阅读说明：本技术 具有可更换的实用舱的微型自主车辆 (Miniature autonomous vehicle with replaceable utility compartment ) 是由 詹姆斯·郭 约瑟夫·伊恩·哈拉斯钦斯基 埃德蒙·赫 切尔西亚·家·宝·刘 可兰·布坎南 于 2020-09-15 设计创作，主要内容包括：本公开提供了“具有可更换的实用舱的微型自主车辆”。一种自主车辆包括自主驱动的车辆车架,所述车辆车架具有设置在车辆车架的平台表面上的可伸缩枢转机构。可更换的实用舱被配置为通过所述车辆车架上的所述可伸缩枢转机构附接到所述车架和从所述车架移除,并且通过更换实用舱来自主地将所述车辆从乘客运输改变为物流运输。处理器提供自主车辆操作,所述自主车辆操作包括将所述可伸缩枢转机构从凹入在所述车辆车架的所述平台表面中的缩回位置伸展到接合实用舱输送器通道的伸展位置。(The present disclosure provides a "miniature autonomous vehicle with replaceable utility compartment". An autonomous vehicle includes an autonomously driven vehicle frame having a retractable pivot mechanism disposed on a platform surface of the vehicle frame. A replaceable utility compartment is configured to be attached to and removed from the frame by the retractable pivot mechanism on the vehicle frame and to autonomously change the vehicle from passenger transport to logistics transport by replacing the utility compartment. A processor provides autonomous vehicle operation including extending the retractable pivot mechanism from a retracted position recessed in the platform surface of the vehicle frame to an extended position engaging a utility conveyor lane.)

1. An autonomous vehicle, comprising:

an autonomous powered vehicle frame including a telescoping pivot mechanism disposed on a platform surface of the vehicle frame;

a removable utility compartment configured to be transported to and from the vehicle frame by the retractable pivot mechanism;

a processor configured to provide autonomous vehicle operation; and

a memory for storing executable instructions, the processor configured to execute the instructions to:

extending the retractable pivot mechanism from a retracted position recessed in the platform surface of the vehicle frame to an extended position;

engaging a conveyor channel of the removable utility compartment via the telescoping pivot mechanism to engage a conveyor channel disposed on a mating surface of the utility compartment;

conveying the utility compartment from a distal end of the utility compartment to a central location along the conveyor channel to linearly align the utility compartment with a longitudinal centerline of the vehicle frame; and is

Locking the utility compartment to the vehicle frame in a position linearly aligned along the longitudinal centerline of the vehicle frame via engagement of a locking mechanism.

2. The autonomous vehicle of claim 1, wherein the retractable pivot mechanism comprises a plurality of independently driven actuation members annularly disposed on an edge surface of the retractable pivot mechanism.

3. The autonomous vehicle of claim 2, wherein the plurality of independently driven actuating members are configured to engage a drive channel disposed on a mating surface of a utility compartment, wherein the telescoping pivot mechanism is configured to transport the utility compartment along the drive channel using at least two of the plurality of independently driven actuating members, the transport comprising a combination of rotational and linear movement relative to the telescoping pivot mechanism.

4. The autonomous vehicle of claim 1, wherein the utility compartment comprises a battery pack for powering a traction motor of the autonomous vehicle.

5. The autonomous vehicle of claim 1, wherein the utility compartment comprises a passenger compartment comprising:

an opening to the interior of the utility compartment for ingress and egress of passengers; and

a plurality of movable door rails configured to move to a blocking position blocking the opening outward from the interior of the passenger compartment during passenger transport and to an unblocking position during passenger egress when the utility compartment is in a fixed position.

6. The autonomous vehicle of claim 5, wherein the utility compartment comprises an auxiliary external transport charging rack configured to:

engaging a locking mechanism that securely secures a personal transportation vehicle to the auxiliary transportation charging frame;

receiving a signal indicative of a request to assign the personal transportation vehicle to a user via a wireless channel; and is

Disengaging the locking mechanism based on the request to dispense the personal transportation vehicle, wherein the disengagement allows the personal transportation vehicle to be separated from the auxiliary charger stand.

7. The autonomous vehicle of claim 6, wherein the auxiliary transport charging stand is configured to:

disengaging from the fixed utility compartment;

a charger stand fixing device transferred to the outside of the autonomous vehicle; and is

Engaging a locking mechanism that locks the auxiliary transport charging stand to a charging stand fixture mounted outside the vehicle.

8. The autonomous vehicle of claim 1, wherein the utility compartment comprises:

a plurality of lockable storage bins configured to engage fixed docking points mounted in a fixed location outside of the autonomous vehicle; and

a locker controller comprising a processor configured to:

connecting with a remote server of a package delivery platform;

receiving a user input associated with a user account authenticated to lock or unlock one of the plurality of lockable storage bins;

authenticating, by the remote server, the user input;

receiving an instruction from the remote server indicating authorization to access in response to the authentication input by the user; and is

Locking or unlocking a locking mechanism based on the instruction, wherein the locking and unlocking provides access to an interior of one of the plurality of lockable storage bins based on the authenticated user input.

9. The autonomous vehicle of claim 8, wherein the fixed docking point is configurable as a bench seat fixture when the utility compartment is not engaged with the fixed docking station.

10. The autonomous vehicle of claim 1, wherein the utility compartment comprises a work tool and a work tool controller, the work tool controller configured to:

identifying a target object at a near side outside of the autonomous vehicle;

retrieving the target object using a working tool arm comprising opposing gripping members by gripping opposing sides of the target object with the opposing gripping members;

extending a counterweight platform on a far side of the autonomous vehicle, the far side disposed on an opposite side of the near side of the autonomous vehicle;

lifting the target object while stretching the counterweight with substantially equal opposing mass distributions relative to a longitudinal centerline of the autonomous vehicle; and is

Placing the target object on a platform surface disposed on an interior surface of the utility compartment.

11. The autonomous vehicle of claim 10, wherein the counterweight platform is movably disposed in an interior pocket of the autonomously driven vehicle frame.

12. The autonomous vehicle of claim 11, wherein the counterweight platform is configurable as a wheelchair access ramp that provides wheelchair access to the interior surface of the utility compartment.

13. The autonomous vehicle of claim 1, wherein the utility compartment comprises:

a sensor group having a plurality of sensors disposed around a perimeter of the utility compartment;

a sensor cluster protective layer having an inner surface and an outer surface, the sensor cluster protective layer comprising a signal permeable membrane separating the plurality of sensors proximate the inner surface and a region outside the sensor cluster;

a wiping member disposed on an outer surface of the sensor group protection layer; and

a drive mechanism configured to transport the wiping member along the outer surface of the sensor pack protective layer such that the wiping member wipes debris and moisture from the outer surface.

14. A computer-implemented method, comprising:

navigating, via a processor, an autonomously driven vehicle frame comprising a telescoping pivot mechanism disposed on a platform surface of the vehicle frame;

extending the retractable pivot mechanism from a retracted position recessed in the platform surface of an autonomous driven vehicle frame to an extended position;

engaging a conveyor channel of a utility compartment via the retractable pivot mechanism to engage a conveyor channel disposed on a mating surface of the utility compartment;

conveying the utility compartment from a distal end of the utility compartment to a central location along the conveyor channel to linearly align the utility compartment with a longitudinal centerline of the vehicle frame; and

locking the utility compartment to the vehicle frame in a position linearly aligned along the longitudinal centerline of the vehicle frame via engagement of a locking mechanism.

15. A computer-implemented method as in claim 14, comprising independently actuating a plurality of independently actuated actuating members annularly disposed on an edge surface of the retractable pivot mechanism.

Technical Field

The present disclosure relates to autonomous vehicles, and more particularly, to an autonomous vehicle having a replaceable utility compartment.

Background

In recent years, autonomous vehicles have been developed to transport individuals, primarily their respective owners. In order to guide these autonomous vehicles along a designated route for personal transportation, such autonomous vehicles often utilize sensors in conjunction with a map database to maneuver/navigate along roads and traffic and around other objects.

Disclosure of Invention

An autonomous vehicle includes an autonomously driven vehicle frame having a retractable pivot mechanism disposed on a platform surface of the vehicle frame. The replaceable utility compartment is configured to be attached to and removed from the frame by a retractable pivot mechanism on the vehicle frame, and to autonomously change the vehicle from passenger transport to logistics transport by replacing the utility compartment. The processor provides autonomous vehicle operation including extending the telescoping pivot mechanism from a retracted position recessed in a platform surface of the vehicle frame to an extended position engaging the utility conveyor lane. The retractable pivot mechanism engages a conveyor channel disposed on a mating surface of the utility compartment and conveys the compartment along the conveyor channel to a centered and laterally aligned position on the vehicle frame by rotating the utility compartment into position once the utility compartment is centered on the pivot mechanism.

Drawings

The detailed description explains the embodiments with reference to the drawings. Similar or identical items may be indicated using the same reference numerals. Various embodiments may utilize elements and/or components other than those shown in the figures, and some elements and/or components may not be present in various embodiments. Elements and/or components in the drawings have not necessarily been drawn to scale. Throughout this disclosure, depending on the context, singular and plural terms are used interchangeably.

FIG. 1 depicts an exemplary computing environment in which techniques and structures for providing the systems and methods disclosed herein may be implemented.

FIG. 2 depicts a block diagram of an example control system for an autonomous vehicle, according to the present disclosure.

FIG. 3 illustrates an exemplary autonomous vehicle having a set of retractable motor pivot mechanisms, according to one embodiment.

Fig. 4A depicts the telescoping pivot mechanism in a retracted position according to one embodiment.

Fig. 4B depicts the telescoping pivot mechanism of fig. 4A in an extended position according to one embodiment.

Fig. 4C depicts a top view of a retractable motor pivot mechanism according to one embodiment.

FIG. 4D depicts actuation member rotation according to one embodiment.

FIG. 5A depicts an exemplary utility compartment for transporting personnel or cargo according to one embodiment.

Fig. 5B depicts another exemplary utility compartment including a plurality of lockable storage bins according to one embodiment.

FIG. 6 depicts an autonomous vehicle (such as the vehicle depicted in FIG. 1) transferring a utility compartment to a fixed docking point, according to one embodiment.

FIG. 7 depicts a utility compartment transport vehicle carrying a plurality of replaceable utility compartments for use in an autonomous vehicle, according to one embodiment.

FIG. 8 depicts a first step of changing a pod, wherein a utility pod transport vehicle transfers the utility pod to an autonomous vehicle, according to one embodiment.

Fig. 9-13 illustrate steps for utility compartment changing from a compartment transfer vehicle to an autonomous vehicle according to one embodiment.

FIG. 14 depicts a human transport utility compartment carrying passengers according to one embodiment.

Figure 15 depicts a utility compartment configured for autonomously retrieving or replacing trash cans when deploying a wheelchair hill counterweight according to one embodiment.

FIG. 16 depicts another step of the utility compartment changing waste bin of FIG. 15 according to one embodiment.

FIG. 17 illustrates an autonomous vehicle carrying a utility compartment configured as a lockable locker when the vehicle approaches a common fixture bay, according to one embodiment.

FIG. 18 shows the utility compartment of FIG. 17 positioned on a common fixture bay according to one embodiment.

Fig. 19 is a view of a scooter deployment frame positioned on an end portion of an autonomous vehicle, according to one embodiment.

FIG. 20 depicts a view of a sensor array wiper mechanism used in embodiments described in accordance with the present disclosure.

Fig. 21 illustrates a cyclist approaching the side of an autonomous vehicle equipped with an automatic pedestrian signaling system, in accordance with one embodiment.

Detailed Description

SUMMARY

The systems and methods disclosed herein are configured to provide a last mile transport vehicle and system for use in high-density population areas, such as, for example, city centers or other urban environments. Because public transportation vehicles, even when configured as autonomous transport systems, may be underutilized during off-peak hours, it is advantageous to provide a system and infrastructure that can seamlessly swap the vehicle equipment of an autonomous vehicle using a cabin-based delivery system that configures the vehicle according to real-time demand requirements. Embodiments of the present disclosure describe a compact transportation mechanism that can operate within a bicycle lane and use autonomous systems to provide last mile transportation and logistics in areas that may be limited due to vehicle size and other constraints associated with conventional vehicles.

For example, the present disclosure describes an Autonomous Vehicle (AV) that is operable as part of an AV fleet. The AV may be independently operable, including AV carriages that may be operated with or without a replaceable cargo/cabin area (described in this disclosure as a removable utility compartment). Utility compartments may be configured in different ways depending on demand, such as standing passenger compartments for transporting personnel during peak transit periods, and cargo compartments for performing last mile cargo delivery services during off-peak periods. The removable utility compartment may also include other devices or configurations, such as a work tool enabled utility machine that performs robotic tasks during times when the vehicle is not being used for public transportation. The AV vehicle frame is self-driven and operates independently of the cabin mounted on the AV. The utility compartment may include an auxiliary battery pack that may provide additional or supplemental power to the AV.

The removable compartment is configured with refuse management equipment and storage areas where autonomous vehicles can operate in narrow alleys and other space-limited areas to exchange full waste bins for empty ones.

The present disclosure includes an autonomous powered vehicle frame configured with a removable compartment that is a locker in which online purchases may be safely stored until retrieved by an authorized user. The removable compartment may be transported by the autonomous vehicle to a fixed location that includes a common fixture that may also serve as a bench seat when not being used to support the stowage bin. The utility compartment may be a deliverable locker for storing online consumer purchases for pickup, wherein the locker may be loaded with items in a warehouse and delivered to a central item pickup site.

The present disclosure describes features associated with autonomous vehicles and utility compartments that provide visual indications to pedestrians, cyclists and other individuals that can signal the autonomous vehicle's confirmation that the vehicle sees or senses the pedestrian or cyclist. For example, when a pedestrian or cyclist approaches the lateral side of an Autonomous Vehicle (AV), the AV may use a laser light system to issue signal markers on the road surface around the AV that indicate that the AV is aware of the pedestrian or cyclist. An exemplary indication may be a lighted arrow marking that follows the rider's movement position.

Other uses such as service or food delivery are possible and are contemplated.

The vehicle frame may include a mechanism for autonomously changing the utility compartment from other cabin carrier vehicles to AV. For example, the present disclosure may include an AV frame having a retractable pivot mechanism disposed on a platform surface of a vehicle frame. The removable utility compartment is configured to be transported to and from the vehicle frame by the retractable pivot mechanism. In some aspects, the processor-driven vehicle controller may be configured to provide AV operation and carry on the vehicle frame only an external "housing" that may be configured according to the current intended use.

The controller may include a memory for storing executable instructions that, when executed, cause the retractable pivot mechanism to extend from a retracted position in which the mechanism is recessed substantially flush with a platform surface of the vehicle frame to an extended position that extends the mechanism above the platform surface such that the mechanism may engage a mating channel in the utility compartment. The controller may then actuate the retractable pivot mechanism such that the rotating members disposed about the periphery of the mechanism engage the edge of the conveyor channel of the removable utility compartment. The rotating members of the telescoping pivot mechanism may be, for example, independently controlled and actuated drive wheels (or gears) that transport the utility compartment along the conveyor lane by engaging the edge of the utility compartment lane and transport the utility compartment in a lateral and/or rotational movement relative to the axial position of the telescoping pivot mechanism. Once the utility compartment is transported to the longitudinal center position of the platform surface of the vehicle frame relative to the pivot mechanism, the pivot mechanism may then axially pivot the utility compartment such that the utility compartment is generally aligned along the longitudinal centerline of the vehicle frame. The autonomous vehicle may then lock the utility compartment to the vehicle frame for operational use, for transporting personnel, equipment, materials, cargo, and other possible uses.

The AV may also contain a plurality of personal transportation vehicles on the vehicle that operate as part of a fleet of personal transportation vehicles. The personal transportation vehicle may be an electric scooter that may be immediately available for hire by vehicle passengers as an additional service or as part of a ride-sharing order. Thus, a passenger may rent a personal transportation vehicle when he leaves the AV that is configured for personal transportation at the same time. In another aspect, a distribution frame for a personal transportation vehicle is removable from the AV to a fixed charging frame fixture external to the AV.

The AV may assign and/or otherwise store the personal transportation vehicle on an external distribution rack of the AV, where the passenger may view the personal transportation vehicle and request access to one or more of the scooters as he leaves the AV using a mobile device application or via other means for authenticated access. The AV may cause the storage rack to release a personal transportation vehicle that may be collapsible or otherwise made compact for multiple device storage, where the user may independently continue the next segment of their trip using the personal transportation vehicle.

According to other aspects as described herein, the utility compartment may further include a self-cleaning sensor set mechanism that can wipe debris and moisture from the outer surface of the sensor set.

The described embodiments may provide a flexible AV system that provides maximum use of autonomous vehicle infrastructure that can accommodate peak transport needs when one desires transportation and can also accommodate off-peak needs to provide infrastructure support, such as last mile delivery, garbage management, and other utilities. Passenger-specific cabins may benefit from the isolation of odors, dirt, and visible wear associated with utility cargo areas, as passenger utility cabins may be used for personnel transportation purposes, and then removed to allow the AV to be used as a utility vehicle at other times.

These and other advantages of the present disclosure are provided in greater detail herein.

Illustrative embodiments

The present disclosure will be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments of the disclosure are shown and which are not intended to be limiting.

Fig. 1 depicts an exemplary computing environment 100 that can include an autonomous vehicle 105 (hereinafter "AV 105"), an automotive computer 145, a Telematics Control Unit (TCU)160, and a mobile device 120. The mobile device 120 may be communicatively coupled with the AV 105 via one or more networks 125, which may communicate via one or more wireless channels 130. The mobile device 120 may include one or more applications 135.

AV 105 may include an AV frame 109 and a removable utility compartment 107, which removable utility compartment 107 may be configured in various ways depending on the intended use. In the example of fig. 1, utility compartment 107 is configured as a personnel pod that includes a passenger compartment 140, and the passenger compartment 140 is separable from the AV vehicle frame 109 when personnel transport is not required. In another aspect, the AV carriage 109 may be configured to receive a different utility compartment (not shown in fig. 1) that configures the AV for other uses, such as cargo transportation, delivery of utility services, and the like. Although removable utility compartment 107 is depicted as a personal transport compartment, it should be understood that removable utility compartment 107 may be configured in various ways, as depicted in accordance with embodiments throughout the present disclosure.

One such possible configuration of the utility compartment is as a plurality of lockable storage bins that can be delivered to a fixed fixture 143 via AV 105. The exemplary stationary fixture 143 depicted in fig. 1 may be used as a bench seat when not used as a locker fixture. The pedestrian 141 is depicted as sitting on an empty stationary fixture 143.

Utility compartment 107 is configured as a personnel pod, as shown in fig. 1. In one embodiment, a group of users (collectively referred to as users 140) are shown riding in a standing position within the passenger cabin 140.

The AV 105 can include an automotive computer 145, and the automotive computer 145 can include one or more processors 150 and memory 155. The AV 105 can also include a Telematics Control Unit (TCU)160, which TCU 160 can be configured to communicate with and/or be a part of the automotive computer 145. In some example embodiments, the TCU 160 may be disposed in communication with the mobile device 120 and one or more servers 170, which one or more servers 170 may be associated with and/or include a telematics Service Delivery Network (SDN) (not shown in fig. 1). AV 105 may also receive and/or communicate with Global Positioning System (GPS) 175. The TCU 160 and the car computer 145 are depicted as part of the AV frame 109. It should be understood that the TCU 160 and/or the automotive computer 145 may also be disposed in and/or communicatively coupled with the utility compartment 107.

In one exemplary embodiment, the user 140 may control one or more applications 135 (hereinafter "applications 135"), the one or more applications 135 operating on the mobile device 120 to perform various aspects of the present disclosure. For example, AV 105 may include a personal transport vehicle charging rack 147A configured to removably store and charge one or more personal transport vehicles 149. One exemplary personal transportation vehicle is an electric scooter. Other types of personal transportation vehicles are possible, including, for example, electric bicycles, suspension boards, self-balancing two-wheeled transportation vehicles, and the like, and such configurations are contemplated, but should not be construed as limiting.

In another aspect, the personal transportation vehicle charging stand 147A can be removed from the AV to a fixed charging stand fixture 146 (outside the AV), as shown in fig. 1. Thus, the stationary charger stand fixture 146 may provide a stationary charging location where a user may pick up a charged personal transportation vehicle and store the vehicle in need of charging.

In an exemplary embodiment, the personal transport vehicle charging stand 147B may include a wirelessly connected controller (not shown in FIG. 1) in communication with the server 170 via the network 125 and may include a power supply 151 for charging vehicles on the stand.

In some aspects, the mobile device 120 may communicate with the AV 105 and/or personal transportation vehicle charging racks 147A, 147B through one or more wireless channels 130, which one or more wireless channels 130 may be encrypted and established between the mobile device 120 and a Telematics Control Unit (TCU) 160. The mobile device 120 may communicate with the TCU 160 using a wireless transmitter (not shown in fig. 1) associated with the TCU 160 on the AV 105. The transmitter may communicate with the mobile device 120 using a wireless communication network, such as, for example, one or more networks 125. The wireless channel 130 is depicted in fig. 1 as communicating via one or more networks 125.

The one or more networks 125 illustrate an example of one possible communication infrastructure in which connected devices may communicate. One or more networks 125 may be and/or include the internet, private networks, public networks, or other configurations that operate using any one or more known communication protocols, such as, for example, transmission control protocol/internet protocol (TCP/IP),Wi-Fi, and cellular technologies such as Time Division Multiple Access (TDMA), Code Division Multiple Access (CDMA), high speed packet Access (HSPDA), Long Term Evolution (LTE), Global System for Mobile communications (GSM), and fifth Generation (5G), to name a few.

The TCU 160 may include communication with and control access to a plurality of vehicle computing modules, such as, for example, a Controller Area Network (CAN) bus 180, one or more Engine Control Modules (ECMs) 185, a Transmission Control Module (TCM)190, and/or a Body Control Module (BCM)195, control of and/or communication with other control modules not shown is possible and contemplated.

The automotive computer 145 can include one or more processors 150 and computer-readable memory 155. The car computer 145 may be installed in the interior compartment of the AV 105 (or elsewhere in the AV 105) as part of an AV control system according to the present disclosure. One such AV control system is described in more detail with respect to fig. 2. In one example, the automotive computer 145 can include a processor 150 and a computer readable memory 155. In other exemplary embodiments, the TCU 160 may be integrated and/or integrated with the automotive computer 145. For simplicity, the computing system architecture of the automotive computer 145 may omit certain computing modules. It should be readily understood that the computing environment depicted in fig. 1 is one example of a possible implementation in accordance with the present disclosure, and thus should not be viewed as limiting or exclusive.

The one or more processors 150 may be disposed in communication with one or more memory devices, such as the memory 155 and/or one or more external databases (not shown in fig. 1). The one or more processors 150 may utilize the memory 155 to store programs in code and/or to store data for performing autonomous vehicle navigation, removing and installing utility compartments, allocating personal transport vehicles 149, and performing other aspects described in accordance with the present disclosure. The memory 155 may be a non-transitory computer readable memory. The processor 150 may be configured to execute computer-executable instructions stored in the memory 155 for performing various functions of an autonomous vehicle control system (e.g., the control system 200 as depicted with respect to fig. 2) and for performing vehicle control capabilities in accordance with the present disclosure. Accordingly, the memory 155 may be used to store code and/or data codes and/or data to perform operations in accordance with the present disclosure.

The memory 155 can include any one or combination of volatile memory elements (e.g., Dynamic Random Access Memory (DRAM), Synchronous Dynamic Random Access Memory (SDRAM), etc.) and can include any one or more non-volatile memory elements (e.g., Erasable Programmable Read Only Memory (EPROM), flash memory, Electrically Erasable Programmable Read Only Memory (EEPROM), Programmable Read Only Memory (PROM), etc.).

The memory 155 may be one example of a non-transitory computer-readable medium and may be used to store programs in the form of codes and/or data to perform various operations according to the present disclosure. The instructions in memory 155 may comprise one or more separate programs, each of which may comprise an ordered listing of computer-executable instructions for implementing logical functions. In another exemplary embodiment, some or all of the components of the automotive computer 145 may be shared with the TCU 160.

The memory 155 may store various code modules, such as, for example, a secure communication controller (not shown in fig. 1) for establishing one or more channels 130 (which may be encrypted channels in some embodiments) between the mobile device 120, the TCU 160, and/or the computer 145.

Fig. 2 depicts a block diagram of an exemplary control system 200 for an autonomous vehicle, such as, for example, AV 105 depicted in fig. 1. The exemplary control system 200 may include an object collision avoidance system 210, a movement control module 205 configured to receive data from the object collision avoidance system 210, and a drive wheel controller 215. The drive wheel controller 215 may be configured to communicate with the movement control module 205, one or more traction motors 220, and one or more retractable pivot mechanisms 222, the retractable pivot mechanisms 222 being in communication with the drive wheel controller 215. The interface device 225 may communicate with the object collision avoidance system 210 via the movement control module 205. Object collision avoidance system 210 may transmit one or more control signals via wireless transceiver 230 to a fleet control platform (not shown in fig. 2) operable on server 170.

The object collision avoidance system 210 can include one or more proximity sensors 235, one or more navigation receivers 240, and a navigation interface 245 through which a user of AV 105 can interact with the vehicle, request start, stop, voice commands, request access to a personal transportation vehicle 149, and the like. The movement control module 205 may communicate with the drive wheel controller 215 and send one or more signals to control one or more traction motors 220. The mobile control module 205 may also include a key 241, which key 241 may be configured to activate operations of the AV 105.

The key may be a physical key or may be an identification code or password entered by a user via a touch screen interface (e.g., interface device 225). The identification code may be associated with a service provider that leases the personal transportation vehicle 149, a personal owner of the AV 105, a subscriber to a plurality of vehicles in a fleet associated with the service provider, and the like. In an aspect, the movement control module 205 may generate instructions to a scooter deployment module 271 configured to actuate the locking and unlocking mechanism to release the personal transportation vehicle 149 when the user is authenticated to request the vehicle.

The control system 200 may communicate with one or more other AVs in the fleet of vehicles 260 in a variety of ways, including using the network 125 via an indirect communication channel 270 and/or via a direct communication channel 275, the direct communication channel 275 connecting the one or more AVs in the fleet of vehicles 260 via a direct vehicle-to-vehicle connection.

The motion control module 205 may include one or more processors 250 and memory 255, which may be substantially similar or identical to the automotive computer 145 described with respect to fig. 1.

The object collision avoidance system 210 may provide route management and communication between one or more other AVs in the vehicle fleet 260. The object collision avoidance system 210 can receive sensor inputs and user 140 inputs via the navigation interface device 225 to receive user selections indicative of start, stop, task instructions, etc., while interacting with the AV 105. The movement control module 205 may receive navigation data from the navigation receiver 240 and the proximity sensor 235, determine a navigation path from the first location to the second location, and provide instructions to the drive wheel controller 215 for autonomous, semi-autonomous, and/or manual operation.

AV 105 may operate on a predetermined route within a geographically bound area, where the route includes tasks to perform personal transportation during a set of predetermined hours (e.g., during daytime, peak hours, etc.). In other aspects, navigation receiver 240 may navigate along a predetermined route, similar to a conventional public transportation vehicle schedule. In other aspects, AV 105 can be configured to replace utility 107 with an on-board actuation mechanism (described in embodiments below) and navigate to other routes. Object collision avoidance system 210 may provide route management and operate in conjunction with global positioning to operate the vehicle on and during off-route tasks that are separately delegated by a centralized server.

The navigation receiver 240 may include one or more of a Global Positioning System (GPS) receiver and/or other related satellite navigation systems such as the global navigation satellite system (GLNSS), Galileo, or other similar systems known in the art of autonomous vehicle operation. Additionally, the navigation receiver 240 may be configured to receive local-based navigation prompts to facilitate accurate navigation through spatially restricted areas, such as, for example, in crowded streets and/or in a distributed beacon environment. When deployed in conjunction with a distributed beacon network (not shown in fig. 2), the locally-based navigation prompt may include communication with one or more dedicated positioning beacons (not shown in fig. 2) placed throughout the geographic area. Navigation cues may enable a higher level of navigation accuracy and provide specific indicators of the location of various points of interest. In other aspects, the navigation receiver 240 may include one or more navigation transceivers (not shown in fig. 2) for communicating with the mobile network infrastructure for cell tower triangulation and use of Wi-Fi hotspots of known locations. Any positioning technology now known or later developed that can provide high precision positioning (e.g., preferably in feet) can be used as part of the navigation receiver 240.

The proximity sensor 235 may work in conjunction with the navigation receiver 240 to provide context awareness to the mobile control module 205 for autonomous navigation. For example, the proximity sensor 235 may be configured to determine a relative position of a utility compartment (e.g., utility compartment 107 as shown in fig. 1) with respect to the AV frame 109, to extend the retractable pivot mechanism from a retracted position recessed into the platform of the AV frame 109 to an extended position (such extension is described in fig. 4A and 4B), and to engage a conveyor channel of the removable utility compartment 107 via the retractable pivot mechanism to engage a conveyor channel disposed on a mating surface of the utility compartment 107.

In some aspects, the sensor 235 can determine whether the utility compartment 107 is linearly aligned at a location along the longitudinal centerline of the AV frame 109 and, in response to determining that alignment is being made, engage a locking mechanism (not shown in fig. 2) that securely secures the utility compartment to the AV frame 109.

In other aspects, the proximity sensor 235 may alert the movement control module 205 to the presence of a sensed obstacle and provide trajectory information to the movement control module 205, where the trajectory information indicates moving objects or people that may interact with the AV 105.

The wireless transmitter 230 may communicate with one or more other AVs in the AV fleet 260, in the fleet of personal transportation vehicles 149, and/or a central routing computer (e.g., server 170) using a wireless communication network, such as, for example, network 125. The network 125 may be and/or include communications with the internet, a private network, a cellular telephone provider's data network, or other network infrastructure. The wireless transmitter 230 may communicate directly with one or more other AVs in the fleet vehicles 149 and/or 260 using one or more vehicle-to-vehicle communication protocols via the direct communication channel 275. An example of a vehicle-to-vehicle communication protocol may be, for example, a Dedicated Short Range Communication (DSRC) protocol.

The movement control module 205 may be connected with one or more drive wheel controllers 215, which drive wheel controllers 215 in turn may operate one or more traction motors 220 for vehicle actuation, navigation, and general operation. The movement control module 205 may communicate with the drive wheel controller 215 to provide autonomous and/or semi-autonomous navigation to a selected point of interest. The drive wheel controller 215 may control one or more drive mechanisms, such as, for example, one or more brushless Direct Current (DC) motors or another traction motor technology.

Fig. 3 shows an exemplary embodiment according to one embodiment, in which AV 105 includes a set of telescoping pivot mechanisms 305 and 306. In one aspect, the AV carriage 109 may include one or more mechanisms for autonomously changing the utility compartment from other cabin carrier vehicles to AV. For example, fig. 3 depicts an AV frame 109 having upper and lower retractable pivot mechanisms 305, 305 disposed on platform surfaces 310, 315 of the vehicle frame 109. The stage surface may include the lower stage surface 310, the upper stage surface 315, or another surface of the interior portion 320 of the AV 105. The removable utility compartment 107 (shown in fig. 1) is configured to be transported to and from the vehicle frame 109 via the telescoping pivot mechanism 305.

The controller may include a memory for storing executable instructions that, when executed, cause the retractable pivot mechanism to extend from a retracted position in which the mechanism is recessed substantially flush with a platform surface of the vehicle frame to an extended position that extends the mechanism above the platform surface such that the mechanism may engage a mating channel in the utility compartment. The controller may then actuate the retractable pivot mechanism such that the rotating members disposed about the periphery of the mechanism engage the edge of the conveyor channel of the removable utility compartment.

The rotating member of the telescopic pivoting mechanism may be or include independently controlled and actuated drive wheels (or gears) that transport the utility compartment along the conveyor lane by engaging the edge of the utility compartment lane. The rotating member may be movable in a lateral and/or rotational movement relative to the axial position of the retractable pivot mechanism to transport the utility compartment. Once the utility compartment is transported to a central position of the utility compartment relative to the pivot mechanism, the pivot mechanism can axially pivot the utility compartment such that the utility compartment is generally aligned along a longitudinal centerline of the vehicle frame. The autonomous vehicle may lock the utility compartment to the vehicle frame for operational use, for transporting personnel, equipment, materials, cargo, and other possible uses.

Fig. 4A depicts the telescoping pivot mechanism 305 in a retracted position 305A according to one embodiment. Thus, in the retracted position 305A, the platform surface 310 is substantially in a flush position.

When triggered for use, AV 105 can cause retractable pivot mechanism 305 to extend upward so that it can engage an edge of a drive channel of a utility compartment (not shown in fig. 4A-4C). Fig. 4B depicts the telescoping pivot mechanism 305 in an extended position 305B according to one embodiment. A plurality of independently driven actuation members 410 is depicted, with an exemplary actuation member 405 of the plurality of actuation members 410 being discussed in more detail in fig. 4D.

Fig. 4C depicts a top view of the telescoping motor pivot mechanism 305 with multiple independently driven actuation members 410. For example, an actuation member 405 of the plurality of actuation members 410 is depicted in fig. 4D.

Referring to fig. 4D, the actuating member 405 may be rotated in either direction using a motor drive (not shown in fig. 4A-4C) to rotate independently of actuation of any of the other actuating members 410 so that the utility compartment (e.g., 107) may be transported in any lateral or rotational direction using the utility compartment's conveyor channel. Although shown as having a generally circular edge, it should be understood that the actuating member 405 may have another general profile or shape and/or may include any method of engagement with a mating member (such as a conveyor channel), such as a geared drive engagement, a frictional engagement, or another mechanical method. The actuating member 405 may be constructed of rubber, metal, plastic, or another suitable material that may transmit sufficient frictional forces to transmit rotational forces from the rotating actuating member 405 to the utility compartment.

Fig. 5A depicts an exemplary utility compartment 505 that may be configured for transporting personnel or cargo according to one embodiment. The utility compartment 505 includes at least one conveyor lane 510 having a plurality of conveyor lane edges 515. Thus, the AV 105 can extend a retractable pivot mechanism 305 (as depicted in fig. 3) from a retracted position 305A recessed into the deck surface 310 of the AV frame 109 to an extended position 305B and engage a removable utility car conveyor channel 510 via the retractable pivot mechanism to engage a conveyor channel disposed on a mating surface of the utility car 505.

Fig. 5B depicts another exemplary utility compartment 520 including a plurality of lockable storage bins 525 according to one embodiment. In one exemplary embodiment, utility compartment 520 may include a locker controller 530, the locker controller 530 having a processor configured to interface with a remote server (e.g., server 170 as shown in fig. 1 and 2) that may interface with and/or host a package delivery platform associated with an e-commerce website. In some embodiments, the storage bin controller 530 may receive user input associated with a user account, wherein the user account provides authenticated access to locking or unlocking of a particular bin of the plurality of lockable storage bins 525. For example, a plurality of lockable storage bins 525 may have been loaded with goods in a warehouse and then transported to a fixed fixture (e.g., fixed fixture 143 as shown in fig. 1). Locker controller 530 may authenticate the user input through remote server 170 and receive an instruction indicating access authentication from remote server 170 in response to authenticating the user input. Accordingly, locker controller 530 may be configured to lock or unlock a locking mechanism (not shown in fig. 5B) of one or more lockers based on the instruction. Locking and unlocking provides access to the interior of one of the lockable storage bins 525 based on authenticated user input.

FIG. 6 depicts an autonomous vehicle 105 transferring utility compartment 107 to a fixed docking point 605, according to one embodiment. The fixed docking point 605 may include a telescoping pivot mechanism 610, the telescoping pivot mechanism 610 depicted in an extended position. As described in the embodiments below, AV 105 may transport utility pod 107 rotationally and laterally using a telescoping pivot mechanism (not shown in fig. 6) located in a platform surface of AV 105 such that utility pod 107 may be axially rotated at a center point of utility pod 505 to align conveyor channel 510 with telescoping pivot mechanism 610. Once aligned, the AV can transport the pod 505 laterally (in line with the conveyor run 510) to engage the telescoping pivot mechanism 610 in the conveyor run 510. Once engaged, the retractable pivot mechanism 610 can transport the utility compartment 505 to an axially centered position.

One advantage of the configuration of an AV (such as, for example, AV 105) described herein includes the interchangeability of utility compartments based on real-time requirements for utility of a particular compartment. In the exemplary embodiment depicted in fig. 7, a utility vehicle 705 (hereinafter "transport vehicle 705") may host a plurality of interchangeable utility compartments 710 for use in an AV according to one embodiment.

Fig. 8 depicts a first step of changing the cabin according to one embodiment, wherein a transport vehicle 705 prepares utility cabin 805 for transfer to AV frame 810. One or more of the AV frame 810 and the transport vehicle 705 can be navigated to a substantially aligned position such that the target utility compartment for transfer (utility compartment 805 in this example) is aligned for lateral transfer to the telescoping pivot mechanism 815 in an extended position on the AV frame 810.

As shown in fig. 9, transport vehicle 705 may engage an edge of a channel edge (not shown in fig. 9) of utility compartment 805 with one or more retractable pivot mechanisms 905 such that utility compartment 805 moves laterally (in line with the direction of the length of utility compartment 805) to a position that allows engagement of retractable pivot mechanisms 815 of AV frame 810.

Once fully engaged in the conveyor lane of utility compartment 805, as shown in fig. 10, the utility compartment may be transferred from transport vehicle 705 to AV frame 810 until utility compartment 805 is axially aligned with retractable pivot mechanism 815 at the lateral center point of utility compartment 805.

Fig. 11 depicts a rotary transport 1100 of the utility compartment 805 using a telescoping pivot mechanism 815 to transport the utility compartment 805. More specifically, because independently driven actuating members (e.g., member 410 as shown in fig. 4B) are independently driven, rotation of opposing actuating members disposed on opposite sides of the telescoping pivot mechanism 815 can produce a rotational transport 1100 to linearly align the utility compartment 805 with the longitudinal centerline 1200 of the vehicle frame 810.

Fig. 12 depicts utility compartment 805 in an aligned position that provides linear alignment between utility compartment 805 and AV frame 810. Accordingly, AV frame 810 can engage a locking mechanism (not shown in fig. 12) to securely fasten utility compartment 805 to AV frame 810.

In an exemplary embodiment, as depicted in fig. 13, a plurality of utility compartments including, for example, a second utility compartment 1305 may be delivered to a plurality of AV frames in the field, such as a second AV frame 1310.

Fig. 14 depicts an AV 1405 configured as a human transport utility compartment. In one example, the AV 1405 can include an opening 1410 to the interior of the passenger cabin for passenger access; and a plurality of movable door rails 1415, the plurality of movable door rails 1415 configured to move to a blocking position blocking an opening to an interior of the passenger compartment during passenger transport and to an unblocking position during passenger egress and egress. The plurality of movable door rails 1415 are shown in the blocking position in FIG. 14. In some embodiments, AV 1405 may have the option of closing its large entrance/exit from the weather when needed.

Fig. 15 depicts a utility compartment 1505 configured for autonomously retrieving or depositing a trash can 1510 outside of the AV 1500 when deploying a counterweight 1515 that counteracts the workload quality of the trash can 1510, according to one embodiment. In another aspect of the present disclosure, the utility compartment 1505 may include a work tool 1520 having a plurality of gripping arms 1525. Work tool 1520 may be pivotably actuated at pivot point 1530 such that work tool 1520 may move objects rotationally on and off AV 1500. The AV 1500 is narrow compared to conventional vehicles so that it may provide utility in areas that would otherwise be space constrained (such as narrow alleys) or in other similar environments. Thus, the AV 1500 may have a center of gravity between narrow wheelbases such that lateral loads may unbalance the AV without deploying a counterweight 1515.

In one embodiment, the counterweight 1515 can be deployed by extending from a pocket (not shown in fig. 15) of the AV carriage 1535 such that the counterweight 1515 counteracts any workload forces associated with the work tool 1520 and the trash can 1510. For example, fig. 15 depicts a counterweight 1515 extending laterally from a hidden pocket in an AV carriage 1535.

Fig. 16 depicts another step of the utility compartment 1505 operating the work tool 1520 by fully extending the counterweight 1515 to accommodate the weight of the trash 1510 when lifted by the gripping arm 1525. In one aspect, the AV 1500 may cause the counterweight 1515 to expand and contract in response to receiving signals from the sensors indicative of vehicle balance relative to the ground. For example, an inertial sensor (not shown in fig. 16) may sense movement indicative of an imbalance of the AV 1500 relative to the ground and extend the counterweight 1515 a commensurate distance to compensate for the sensed imbalance.

When the work tool 1520 rotates about the pivot point 1530 while maintaining the mass of the trash can 1510, the rotational transport 1540 can change the mass distribution and also the overall balance of the weight distribution to the wheels of the AV 1500. Accordingly, as the work tool 1520 rotates from the first position to the second position while holding the trash receptacle 1510, the controller may extend or retract the counterweight 1515 in real time or substantially real time to compensate for the varying weight distribution as the work tool 1520 performs the operation at hand.

Counterweight 1515 can also be used for a variety of purposes, such as a wheelchair ramp that provides access to and from AV 1500 for a wheelchair when AV 1500 is configured as a passenger vehicle; and a loading ramp when AV 1500 is configured as a cargo transport vehicle. Other uses of such ramps are possible and such uses are contemplated.

FIG. 17 illustrates an autonomous vehicle carrying a utility compartment configured as a lockable locker when the vehicle approaches a common fixture bay, according to one embodiment. The lockable storage cabinet (removable storage compartment 1715) may be substantially similar or identical to the utility compartment 505 having a lockable storage bin as described with respect to fig. 5B.

The present disclosure includes an AV 1705, the AV 1705 including an AV carriage 1710 configured with a removable utility compartment 1715, the removable utility compartment 1715 configured as a locker where online purchases or other items can be safely stored until retrieved by an authorized user. The AV carriage 1710 may transport the removable utility compartment 1715 to a fixed location where the fixed fixture 143 is permanently mounted to serve as a docking station for a plurality of locked storage bins. In one embodiment, AV 1705 may deliver utility compartment 1715, which utility compartment 1715 may be loaded in a warehouse with items and delivered to a central item pickup station where stationary fixture 143 is installed. In an exemplary embodiment, the AV 1705 can deliver the removable utility compartment 1715 by sensing the position of the fixed fixture 143 relative to the docking port 1720, which docking port 1720 can be configured as an opening at the proximal end 1725 of the AV 1705. The docking port 1720 can receive the distal end of the secured fixture 143 such that the AV 1705 can engage the distal end 1730 of the secured fixture, such that the secured fixture 143 is positioned in the docking port 1720 and the AV 1705 positions the utility compartment 1715 atop the top surface 1735 of the secured fixture. Fig. 18 shows utility compartment 1715 resting on fixed fixture 143 when user 1800 retrieves a package from one of the lockable storage bins.

The pod is loaded/unloaded by the following mechanism. There may be overhead guide rails which serve as handrails for passengers and also as guide rails for the cabin. When engaged with a common fixture for picking and placing parts, the interaction of the pod with the fixture releases the downward force of the pod to the guide rail. The locking pin holds the cabin in place when the vehicle is moved into the fixture. When the cabin has reached the proper position, the locking pins are released and the vehicle can reverse, leaving the cabin on the common fixture. For the purpose of picking, the vehicle approaches and drives into the holding device, the cabin slides onto the guide rail, the locking pin engages the picking vehicle and the cabin is connected to the picking vehicle. This importance of the mechanism is to limit the necessity of complex mechanisms to engage the vehicle with the cabin.

Fig. 19 is a view of a personal transportation vehicle charging stand 1900 disposed on an outer surface of an AV as described in the previous embodiments. For example, personal transportation vehicle deployment chassis 1900 may be substantially similar or identical to personal transportation vehicle charging frames 147A and/or 147B as described with respect to fig. 1.

Personal transportation vehicle charger stand 1900 may securely hold and dispense a personal transportation vehicle, such as the scooter depicted with respect to fig. 1. The personal transport vehicle 149 may operate as part of a fleet of personal transport vehicles (e.g., the fleet 265 as described with respect to fig. 2). In one exemplary embodiment, the personal transport vehicle 149 may be an electric scooter that may be used by passengers as an additional service or as part of a ride-sharing order. For example, when the AV is configured as a personal transporter, a user (e.g., user 140 as shown in fig. 1) may rent the personal transporter 149 as it leaves the AV. In one aspect of the present disclosure, the user 140 may submit a request to assign a personal transportation vehicle and use the application 135 on the mobile device 120 to authenticate and authorize personal use of the personal transportation vehicle 149. Thus, the server 170 may provide a ride-sharing platform (not shown in fig. 1) that provides access to the personal transport vehicle 149 by sending a message to the car computer 145 after user authentication, causing the personal transport vehicle charge rack 147A to disengage the locking mechanism 1905 based on the request to dispense the personal transport vehicle, which locking mechanism 1905 releases the personal transport vehicle 149 from the AV 105. Disengagement may allow the personal transportation vehicle to be separated from the auxiliary charger stand for personal use as the user 140 continues their journey.

The AV 105 can dispense and/or otherwise store the personal transportation vehicle 149 on an external dispensing/charger stand 1900, which external dispensing/charger stand 1900 can be securely attached to an outer surface of the AV 105. A passenger (e.g., user 140) may leave the AV 105, request access to one or more personal transport vehicles 149 using the mobile device application 135 (described in fig. 1) or via other means for authenticating their access rights (e.g., via a user interface or means not shown in fig. 1). The AV 105 (or alternatively, the charger stand 1900, when configured as an interface) can cause the personal transportation vehicle charger stand 1900 to release the personal transportation vehicle 149, which personal transportation vehicle 149 can be collapsible or otherwise made compact for multiple device storage. Thus, the authenticated user may independently continue the next segment of their trip using the personal transportation vehicle 149.

Fig. 20 depicts a view of a sensor array wiper system 2000, according to one embodiment, the sensor array wiper system 2000 including a wiping member 2005, the wiping member 2005 wiping moisture and debris from an outer surface 2010 of a sensor set protective layer 2015. In one aspect, the sensor suite 2020 can include a plurality of sensors disposed about a perimeter of the utility compartment 2025. Utility compartment 2025 may be substantially similar or identical to utility compartments 107, 505, 805 and other devices described herein.

In one aspect, the sensor array wiper system 2000 can include a sensor group protective layer 2015 having an inner surface (in which the sensors 2023 of the sensor group 2020 are disposed) and an outer surface 2010, which outer surface 2010 can be exposed to external dirt, weather, and other factors. The sensor group protective layer 2015 may be composed of a signal permeable membrane that separates the plurality of sensors 2023 from external factors. The wiping member 2005 may be disposed on an outer surface of the sensor group protection layer 2015, and is securely disposed with an actuating member and held in movable contact with the outer surface of the sensor group protection layer 2015. A drive mechanism (not shown in fig. 20) may be configured to transport the wiping member along the outer surface of the sensor suite protection layer 2015 such that the wiping member 2005 wipes any debris and moisture from the outer surface of the sensor suite protection layer 2010.

The sensor array wiper system extends around the perimeter of utility compartment 2025 such that the sensor array wiping member 2005 can surround utility compartment 2025 and clean the sensor set 2020 from any obstruction to sensor functionality. The data bus 2035 may be provided to communicate with the sensors 2023 of the sensor suite 2020 and the automotive computer 145.

In another exemplary embodiment, the present disclosure describes features associated with the AV and utility compartment that provide visual indications to pedestrians, cyclists and other individuals that can signal the AV's confirmation that the vehicle is seeing or sensing the pedestrian or cyclist. Fig. 21 shows one such exemplary person 2103 depicted as a cyclist proximate to the side of the AV 105, the AV 105 being configured with an automatic pedestrian signaling system 2100, in accordance with one embodiment.

The automatic pedestrian signaling system 2100 can include a signal controller 2105 disposed in communication with a plurality of proximity sensors 2110, and a light signal generation module 2115. The signaling system 2100 is arranged to communicate with the car computer 145 (not shown in fig. 21) and the object collision avoidance system 210 as described in relation to fig. 2. Thus, the proximity sensor 2110 may be substantially similar or identical to the proximity sensor 235 described with respect to fig. 2.

In the exemplary embodiment of fig. 21, signaling system 2100 can generate instructions for a light generation module (not shown in fig. 21) to output light signal markers 2120 on a road surface surrounding AV 105 as pedestrian 2103 approaches a lateral side of AV 105. Light signal marker 2120 may provide a visual indication that AV 105 is aware of cyclist 2103 when the cyclist approaches AV 105.

In one exemplary embodiment, the visual indication may be a light-generated arrow marker 2125 that is animated by the signal controller 2105 to follow the movement position of the cyclist 2103. Thus, in one aspect, the proximity sensor 2110 may alert the signal controller 2105 and/or the movement control module 205 (as described with respect to fig. 2) to the presence of a sensed obstacle and provide trajectory information to the movement control module 205, wherein the trajectory information indicates a moving object or person that may interact with the AV 105. Trajectory information may include one or more of relative distance, trajectory, velocity, approximate dimensions, approximate weights, and/or other information that may be indicative of physical objects or physical characteristics of a person. Thus, such information may inform the signal controller 2105 where to project the light-generated arrow markers, and how to animate such markers so that they follow the position of the cyclist 2103. The movement control module 205 may be configured to aggregate information from the navigation receiver 240 (described in fig. 2), such as the current position and speed of the AV 105, and sensed obstacles (e.g., cyclists 2103) from the proximity sensor 235/2110, and interpret the aggregated information to calculate a safe path to the destination so that the AV 105 avoids a collision.

Sensed obstacles may include, for example, other vehicles, pedestrians, cyclists, animals, structures, curbs, and other random objects. In some implementations, the proximity sensor 235 can be configured to determine a lateral dimension of a path on which the AV 105 is traveling, e.g., determine a relative distance from a side of a sidewalk or curb, to assist the movement control module 205 in maintaining accurate navigation on a particular path, and project light-generated arrow markers according to the relative distance. In one exemplary embodiment, AV 105 can sense cyclist 2103, determine a changing proximity of cyclist 2103 as the proximity of cyclist 2103 changes over time, and project markers 2125A, 2125B and 2125C to follow the position of cyclist 2103. The light markers may provide visual cues using a light signal generation module 2115, which light signal generation module 2115 may include one or more light emitting projectors (e.g., laser projectors or other projection devices configured to generate animated projections) configured to cause a animated light signal to emit light on the road surface such that when a cyclist approaches AV 105 and attempts to pass through the vehicle, the cyclist 2103 has a visual indication that AV 105 is aware of its presence.

In the foregoing disclosure, reference has been made to the accompanying drawings that form a part hereof, and in which is shown by way of illustration specific embodiments in which the disclosure may be practiced. It is to be understood that other embodiments may be utilized and structural changes may be made without departing from the scope of the present disclosure. References in the specification to "one embodiment," "an example embodiment," etc., indicate that the embodiment described may include a particular feature, structure, or characteristic, but every embodiment may not necessarily include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Further, when a feature, structure, or characteristic is described in connection with an embodiment, it is submitted that it is within the knowledge of one skilled in the art to effect such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described.

It should also be understood that the word "example" as used herein is intended to be non-exclusive and non-limiting in nature. More specifically, the word "exemplary" as used herein indicates one of several examples, and it is to be understood that no undue emphasis or emphasis has been placed on the particular examples described.

A computer-readable medium (also referred to as a processor-readable medium) includes any non-transitory (e.g., tangible) medium that participates in providing data (e.g., instructions) that may be read by a computer (e.g., by a processor of a computer). Such a medium may take many forms, including but not limited to, non-volatile media and volatile media. The computing device may include computer-executable instructions, where the instructions are executable by one or more computing devices (such as those listed above) and stored on a computer-readable medium.

With respect to the processes, systems, methods, heuristics, etc. described herein, it should be understood that, although the steps of such processes, etc. have been described as occurring according to a certain ordered sequence, such processes could be practiced with the described steps performed in an order other than the order described herein. It is also understood that certain steps may be performed simultaneously, that other steps may be added, or that certain steps described herein may be omitted. In other words, the description of processes herein is provided for the purpose of illustrating various embodiments and should not be construed as limiting the claims in any way.

Accordingly, it is to be understood that the above description is intended to be illustrative, and not restrictive. Many embodiments and applications other than the examples provided will be apparent upon reading the above description. The scope should be determined, not with reference to the above description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. It is anticipated and intended that the technology discussed herein will be developed in the future and that the disclosed systems and methods will be incorporated into such future embodiments. In sum, it should be understood that the present application is capable of modification and variation.

All terms used in the claims are intended to be given their ordinary meaning as understood by those skilled in the art to which they pertain as discussed herein, unless an explicit indication to the contrary is made herein. In particular, use of the singular articles such as "a," "the," "said," etc. should be read to recite one or more of the indicated elements unless a claim recites an explicit limitation to the contrary. Conditional language such as "can," "may," "might," or "may" is generally intended to convey that certain embodiments may include certain features, elements, and/or steps, while other embodiments may not include certain features, elements, and/or steps, unless specifically stated otherwise, or otherwise understood in the context of use. Thus, such conditional language is not generally intended to imply that features, elements and/or steps are in any way required for one or more embodiments.

In one aspect of the invention, a method comprises: engaging a drive channel disposed on a mating surface of the utility compartment via a plurality of independently driven actuating members annularly disposed on an edge surface of the retractable pivot mechanism; transporting the utility compartment along the drive channel using at least two of the plurality of actuating members; wherein transporting comprises linearly transporting the utility compartment relative to the retractable pivot mechanism; rotationally conveying the utility compartment relative to the retractable pivot mechanism; and transporting the utility compartment in a combination of rotational and linear movement relative to the retractable pivot mechanism.

In one aspect of the invention, a method includes providing power to an autonomous powered vehicle frame by installing a charged battery pack integrated with a utility compartment.

In one aspect of the invention, a method includes engaging a locking mechanism of an auxiliary transport charging stand that securely secures a personal transport vehicle to an external auxiliary transport charging stand; receiving a signal indicative of a request to dispense a personal transportation vehicle via a wireless channel; and disengaging the locking mechanism upon a request to dispense the personal transportation vehicle, wherein the disengagement allows the personal transportation vehicle to be separated from the auxiliary charging stand.

In one aspect of the invention, a method includes disengaging a transport charging rack from a fixed utility compartment; the auxiliary transportation charger frame is transferred to a charger frame fixing device outside the autonomous vehicle; and a locking mechanism engaging the transport charger stand, the locking mechanism locking the auxiliary transport charger stand to a charger stand fixture mounted outside the vehicle.

According to the invention, there is provided a non-transitory computer readable storage medium in a vehicle control module having instructions stored thereon that, when executed by a processor, cause the processor to: extending the retractable pivot mechanism from a retracted position recessed within a platform surface of a vehicle frame to an extended position; engaging a conveyor channel of the utility compartment via a retractable pivot mechanism to engage a conveyor channel disposed on a mating surface of the utility compartment; transporting the utility compartment from a distal end of the utility compartment to a central location of the utility compartment along a conveyor channel to linearly align the utility compartment with a longitudinal centerline of the vehicle frame; and locking the utility compartment to a position of the vehicle frame that is linearly aligned along a longitudinal centerline of the vehicle frame by engagement of the locking mechanism.