Patent Application
20230406499
An unmanned vehicle, which may also be referred to as an autonomous vehicle, is a vehicle capable of travel without a physically-present human operator. An unmanned vehicle may operate in a remote-control mode, in an autonomous mode, or in a partially autonomous mode.
When an unmanned vehicle operates in a remote-control mode, a pilot or driver that is at a remote location can control the unmanned vehicle via commands that are sent to the unmanned vehicle via a wireless link. When the unmanned vehicle operates in autonomous mode, the unmanned vehicle typically moves based on pre-programmed navigation waypoints, dynamic automation systems, or a combination of these. Further, some unmanned vehicles can operate in both a remote-control mode and an autonomous mode, and in some instances may do so simultaneously. For instance, a remote pilot or driver may wish to leave navigation to an autonomous system while manually performing another task, such as operating a mechanical system for picking up objects, as an example.
Various types of unmanned vehicles exist for various different environments. For instance, unmanned vehicles exist for operation in the air, on the ground, underwater, and in space. Examples include quad-copters and tail-sitter UAVs, among others. Unmanned vehicles also exist for hybrid operations in which multi-environment operation is possible. Examples of hybrid unmanned vehicles include an amphibious craft that is capable of operation on land as well as on water or a floatplane that is capable of landing on water as well as on land. Other examples are also possible.
The present embodiments are directed to systems and methods for delivering packages from an item provider using a UAV.
In one aspect, a method includes providing instructions to cause physical loading of a payload onto an autoloader device for subsequent unmanned aerial vehicle (UAV) transport of the payload; receiving a communication signal indicating that the autoloader device has been physically loaded with the payload; selecting a UAV from a group of one or more UAVs to pick up the payload from the autoloader device; and providing instructions to cause the selected UAV to navigate to the autoloader device to pick up the payload and transport the payload to a delivery location
In another aspect, the disclosure provides one or more computing devices comprising non-transitory computer readable medium comprising program instructions executable by one or more processors to cause the one or more computing devices to perform functions comprising: providing instructions to cause physical loading of a payload onto an autoloader device for subsequent unmanned aerial vehicle (UAV) transport of the payload; receiving a communication signal indicating that the autoloader device has been physically loaded with the payload; selecting a UAV from a group of one or more UAVs to pick up the payload from the autoloader device; and providing instructions to cause the selected UAV to navigate to the autoloader device to pick up the payload and transport the payload to a delivery location.
In another aspect the disclosure provides one or more non-transitory computer readable media comprising program instructions executable by one or more processors to cause one or more computing devices to perform functions comprising: providing instructions to cause physical loading of a payload onto an autoloader device for subsequent unmanned aerial vehicle (UAV) transport of the payload; receiving a communication signal indicating that the autoloader device has been physically loaded with the payload; selecting a UAV from a group of one or more UAVs to pick up the payload from the autoloader device; and providing instructions to cause the selected UAV to navigate to the autoloader device to pick up the payload and transport the payload to a delivery location.
In another aspect, a payload retrieval apparatus is provided. The payload retrieval apparatus comprises: an extending member having an upper end and a lower end; a channel having a first end and a second end, the channel coupled to the extending member; a first tether engager that extends in a first direction from the first end of the channel; and a payload holder positioned near the second end of the channel and adapted to secure a payload, wherein the payload retrieval apparatus is mounted to a structure.
In another aspect, a wall-mounted payload retrieval apparatus is provided. The payload retrieval apparatus comprises: an extending member having an upper end and a lower end; a channel having a first end and a second end, the channel coupled to the extending member; a first tether engager that extends in a first direction from the first end of the channel; and a payload holder positioned near the second end of the channel and is adapted to secure a payload, wherein the payload retrieval apparatus is mounted to a boom arm that is mounted to a wall with a boom mount, wherein the boom mount is movable to allow the payload retrieval apparatus to be lowered to allow an operator to secure a payload to the payload retrieval apparatus.
In another aspect, a movable payload retrieval apparatus is provided. The movable payload retrieval apparatus includes an extending member having an upper end and a lower end, a channel having a first end and a second end, the channel coupled to the extending member; a first tether engager that extends in a first direction from the first end of the channel; a payload holder positioned near the second end of the channel and is adapted to secure a payload, wherein the payload retrieval apparatus includes a movable base positioned below the lower end of the extending member.
These as well as other aspects, advantages, and alternatives will become apparent to those of ordinary skill in the art by reading the following detailed description with reference where appropriate to the accompanying drawings. Further, it should be understood that the description provided in this summary section and elsewhere in this document is intended to illustrate the claimed subject matter by way of example and not by way of limitation.
Exemplary methods and systems are described herein. It should be understood that the word “exemplary” is used herein to mean “serving as an example, instance, or illustration.” Any implementation or feature described herein as “exemplary” or “illustrative” is not necessarily to be construed as preferred or advantageous over other implementations or features. In the figures, similar symbols typically identify similar components, unless context dictates otherwise. The example implementations described herein are not meant to be limiting. It will be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the figures, can be arranged, substituted, combined, separated, and designed in a wide variety of different configurations, all of which are contemplated herein.
Furthermore, the particular arrangements shown in the Figures should not be viewed as limiting. It should be understood that other embodiments might include more or less of each element shown in a given Figure. Further, some of the illustrated elements may be combined or omitted. Yet further, an example embodiment may include elements that are not illustrated in the Figures.
The present embodiments are related to the use of unmanned aerial vehicles (UAVs) or unmanned aerial systems (UASs) (referred to collectively herein as UAVs) that are used to carry a payload to be delivered or retrieved. As examples, UAVs may be used to deliver or retrieve a payload to or from an individual or business. In operation the payload to be delivered is secured to the UAV and the UAV is then flown to the desired delivery site. The payload may be secured beneath the UAV, positioned within the UAV, or positioned partially within the UAV, as the UAV flies to the delivery site. Once the UAV arrives at the delivery site, the UAV may land to deliver the payload, or may be operated in a hover mode while the payload is dropped or lowered from the UAV towards the delivery site using a tether and a winch mechanism positioned within the UAV.
Herein, the terms “unmanned aerial vehicle” and “UAV” refer to any autonomous or semi-autonomous vehicle that is capable of performing some functions without a physically present human pilot.
A UAV can take various forms. For example, a UAV may take the form of a fixed-wing aircraft, a glider aircraft, a tail-sitter aircraft, a jet aircraft, a ducted fan aircraft, a lighter-than-air dirigible such as a blimp or steerable balloon, a rotorcraft such as a helicopter or multicopter, and/or an ornithopter, among other possibilities. Further, the terms “drone,” “unmanned aerial vehicle system” (UAVS), or “unmanned aerial system” (UAS) may also be used to refer to a UAV.
In some embodiments, booms 104 terminate in rudders 116 for improved yaw control of UAV 100. Further, wings 102 may terminate in wing tips 117 for improved control of lift of the UAV.
In the illustrated configuration, UAV 100 includes a structural frame. The structural frame may be referred to as a “structural H-frame” or an “H-frame” (not shown) of the UAV. The H-frame may include, within wings 102, a wing spar (not shown) and, within booms 104, boom carriers (not shown). In some embodiments the wing spar and the boom carriers may be made of carbon fiber, hard plastic, aluminum, light metal alloys, or other materials. The wing spar and the boom carriers may be connected with clamps. The wing spar may include pre-drilled holes for horizontal propulsion units 108, and the boom carriers may include pre-drilled holes for vertical propulsion units 110.
In some embodiments, fuselage 106 may be removably attached to the H-frame (e.g., attached to the wing spar by clamps, configured with grooves, protrusions or other features to mate with corresponding H-frame features, etc.). In other embodiments, fuselage 106 similarly may be removably attached to wings 102. The removable attachment of fuselage 106 may improve quality and or modularity of UAV 100. For example, electrical/mechanical components and/or subsystems of fuselage 106 may be tested separately from, and before being attached to, the H-frame. Similarly, printed circuit boards (PCBs) 118 may be tested separately from, and before being attached to, the boom carriers, therefore eliminating defective parts/subassemblies prior to completing the UAV. For example, components of fuselage 106 (e.g., avionics, battery unit, delivery units, an additional battery compartment, etc.) may be electrically tested before fuselage 106 is mounted to the H-frame. Furthermore, the motors and the electronics of PCBs 118 may also be electrically tested before the final assembly. Generally, the identification of the defective parts and subassemblies early in the assembly process lowers the overall cost and lead time of the UAV. Furthermore, different types/models of fuselage 106 may be attached to the H-frame, therefore improving the modularity of the design. Such modularity allows these various parts of UAV 100 to be upgraded without a substantial overhaul to the manufacturing process.
In some embodiments, a wing shell and boom shells may be attached to the H-frame by adhesive elements (e.g., adhesive tape, double-sided adhesive tape, glue, etc.). Therefore, multiple shells may be attached to the H-frame instead of having a monolithic body sprayed onto the H-frame. In some embodiments, the presence of the multiple shells reduces the stresses induced by the coefficient of thermal expansion of the structural frame of the UAV. As a result, the UAV may have better dimensional accuracy and/or improved reliability.
Moreover, in at least some embodiments, the same H-frame may be used with the wing shell and/or boom shells having different size and/or design, therefore improving the modularity and versatility of the UAV designs. The wing shell and/or the boom shells may be made of relatively light polymers (e.g., closed cell foam) covered by the harder, but relatively thin, plastic skins.
The power and/or control signals from fuselage 106 may be routed to PCBs 118 through cables running through fuselage 106, wings 102, and booms 104. In the illustrated embodiment, UAV 100 has four PCBs, but other numbers of PCBs are also possible. For example, UAV 100 may include two PCBs, one per the boom. The PCBs carry electronic components 119 including, for example, power converters, controllers, memory, passive components, etc. In operation, propulsion units 108 and 110 of UAV 100 are electrically connected to the PCBs.
Many variations on the illustrated UAV are possible. For instance, fixed-wing UAVs may include more or fewer rotor units (vertical or horizontal), and/or may utilize a ducted fan or multiple ducted fans for propulsion. Further, UAVs with more wings (e.g., an “x-wing” configuration with four wings), are also possible. Although
Similarly,
For example, at a launch site, the tail-sitter UAV 160 may be positioned vertically (as shown) with its fins 164 and/or wings 162 resting on the ground and stabilizing the UAV 160 in the vertical position. The tail-sitter UAV 160 may then take off by operating its propellers 166 to generate an upward thrust (e.g., a thrust that is generally along the y-axis). Once at a suitable altitude, the tail-sitter UAV 160 may use its flaps 168 to reorient itself in a horizontal position, such that its fuselage 170 is closer to being aligned with the x-axis than the y-axis. Positioned horizontally, the propellers 166 may provide forward thrust so that the tail-sitter UAV 160 can fly in a similar manner as a typical airplane.
Many variations on the illustrated fixed-wing UAVs are possible. For instance, fixed-wing UAVs may include more or fewer propellers, and/or may utilize a ducted fan or multiple ducted fans for propulsion. Further, UAVs with more wings (e.g., an “x-wing” configuration with four wings), with fewer wings, or even with no wings, are also possible.
As noted above, some embodiments may involve other types of UAVs, in addition to or in the alternative to fixed-wing UAVs. For instance,
Referring to the multicopter 180 in greater detail, the four rotors 182 provide propulsion and maneuverability for the multicopter 180. More specifically, each rotor 182 includes blades that are attached to a motor 184. Configured as such, the rotors 182 may allow the multicopter 180 to take off and land vertically, to maneuver in any direction, and/or to hover. Further, the pitch of the blades may be adjusted as a group and/or differentially, and may allow the multicopter 180 to control its pitch, roll, yaw, and/or altitude.
It should be understood that references herein to an “unmanned” aerial vehicle or UAV can apply equally to autonomous and semi-autonomous aerial vehicles. In an autonomous implementation, all functionality of the aerial vehicle is automated; e.g., pre-programmed or controlled via real-time computer functionality that responds to input from various sensors and/or pre-determined information. In a semi-autonomous implementation, some functions of an aerial vehicle may be controlled by a human operator, while other functions are carried out autonomously. Further, in some embodiments, a UAV may be configured to allow a remote operator to take over functions that can otherwise be controlled autonomously by the UAV. Yet further, a given type of function may be controlled remotely at one level of abstraction and performed autonomously at another level of abstraction. For example, a remote operator could control high level navigation decisions for a UAV, such as by specifying that the UAV should travel from one location to another (e.g., from a warehouse in a suburban area to a delivery address in a nearby city), while the UAV's navigation system autonomously controls more fine-grained navigation decisions, such as the specific route to take between the two locations, specific flight controls to achieve the route and avoid obstacles while navigating the route, and so on.
More generally, it should be understood that the example UAVs described herein are not intended to be limiting. Example embodiments may relate to, be implemented within, or take the form of any type of unmanned aerial vehicle.
UAV 200 may include various types of sensors, and may include a computing system configured to provide the functionality described herein. In the illustrated embodiment, the sensors of UAV 200 include an inertial measurement unit (IMU) 202, ultrasonic sensor(s) 204, and a GPS 206, among other possible sensors and sensing systems.
In the illustrated embodiment, UAV 200 also includes one or more processors 208. A processor 208 may be a general-purpose processor or a special purpose processor (e.g., digital signal processors, application specific integrated circuits, etc.). The one or more processors 208 can be configured to execute computer-readable program instructions 212 that are stored in the data storage 210 and are executable to provide the functionality of a UAV described herein.
The data storage 210 may include or take the form of one or more computer-readable storage media that can be read or accessed by at least one processor 208. The one or more computer-readable storage media can include volatile and/or non-volatile storage components, such as optical, magnetic, organic or other memory or disc storage, which can be integrated in whole or in part with at least one of the one or more processors 208. In some embodiments, the data storage 210 can be implemented using a single physical device (e.g., one optical, magnetic, organic or other memory or disc storage unit), while in other embodiments, the data storage 210 can be implemented using two or more physical devices.
As noted, the data storage 210 can include computer-readable program instructions 212 and perhaps additional data, such as diagnostic data of the UAV 200. As such, the data storage 210 may include program instructions 212 to perform or facilitate some or all of the UAV functionality described herein. For instance, in the illustrated embodiment, program instructions 212 include a navigation module 214 and a tether control module 216.
In an illustrative embodiment, IMU 202 may include both an accelerometer and a gyroscope, which may be used together to determine an orientation of the UAV 200. In particular, the accelerometer can measure the orientation of the vehicle with respect to earth, while the gyroscope measures the rate of rotation around an axis. IMUs are commercially available in low-cost, low-power packages. For instance, an IMU 202 may take the form of or include a miniaturized MicroElectroMechanical System (MEMS) or a NanoElectroMechanical System (NEMS). Other types of IMUs may also be utilized.
An IMU 202 may include other sensors, in addition to accelerometers and gyroscopes, which may help to better determine position and/or help to increase autonomy of the UAV 200. Two examples of such sensors are magnetometers and pressure sensors. In some embodiments, a UAV may include a low-power, digital 3-axis magnetometer, which can be used to realize an orientation independent electronic compass for accurate heading information. However, other types of magnetometers may be utilized as well. Other examples are also possible. Further, note that a UAV could include some or all of the above-described inertia sensors as separate components from an IMU.
UAV 200 may also include a pressure sensor or barometer, which can be used to determine the altitude of the UAV 200. Alternatively, other sensors, such as sonic altimeters or radar altimeters, can be used to provide an indication of altitude, which may help to improve the accuracy of and/or prevent drift of an IMU.
In a further aspect, UAV 200 may include one or more sensors that allow the UAV to sense objects in the environment. For instance, in the illustrated embodiment, UAV 200 includes ultrasonic sensor(s) 204. Ultrasonic sensor(s) 204 can determine the distance to an object by generating sound waves and determining the time interval between transmission of the wave and receiving the corresponding echo off an object. A typical application of an ultrasonic sensor for unmanned vehicles or IMUs is low-level altitude control and obstacle avoidance. An ultrasonic sensor can also be used for vehicles that need to hover at a certain height or need to be capable of detecting obstacles. Other systems can be used to determine, sense the presence of, and/or determine the distance to nearby objects, such as a light detection and ranging (LIDAR) system, laser detection and ranging (LADAR) system, and/or an infrared or forward-looking infrared (FLIR) system, among other possibilities.
In some embodiments, UAV 200 may also include one or more imaging system(s). For example, one or more still and/or video cameras may be utilized by UAV 200 to capture image data from the UAV's environment. As a specific example, charge-coupled device (CCD) cameras or complementary metal-oxide-semiconductor (CMOS) cameras can be used with unmanned vehicles. Such imaging sensor(s) have numerous possible applications, such as obstacle avoidance, localization techniques, ground tracking for more accurate navigation (e.g., by applying optical flow techniques to images), video feedback, and/or image recognition and processing, among other possibilities.
UAV 200 may also include a GPS receiver 206. The GPS receiver 206 may be configured to provide data that is typical of well-known GPS systems, such as the GPS coordinates of the UAV 200. Such GPS data may be utilized by the UAV 200 for various functions. As such, the UAV may use its GPS receiver 206 to help navigate to the caller's location, as indicated, at least in part, by the GPS coordinates provided by their mobile device. Other examples are also possible.
The navigation module 214 may provide functionality that allows the UAV 200 to, e.g., move about its environment and reach a desired location. To do so, the navigation module 214 may control the altitude and/or direction of flight by controlling the mechanical features of the UAV that affect flight (e.g., its rudder(s), elevator(s), aileron(s), and/or the speed of its propeller(s)).
In order to navigate the UAV 200 to a target location (e.g., a delivery location), the navigation module 214 may implement various navigation techniques, such as map-based navigation and localization-based navigation, for instance. With map-based navigation, the UAV 200 may be provided with a map of its environment, which may then be used to navigate to a particular location on the map. With localization-based navigation, the UAV 200 may be capable of navigating in an unknown environment using localization. Localization-based navigation may involve the UAV 200 building its own map of its environment and calculating its position within the map and/or the position of objects in the environment. For example, as a UAV 200 moves throughout its environment, the UAV 200 may continuously use localization to update its map of the environment. This continuous mapping process may be referred to as simultaneous localization and mapping (SLAM). Other navigation techniques may also be utilized.
In some embodiments, the navigation module 214 may navigate using a technique that relies on waypoints. In particular, waypoints are sets of coordinates that identify points in physical space. For instance, an air-navigation waypoint may be defined by a certain latitude, longitude, and altitude. Accordingly, navigation module 214 may cause UAV 200 to move from waypoint to waypoint, in order to ultimately travel to a final destination (e.g., a final waypoint in a sequence of waypoints).
In a further aspect, the navigation module 214 and/or other components and systems of the UAV 200 may be configured for “localization” to more precisely navigate to the scene of a target location. More specifically, it may be desirable in certain situations for a UAV to be within a threshold distance of the target location where a payload 228 is being delivered by a UAV (e.g., within a few feet of the target destination). To this end, a UAV may use a two-tiered approach in which it uses a more-general location-determination technique to navigate to a general area that is associated with the target location, and then use a more-refined location-determination technique to identify and/or navigate to the target location within the general area.
For example, the UAV 200 may navigate to the general area of a target destination where a payload 228 is being delivered using waypoints and/or map-based navigation. The UAV may then switch to a mode in which it utilizes a localization process to locate and travel to a more specific location. For instance, if the UAV 200 is to deliver a payload to a user's home, the UAV 200 may need to be substantially close to the target location in order to avoid delivery of the payload to undesired areas (e.g., onto a roof, into a pool, onto a neighbor's property, etc.). However, a GPS signal may only get the UAV 200 so far (e.g., within a block of the user's home). A more precise location-determination technique may then be used to find the specific target location.
Various types of location-determination techniques may be used to accomplish localization of the target delivery location once the UAV 200 has navigated to the general area of the target delivery location. For instance, the UAV 200 may be equipped with one or more sensory systems, such as, for example, ultrasonic sensors 204, infrared sensors (not shown), and/or other sensors, which may provide input that the navigation module 214 utilizes to navigate autonomously or semi-autonomously to the specific target location.
As another example, once the UAV 200 reaches the general area of the target delivery location (or of a moving subject such as a person or their mobile device), the UAV 200 may switch to a “fly-by-wire” mode where it is controlled, at least in part, by a remote operator, who can navigate the UAV 200 to the specific target location. To this end, sensory data from the UAV 200 may be sent to the remote operator to assist them in navigating the UAV 200 to the specific location.
As yet another example, the UAV 200 may include a module that is able to signal to a passer-by for assistance in either reaching the specific target delivery location; for example, the UAV 200 may display a visual message requesting such assistance in a graphic display, play an audio message or tone through speakers to indicate the need for such assistance, among other possibilities. Such a visual or audio message might indicate that assistance is needed in delivering the UAV 200 to a particular person or a particular location, and might provide information to assist the passer-by in delivering the UAV 200 to the person or location (e.g., a description or picture of the person or location, and/or the person or location's name), among other possibilities. Such a feature can be useful in a scenario in which the UAV is unable to use sensory functions or another location-determination technique to reach the specific target location. However, this feature is not limited to such scenarios.
In some embodiments, once the UAV 200 arrives at the general area of a target delivery location, the UAV 200 may utilize a beacon from a user's remote device (e.g., the user's mobile phone) to locate the person. Such a beacon may take various forms. As an example, consider the scenario where a remote device, such as the mobile phone of a person who requested a UAV delivery, is able to send out directional signals (e.g., via an RF signal, a light signal and/or an audio signal). In this scenario, the UAV 200 may be configured to navigate by “sourcing” such directional signals—in other words, by determining where the signal is strongest and navigating accordingly. As another example, a mobile device can emit a frequency, either in the human range or outside the human range, and the UAV 200 can listen for that frequency and navigate accordingly. As a related example, if the UAV 200 is listening for spoken commands, then the UAV 200 could utilize spoken statements, such as “I'm over here!” to source the specific location of the person requesting delivery of a payload.
In an alternative arrangement, a navigation module may be implemented at a remote computing device, which communicates wirelessly with the UAV 200. The remote computing device may receive data indicating the operational state of the UAV 200, sensor data from the UAV 200 that allows it to assess the environmental conditions being experienced by the UAV 200, and/or location information for the UAV 200. Provided with such information, the remote computing device may determine altitudinal and/or directional adjustments that should be made by the UAV 200 and/or may determine how the UAV 200 should adjust its mechanical features (e.g., its rudder(s), elevator(s), aileron(s), and/or the speed of its propeller(s)) in order to effectuate such movements. The remote computing system may then communicate such adjustments to the UAV 200 so it can move in the determined manner.
In a further aspect, the UAV 200 includes one or more communication systems 218. The communications systems 218 may include one or more wireless interfaces and/or one or more wireline interfaces, which allow the UAV 200 to communicate via one or more networks. Such wireless interfaces may provide for communication under one or more wireless communication protocols, such as Bluetooth, WiFi (e.g., an IEEE 802.11 protocol), Long-Term Evolution (LTE), WiMAX (e.g., an IEEE 802.16 standard), a radio-frequency ID (RFID) protocol, near-field communication (NFC), and/or other wireless communication protocols. Such wireline interfaces may include an Ethernet interface, a Universal Serial Bus (USB) interface, or similar interface to communicate via a wire, a twisted pair of wires, a coaxial cable, an optical link, a fiber-optic link, or other physical connection to a wireline network.
In some embodiments, a UAV 200 may include communication systems 218 that allow for both short-range communication and long-range communication. For example, the UAV 200 may be configured for short-range communications using Bluetooth and for long-range communications under a CDMA protocol. In such an embodiment, the UAV 200 may be configured to function as a “hot spot;” or in other words, as a gateway or proxy between a remote support device and one or more data networks, such as a cellular network and/or the Internet. Configured as such, the UAV 200 may facilitate data communications that the remote support device would otherwise be unable to perform by itself.
For example, the UAV 200 may provide a WiFi connection to a remote device, and serve as a proxy or gateway to a cellular service provider's data network, which the UAV might connect to under an LTE or a 3G protocol, for instance. The UAV 200 could also serve as a proxy or gateway to a high-altitude balloon network, a satellite network, or a combination of these networks, among others, which a remote device might not be able to otherwise access.
In a further aspect, the UAV 200 may include power system(s) 220. The power system 220 may include one or more batteries for providing power to the UAV 200. In one example, the one or more batteries may be rechargeable and each battery may be recharged via a wired connection between the battery and a power supply and/or via a wireless charging system, such as an inductive charging system that applies an external time-varying magnetic field to an internal battery.
In a further aspect, the power systems 220 of UAV 200 a power interface for electronically coupling to an external AC power source, and an AC/DC converter coupled to the power interface and operable to convert alternating current to direct current that charges the UAV's battery or batteries. For instance, the power interface may include a power jack or other electric coupling for connecting to a 110V, 120V, 220V, or 240V AC power source. Such a power system may facilitate a recipient-assisted recharging process, where a recipient can connect the UAV to a standard power source at a delivery location, such as the recipient's home or office. Additionally or alternatively, power systems 220 could include an inductive charging interface, such that recipient-assisted recharging can be accomplished wirelessly via an inductive charging system installed or otherwise available at the delivery location.
The UAV 200 may employ various systems and configurations in order to transport and deliver a payload 228. In some implementations, the payload 228 of a given UAV 200 may include or take the form of a “package” designed to transport various goods to a target delivery location. For example, the UAV 200 can include a compartment, in which an item or items may be transported. Such a package may contain one or more food items, purchased goods, medical items, or any other object(s) having a size and weight suitable to be transported between two locations by the UAV. In some embodiments, a payload 228 may simply be the one or more items that are being delivered (e.g., without any package housing the items). And, in some embodiments, the items being delivered, the container or package in which the items are transported, and/or other components may all be considered to be part of the payload.
In some embodiments, the payload 228 may be attached to the UAV and located substantially outside of the UAV during some or all of a flight by the UAV. For example, the package may be tethered or otherwise releasably attached below the UAV during flight to a target location. In an embodiment where a package carries goods below the UAV, the package may include various features that protect its contents from the environment, reduce aerodynamic drag on the system, and prevent the contents of the package from shifting during UAV flight.
For instance, when the payload 228 takes the form of a package for transporting items, the package may include an outer shell constructed of water-resistant cardboard, plastic, or any other lightweight and water-resistant material. Further, in order to reduce drag, the package may feature smooth surfaces with a pointed front that reduces the frontal cross-sectional area. Further, the sides of the package may taper from a wide bottom to a narrow top, which allows the package to serve as a narrow pylon that reduces interference effects on the wing(s) of the UAV. This may move some of the frontal area and volume of the package away from the wing(s) of the UAV, thereby preventing the reduction of lift on the wing(s) caused by the package. Yet further, in some embodiments, the outer shell of the package may be constructed from a single sheet of material in order to reduce air gaps or extra material, both of which may increase drag on the system. Additionally or alternatively, the package may include a stabilizer to dampen package flutter. This reduction in flutter may allow the package to have a less rigid connection to the UAV and may cause the contents of the package to shift less during flight.
In order to deliver the payload, the UAV may include a tether system 221, which may be controlled by the tether control module 216 in order to lower the payload 228 to the ground while the UAV hovers above. The tether system 221 may include a tether, which is couplable to a payload 228 (e.g., a package). The tether may be wound on a spool that is coupled to a motor of the UAV (although passive implementations, without a motor, are also possible). The motor may be a DC motor (e.g., a servo motor) that can be actively controlled by a speed controller, although other motor configurations are possible. In some embodiments, the tether control module 216 can control the speed controller to cause the motor to rotate the spool, thereby unwinding or retracting the tether and lowering or raising the payload coupling apparatus. In practice, a speed controller may output a desired operating rate (e.g., a desired RPM) for the spool, which may correspond to the speed at which the tether system should lower the payload towards the ground. The motor may then rotate the spool so that it maintains the desired operating rate (or within some allowable range of operating rates).
In order to control the motor via a speed controller, the tether control module 216 may receive data from a speed sensor (e.g., an encoder) configured to convert a mechanical position to a representative analog or digital signal. In particular, the speed sensor may include a rotary encoder that may provide information related to rotary position (and/or rotary movement) of a shaft of the motor or the spool coupled to the motor, among other possibilities. Moreover, the speed sensor may take the form of an absolute encoder and/or an incremental encoder, among others. So in an example implementation, as the motor causes rotation of the spool, a rotary encoder may be used to measure this rotation. In doing so, the rotary encoder may be used to convert a rotary position to an analog or digital electronic signal used by the tether control module 216 to determine the amount of rotation of the spool from a fixed reference angle and/or to an analog or digital electronic signal that is representative of a new rotary position, among other options. Other examples are also possible.
In some embodiments, a payload coupling component (e.g., a hook or another type of coupling component) can be configured to secure the payload 228 while being lowered from the UAV by the tether. The coupling apparatus or component and can be further configured to release the payload 228 upon reaching ground level via electrical or electro-mechanical features of the coupling component. The payload coupling component can then be retracted to the UAV by reeling in the tether using the motor.
In some implementations, the payload 228 may be passively released once it is lowered to the ground. For example, a payload coupling component may provide a passive release mechanism, such as one or more swing arms adapted to retract into and extend from a housing. An extended swing arm may form a hook on which the payload 228 may be attached. Upon lowering the release mechanism and the payload 228 to the ground via a tether, a gravitational force as well as a downward inertial force on the release mechanism may cause the payload 228 to detach from the hook allowing the release mechanism to be raised upwards toward the UAV. The release mechanism may further include a spring mechanism that biases the swing arm to retract into the housing when there are no other external forces on the swing arm. For instance, a spring may exert a force on the swing arm that pushes or pulls the swing arm toward the housing such that the swing arm retracts into the housing once the weight of the payload 228 no longer forces the swing arm to extend from the housing. Retracting the swing arm into the housing may reduce the likelihood of the release mechanism snagging the payload 228 or other nearby objects when raising the release mechanism toward the UAV upon delivery of the payload 228.
In another implementation, a payload coupling component may include a hook feature that passively releases the payload when the payload contacts the ground. For example, the payload coupling component may take the form of or include a hook feature that is sized and shaped to interact with a corresponding attachment feature (e.g., a handle or hole) on a payload taking the form of a container or tote. The hook may be inserted into the handle or hole of the payload container, such that the weight of the payload keeps the payload container secured to the hook feature during flight. However, the hook feature and payload container may be designed such that when the container contacts the ground and is supported from below, the hook feature slides out of the container's attachment feature, thereby passively releasing the payload container. Other passive release configurations are also possible.
Active payload release mechanisms are also possible. For example, sensors such as a barometric pressure based altimeter and/or accelerometers may help to detect the position of the release mechanism (and the payload) relative to the ground. Data from the sensors can be communicated back to the UAV and/or a control system over a wireless link and used to help in determining when the release mechanism has reached ground level (e.g., by detecting a measurement with the accelerometer that is characteristic of ground impact). In other examples, the UAV may determine that the payload has reached the ground based on a weight sensor detecting a threshold low downward force on the tether and/or based on a threshold low measurement of power drawn by the winch when lowering the payload.
Other systems and techniques for delivering a payload, in addition or in the alternative to a tethered delivery system are also possible. For example, a UAV 200 could include an air-bag drop system or a parachute drop system. Alternatively, a UAV 200 carrying a payload could simply land on the ground at a delivery location. Other examples are also possible.
In some arrangements, a UAV may not include a tether system 221. For example, a UAV could include an internal compartment or bay in which the UAV could hold items during transport. Such a compartment could be configured as a top-loading, side-loading, and/or bottom-loading chamber. The UAV may include electrical and/or mechanical means (e.g., doors) that allow the interior compartment in the UAV to be opened and closed. Accordingly, the UAV may open the compartment in various circumstances, such as: (a) when picking up an item for delivery at an item source location, such that the item can be placed in the UAV for delivery, (b) upon arriving at a delivery location, such that the recipient can place an item for return into the UAV, and/or (c) in other circumstances. Further, it is also contemplated, that other non-tethered mechanisms for securing payload items to a UAV are also possible, such as various fasteners for securing items to the UAV housing, among other possibilities. Yet further, a UAV may include an internal compartment for transporting items and/or other non-tethered mechanisms for securing payload items, in addition or in the alternative to a tether system 221.
The UAV 200 can include a package identification device 230 that can be used to identify payload 228. Within examples, the package identification device 230 can be arranged on a surface of the UAV 200 that has a direct view of the payload 228. For instance, the package identification device 230 can be arranged on a surface of a payload compartment (see, e.g., compartments 506 and 604 in
Within examples, the package identification device 230 can be a sensor or a scanner that employs various technologies to interact with the payload 228 in order to identify the payload 228. For instance, the package identification device 230 can employ one or more wireless communication protocols, such as Bluetooth, WiFi (e.g., an IEEE 802.11 protocol), Long-Term Evolution (LTE), WiMAX (e.g., an IEEE 802.16 standard), a radio-frequency ID (RFID) protocol, near-field communication (NFC), and/or other wireless communication protocols. Additionally and/or alternatively, the package identification device 230 can employ various scanning technologies such as a 1-D or 2-D barcode scanner. Additionally and/or alternatively, the package identification device 230 can employ various image-capturing technologies such as cameras. Additionally and/or alternatively, the package identification device 230 can employ various text recognition software that can read identifying text (e.g., printed or handwritten) on the package.
UAV systems may be implemented in order to provide various UAV-related services. In particular, UAVs may be provided at a number of different launch sites that may be in communication with regional and/or central control systems. Such a distributed UAV system may allow UAVs to be quickly deployed to provide services across a large geographic area (e.g., that is much larger than the flight range of any single UAV). For example, UAVs capable of carrying payloads may be distributed at a number of launch sites across a large geographic area (possibly even throughout an entire country, or even worldwide), in order to provide on-demand transport of various items to locations throughout the geographic area.
In the illustrative UAV system 300, an access system 302 may allow for interaction with, control of, and/or utilization of a network of UAVs 304. In some embodiments, an access system 302 may be a computing system that allows for human-controlled dispatch of UAVs 304. As such, the control system may include or otherwise provide a user interface through which a user can access and/or control the UAVs 304.
In some embodiments, dispatch of the UAVs 304 may additionally or alternatively be accomplished via one or more automated processes. For instance, the access system 302 may dispatch one of the UAVs 304 to transport a payload to a target location, and the UAV may autonomously navigate to the target location by utilizing various on-board sensors, such as a GPS receiver and/or other various navigational sensors.
Further, the access system 302 may provide for remote operation of a UAV. For instance, the access system 302 may allow an operator to control the flight of a UAV via its user interface. As a specific example, an operator may use the access system 302 to dispatch a UAV 304 to a target location. The UAV 304 may then autonomously navigate to the general area of the target location. At this point, the operator may use the access system 302 to take control of the UAV 304 and navigate the UAV to the target location (e.g., to a particular person to whom a payload is being transported). Other examples of remote operation of a UAV are also possible.
In an illustrative embodiment, the UAVs 304 may take various forms. For example, each of the UAVs 304 may be a UAV such as those illustrated in
The UAV system 300 may further include a remote device 306, which may take various forms. Generally, the remote device 306 may be any device through which a direct or indirect request to dispatch a UAV can be made. (Note that an indirect request may involve any communication that may be responded to by dispatching a UAV, such as requesting a package delivery). In an example embodiment, the remote device 306 may be a mobile phone, tablet computer, laptop computer, personal computer, or any network-connected computing device. Further, in some instances, the remote device 306 may not be a computing device. As an example, a standard telephone, which allows for communication via plain old telephone service (POTS), may serve as the remote device 306. Other types of remote devices are also possible.
Further, the remote device 306 may be configured to communicate with access system 302 via one or more types of communication network(s) 308. For example, the remote device 306 may communicate with the access system 302 (or a human operator of the access system 302) by communicating over a POTS network, a cellular network, and/or a data network such as the Internet. Other types of networks may also be utilized.
In some embodiments, the remote device 306 may be configured to allow a user to request delivery of one or more items to a desired location. For example, a user could request UAV delivery of a package to their home via their mobile phone, tablet, or laptop. As another example, a user could request dynamic delivery to wherever they are located at the time of delivery. To provide such dynamic delivery, the UAV system 300 may receive location information (e.g., GPS coordinates, etc.) from the user's mobile phone, or any other device on the user's person, such that a UAV can navigate to the user's location (as indicated by their mobile phone).
In an illustrative arrangement, the central dispatch system 310 may be a server or group of servers, which is configured to receive dispatch messages requests and/or dispatch instructions from the access system 302. Such dispatch messages may request or instruct the central dispatch system 310 to coordinate the deployment of UAVs to various target locations. The central dispatch system 310 may be further configured to route such requests or instructions to one or more local dispatch systems 312. To provide such functionality, the central dispatch system 310 may communicate with the access system 302 via a data network, such as the Internet or a private network that is established for communications between access systems and automated dispatch systems.
In the illustrated configuration, the central dispatch system 310 may be configured to coordinate the dispatch of UAVs 304 from a number of different local dispatch systems 312. As such, the central dispatch system 310 may keep track of which UAVs 304 are located at which local dispatch systems 312, which UAVs 304 are currently available for deployment, and/or which services or operations each of the UAVs 304 is configured for (in the event that a UAV fleet includes multiple types of UAVs configured for different services and/or operations). Additionally or alternatively, each local dispatch system 312 may be configured to track which of its associated UAVs 304 are currently available for deployment and/or are currently in the midst of item transport.
In some cases, when the central dispatch system 310 receives a request for UAV-related service (e.g., transport of an item) from the access system 302, the central dispatch system 310 may select a specific UAV 304 to dispatch. The central dispatch system 310 may accordingly instruct the local dispatch system 312 that is associated with the selected UAV to dispatch the selected UAV. The local dispatch system 312 may then operate its associated deployment system 314 to launch the selected UAV. In other cases, the central dispatch system 310 may forward a request for a UAV-related service to a local dispatch system 312 that is near the location where the support is requested and leave the selection of a particular UAV 304 to the local dispatch sy stem 312.
In an example configuration, the local dispatch system 312 may be implemented as a computing system at the same location as the deployment system(s) 314 that it controls. For example, the local dispatch system 312 may be implemented by a computing system installed at a building, such as a warehouse, where the deployment system(s) 314 and UAV(s) 304 that are associated with the particular local dispatch system 312 are also located. In other embodiments, the local dispatch system 312 may be implemented at a location that is remote to its associated deployment system(s) 314 and UAV(s) 304.
Numerous variations on and alternatives to the illustrated configuration of the UAV system 300 are possible. For example, in some embodiments, a user of the remote device 306 could request delivery of a package directly from the central dispatch system 310. To do so, an application may be implemented on the remote device 306 that allows the user to provide information regarding a requested delivery, and generate and send a data message to request that the UAV system 300 provide the delivery. In such an embodiment, the central dispatch system 310 may include automated functionality to handle requests that are generated by such an application, evaluate such requests, and, if appropriate, coordinate with an appropriate local dispatch system 312 to deploy a UAV.
Further, some or all of the functionality that is attributed herein to the central dispatch system 310, the local dispatch system(s) 312, the access system 302, and/or the deployment system(s) 314 may be combined in a single system, implemented in a more complex system, and/or redistributed among the central dispatch system 310, the local dispatch system(s) 312, the access system 302, and/or the deployment system(s) 314 in various ways.
Yet further, while each local dispatch system 312 is shown as having two associated deployment systems 314, a given local dispatch system 312 may alternatively have more or fewer associated deployment systems 314. Similarly, while the central dispatch system 310 is shown as being in communication with two local dispatch systems 312, the central dispatch system 310 may alternatively be in communication with more or fewer local dispatch systems 312.
In a further aspect, the deployment systems 314 may take various forms. In general, the deployment systems 314 may take the form of or include systems for physically launching one or more of the UAVs 304. Such launch systems may include features that provide for an automated UAV launch and/or features that allow for a human-assisted UAV launch. Further, the deployment systems 314 may each be configured to launch one particular UAV 304, or to launch multiple UAVs 304.
The deployment systems 314 may further be configured to provide additional functions, including for example, diagnostic-related functions such as verifying system functionality of the UAV, verifying functionality of devices that are housed within a UAV (e.g., a payload delivery apparatus), and/or maintaining devices or other items that are housed in the UAV (e.g., by monitoring a status of a payload such as its temperature, weight, etc.).
In some embodiments, the deployment systems 314 and their corresponding UAVs 304 (and possibly associated local dispatch systems 312) may be strategically distributed throughout an area such as a city. For example, the deployment systems 314 may be strategically distributed such that each deployment system 314 is proximate to one or more payload pickup locations (e.g., near a restaurant, store, or warehouse). However, the deployment systems 314 (and possibly the local dispatch systems 312) may be distributed in other ways, depending upon the particular implementation. As an additional example, kiosks that allow users to transport packages via UAVs may be installed in various locations. Such kiosks may include UAV launch systems, and may allow a user to provide their package for loading onto a UAV and pay for UAV shipping services, among other possibilities. Other examples are also possible.
In a further aspect, the UAV system 300 may include or have access to a user-account database 316. The user-account database 316 may include data for a number of user accounts, and which are each associated with one or more persons. For a given user account, the user-account database 316 may include data related to or useful in providing UAV-related services. Typically, the user data associated with each user account is optionally provided by an associated user and/or is collected with the associated user's permission.
Further, in some embodiments, a person may be required to register for a user account with the UAV system 300, if they wish to be provided with UAV-related services by the UAVs 304 from UAV system 300. As such, the user-account database 316 may include authorization information for a given user account (e.g., a username and password), and/or other information that may be used to authorize access to a user account.
In some embodiments, a person may associate one or more of their devices with their user account, such that they can access the services of UAV system 300. For example, when a person uses an associated mobile phone, e.g., to place a call to an operator of the access system 302 or send a message requesting a UAV-related service to a dispatch system, the phone may be identified via a unique device identification number, and the call or message may then be attributed to the associated user account. Other examples are also possible.
As noted above, an ATSP can be a separate entity from the entity or entities that provide the items being transported and/or interface with the recipients who request delivery of these items. For example, a company that operates a fleet of UAVs configured for item delivery may provide delivery services for third-party entities, such as restaurants, clothing stores, grocery stores, and other “brick and mortar” and/or online retailers, among other possibilities. These third-party entities may have accounts with the UAV transport service provider, via which the third-parties can request and/or purchase UAV transport services from the transport service provider. Further, the third-party entities could interface with recipients (e.g., customers) directly, or through computing systems (e.g., applications and/or server systems) provided by the UAV transport service provider.
Each UAV nest 354a to 354d is a facility where UAVs can be stored for at least a short period of time, and from which UAVs can begin carrying out a UAV delivery mission (e.g., where UAVs can take off). In some implementations, some or all of UAV nests 354a to 354d may take the form of a local dispatch system and one or more deployment systems, such as those described in reference to
Each item-provider computing system 356a to 356d may be associated with a different item-provider account. As such, a given item-provider computing system 356a to 356d may include one or more computing devices that are authorized to access the corresponding item-provider account with ATSP 352. Further, ATSP 352 may store data for item-provider accounts in an item-provider account database 357.
In practice, a given item-provider computing system 356a to 356d may include one or more remote computing devices (e.g., such as one or more remote devices 306 described in reference to
In order to provide UAV transport services to various item providers in an efficient and flexible manner, a UAV transport service provider 352 may dynamically assign different UAVs to delivery missions for different item providers based on demand and/or other factors, rather than permanently assigning each UAV to a particular item provider. As such, the particular UAV or UAVs that carry out delivery missions for a given third-party item provider may vary over time.
The dynamic assignment of UAVs to flights for a number of different item providers can help a UAV transport service provider to more efficiently utilize a group of UAVs (e.g., by reducing unnecessary UAV downtime), as compared to an arrangement where specific UAVs are permanently assigned to specific item providers. More specifically, to dynamically assign UAVs to transport requests from third-party item providers, the UAV transport service provider 352 can dynamically redistribute UAVs amongst a number of UAV deployment locations (which may be referred to as, e.g., “hubs” or “nests”) through a service area, according to time-varying levels of demand at various locations or sub-areas within the service area.
With such an arrangement, a delivery flight may involve the additional flight leg to fly from the UAV hub to the item-provider's location to pick up the item or items for transport, before flying to the delivery location, as compared to an arrangement where delivery UAVs are stationed at the source location for items (such as a distributor or retailer warehouse or a restaurant). While the flight leg between the UAV hub and a loading location has associated costs, these costs can be offset by more efficient use of each UAV (e.g., more flights, and less unnecessary ground time, in a given period of time), which in turn can allow for a lesser number of UAVs to be utilized for a given number of delivery missions.
In some embodiments, the spool 404 can function to unwind the tether 402 such that the payload 408 can be lowered to the ground with the tether 402 and the payload coupling apparatus 412 from UAV 400. The payload 408 may itself be an item for delivery, and may be housed within (or otherwise incorporate) a parcel, container, or other structure that is configured to interface with the payload latch 406. In practice, the payload delivery system 410 of UAV 400 may function to autonomously lower payload 408 to the ground in a controlled manner to facilitate delivery of the payload 408 on the ground while the UAV 400 hovers above.
As shown in
Once the payload 408 reaches the ground, the control system may continue operating the spool 404 to lower the tether 402, causing over-run of the tether 402. During over-run of the tether 402, the payload coupling apparatus 412 may continue to lower as the payload 408 remains stationary on the ground. The downward momentum and/or gravitational forces on the payload coupling apparatus 412 may cause the payload 408 to detach from the payload coupling apparatus 412 (e.g., by sliding off a hook of the payload coupling apparatus 412). After releasing payload 408, the control system may operate the spool 404 to retract the tether 402 and the payload coupling apparatus 412 toward the UAV 400. Once the payload coupling apparatus reaches or nears the UAV 400, the control system may operate the spool 404 to pull the payload coupling apparatus 412 into the receptacle 414, and the control system may toggle the payload latch 406 to the closed position, as shown in
In some embodiments, when lowering the payload 408 from the UAV 400, the control system may detect when the payload 408 and/or the payload coupling apparatus 412 has been lowered to be at or near the ground based on an unwound length of the tether 402 from the spool 404. Similar techniques may be used to determine when the payload coupling apparatus 412 is at or near the UAV 400 when retracting the tether 402. As noted above, the UAV 400 may include an encoder for providing data indicative of the rotation of the spool 404. Based on data from the encoder, the control system may determine how many rotations the spool 404 has undergone and, based on the number of rotations, determine a length of the tether 402 that is unwound from the spool 404. For instance, the control system may determine an unwound length of the tether 402 by multiplying the number of rotations of the spool 404 by the circumference of the tether 402 wrapped around the spool 404. In some embodiments, such as when the spool 404 is narrow or when the tether 402 has a large diameter, the circumference of the tether 402 on the spool 404 may vary as the tether 402 winds or unwinds from the tether, and so the control system may be configured to account for these variations when determining the unwound tether length.
In other embodiments, the control system may use various types of data, and various techniques, to determine when the payload 408 and/or payload coupling apparatus 412 have lowered to be at or near the ground. Further, the data that is used to determine when the payload 408 is at or near the ground may be provided by sensors on UAV 400, sensors on the payload coupling apparatus 412, and/or other data sources that provide data to the control system.
In some embodiments, the control system itself may be situated on the payload coupling apparatus 412 and/or on the UAV 400. For example, the payload coupling apparatus 412 may include logic module(s) implemented via hardware, software, and/or firmware that cause the UAV 400 to function as described herein, and the UAV 400 may include logic module(s) that communicate with the payload coupling apparatus 412 to cause the UAV 400 to perform functions described herein.
In each of the payload coupling apparatuses 800, 800′, 800″, and 900 described above, the upper and lower ends are rounded, or hemispherically shaped, to prevent the payload coupling apparatus from snagging during descent from, or retrieval to, the fuselage of a UAV. Furthermore, each of payload coupling apparatuses 800, 800″, and 900 may have a retractable and extendable hook or lip as is shown in
In addition, as illustrated in
Payload coupling apparatuses 800, 800′, 800″, and 900 include a hook 806 (or 806′) formed beneath a slot 808 such that the hook also releases the payload passively and automatically when the payload touches the ground upon delivery. This is accomplished through the shape and angle of the hook slot and the corresponding handle on the payload. The hook slides off the handle easily when the payload touches down due to the mass of the capsule and also the inertia wanting to continue moving the capsule downward past the payload. The end of the hook is designed to be recessed slightly from the body of the capsule, which prevents the hook from accidentally re-attaching to the handle. After successful release, the hook gets winched back up into the aircraft.
An angled extender 1020 may be attached at an upper end of the extending member 1010, and adapter 1016 may be used to adjust the height or angle of the angled extender 1020, and having a threaded set screw with knob 1018 to set the angled extender 1020 into a desired position. The angled extender 1020 is shown with an upper end secured to a channel 1050. A first end of the channel may have a first extension or tether engager 1040 that extends in a first direction from a lower end of the channel 1050 and a second extension or tether engager 1030 that extends in a second direction from the lower end of the channel 1050. A second end of the channel 1050 may have a payload holder 570, 572 positioned near or thereon that is adapted to secure a payload 510 to the second end of the channel 1050.
A shield 1042 is shown extending from the first tether engager 1040, and another shield 1032 is shown extending from the second tether engager 1030. Shield 1042 and 1032 may be made of a fabric material, or other material such as rubber or plastic. A shield 1052 is also shown extending from the first end of channel 1050. Shields 1042, 1032, and 1052 serve to prevent a payload retriever 800 extending from an end of a tether 1200 attached to a UAV from wrapping around the tether engagers 1040 and 1030 or other components of payload retrieval apparatus 1000 when the payload retriever comes into contact with tether engagers 1040 or 1030 during a payload retrieval operation.
Channel 1050 includes a tether slot 1054 extending from a first end to a second end of the channel 1050, and the tether slot 1054 allows for a payload retriever to be positioned within the channel 1050 attached to a tether which extends through the tether slot 1054. A payload holder is shown that is a pair of pins 570, 572 that extend through openings in handle 511 of payload 510 to suspend payload 510 in position adjacent the second end of the channel 1050 ready to be retrieved by a payload retriever attached to a tether suspended from a UAV.
To provide for automatic retrieval of payload 510 with a payload retriever suspended from a UAV with a tether, payload 510 is secured to the payload holder 570, 572 on the second end of the channel 1050 at the payload retrieval site. A UAV arrives at the payload retrieval site with a tether 1200 extending downwardly from the UAV and with the payload retriever 800 positioned on the end of the tether, as shown in
As explained further below, there are various different ways in which an item provider, the ATPS and an individual UAV can communicate and operate in order to complete a delivery that involves curbside pickup by the UAV.
Blocks 7002, 7004 and 7006 of method 7000 include steps that are performed by the order fulfillment system or personnel of the item provider. As shown at block 7002, method 7000 includes receiving an order in an order fulfillment system of the item provider. The order may include a request for one or more items to be delivered to a delivery location.
After the order is received, as shown at block 7004, a payload including the item or items of the order is prepared. Preparation of the payload is carried out inside a facility of the item provider. The term facility, as used herein, refers to an enclosed structure, such as a building or vehicle, in which the items of the order can be gathered or made and in which a payload including the item(s) can be prepared for delivery by the UAV.
In some embodiments, the payload may be a package including a container that holds the item(s). On the other hand, in some embodiments, the payload may be an item itself without any separate container. Further, the payload may or may not include equipment for securing the payload to a UAV.
The payload may be prepared by employees of the item provider, by automated systems, or by a combination of employees and automated systems. For example, where the item provider is a restaurant and the items for delivery are food items, the food items may be prepared and packaged by restaurant staff. In another example, where the item provider includes a warehouse, the items for delivery may be collected by automated retrieval systems and packaged by employees.
As shown at block 7006, after the payload is prepared, the payload is moved outside of the facility and placed at an outdoor pickup location. Such a pickup location may be provided on the item provider's premises. The term premises, as used herein, includes areas surrounding the item provider facility in which the item provider is authorized to leave a payload, such as a parking lot, walkway, lawn, or another area under the item provider's control. Further, the term premises may also include outdoor space where control of the space is shared by various entities, such as outdoor areas of a shopping center. Indeed, the pickup location itself may be shared by more than one item provider that uses services provided by the ATSP.
Blocks 7012 and 7014 of method 7000 include steps that are performed by the ATSP. As shown at block 7012, method 7000 includes receiving a UAV delivery mission in the control system of the ATSP. As described in more detail below, various different processes can be used to coordinate the receipt of an order in the order fulfillment system of the item provider and the receipt of the UAV delivery mission in the control system of the ATSP.
As shown at block 7014, after the delivery mission is received by the ATSP control system, a UAV is deployed to complete the delivery mission. The term deploy, as used herein, may include instructions to fly to an identified location. For example, in some embodiments, the UAV may be located at a landing platform, such as a charging station, and instructed to initiate a flight path to the identified location. In other embodiments, the UAV may be flying toward a destination, and the ATSP may provide instructions to fly to a new destination or to perform certain tasks upon arriving at the destination.
Blocks 7016, 7018, and 7020 include steps that are performed by a UAV. As shown at block 7016, method 7000 includes causing the UAV to fly to the pickup location, for example after receiving instructions from the ATSP. Block 7018 includes causing the UAV to pickup the payload at the pickup location. As explained further below, picking up the payload may include identifying a location of the payload and following a flight path appropriate for receiving the payload. Method 7000 further includes, at block 7020, causing the UAV to deliver the payload to a delivery location.
Many of the embodiments described below include each of the steps outlined in
There are various different ways in which an order may be placed with the order fulfillment system of the item provider. In some embodiments a user may place the order directly within the order fulfillment system of the item provider or in an e-commerce platform associated with the item provider and connected to the order fulfillment system. For example, the user may be a customer who visits an e-commerce platform of the item provider and makes a purchase of one or more items for delivery to a business, residence, public area, or a customer's current location. Such an item provider may be a retail business, a restaurant or another business that provides items for delivery. Based on the purchase, an order is created identifying the items to be delivered.
In other embodiments, the order may not be associated with a purchase. For example, in some embodiments, the order may be associated with items that have already been purchased from the item provider, or the user and item provider may both be associated with the same organization. For example, the user may be an emergency medical technician that is in the field, and the item provider may be a healthcare institution, such as a hospital. If the EMT needs certain medical supplies from the hospital, the EMT may place an order with the hospital's order fulfillment system to have the supplies delivered to a location where they are needed.
Further, in some embodiments, the order may be placed in the order fulfillment system of the item provider by another entity. For example, in some embodiments, the order may be placed by the ATSP or by a third party. As an example, the user requesting the item may initiate the request from the ATSP. Such a user may browse a series of potential item providers from within the ATSP's platform and request delivery from one of the item providers from within the ATSP's platform. The ATSP may then communicate with the item provider's order fulfillment system to generate the order and transfer funds appropriately between the user, the ATSP, and the item provider.
Likewise, in some embodiments, the order may be placed by a third party. For example, the third party may be a service that provides access to various item providers and that coordinates transactions and delivery of the items. As an example, the third party may be an online food ordering platform. The user may browse restaurants from within the food ordering platform, which coordinates placement of the order with the item provider's order fulfillment system. The food ordering platform may also offer the ATSP as a delivery partner, perhaps from a list of several delivery partners. The food ordering platform may then coordinate delivery between the item provider and the ATSP, or facilitate communications between the item provider and ATSP.
In cases where the order is placed in the order fulfillment system by the ATSP or a third party, communication may occur between the order fulfillment system and the AT SP or third party to confirm availability of the requested items as well as timing and completion of the delivery. Such information can then be provided to the user before the order is placed, during order preparation and delivery, as after delivery is completed.
There are various different ways in which the ATSP may be notified that there is a new delivery mission to be completed. In embodiments where the initial user engagement is with the ATSP, the ATSP may be notified of the delivery mission upon placement of the order by the user. For example, if the user places an order with the item provider from the ATSP's online platform, the ATSP will be aware of a potential delivery mission from the beginning of the process, and may generate the delivery mission as soon as the order is confirmed.
On the other hand, in embodiments where the order is placed with the item provider or a third party, the ATSP may be notified of the delivery mission at various stages. In some embodiments, the order fulfillment system of the item provider and/or the third party may communicate with the ATSP while the order is being placed and notify the ATSP of the delivery mission upon placement of the order. For example, the ATSP may be consulted to confirm that a UAV is available for the potential delivery, to establish a delivery location, to establish a cost for the delivery, or other various reasons before the order and delivery mission are finalized.
Alternatively, in some embodiments, the ATSP may be notified of the delivery mission after the order is placed. For example, the ATSP may have an obligation to complete deliveries for the item provider or third party such that confirmation of the mission before order placement is unnecessary. Likewise, in some embodiments, the item provider or third party may use various delivery providers. In such a case, the item provider or third party may select the ATSP for delivery and notify the ATSP of the delivery mission after the order has been placed.
As explained in further detail below, in some embodiments the ATSP may receive both the pick up location and the delivery location upon being notified of the delivery mission. In other embodiments, the ATSP may initially receive a notification of a delivery mission and the pickup location, and subsequently receive the delivery location at a later time, such as when the payload is received by the UAV.
There are various different ways in which preparation of the payload can be initiated. In some embodiments, a worker of the item provider may begin preparing the payload after the order is placed without coordinating with the ATSP. For example, the payload may be prepared immediately after placement of the order, or as soon as a worker is available to prepare the order. Such a process may occur in situations where there is typically sufficient UAV availability or where the item provider can select the ATSP from a list of possible delivery providers based on availability or delivery price. This may be a preferred system where the recipient expects delivery as soon as possible, such as with unscheduled food deliveries, and where waiting to prepare an order is undesirable.
In other embodiments, payload preparation may be delayed until a UAV is available for delivery. For example, in some embodiments, the ATSP may provide information regarding UAV availability and/or pricing to the order fulfillment system of the item provider, which may use the information to determine whether to initiate preparation of the payload. For example, in some embodiments the ATSP may provide information to the item provider regarding the availability of a UAV to receive a payload at the item provider's premises. In a simple embodiment, the ATSP may determine whether a UAV is available within a certain threshold time period, and provide a binary indicator that indicates whether or not UAV delivery is available.
The item provider can use the availability information to determine when to prepare payloads for pickup, and/or whether to select the ATSP as the delivery provider. For example, if the item provider has several orders of the same type that would be convenient to prepare simultaneously, and the availability information indicates that a sufficient number of UAVs are currently available for each of the orders, the item provider may use the availability information to determine that the payloads associated with this group of orders should be prepared. Once the decision is made to prepare a certain payload, the order fulfillment system may ‘reserve’ the available UAV(s) for delivery so they are not assigned to other missions.
In some embodiments, the ATSP may determine availability and/or pricing information that is unique to particular orders. For example, the ATSP may receive information about one or more orders and make a determination about the availability of UAV delivery for the orders based on the order information. For example, the ATSP may determine an estimate of the energy that will be consumed to complete the delivery. This determination can be based on the distance of the route from the item provider's premises to the delivery location, elevation changes along the route, current wind conditions and other factors. The energy consumption estimate may also be based on information about the contents of the payload, such as the weight, size, and shape of the payload.
Further, in some embodiments, the ATSP may determine availability and/or pricing information based on the status of the fleet of UAVs. For example, the ATSP may consider the available energy of nearby UAVs (e.g., battery charge), the current location of the UAVs, and the payload capacity of the UAVs to determine the availability of the UAVs to complete a delivery mission. The ATSP may determine the availability of each UAV in the fleet, or within a certain area near the item provider, and provide this information to the item provider for determining when to initiate payload preparation.
There are various different ways in which the process of placing the payload at a loading station may be initiated. In some embodiments, when the UAV arrives at the pickup location, such as on the premises of the item provider, the UAV will receive the payload from a payload retrieval apparatus (otherwise referred to herein as an autoloader device) at a particular outdoor loading station. However, in other embodiments, the UAV may receive the payload at the loading station without the use of any specific retrieval apparatus, such as if the payload is on the ground or on a flat support surface.
In some embodiments, a worker will take the payload from inside the item provider's facility to the loading station and place the payload at the loading station, such as on the payload retrieval apparatus. In other embodiments, the payload retrieval apparatus may be mobile and loaded inside the facility. In such an embodiment, the payload retrieval apparatus may move to the loading station after receiving the payload. For example, the payload retrieval apparatus may be provided on a mobile robot, including wheels, tracks, legs or other mobile components for moving the payload retrieval apparatus from the facility to the loading station.
In embodiments where a worker places the payload at the loading station, the worker may initially be notified of the availability of the loading station, or an associated payload retrieval apparatus, for receiving a payload. In some embodiments, the worker may determine that a payload retrieval apparatus is available by visual confirmation, such as by looking at the payload retrieval apparatus. In other embodiments, the ATSP may determine that the payload retrieval apparatus is available to receive a payload and provide this information to a worker. For example, the ATSP may track loading and unloading of the payload retrieval apparatus and provide an indication to the worker, such as on a console or a user device. In some embodiments, the ATSP may receive a signal from a device operated by the worker that indicates that a payload was placed on a payload retrieval apparatus. The device may be a console, a mobile device, or a processor on the payload retrieval apparatus. Upon receiving such a signal, the ATSP may determine that the payload retrieval apparatus is unavailable and set the availability status to unavailable.
On the other hand, once the ATSP receives a signal from a UAV that a payload has been received from the payload retrieval apparatus, the ATSP may determine that the payload retrieval apparatus is available and reset the availability status to available.
Alternatively, in some embodiments, the ATSP may determine the availability of status of the payload retrieval apparatus directly from the payload retrieval apparatus. For example, the payload retrieval apparatus may include a sensor that identifies whether a payload is on the payload retrieval apparatus. The payload retrieval apparatus may further include a computer system and transmitter to analyze the sensor information and send the sensor information to the ATSP. For example, the computer system may track the loading and unloading of the payload retrieval apparatus and send corresponding information to the ATSP via the transmitter. Further still, the sensor may be a weight sensor which, in addition to identifying loading and unloading of the payload, may also determine the weight of the payload. The system can then use the weight of the payload to identify an error in the order, such as when the measured weight does not match an expected weight, or to assign or alter the delivery mission. For example, the ATSP may assign a particular UAV to the delivery mission based on the weight of the package, or re-assign the delivery mission to a different UAV if the payload is lighter or heavier than expected, and can be re-assigned to a more appropriate UAV, such as a UAV with a smaller or larger payload capacity.
The payload retrieval apparatus may send the corresponding information to the ATSP and, based on the status indicated by the sensor, set the available status of the payload retrieval apparatus accordingly. Further still, in some embodiments, the ATSP can use either sensor information or the worker loading/UAV unloading information as a confirmation of the status of the payload retrieval apparatus.
In addition to information concerning the availability of the payload retrieval apparatus to receive a payload, the ATSP may also determine a placement signal based on the status of a UAV that has been instructed to receive the payload. For example, the ATSP or order fulfillment system may determine a pickup status Such UAV availability is described above.
If UAV delivery is available, the worker might ‘reserve’ the UAV and begin preparing a payload with the items of the order. The availability can then be provided to personnel of the item provider as a binary indication, such as a check mark for available and an X for unavailable. In other embodiments, additional information about availability may be made available. For example, the ATSP may provide information about the amount of time until a UAV can arrive at the item provider's premises. Such information may be presented numerically, such as the number of minutes until the UAV is available, or using other visual indicators. For example, a visual indicator can be determined and presented to personnel who will prepare the payload based on the time until a UAV is available. For example, if a UAV will be available within a first time range, the system may determine that the UAV is ‘immediately’ available and assign a green indicator to the UAV. If the UAV will be available within a second time range, the system may determine that the UAV is ‘moderately’ available and assign a yellow indicator to the UAV. Further, if the UAV will not be available until some time after the second time range, the system may determine that the UAV is ‘unavailable’ and assign a red indicator to the UAV. These indicators may be presented to the system or personnel of the item provider.
In some embodiments, there may be a group of loading stations at the pickup location. There are various different ways in which the UAV can determine which loading station to engage for payload pickup.
In some embodiments the UAV may be provided with a particular location of the loading station and fly directly to the loading station. In other embodiments, the UAV may be provided with an identification associated with a particular loading station, such as the identification of an autoloader, and may use the identification to locate the appropriate loading station. For example, in some embodiments, the UAV may use imaging systems to identify the assigned autoloader and approach the autoloader after identification. Further, in some embodiments, the UAV may use both a location and identification to verify the correct autoloader for pickup.
In other embodiments, the UAV may be tasked with picking up a payload at the item provider's premises without being assigned a particular autoloader. For example, in some embodiments, the UAV may be assigned to pick up a payload from an occupied autoloader and subsequently receive a delivery mission. For example, the UAV may scan a payload that has been picked up, and receive a delivery mission based on the scanned information, as explained further below.
There are various different ways in which the UAV can determine the delivery location for the payload.
In some embodiments the UAV may receive the entire flight path of a delivery mission before deployment. For example, in some embodiments, at deployment, the UAV may receive a flight path to the item provider, the location and identification of an autoloader to engage, and a delivery location and flight path to the delivery location. In other embodiments, the UAV may receive the delivery location at another time. For example, in some embodiments, the UAV may be provided with the delivery location based on the autoloader it engages. For example, in response to an indication that the UAV has engaged a particular autoloader, the ATSP may send details about a delivery mission, including the delivery location, to the UAV. Likewise, in some embodiments, the UAV may receive the delivery location based on the particular payload that it receives. For example, the UAV may scan the received payload, and receive details about a delivery mission based on the received payload, as explained further below.
The location of nest 12 on the roof takes advantage of otherwise unused space on the item provider's premises. Accordingly, when the UAVs are deployed they are already located at the item provider's facility, limiting the flight duration of the delivery mission. Moreover, having the nest 12 located on the roof also allows the UAVs to begin the delivery mission at an elevated position, which increases efficiency. Of course, in other embodiments, the nest may be positioned at another location on the item provider's premises, or elsewhere.
In some embodiments, the autoloader 26 is placed at the same location as an automotive curbside pickup location, such as at a parking spot designated for curbside pickup. In such a case, the route traveled by the worker 24 may be the same for UAV curbside pickup as for automotive curbside pickup. Accordingly, the time required to place the payload 22 on the autoloader 26 may be substantially the same as the time required to deliver an order to an automobile that is parked for curbside pickup.
With the payload 22 secured to the UAV 40, the UAV 40 may follow a flight path to the delivery location 30, as illustrated in
Once the payload 22 has been delivered, the UAV 40 may return to the nest 12 on the premises of item provider 20, complete another delivery mission, or fly to another nest. For example, the ATSP might have a network of nests spread over a geographic area, such that a UAV may be deployed from a first nest, carry out a delivery mission, and then dock at a second nest that is remote from the first nest. Such a system may allow UAVs to carry out longer missions, by making it unnecessary for a UAV to fly back to the original nest after delivery. Thus, a UAV may be deployed from a nest near the pickup location and return to a nest near a delivery location, which can substantially increase the available distance of a delivery mission.
With the payload 52 secured to the UAV 40, the UAV 40 may follow a flight path to the delivery location 60, as illustrated in
At block 8004, method 8000 includes confirming the order by scanning a package label using the user device. For example, the package label may include a machine readable identification so that the user device can recognize the package label and associated package. In some embodiments, the package label is associated with the order before it is scanned, and scanning of the label acts as a confirmation that a worker is preparing the order for delivery. For example, in some embodiments, the package label is printed upon receipt of the order and includes the items of the order. In other embodiments, the package label is associated with the physical container that will hold the items, such as a box, and the package label becomes associated with the order only after being scanned.
At block 8006, method 8000 includes preparing the payload associated with the order for eventual pickup by a UAV. For example, a worker may fill the labeled package with the items of the order and close the package for delivery. At block 8008, the method includes placing the payload on an autoloader for receipt by a UAV. In method 8000, the process is configured so that the worker may place the payload at any available autoloader on the premises. Accordingly, the worker only needs to find an autoloader that has space for the payload, and is not required to find a particular autoloader.
At block 8010, method 8000 includes scanning the package label of the payload using the autoloader and sending information to the ATSP. For example, the autoloader may include a computer system, a transmitter, and a label reader, such as a scanner, an RFID reader, or another reader, to identify the package label and the order associated with the label. With such a configuration, the autoloader may send, via the transmitter, information obtained by scanning the package label, such as an order identification, to the ATSP control system. The ATSP receives the information from the autoloader which may identify the delivery mission. For example, the ATSP may receive an order identification from the autoloader and communicate with the item provider's system to receive further details, such as the delivery location. Alternatively, the ATSP may receive a delivery location directly from the autoloader based on the scanned information, such that additional details about the delivery are not needed to establish a delivery mission.
At block 8012, the method 8000 includes determining, by the ATSP, an appropriate UAV to complete the delivery and assigning the delivery mission to the identified UAV. In various embodiments, the ATSP may consider the location of the UAV, the size of the order, the stored energy (e.g., battery charge) available to the UAV, the size of the UAV, and other factors in determining the appropriate UAV. Based on the information received from the autoloader, the delivery mission may include an assigned autoloader identification.
At block 8014, the method 8000 includes causing the UAV to fly to the pickup location, such as the premises of the item provider, or a specific pickup station on the premises. At block 8016, the method includes causing the UAV to identify the assigned autoloader of the delivery mission. For example, the autoloader may include a fiducial or other identifying characteristics that the UAV can read to identify the autoloader. In some embodiments, the UAV may identify the assigned autoloader as it approaches a group of autoloaders and fly to the assigned autoloader after identifying the autoloader. In other embodiments, the UAV may have a known location for the autoloader and use the identification of the assigned autoloader as a confirmation or verification. At block 8018, the method 8000 includes engaging the autoloader to receive the package. For example, as described in further detail throughout the disclosure, the UAV may lower a payload retriever to retrieve the payload from the autoloader.
At block 8108, the method includes placing the payload on an autoloader for receipt by a UAV. In method 8100, the process is again configured so that the worker may place the payload at any available autoloader on the premises. At block 8110, method 8100 includes sending information to the ATSP to indicate that the payload has been placed at a particular autoloader. For example, the worker may use the user device to confirm that the payload has been placed at an autoloader and to identify the particular autoloader where the payload has been placed. For example, the worker can type an ID of the autoloader into the user device, or use the device to scan an identifier of the autoloader, such as a fiducial. Based on the confirmation on the user device, the ATSP may then receive information regarding the placement of a payload on the identified autoloader.
At block 8112, the method 8100 includes determining, by the ATSP, an appropriate UAV to complete the delivery and assigning the delivery mission to the identified UAV. At block 8114, the method 8100 includes causing the UAV to fly to the pickup location, such as the premises of the item provider, or a specific pickup station on the premises. At block 8116, the method includes causing the UAV to identify the assigned autoloader of the delivery mission. At block 8118, the method 8100 includes engaging the autoloader to receive the package.
At block 8208, the method includes receiving, by the ATSP, information about the placed order. For example, in response to the order being confirmed on the user device at block 8204, the ATSP may receive information about the order, including the delivery location and other order details. While block 8208 is shown as occurring after the payload has been prepared in 8206, it is also possible for the ATSP to receive the information before the payload is prepared, for example immediately after receipt of the order, or confirmation on the user device. At block 8210, method 8200 includes assigning an autoloader for the prepared package.
At block 8212, a worker places the payload at the assigned autoloader. To confirm the placement of the payload, the worker may indicate that the payload is ready for pickup on the user device, for example by scanning the autoloader or by another verification method.
At block 8214, the method 8200 includes determining, by the ATSP, an appropriate UAV to complete the delivery and assigning the delivery mission to the identified UAV. At block 8216, the method 8200 includes causing the UAV to fly to the pickup location, such as the premises of the item provider, or a specific pickup station on the premises. At block 8218, the method includes causing the UAV to identify the assigned autoloader of the delivery mission. At block 8220, the method 8200 includes the UAV engaging the autoloader to receive the package.
At block 8308, method 8300 includes sending the order to a user device for receipt by a worker. For example, the ATSP may send the order to an order fulfillment system of the item provider, which then assigns the order to a user device for preparation by a worker. At block 8310, method 8300 includes preparing the payload associated with the order for eventual pickup by a UAV. At block 8312, the method includes placing the payload on the assigned autoloader.
At block 8314, the ATSP receives confirmation that the payload has been placed at the assigned autoloader and deploys the assigned UAV for payload pickup. As explained above, the worker may confirm placement of the payload on the assigned autolader using the user device, for example by scanning an identification of the autoloader.
At block 8316, the method 8300 includes causing the UAV to fly to the pickup location, such as the premises of the item provider, or a specific pickup station on the premises. At block 8318, the method includes causing the UAV to identify the assigned autoloader of the delivery mission. At block 8320, the method 8300 includes engaging the autoloader to receive the package. For example, as described in further detail throughout the disclosure, the UAV may lower a payload retriever to retrieve the payload from the autoloader.
At block 8408, the method includes placing the payload on an autoloader for receipt by a UAV. In method 8400, the process is configured so that the worker may place the payload at any available autoloader on the premises. At block 8410, method 8400 includes confirming placement of the package on an autoloader using the user device.
At block 8410, the ATSP receives confirmation that the payload has been placed on an autoloader. At block 8412, the ATSP determines a UAV to carry out a delivery mission and deploys the UAV to the item provider's premises for payload pickup. In some embodiments, the UAV may be deployed without a complete delivery mission, and instead only the pickup location.
At block 8414, the method 8400 includes causing the UAV to fly to the pickup location, such as the premises of the item provider, or a specific pickup station on the premises. At block 8416, the method includes causing the UAV to identify an autoloader with an available payload for pickup. For example, the UAV may detect the presence of the payload on the autoloader, or identify a signal from the autoloader indicating that the autoloader contains a payload for pickup. At block 8418, the method 8400 includes engaging the autoloader to receive the package. At block 8420, the method includes scanning the payload, by the UAV, to determine the corresponding delivery mission. For example, the UAV may scan the payload to determine an identification of the payload. In some embodiments, the UAV may then communicate with the ATSP to obtain the details of the delivery mission based on the payload ID. In other embodiments, the UAV may have a number of delivery missions stored in a memory, and may use the payload ID to determine which of the stored delivery missions should be carried out. Further still, scanning the package by the UAV may be used to confirm that the expected package was received by the UAV.
As shown in
In order for the hook or lip 806 of the payload retriever 800 (shown in
Alternately, or in addition to cams 804, the payload retriever 800″ may have one or more magnets 830 positioned thereon as shown in
In addition, the payload retriever could be weighted to have an offset center of gravity (see payload retriever 900 shown in
As shown in
Not only does the payload retrieval apparatus 1000 described above provide for automatic payload retrieval without the need for human involvement, but the UAV advantageously is not required to land for the payload 510 to be loaded onto the UAV at the payload retrieval site. Thus, the UAV may simply fly into position near the payload retrieval apparatus 1000 and maneuver itself to position the tether 1200 between the first and second tether engagers 1040, 1030, which may be aided by the use of fiducials (which could take the form of an RFID tag or bar code) positioned on or near the payload retrieval apparatus 1000 and/or an onboard camera system positioned on the UAV. Once in position, the UAV may then move forward or upward, or the payload retriever may be winched up towards the UAV (or any combination thereof) to pull the payload retriever through the channel 1050 and into engagement with the handle 511 of the payload 510 and effect removal of the payload 510. In some payload retrieval sites, landing the UAV may be difficult or impractical, and also may engage with objects or personnel when landing. Accordingly, allowing for payload retrieval without requiring the UAV to land provides significant advantages over conventional payload retrieval methods.
In addition, the first and second sloped surfaces 1460 and 1462 are downwardly sloped towards opening 1470 to a channel. The bottoms of the first and second sloped surfaces are also positioned at an angle towards opening 1470. In applications where the payload retriever does not land on either of sloped surfaces 1460 or 1462, the tether 1200 descend in front of opening 1470 and may be drawn towards opening 1470 along the angled lower surfaces of the first and second sloped surfaces 1460 and 1462. The tether 1200 may be drawn, or simply slide, down the angled lower surfaces until the tether 1200 is in front of the tether slot 1450. At this point, the tether 1200 may be drawn through the tether slot 1450, thereby drawing the payload retriever 800 into the channel. It should also be noted that first and second sloped surfaces 1460 and 1462 not only serve to provide a funneling system to funnel the payload retriever 800 towards opening 1470, but also serve to block wind from blowing the payload retriever 800 out of position.
In
Tether engager 1930 includes an upper guide member 1933 that is configured to help maintain the end of the tether in a substantially vertical orientation as the payload coupling apparatus is drawn through the payload coupling apparatus channel 1940. With the inclusion of upper guide member 1933, tether engager 1930 includes both an upper edge and a lower edge for guiding the tether as the payload coupling apparatus is received and drawn through the payload coupling apparatus channel 1940. The lower edge is formed by the primary member of tether engager 1930 and extends toward a receiving end of payload coupling apparatus channel 1940. Accordingly, the lower edge of tether engager 1930 directs a portion of the tether that is near the payload coupling apparatus to the receiving end of the channel 1940.
The upper guide member 1933, on the other hand, extends toward payload coupling apparatus channel 1940 at an elevated height compared to the lower edge formed by the primary member of tether engager 1930. This allows the upper guide member 1933 to engage a portion of the tether that is spaced from the payload coupling apparatus at a position that is elevated above the channel 1940. Accordingly, when the payload coupling apparatus is within the channel 1940, the direction of the portion of the tether that extends upward from the channel 1940 will be substantially vertical. Thus, even if the UAV is laterally offset from the position of the payload retrieval apparatus 1900, such that most of the length of the tether extending between the UAV and the payload retrieval apparatus 1900 is at substantial angle, the end portion of the tether that extends from the channel 1940 will maintain a substantially vertical orientation. With this end portion of the tether in a substantially vertical orientation, the tension on the tether as it is retracted can effectively pull the payload coupling apparatus through the payload coupling apparatus channel 1940.
Similar to tether engager 1930, tether engager 1932 also includes an upper guide member 1934 with a similar configuration that is operable to maintain an end portion of the tether in a substantially vertical orientation.
In addition to helping maintain the orientation of the tether, the upper guide members 1933, 1934 may also provide structural support to the respective tether engagers. For example, because of the inclusion of upper guide member 1933 in tether engager 1930, the tether engager 1930 is secured to upwardly extending member 1910 at two independent points. The primary member of tether engager 1930 is secured to the upwardly extending member 1910 at a lower position and the upper guide member 1932 is secured to the upwardly extending member 1910 at an upper position. Furthermore, a triangular frame is formed between the upwardly extending member 1910, the primary member of tether engager 1930, and the upper guide member 1932, which provides a strong support structure for tether engager 1930.
While tether engager 1930, as shown in
To achieve a passive solution for automatic loading of packages (i.e., no power) a UAV may be configured to perform a lateral maneuver after deploying the tether to engage the tether with an autoloader device, such as any of the previously described payload retrieval apparatuses. Additionally, building the autoloader device to accommodate the nominal navigation accuracy of a UAV system when outside the nest may result in an impractically large footprint. For this reason, in some examples, the autoloader device may be outfitted with a fiducial marker with a known position relative to the apparatus itself to enable navigation of the UAV relative to the autoloader device. Another source of potential pickup mechanism position uncertainty is wind. This can cause up to several meters of deflection when the tether is fully deployed from a height of 6.8 meters in high winds. Examples described herein therefore may also compensate for wind in order to hit footprint targets for an autoloader apparatus.
In some examples described herein, a UAV may initially descend for pickup and scan for fiducials associated with an autoloader device of interest as encoded in a pickup waypoint. Once observed, the UAV may maneuver itself to be directly over a payout position, plus any lateral offset to compensate for wind. At 6.8 meters over the payout position, the UAV may deploy the tether. Once the tether is fully deployed, the vehicle may maneuver laterally to a winch up position. At this point, the vehicle may optionally remove its windage offset. Once in winch up position, the UAV may retract the tether. Once sufficiently retracted, the UAV may ascend and de-nudge, rejoining the cruise segment at the nominal pickup waypoint position.
The autoloader device 4210 may have an approach side 4212 from which the UAV 4200 may approach in order to engage a payload held by the autoloader device 4210 using the tether 4202 and the pickup component 4204. In order to engage the autoloader device 4210, the UAV 4200 may be controlled to move through a side-step trajectory 4230. The side-step trajectory 4230 may start with the UAV 4200 positioned to deploy the tether 4202 and the pickup component 4204 to the payout position 4232 located on a ground surface. The UAV 4200 may then be controlled to follow a lateral movement through side-step trajectory 4230 to reach a position above end position 4234. While moving through the side-step trajectory 4230, the tether 4202 and pickup component 4204 may engage with the autoloader device 4210 in order to pick up a payload held by the autoloader device 4210. In some examples, the pickup logic also includes handlings of pickup component 4204 being wrapped around the autoloader device 4210 or just stuck in general during the side-step maneuver. In these circumstances, slack may be provided and the winch may be retried one or more times. If the pickup component 4204 is still not freed, the pickup component 4204 may be abandoned and disconnected from the UAV.
Starting from starting position 4260, the UAV 4200 may follow a descent trajectory 4220 to a first nudged position 4222. Determination of the first nudged position 4222 may be based on detection of a fiducial marker 4250. The fiducial marker 4250 may be oriented in a direction towards autoloader device 4210. The UAV 4200 may be controlled to descend over a payout position 4232, which may be a predetermined offset (e.g., 0.5 meters) to the approach side of the autoloader device 4210. In some examples, initial deployment may use a vector fixed in the “autoloader frame”. In some examples, an additional wind-driven offset may be generated to accommodate pill-swing between the first nudged position 4222 and the payout position 4232 under locally-observed wind conditions.
After reaching first nudged position 4222, the UAV 4200 may deploy the tether 4202 and pickup component 4204. The marker-relative guidance offset may then be controlled to fade at a specific slew rate from the approach side to the load side of the autoloader device 4210. Starting from first nudged position 4222, the UAV 4200 may follow a side-step trajectory 4230 as previously described in order to cause the tether 4202 and pickup component 4204 to pick up a payload from the autoloader device 4210. The vertical guidance may be controlled to remain at a fixed position during this time. The side-step trajectory 4230 may end at a second nudged position 4242. The second nudged position 4242 may be at a predetermined offset (e.g., 3.25 meters) past the load side of the autoloader device 4210.
When the side-step trajectory 4230 is complete, the UAV 4200 may retract the tether 4202 and pickup component 4204. In some examples, the UAV 4200 may linger for a few seconds to allow the pickup component 4204 to settle before retracting the tether 4202. After the tether 4202 is fully retracted or a predetermined timeout window has passed, the UAV 4200 may then be controlled to follow ascent trajectory 4240 from the second nudged position 4242 back to the starting position 4260, or to another convenient exit position. The ascent trajectory 4240 will fade the side-step value of the guidance offset to zero, thereby effectively reversing the change in lateral position resulting from the first nudged position 4222 and the second nudged position 4242. After returning to starting position 4260, the UAV 4200 may then continue navigation from the same previously traversed starting position 4260, but now with a payload picked up from the autoloader device 4210.
In some examples, the ascent trajectory 4240 can cause the payload pickup. The tether may then be retracted afterwards. This gives the added benefit of a cleaner retract without a pill computer interaction and thus a potentially better weight estimate.
Some systems may generally assume that a pickup component will hang directly below the UAV, which becomes an inaccurate assumption in the presence of winds as illustrated by
Wind speed and/or direction may be determined based on and/or using a pitot tube, an anemometer, GPS, measured UAV air velocity, and/or measured UAV ground velocity, among other possibilities. For example, the UAV may be equipped with one or more pitot tubes, and/or one or more anemometers, each of which may be configured to generate sensor data indicative of a wind speed along one or more directions.
In another example, the wind speed and/or direction may be determined by comparing an air velocity of the UAV to a ground velocity of the UAV. The air velocity of the UAV (i.e., how quickly, and in what direction, the UAV is moving relative to the air) may be determined based on, for example, an amount of propulsion exerted by rotors of the UAV and/or air speed sensors on the UAV. Visual odometry and/or GPS data may be used to determine a ground velocity of the UAV (i.e., how quickly, and in what direction, the UAV is moving relative to the ground). The air velocity may be compared to the ground velocity to determine a wind velocity present in the environment of the UAV. For example, when a forward ground speed exceeds a forward air speed (i.e., the UAV is flying with a tail wind), a magnitude of the difference may indicate a wind speed in the forward direction. When a sideways ground speed exceeds a sideways air speed (i.e., the UAV is facing a cross wind), a magnitude of the difference may indicate a wind speed in the sideways direction.
In some implementations, the wind speed and/or direction may be determined by a model based on a plurality of different wind measurements obtained from a plurality of different sources. For example, the model may be configured to generate a final wind speed and/or direction measurement based on a combination of (i) sensor data generated by one or more wind sensors (e.g., pitot tubes) on the UAV and (ii) an estimate of the wind speed and/or direction determined based on comparing the air velocity of the UAV to the ground velocity of the UAV. The combination may be implemented using, for example, a weighted average, and/or a Kalman filter, among other possibilities
The measured wind speed and/or direction may be used to determine a position of a tethered pickup component of the UAV relative to a position of the UAV. Specifically, due to the tether being flexible, the pickup component may be displaced by the wind laterally relative to the UAV. Thus, when the pickup component is targeted to be positioned at a particular lateral location in the environment, a lateral position of the UAV may be adjusted accordingly to compensate for the wind-induced horizontal displacement of the pickup component relative to the UAV. Further, while a given length of the tether is deployed, the lateral displacement of the pickup component may also be associated with a vertical displacement of the pickup component due to the given tether length now having a horizontal component and a vertical component. Thus, when the pickup component is targeted to be positioned at a particular vertical location, a deployed length of the tether may be adjusted accordingly to compensate for the wind-induced vertical displacement of the pickup component relative to the UAV. Accordingly, nudge positions of the UAV may be based on the wind-induced displacements of the pickup component relative to the UAV, such that the nudge positions cause the pickup component to engage with the autoloader device.
The wind-induced displacements of the pickup component relative to the UAV may be determined using a mathematical model of the tether and pickup component. For example, the mathematical model may be expressed as Ox=kxVWIND x2 and Oz=kzVWIND z2, where O represents the offset of the pickup component, k represents a model-based constant, V represents the wind speed, x denotes the lateral direction (i.e., forward, backward, leftward, or rightward), and z denotes the vertical direction (i.e., up or down). Thus, the wind-induced displacements of the pickup component relative to the UAV may be modeled as a product of a model-based constant and a quadratic wind velocity term.
The value of the model-based constant k may be determined using a physics-based model of the tether and pickup component. For example, the pickup component may be modeled as a point mass with a corresponding drag coefficient. Similarly, the tether may be assumed to be perfectly flexible and have a uniform mass per unit length, and may be modeled as a series of point masses, each of which has a corresponding mass and drag coefficient based on a diameter of the tether. For each point mass, an angle of the point mass relative to the UAV may be individually determined based on the mass thereof, the distance thereof relative to the UAV, and the drag coefficient thereof. A total deflection profile of the entire tether and pickup component may be determined by taking an integral of the angle of each point mass along the length of the tether.
The value of the model-based constant k may be determined by fitting the model to represent the position of the pickup component (i.e., the end of each deflection profile) across different wind velocities. Specifically, the lateral offset constant kx may be determined by fitting the function Ox=kxVWIND x2 to the lateral displacement of the pickup component, as shown by the horizontal axis of
In some embodiments, the position of the UAV may be adjusted to compensate for the wind-induced displacements of the pickup component relative to the UAV starting from, for example, a first time at which the autoloader device is detected and ending at a second time when the pickup component is engaged with the autoloader device. For example, once the pickup component enters a channel of the autoloader device, where the pickup component is no longer affected by wind, wind compensation may end, and the UAV may adjust its position accordingly. For example, the UAV may return to a non-compensated position that the UAV would have been in under windless environmental conditions. This return to the non-compensated position may align the UAV with the autoloader device such that, for example, the UAV is able to pull the pickup component through a channel of the autoloader device, applying a force in approximately a direction of the channel.
In some cases, adjustments to the position of the UAV that compensate for wind could cause unwanted swings of the payload after the pickup component engages with and picks up a payload from the autoloader device. For example, if the UAV is caused to adjust its position forward due to a headwind (which causes the pickup component to swing towards the back of the UAV), the payload could, due to the UAV being far forward relative to the autoloader device, swing forward once it is picked up from the autoloader device. Accordingly, prior to causing the pickup component to engaged the payload, the UAV may be caused to at least partly move back towards the non-compensated position, thereby reducing and/or minimizing a lateral displacement between the UAV and the pickup component, and thus reducing or minimizing payload oscillations after pickup.
In some examples, the method 4700 includes causing the UAV to follow an ascent trajectory in which the UAV moves from the second nudged position back to the starting position or another convenient exit position.
In some examples, determining the position of the autoloader device is based on detecting a fiducial positioned at a predetermined position relative to the autoloader device. In some examples, the fiducial is fixed on the ground and oriented in a direction toward the autoloader device. In some examples, the fiducial is fixed on the autoloader device.
In some examples, the position of the autoloader device can be determined beforehand by a survey and sent to the UAV. In such examples, the UAV may not need to sense the autoloader when doing the pickup.
In further examples, determining the position of the autoloader device is based on applying a machine learned model to one or more images or a time series of images of the autoloader device captured by a camera on the UAV. In additional examples, determining the position of the autoloader device is based on applying a point cloud matching algorithm to a depth image captured by a depth camera or a lidar sensor or an ultrasonic sensor or any other range-finding sensor on the UAV. In further examples, determining the position of the autoloader device is based on detecting a light pattern from a beacon on the autoloader device. In additional examples, determining the position of the autoloader device is based on detecting radio signals emitted by the autoloader device. In further examples, determining the position of the autoloader device is based on detecting one or more retro-reflective surfaces of the autoloader device using an infrared sensor and illuminator on the UAV. In additional examples, determining the position of the autoloader device is based on detecting a plurality of retro-reflective points of the autoloader device using an infrared sensor and illuminator on the UAV.
In some examples, each of the descent trajectory, the side-step trajectory, and the ascent trajectory has a respective slew rate.
In some examples, the first nudged position is directly above the payout position. In further examples, the first nudged position is positioned relative to the payout position based on a wind model.
In some examples, the first nudged position is at a predetermined altitude above ground level. In additional examples, the first nudged position is at a predetermined level of the autoloader device, as determined by a depth estimate or one or more loader-mounted fiducials. Using autoloader level may allow for variable height autoloaders. In further examples, the first nudged position is at an altitude which is determined based on a wind model. In additional examples, the tethered pickup component of the UAV is deployed by a payout length determined based on a wind model.
In some examples, each of the first nudged position and the second nudged position is based on respective predetermined lateral offsets.
In some examples, causing the UAV to follow the ascent trajectory is performed after fully retracting the tethered pickup component or after a predetermined amount of time.
In various embodiments, the payload retrieval apparatus may utilize existing structures, or structures with other purposes, such as buildings, lamp posts, signs, or other structures. In some embodiments, a stand-alone payload retrieval apparatus is mounted onto existing structure, such that the existing structure provides structural support to the payload retrieval apparatus. This can be beneficial for raising the payload retrieval apparatus to a higher elevation that is closer to the UAV, and/or for providing a payload retrieval apparatus without requiring that the payload retrieval apparatus has its own footprint, thereby freeing up ground space. In other embodiments, portions of the existing structure, such as walls, beams or projections, may form a portion of the payload retrieval apparatus, such as one or both of the tether engagers.
In
In using either a light post or a sign post as a mount, a pulley system may be used including pulley crank 5130 and pulley strings 5132. The pulley system is used to raise payload retrieval apparatus 5100 and attached payload 5120 into a raised location with respect to light pole 5140 or sign post 5150 to position payload retrieval apparatus 5100 into a desired position to allow for the payload 5120 to be retrieved by a UAV using a payload coupling apparatus attached to a tether suspended from the UAV. Following retrieval of payload 5120, the payload retrieval apparatus 5100 may be lowered using the pulley system and an additional payload may be loaded onto payload retrieval apparatus 5100 for subsequent automatic retrieval using a UAV. In some examples, a pulley system may raise or lower the payload 5120 using an electric motor, which may save time and energy expended by a person loading the payload retrieval apparatus 5100.
In another embodiment shown in
Additional existing infrastructure may also be used to mount the payload retrieval apparatus 5100 such as bike racks 5175 shown in
In payload retrieval apparatus 5900, both tether engagers 5930 and 5940 are integrated into the overhang structure 5910. In particular, the overhang structure 5910 has a v-shaped opening that forms the tether engagers 5930 and 5940, which guide the tether toward the channel 5950. In some embodiments, a hole may be provided at the end of the v-shaped opening to provide additional space for the payload to pass.
In some embodiments, the existing structural component may provide a tether engager of the payload retrieval apparatus without any modification, such that, in operation, the tether directly contacts the unmodified existing structure. For example, in the embodiment shown in
Embodiments of the present disclosure may thus relate to one of the enumerated example embodiments (EEEs) listed below.
EEE 1 is a payload retrieval apparatus comprising: an extending member having an upper end and a lower end; a channel having a first end and a second end, the channel coupled to the extending member; a first tether engager that extends in a first direction from the first end of the channel; and a payload holder positioned near the second end of the channel and adapted to secure a payload, wherein the payload retrieval apparatus is mounted to a structure.
EEE 2 is the payload retrieval apparatus of EEE 1, wherein the structure is a light post.
EEE 3 is the payload retrieval apparatus of EEE 1, wherein the structure is a sign post.
EEE 4 is the payload retrieval apparatus of EEE 1, wherein the structure is a flagpole.
EEE 5 is the payload retrieval apparatus of EEE 1, wherein the structure is a bike rack.
EEE 6 is the payload retrieval apparatus of EEE 1, wherein the structure is a shopping cart return.
EEE 7 is the payload retrieval apparatus of EEE 1, wherein the structure is a wall.
EEE 8 is the payload retrieval apparatus of EEE 1, wherein a pulley system is mounted to the structure, the pulley system operable to raise and lower the payload retrieval apparatus.
EEE 9 is the payload retrieval apparatus of EEE 1, further including a second tether engager that extends in a second direction from the first end of the channel.
EEE 10 is a payload retrieval apparatus comprising: an extending member having an upper end and a lower end; a channel having a first end and a second end, the channel coupled to the extending member; a first tether engager that extends in a first direction from the first end of the channel; and a payload holder positioned near the second end of the channel and is adapted to secure a payload, wherein the payload retrieval apparatus is mounted to a boom arm that is mounted to a wall with a boom mount, wherein the boom mount is movable to allow the payload retrieval apparatus to be lowered to allow an operator to secure a payload to the payload retrieval apparatus.
EEE 11 is the payload retrieval apparatus of EEE 10, wherein the wall boom mount is spring-loaded.
EEE 12 is the payload retrieval apparatus of EEE 11, wherein the wall boom mount includes a return mechanism that provides for a smooth, slow return of the payload retrieval apparatus to a raised position.
EEE 13 is a movable payload retrieval apparatus comprising: an extending member having an upper end and a lower end; a channel having a first end and a second end, the channel coupled to the extending member; a first tether engager that extends in a first direction from the first end of the channel; a payload holder positioned near the second end of the channel and is adapted to secure a payload, wherein the payload retrieval apparatus includes a movable base positioned below the lower end of the extending member.
EEE 14 is the movable payload retrieval apparatus of EEE 13, further including a linkage mechanism with a handle, the linkage mechanism operable to raise a payload into position on the payload retrieval apparatus.
EEE 15 is the movable payload retrieval apparatus of EEE 13, wherein the movable base comprises a tri-pod base.
EEE 16 is the movable payload retrieval apparatus of EEE 13, wherein the movable base comprises a wheeled base.
EEE 17 is the movable payload retrieval apparatus of EEE 16, wherein the wheeled base is motorized and operable to drive the movable payload retrieval apparatus to a desired location.
EEE 18 is an apparatus comprising: an infrastructure component; a channel having a first end and a second end, the channel coupled to the infrastructure component; a first tether engager that extends in a first direction from the first end of the channel, the first tether engager coupled to the infrastructure component; and a payload holder positioned near the second end of the channel and adapted to secure a payload for pickup by a UAV.
EEE 19 is the apparatus of EEE 18, wherein the infrastructure component comprises a second tether engager that extends in a second direction from the first end of the channel.
EEE 20 is an apparatus comprising: an infrastructure component; a channel having a first end and a second end, the channel coupled to the infrastructure component; and a payload holder positioned near the second end of the channel and adapted to secure a payload for pickup by a UAV, wherein the infrastructure component comprises a first tether engager that extends in a first direction from the first end of the channel and a second tether engager that extends in a second direction from the first end of the channel.
EEE 21 is an apparatus comprising: an infrastructure component; and a payload retrieval component mounted to the infrastructure component so as to form a payload retrieval apparatus, wherein the payload retrieval component comprises: a channel adjacent to the infrastructure component and having a first end and a second end, a payload holder positioned near the second end of the channel and adapted to secure a payload for pickup by a UAV, and a first tether engager extending in a first direction from the channel and arranged such that the first tether engager and the infrastructure component are adapted to guide at tether toward the channel.
EEE 22 is the apparatus of EEE 21, wherein the first tether engager extends at an angle to a surface of the infrastructure component.
The particular arrangements shown in the Figures should not be viewed as limiting. It should be understood that other implementations may include more or less of each element shown in a given Figure. Further, some of the illustrated elements may be combined or omitted. Yet further, an exemplary implementation may include elements that are not illustrated in the Figures.
Additionally, while various aspects and implementations have been disclosed herein, other aspects and implementations will be apparent to those skilled in the art. The various aspects and implementations disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims. Other implementations may be utilized, and other changes may be made, without departing from the spirit or scope of the subject matter presented herein. It will be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the figures, can be arranged, substituted, combined, separated, and designed in a wide variety of different configurations, all of which are contemplated herein.
This application claims priority to U.S. Provisional Patent Application No. 63/366,455, filed Jun. 15, 2022, the contents of which are incorporated by reference.
| Number | Date | Country | |
|---|---|---|---|
| 63366455 | Jun 2022 | US |
