect further data by use of body cameras and location sensors to map walking deliveries. Visual, audible, and thermal sensing mechanisms can be used on the trucks and in conjunction with the operator's movements. The utility robot can make use of optimized and/or preferred route information collected by trucks and operators. The utility robot can include a pedestrian route on the desired navigation map.
In some configurations, the utility robot can learn navigation paths independently and can share the navigation information with other members of the fleet network. In some configurations, the operator can select at least one optimum navigation route. The utility robot can also include cameras that can be used to augment navigation maps. Areas that can be located inside buildings such as, for example, but not limited to, doors, stairs, and elevators, and routes limited to pedestrians, can be candidates for body camera data collection. In subsequent journeys to the same location, the doors, stairs, and elevators may be navigable by the utility robot, and the utility robot can by-pass pedestrian-only paths, for example. The utility robot can follow a planned route. The utility robot can receive commands from the operator, and/or can self-command based on the desired route. Steering and location assistance can be provided by navigation tools combined with obstacle avoidance tools. The utility robot can accommodate ADA access rules, including, but not limited to, space requirements with respect to the utility robot's egress and ingress requirements.
In some configurations, the dynamic navigation path can be updated by the utility robot when the utility robot determines if an obstacle can be surmounted and/or avoided. For example, the utility robot can determine if the obstacle can be driven over, such as a curb, a rock, or a pothole, or can be driven around. The utility robot can determine if the obstacle can be expected to move out of the navigation path, and if there is a way that the utility robot can make progress along the planned navigation path. In some configurations, the utility robot of the present teachings can accommodate crossing roads with and without traffic signals, curbs, dynamic obstacles, and complete path obstruction. The utility robot can include routing technology that can avoid congested areas based on, for example, but not limited to, current congestion information from other utility robots of the present teachings, crowd-sourced congestion information, and historical congestion information from other utility robots of the present teachings and trucks. Historical congestion information can include, but is not limited to including, day and time of congestions from past traverses in the same area by utility robots of the present teachings, and data and time of congestion from delivery truck speed. Dynamic navigation paths can be created based on current path data and the maps. The utility robot can include training technology in which data from operators traveling a route can inform the utility robot of the present teachings how to interact with moving obstacles and how to behave in an environment having moving obstacles. In some configurations, data from fleet drivers traveling the route can be used as training data for machine learning on how to interact with moving people or in an environment of moving people. In some configurations, a heat map of pedestrian traffic can be used to update pedestrian density data. In some configurations, route planning can take into account the desired transit time, the estimated transit time, how much space obstacles are occupying on the planned route, and how much space the utility robot requires. The utility robot can determine its status with respect to the planned route, and can track what movement the obstacles in the planned route are making.
Each form of sensor data can provide a unique view of its surroundings, and fusing the various types of sensor data can help to specifically identify obstacles, including dynamic objects. Using these data, dynamic objects can be classified by methods including, but not limited to, semantic segmentation. Predicting the future position of a dynamic object, after it has been identified, can be accomplished by semantic scene segmentation which can color code a scene based on object type. The future position of a dynamic object can also be predicted by creating behavioral models of dynamic objects that can be processed by the utility robots of the present teachings. Neural networks, Kalman filters, and other machine learning techniques can also be used to train the utility robot of the present teachings to understand and react to its surroundings. If the utility robot encounters an obstacle with which it can interact, for example, a pedestrian, the utility robot can be trained to stop before encountering the pedestrian, greet the pedestrian, and avoid hitting the pedestrian, for example. In some configurations, planar LIDAR, visual sensors, and ultrasonic sensors can be used to detect pedestrians. A critical distance around a pedestrian can be defined based on the distance needed to stop based on sensor delays, and social norms, for example. The socially-acceptable interactions between the utility robot and humans may be defined by data from user-driven systems interacting with humans. In some configurations, the data collected by the user-driven systems can be used to train a neural network in the autonomous systems that can control the utility robot's interaction with humans. In some configurations, to avoid obstacles such as humans and vehicles when crossing a street, RADAR and/or LIDAR, combined with stereo cameras, can be used for long distance viewing and to reliably identify the obstacles and create a crossing strategy. In some configurations, the utility robot of the present teachings can communicate wirelessly with available electronic sources such as elevators and pedestrian crosswalks. Smart beacons can be used for this purpose. When obstacles such as construction zones are encountered, the utility robot of the present teachings can purposefully navigate the construction zone, and can inform other fleet members of the extent of the obstacle, giving the other fleet members an opportunity to avoid the obstacle. A neural network executing in the utility robot can train the utility robot to recognize crossing signals, for example, and to cross when safe.
The utility robot can receive information from smart beacons placed strategically along travel paths. In some configurations, information from the smart beacons can be encrypted, and/or information exchanged between the utility robot of the present teaching and the smart beacon can be encrypted to protect the utility robot from malicious hacking. In some configurations, the smart beacons can include cameras, RADAR, and/or LIDAR that can be used to map the local area. In some configurations, smart beacons can vary in complexity and specialization. For example, smart beacons that can manage network communications can be placed in areas where it is likely that network members will need communication services. Smart beacons that include mapping cameras can be placed in locations where mapping is required, and can be moved from place to place depending on current needs. In some configurations, smart beacons can include data transfer hot spot capability, or other networking capability to enable the fleet network of the present teachings to communicate among fleet members. In some configurations, smart beacons can recognize the travel path and be aware of the next navigation step required for the utility robot to reach its desired destination. Smart beacons can receive at least part of the utility robot's path and/or destination from a server. The smart beacons can identify the utility robots of the present teachings, possibly through the secure wireless exchange of identifying information, possibly through visual and/or audible identification techniques, or other means. Secure exchange of messages can include encryption, for example, and other forms of protection against in-flight message modification, man-in-the-middle threats such as eavesdropping and denial of service, third party application threats, and malicious/erroneous application threats. The utility robot can receive navigation information from the smart beacon, including homing, triangulation, and aiming signals. The utility robot can receive current mapping information including, but not limited to, congestion areas and path closures, from the smart beacon, and the utility robot can send the information it has collected to the smart beacon. The utility robot can make beacon information available to other utility robot fleet members at any time, for example, but not limited to, during a parcel delivery and/or pickup. The utility robot can receive information from the smart beacon that can be used to correct the utility robot's IMU dead reckoning and wheel rotation navigation. In some configurations, the utility robot can navigate entirely through information received from the smart beacon. For example, in a congested area, it is possible that some of the sensors located on the utility robot of the present teachings could be blocked. Sensors, for example, LIDAR sensors, on the smart beacon can provide navigation information to the utility robot of the present teachings that the utility robot could not itself have obtained with its on-board sensors. Sensors located on any of the utility robots of the present teachings, the trucks, and/or the smart beacons can provide current congestion information from cameras and/or thermal imaging to form heat maps. The utility robot can receive instructions from a steerable RF or laser beacon that can be controlled by another member of the fleet, a central control location, or by the utility robot itself. In some configurations, the utility robot can be configured with a minimum number of sensors if data are planned to be collected by other fleet members. The utility robot can receive these sensor data, for example, the heat maps, and recognize the location of groups of obstacles, possibly dynamic obstacles, within potential travel routes. In areas without various types of beacons, exploring utility robots with partial or full complements of sensors, can retrieve navigation and congestion data and make the data accessible to utility robots of the present teachings that are traveling the explored routes to deliver goods and services. The exploring systems can provide their sensor data and analyses to a central service, a cloud-based storage area, a smart beacon, and/or another exploring system, utility robot, and/or truck or other member of the delivery fleet, for example. Beacons can be used to facilitate data communications among the fleet members, and can be used to improve localization accuracy. In some configurations, beacons can include wireless access points generating signals, such as, for example, wifi and RF signals, that can be used to help navigate the utility robot in areas in which global positioning techniques are inadequate.
The present teachings will be more readily understood by reference to the following description, taken with the accompanying drawings, in which:
The utility system of the present teachings is discussed in detail herein in relation to commercial services. However, various types of applications may take advantage of the features of the present teachings.
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While the present teachings have been described in terms of specific configurations, it is to be understood that they are not limited to these disclosed configurations. Many modifications and other configurations will come to mind to those skilled in the art to which this pertains, and which are intended to be and are covered by both this disclosure and the appended claims. It is intended that the scope of the present teachings should be determined by proper interpretation and construction of the appended claims and their legal equivalents, as understood by those of skill in the art relying upon the disclosure in this specification and the attached drawings.
Claims
1-27. (canceled)
28. Utility execution system for moving goods from a first location to a second location, said system comprising:
- a network of system collectors;
- a processor associated with each of said system collectors, said processor comprising:
- a receiving processor; and
- a delivery processor;
- wherein said receiving processor is configured for executing:
- receiving a request from the first location to deliver the goods to the second location;
- selecting an optimum one of said system collectors based on a status of said one of said system collectors; and
- directing said delivery processor associated with the optimum one to command that the optimum one at the first location receive the goods; and
- wherein said delivery processor is configured for executing:
- associating a security means with the goods as the goods are stored in the optimum one, the security means requiring security information to release the goods;
- determining a proposed path between the first location and the second location based on historic data received from the network;
- commanding the optimum one to proceed along the proposed path until the optimum one reaches the second location;
- verifying receipt of the security information; and
- releasing the goods at the consumer location.
29. Utility execution system of claim 28 wherein said delivery processor is configured for executing:
- (a) updating the proposed path based on real-time data received from said network;
- (b) commanding the optimum one to proceed along the updated proposed path;
- (c) repeating (a) and (b) until the optimum one reaches the second location.
30. Utility execution system of claim 28 wherein said processor executes in one of said system collectors and/or a server.
31. Utility execution system of claim 28 wherein one of said system collectors is an autonomous vehicle.
32. Utility execution system of claim 28 wherein said network defines a communications network and one of said system collectors comprises a beacon positioned along the proposed path, wherein said beacon is configured for receiving and transmitting data over the communications network.
33. Utility execution system of claim 28 wherein one of said system collectors comprises a beacon positioned along the proposed path, wherein said beacon is configured for providing fiducial information to the utility execution system.
34. Utility execution system of claim 28 wherein one of said system collectors is configured for operating on a city sidewalk and/or a rural street.
35. Utility execution system of claim 28 wherein one of said system collectors comprises a localization subsystem configured for detecting, based on the historic data and real-time data received from the network, a current location and situation of said one of said system collectors.
36. Utility execution system of claim 28 wherein one of said system collectors comprises a wireless access location.
37. Utility execution system of claim 28 wherein one of said system collectors comprises a preferred route subsystem configured for:
- determining a preferred path between the starting location and the second location based on the historic data and the real time data; and
- determining an avoidable path between the starting location and the second location least one utility execution location based at least on the number of the at least one obstacle in the updated proposed path.
38. Utility execution system of claim 37 further comprising a dispatching mechanism configured for:
- coupling a delivery truck with one of said system collectors;
- tracking battery life in said one of said system collectors; and
- enabling said one of said system collectors to respond to a summons.
39. Utility execution system of claim 28 wherein one of said system collectors comprises a road obstacle-climbing subsystem configured for:
- detecting a road obstacle;
- commanding said one of said system collectors to crest the road obstacle; and
- commanding said one of said system collectors to maintain balance and stability while traversing the road obstacle.
40. Utility execution system of claim 28 wherein one of said system collectors comprises a stair-climbing subsystem configured for:
- detecting a stair;
- commanding said one of said system collectors to encounter and traverse the stair; and
- commanding said one of said system collectors to achieve stabilized operation while traversing the at least one stair.
41. Utility execution system of claim 29 wherein one of said system collectors comprises a sensor and the processor comprises a rules compliance subsystem configured for:
- accessing navigation rule information from the historic data, the real time data, the sensor, and combinations thereof;
- commanding the at least one utility vehicle to navigate at least according to the navigation rule information;
- wherein said one of said system collectors is configured for learning the navigation rule information as said one of said system collectors operates and interacts with the updated proposed navigation path.
42. Utility execution system of claim 28 further comprising a training subsystem including a neural network.
43. Utility execution system of claim 28 wherein a first of said system collectors comprises a grouping subsystem configured for:
- commanding a second one of said system collectors to follow said first one of said system collectors; and
- maintaining a coupling between said first one of said system collectors and said second one of said system collectors.
44. Utility execution system of claim 43 wherein the coupling comprises an electronic coupling.
45. Utility execution system of claim 28 wherein one of said system collectors comprises a battery comprising a quick charge feature configured for accommodating a minimum amount of non-operational time of said one of said system collectors.
46. Utility execution system of claim 45 wherein said battery comprises a locking feature configured for locking said battery to of said system collectors, the locking feature including a security feature to enable removal of the at least one battery.
47. Utility execution system of claim 28 wherein one of said system collectors comprises a sensor, said utility execution system further comprising:
- a sensor subsystem configured for processing data from said sensor;
- wherein said sensor comprises one or more of: a heat sensor configured for sensing a live object; a camera configured for sensing a moving object;
- a laser sensor configured for providing a location cloud representation of an object and sensing distance to the obstacle;
- an ultrasonic sensor configured for sensing distance to the obstacle; and
- a radar sensor configured for sensing speed of the obstacle, and weather and traffic proximate to said one of said system collectors;
- a sensor fusion subsystem configured for fusing data from a plurality of said sensor and classifying the obstacle; and
- a behavior model subsystem configured for predicting a future position of the obstacle.
48. Utility execution system of claim 28 wherein one of said system collectors comprises a delivery truck configured for transporting the goods to said one of said system collectors and transporting said one of said system collectors to the second location.
49. Utility execution system of claim 48 wherein said delivery truck is configured for enabling exchanging a spent battery with a charged battery in said one of said system collectors.
50. Utility execution system of claim 48 wherein said delivery truck comprises a battery charging feature.
51. Utility execution system of claim 48 wherein said delivery truck comprises a lift mechanism configured for enabling ingress and egress of said one of said system collectors.
52. Utility execution system of claim 48 wherein said delivery truck comprises:
- an in-lift feature configured for enabling ingress of said one of said system collectors; and
- an out-lift feature configured for enabling egress of said one of said system collectors;
- wherein said delivery truck is configured for moving during ingress and egress.
53. Utility execution system of claim 28 wherein one of said system collectors comprises a beacon configured for:
- sensing an obstacle;
- enabling communication among said system collectors;
- protecting data exchanged among said beacon and said system collectors; and
- collecting sensor data from the updated proposed path.
54. Utility execution system of claim 48 wherein one of said of system collectors comprises an airborne vehicle configured for transporting the goods to said delivery truck.
Type: Application
Filed: Jun 5, 2023
Publication Date: Oct 5, 2023
Applicant: DEKA Products Limited Partnership (Manchester, NH)
Inventors: Dirk A. van der Merwe (Canterbury, NH), Dean Kamen (Bedford, NH), Derek G. Kane (Manchester, NH), Gregory J. Buitkus (North Andover, MA), Emily A. Everig (Weare, NH), Raphael I. Zack (Manchester, NH), Daniel F. Pawlowski (Mont Vernon, NH), Matthew B. Kinberger (Manchester, NH), Stewart M. Coulter (Bedford, NH), Christopher C. Langenfeld (Nashua, NH)
Application Number: 18/329,056
