SYSTEMS FOR ROUTING AND CONTROL OF VEHICLES FOR FREIGHT

专利摘要:
methods for coordinating remittances are disclosed. using shipment order data that comprises a collection location, a delivery location, a collection time and a delivery time, one or more of the trucks assigned to a current ltl type shipment, which are competent to execute a new shipment ltl type, while completing the current ltl type shipment and are identified and invited to execute the new shipment order. additionally, freight shipments by a carrier are arranged, in which shipment requests are assigned in such a way that the identified truck returns to the associated departure location at the end of a specified period of time available and control signals are sent to control the autonomous driving of trucks.
公开号:BR112019015176A2
申请号:R112019015176-1
申请日:2017-12-15
公开日:2020-03-24
发明作者:Berdinis Eric；Stauffer John；Bentley Adam
申请人:Uber Technologies, Inc.；
IPC主号:

专利说明:

Invention Patent Descriptive Report for: SYSTEMS
FOR ROUTING AND CONTROL OF VEHICLES FOR FREIGHT
Related Applications [001] This application claims the benefit of U.S. Patent Application No. 15 / 412,559, filed January 23, 2017; and the aforementioned application is incorporated in its entirety into this document for reference.
Background
Field [002] This order relates to systems and methods for transportation for the shipment of freight and computerized control and navigation of vehicles.
Description of Related Art [003] The traditional freight industry can be divided into shippers and carriers. Shippers want freight to be shipped and typically request that the shipment be made by contacting a carrier capable of transporting the shipment from a collection location to a delivery location. Alternatively, shippers can contact a broker who can act as an intermediary between shippers and carriers.
[004] Brokers traditionally contact several carriers to execute a shipment order. Transporters can be individual truck owners, or an entity that controls a fleet of
Petition 870190093177, of 09/18/2019, p. 6/129
2/110 vehicles. Large fleet operators can often act as a broker, taking orders from shippers and assigning these shipments to private trucks in their fleet. However, truck availability can be difficult to predict due to variables that include driver availability, weather and traffic conditions, driving speed, driver fatigue, mechanical failures, regulatory requirements, refueling time (including vehicle recharge time) electrical), delays in collection and / or delivery, and other factors.
[005] The various systems and methods described in this document are usually described in the context of the truck / freight industry. However, similar principles can be applied in other areas, and the scope of this disclosure should not be limited to freight trucks.
Summary [006] In one embodiment, a computer-implemented method for coordinating less-thantruckload (LTL) shipments can be provided. Data corresponding to a new LTL referral order can be received from a first computing device. The data can include a collection location, a delivery location, a collection time and a delivery time. One or more trucks that are designated for a current LTL-type shipment and are
Petition 870190093177, of 09/18/2019, p. 7/129
3/110 capable of executing the new LTL type shipment while also completing the respective current LTL type shipment can be identified from access to a database. A message that corresponds to an invitation to execute the new LTL-type shipment can be transmitted to one or more computing operator devices of the one or more competent trucks identified.
[007] In another modality, a method implemented by computer to organize freight shipments by a carrier, can be provided, the method being performed by a computer system. A data set each corresponding to a shipping order and each comprising a collection location, a delivery location, a collection time and a delivery time for the respective shipping order can be received from a plurality of computing devices on one or more networks. A plurality of trucks available to carry out shipping orders, each truck being associated with data that indicates availability for a specified period of time and is associated with a place of departure, can be identified by accessing a database. Shipment orders can be assigned to the plurality of trucks so that each shipment is carried out by a respective truck, and each truck returns to its respective place of departure at the end of the shipping period.
Petition 870190093177, of 09/18/2019, p. 8/129
4/110 specified time. A set of control signals can be provided, through one or more networks, to a conveyor device associated with one or more of the plurality of trucks to control the autonomous driving of the one or more trucks to execute the respective assigned shipping orders.
[008] In another modality, a non-transient, computer-readable medium can store instructions that, when executed by one or more processors in a computing system, cause the computing system to perform certain tasks. The computing system can be made to receive, from a plurality of computing devices on one or more networks, a set of data corresponding each to a shipping order and each comprising a collection location, a delivery location , a collection time and a delivery time for the respective shipment order. The computer system can additionally be led to identify, by accessing a database, a plurality of trucks available to carry out shipment orders, each truck being associated with data that indicates availability during a specified period of time and is associated with a place of departure. The computing system can additionally be driven to assign shipping orders to the plurality of trucks so that each shipment is performed by a
Petition 870190093177, of 09/18/2019, p. 9/129
5/110 respective truck, and each truck returns to its respective departure location at the end of the specified period of time. The computing system can additionally be driven to provide, through one or more networks, a set of control signals for a conveyor device associated with one or more of the plurality of trucks to control the autonomous driving of the one or more trucks to execute respective assigned shipping orders.
Brief description of the drawings [009] These and other features, aspects and advantages of the systems and methods disclosed in this document are described below with reference to the drawings of preferred modalities, which are intended to illustrate and not to limit inventions. Additionally, from Figure to Figure, the same reference numerals were used to designate the same components of the illustrated modalities. The following is a brief description of each of the drawings.
[0010] Figure 1 is a block diagram that illustrates components of an exemplary system for coordinating freight shipment.
[0011] Figure 2 depicts an exemplary method for coordinating a freight shipment.
[0012] Figure 3 depicts an exemplary method for processing data for a shipment order.
Petition 870190093177, of 09/18/2019, p. 12/109
6/110 [0013] Figure 4 depicts an example method for modifying a shipment.
[0014] Figure 5 is a block diagram illustrating components of an exemplary conveyor device.
[0015] Figure 6 depicts an exemplary method for ending autonomous driving.
[0016] Figure 7 depicts an exemplary method for assigning a shipment to a carrier.
[0017] Figure 8 depicts an example diagram that illustrates the transportation of shipments using a relay system.
[0018] Figure 9 depicts an exemplary diagram that illustrates transportation of a shipment using a relay system.
[0019] Figure 10 depicts an example diagram illustrating the assignment of a shipment to one or more carriers.
[0020] Figure 11 depicts an exemplary illustration of a travel route for a shipment, and a minimum distance that the shipment must travel for a given time.
[0021] Figure 12 depicts an exemplary method for assigning a shipment to one or more carriers.
Detailed Description
Petition 870190093177, of 09/18/2019, p. 12/119
7/110 [0022] Improving delivery time forecasts and availability to fulfill a shipping order for a specific time, location, size, weight and other factors can dramatically improve efficiency in the freight industry. Currently, large proportions (20% -30%) of truck miles are unladen journeys, which means unladen, due to a shipment for the return journey not being coordinated. Strict depot delivery times require drivers to often waste hours waiting for their designated time to unload. Service / out-of-service regulations may require a driver to stop the vehicle and take a long break near his destination. With predictability and control improved by the freight industry, many of these inefficiencies for carriers can be mitigated.
[0023] Dispatchers can also benefit from improvements in predictability. Just-in-time (JIT) management is based on predictable pickups and deliveries that are often missed due to unpredictable changes in driving time. Shipping costs, both in fees and time spent contacting agents and carriers, are significant. In the field of logistics, predictability is critical.
[0024] Modalities described in this document refer to the reception and processing of data to facilitate
Petition 870190093177, of 09/18/2019, p. 12/129
8/110 the freight shipment. Freight can include several things, which include containers containing products, such as goods, bulk goods, refrigerated goods, goods transported in open containers, liquid goods transported in tanks, or other types of freight. However, it must be understood that similar systems and methods can be applied to the movement of other types of things not normally considered freight, such as living people or other things.
[0025] In addition, modalities described in this document refer to the reception and processing of data to facilitate the shipping of freight or other things with the use of trucks. However, similar systems and methods could also be applied to other vehicles that move freight (or other things) such as aircraft, trains, boats, or other automobiles such as buses, vans, sedans or other passenger vehicles.
[0026] Figure 1 is a block diagram that illustrates components of an exemplary system for coordinating freight shipment. As shown, the system 1 for coordinating the freight shipment (for example, shipping system 1) can communicate with dispatcher devices 10, dispatcher devices 20, and conveyor / driver devices 30 through a device interface 100. Shipping system 1 can be implemented in a set of systems
Petition 870190093177, of 09/18/2019, p. 12/13
9/110 of computation, such as one or more servers, using stored instructions executable by one or more processors in the set of computing systems. Device interface 100 can be a device or programmatic component configured to communicate with other devices, such as an application programming interface (API) and / or devices for electronic communication that include a router or server. Although only one device interface 100 is shown in the example of Figure 1, in other examples, shipping system 1 can include multiple device interfaces, such as a separate device interface 100 for communication with each of the dispatcher devices 10, dispatcher devices 20 and carrier / driver devices 30. As an addition or alternative, the shipping system 1 may also include other components or have different components, as further discussed in this document.
[0027] Dispatcher devices 10, dispatcher devices 20 and transporter / driver devices 30 can be several different types of devices that facilitate communication between users or operators of those devices, such as dispatchers, dispatchers and transporters (such as drivers ), respectively, with shipping system 1. For example, devices can
Petition 870190093177, of 09/18/2019, p. 12/149
10/110 include desktop computers, laptop computers, tablet computers, smart phones, terminals, processors, or other communications capable devices, such as electronic communications with device interface 100 on one or more networks, and perform independent computing tasks as described in this document. Each can also include unique user interfaces embedded in software and / or hardware (such as a touch screen, keyboard, microphone, display and speaker) that facilitate user interaction with the shipping system 1 via devices 10 , 20, 30. With user interfaces and other communications features, devices 10, 20, 30 can emit or transmit various types of information described in this document to a user and / or other devices, such as the system shipping 1. In addition, devices 10, 20, 30 can receive data or information transmitted by shipping system 1 (for example, via electronic transmission) or data entered by a user through the user interfaces via a input. Through remittance system 1 and devices 10, 20, 30, communications can be made electronically, automatically and immediately, so that shipments can be organized, modified and facilitated electronically, automatically and immediately with use
Petition 870190093177, of 09/18/2019, p. 12/15
11/110 of software and techniques described in this document.
[0028] Dispatcher devices 10 can be used by dispatchers to interact with shipping system 1 and coordinate shipments to the dispatcher. As an example, a dispatcher device 10 can transmit, to the shipping system 1, data that corresponds to a shipping order (for example, referred to herein as a shipping order), which may include information related to a shipping order. shipment, such as a collection location, a delivery location, and other characteristics or parameters, as described with respect to Figure 2. Shipping system 1 can receive the shipping order and communicate with dispatcher devices 20 and shipping devices carrier / driver 30 to facilitate the execution of the consignor's shipping order. Figure 2 illustrates this process, with time advancing from the top of the Figure towards the bottom. As shown, the shipping order is first transmitted from dispatcher device 10 to shipping system 1. Shipping system 1 can perform a matching process to determine which dispatcher or carrier should provide shipping service based on a data set. Shipping system 1 can transmit data that corresponds to a shipping invitation to the corresponding dispatcher or carrier / driver 20, 30 devices.
Petition 870190093177, of 09/18/2019, p. 12/169
12/110
Consequently, in examples in this document, shipping system 1 can communicate with shipper devices 10 to coordinate shipments by one or more carriers associated with shipping system 1. In addition, in some embodiments, shipper devices 10 may include a transport management system configured to communicate with carriers, such as Freight Management Solutions from McLeod Software or software provided by Mercury Gate.
[0029] Dispatcher devices 20 can be used by dispatchers to interact with shipping system 1 and coordinate shipments by one or more carriers associated with the dispatcher. A dispatcher can be an entity that controls one or more carriers, such as an operator of a multi-truck fleet, although other types of dispatchers are also possible. The dispatcher can then determine whether and when a private carrier will execute a shipping order received from the shipping system 1. As an example, a shipping agent 20 can receive, from shipping system 1, information related to a shipping invitation. Dispatcher device 20 can transmit data indicating a readiness to execute or carry out the shipping invitation, such as transmitting an acceptance data packet to the shipping system 1.
Petition 870190093177, of 09/18/2019, p. 12/179
13/110 [0030] The carrier / driver devices 30 can be used by carriers to interact with shipping system 1 (and / or dispatcher devices 20) and coordinate shipments by the carrier. A carrier can refer to entities that physically execute a shipment (for example, providing transportation to move freight from one location to another). For example, a transporter may refer to a truck driver or a truck owner. Furthermore, in the context of an autonomous vehicle, in one example, the conveyor device 30 may be an integral part of the truck, embedded within the truck's computing system and operating system or as a component of the truck's computing system. In examples in this document, the conveyor / driver device 30 can correspond to a plurality of devices (for example, a truck driver device, a truck owner device, an autonomous truck operating device and / or other devices ), which can be collectively referred to as carrier devices in the rest of that order. The conveyor device 30 can optionally perform functions similar to dispatcher devices 20, but for a single truck or driver. The conveyor device 30 can also perform additional functions, such as
Petition 870190093177, of 09/18/2019, p. 12/189
14/110 inform the current situation of the truck (which includes its current location and condition using the resources of the conveyor device 30 or through communication with other devices attached to the truck), receive data corresponding to future shipments to be carried out by the truck or driver, and / or control or drive the truck to carry out shipments. Additionally, in the context of a human being on board the truck (a driver or passenger), the carrier device 30 (such as a driver device) can also be used to allow the human to control various aspects of the truck, to communicate with shipping system 1, provide information for humans, and / or provide other resources, through user interfaces on the conveyor device 30 (for example, through a dedicated application that communicates with the shipping system 1 and / or a dispatcher device 20).
[0031] As illustrated in Figure 2, the carrier / dispatcher device 20, 30 transmits data that corresponds to an acceptance of the shipping invitation to the shipping system 1, which can provide data that confirms that the shipping order has been processed and matched to dispatcher device 10. Various communications can be provided between devices 10, 20, 30 and shipping system 1 to coordinate shipping. However, in some modalities, the
Petition 870190093177, of 09/18/2019, p. 12/199
15/110 carrier / forwarder 20, 30 can communicate with dispatcher device 10, both to accept / confirm the shipment and to coordinate the shipment. Even if such communication is allowed, devices 10, 20, 30 can still communicate with the shipping system 1 to further facilitate delivery execution, payment for shipping, quality control functions or other functions.
[0032] Again with reference to Figure 1, through device interface 100, shipping system 1 can communicate with dispatcher devices 10, dispatcher devices 20, and carrier devices 30 to coordinate shipments (for example, with the use of the process shown in Figure 2). Data received from shipper devices 10, such as shipment orders, shipment preferences, or shipper contact and billing information, can be stored in a shipping database 110. In addition, information received from shipment devices forwarder 20 and carrier devices 30 relating to carriers that may be available to perform shipments, their competencies, or their willingness / willingness to transport a shipment, can be stored in a carrier database 120. A matching mechanism 130 can receive information from the shipping database 110 (and / or the
Petition 870190093177, of 09/18/2019, p. 12/20
16/110 dispatcher 10) and carrier database 120 (and / or carrier device 30) and identify one or more carriers that may be suitable for executing individual shipping orders. The suitability of a carrier to perform a particular shipment may depend on factors related to routes that could be taken to carry out the shipment. Thus, a route information database 140 (and / or a map database) can provide information for the matching mechanism 130 to facilitate the determination of suitable carriers. If a specific carrier is deemed suitable for executing a shipment (for example, based on a carrier status of availability or not, location of the carrier and / or truck, collection and / or destination locations, etc.), information related to shipments can be sent to a carrier device 30 or associated dispatcher device 20, as shown in Figure 2, for example, as part of a shipping invitation. If the shipment is accepted, a message from the dispatcher or driver devices 20, 30 can be sent back to the shipping system 1, which can then confirm the shipment to the dispatcher device 10.
[0033] Variations to the system depicted in Figure 1 are also possible. For example, in some modalities, potential correspondence of carriers with requests for
Petition 870190093177, of 09/18/2019, p. 12/21
17/110 shipment can be performed on a dispatcher 20 or a carrier device 30 instead of or in addition to the matching mechanism 130. In this example, dispatcher / carrier devices 20, 30 can receive all orders for shipment, and suitable shipments can be filtered by a user, a comparable dispatcher / carrier matching mechanism, or some combination of the two. Similarly, shipping orders that are transmitted to a particular dispatcher / conveyor device 20, 30 can be filtered by a matching mechanism 130 within the shipping system 1, and can then be further filtered by additional matching mechanisms which correspond to devices 20, 30. In addition, dispatcher devices 10 may indicate preferences for certain carriers (for example, carriers who are considered more reliable or familiar with the particular requirements of the shipper). Similarly, data related to shipments, carriers, road information and other data can be stored on devices in addition to the shipping system 1 such as a separate device attached to the shipping system via a data network.
[0034] Specific aspects of various portions of the systems and methods described above and illustrated in the Figures
Petition 870190093177, of 09/18/2019, p. 12/22
18/110 and 2 will now be described in further detail. Although these may occasionally be described in the context of the specific arrangements depicted in Figures 1 and 2, as described above, variations in the arrangements in Figures 1 and 2 can also be used.
Dispatcher Devices and Interfaces [0035] As illustrated in Figures 1 and 2, shipping system 1 can communicate with dispatcher devices 10 to facilitate freight shipping. According to an example, a dispatcher device 10 can store and operate a designated application that communicates with shipping system 1. That designated application can enable a shipper to receive or view information associated with shipping system 1 and request a shipment supplying or configuring a set of shipping parameters through graphical user interfaces. As an addition or alternative, dispatcher device 10 can access a portal, such as through a browser application, which communicates with shipping system 1. The shipping order may include information such as a date and time (or time window) and place to collect and / or deliver the freight. In addition, the shipping order may include more detailed information such as an identifier (ID) of the shipper or shipper device 10, the contents of the shipment, the weight and size of the shipment, a value
Petition 870190093177, of 09/18/2019, p. 12/23
19/110 estimated freight, insurance required for freight, equipment required to ensure freight security such as stabilizer straps, and other characteristics. In addition, the shipping order may include other requirements for shipping such as the need for a refrigerated container, automotive transport, livestock cart, solid bulk container, tank truck and flatbed trailer. In addition, the shipment order may indicate other characteristics unique to the shipment such as being an oversize cargo, the presence of hazardous materials or special security issues. Other information can also be provided, and all of this information can be used to determine particular trucks that may be appropriate to perform the shipment.
[0036] In addition, the shipping request can indicate whether a trailer should be provided by the carrier, or whether it will be provided by the shipper. If the shipper provides or already has an appropriate trailer, this can also be indicated and the transport truck can arrive without a trailer, or with a replacement trailer to leave with the shipper.
[0037] Although Figure 2 illustrates a way in which a shipping system 1 can facilitate a shipping, other techniques are also possible. For example, in response to receiving a shipping order, shipping system 1 can
Petition 870190093177, of 09/18/2019, p. 12/24
20/110 immediately determine a price to complete the shipment and transmit data corresponding to the price to the shipping device 10. In this example, shipping system 1 might not have a private carrier who has agreed to perform the shipment, but could determine that sufficient carriers are available to reasonably ensure that one of them would be willing to execute the shipment (for example, such as computing a probability or probability score that a carrier would perform the shipment).
[0038] According to an example, the matching mechanism 120 can determine that there are enough carriers available to ensure that one of them would be willing to perform the shipment by comparing the characteristics of the shipment order with known characteristics of a set of carriers (stored, for example, in the carrier database 120) to identify competent carriers to perform the shipment. Carrier characteristics may include permanent and semi-permanent characteristics of the carrier such as a type of truck or trailer, available equipment, fuel efficiency / speed profiles (for example, which indicate miles per gallon under various speeds and driving conditions), and mechanical status of various components in the truck / trailer. At
Petition 870190093177, of 09/18/2019, p. 12/25
21/110 carrier characteristics may also include non-permanent features such as availability at various times and costs to use the truck and / or driver, and locations (current or future scheduled locations) for trucks and / or drivers.
[0039] The availability of the truck and / or the driver can be determined from self-reported information, such as a driver that indicates, through inputs provided on the conveyor device 30 or other device, a period (or periods) of time that he is willing to drive and / or a truck owner who indicates a period (or periods) of time that the truck should be available. The availability of the truck and / or driver can also be determined from information detected automatically through the shipping system 1, such as a current location of the truck (for example, while executing a planned delivery in the future), an expected future location of the truck (based on non-autonomous human driving or autonomous driving, in addition to other factors), possible alternative future locations of the truck (such as if the truck speed is increased to complete a previous shipment early enough to execute the newly ordered shipment) , time limits for driver service / off-duty (based on regulations), and other factors. Such information
Petition 870190093177, of 09/18/2019, p. 12/26
22/110 can be delivered to the shipping system 1 by the conveyor / driver devices 30, for example.
[0040] Costs for using the truck and / or retaining the driver's services can also be determined from self-reported information, such as a rate required for the driver's time and / or a rate required for the use of the truck, which can optionally be reported via dispatcher devices 20 and / or transporter / driver devices 30. Additional costs may refer to estimated fuel costs (determined, for example, from the vehicle's estimated fuel efficiency and of the route), estimated costs for wear and tear on the truck while traveling, estimated costs for feeding along the route, and estimated costs for freight and truck insurance. When these costs cannot be determined directly, they can be estimated using historical data, such as performance of truck data on similar routes and fares previously accepted as sufficient for driver and truck times.
[0041] Figure 3 illustrates a process to facilitate shipments by immediately accepting a shipment order at a particular price, without knowing for sure that a particular carrier will be able to execute the shipment, according to one modality. As illustrated in the example of
Petition 870190093177, of 09/18/2019, p. 12/279
1/23
In Figure 3, the shipping system 1 can receive a shipping order 301, and determine whether the shipment should be carried out as an order, or determine whether a modification should be made to the shipment order. Shipping system 1 can make this determination based on the data or parameters in the shipping order and / or information about the characteristics of the transporters, trucks and / or drivers. According to an example, a modification to the delivery order can reduce the cost for the requesting shipper. For example, a shipper may initially request that a shipment be carried out in a time of low availability for carriers. Minor changes, such as shifting a pickup time from morning to afternoon or to a different day (for example, from Sunday to Monday) can reduce the cost of executing the shipment as a result of the increased number of potential carriers. In addition, in another example, a shipping order may specify or include collection times and / or delivery times that do not match or overlap with an expected lead time between the collection location and / or delivery location, so that the carrier must drive at inefficient speeds or waste time waiting to deliver the shipment. Shipping system 1 can use estimated driving times (for example, based on autonomous driving or non-autonomous human driving), such as based on computed route (or routes), driving conditions
Petition 870190093177, of 09/18/2019, p. 12/28
24/110 traffic on such a route (or routes), historical travel time along such a route (or routes), etc., and the expected availability of various carriers to determine modifications that may decrease the cost of executing a shipment, for example example using the matching mechanism 130. If delivery system 1 determines which changes need not be made to the delivery order, delivery system 1 can process the delivery order as an order.
[0042] As illustrated in Figure 3, for any one of the original shipping order or the modified shipping order, shipping system 1 can determine carriers available to carry out shipping 302, 305. This can be based on factors discussed in this document, which include, for example, carriers available at the required times and having the appropriate equipment or features. Shipping system 1 can then estimate the cost based on the various costs discussed in this document 303, 306. Shipping system 1 can offer to perform the shipment at a quoted price 304, 307. The quoted price can be the even if the estimated cost, or it may be another price that can be adjusted for various factors, such as the risk to the shipping system operator 1 that the estimated cost is incorrect, fees related to the shipping system operation 1, or other
Petition 870190093177, of 09/18/2019, p. 12/29
25/110 factors. By providing a quoted price immediately, shipping system 1 can allow shippers to schedule their shipments more quickly. Furthermore, by also suggesting a modified shipment at a lower quoted price immediately, shipping system 1 can optimize shipments based on both shippers 'and shippers' preferences.
[0043] Similar methods can also be used to accept a price requested by the shipper. For example, if a shipper requests that a shipment be performed at a specified price or price range, shipping system 1 can automatically determine whether the proposed price is sufficient and accept the offer by identifying competent or likely competent carriers to execute the shipment, using the matching mechanism 130 in ways similar to those discussed in this document.
[0044] Once shipping system 1 and the shipper have agreed to execute the shipment, shipping system 1 can communicate with dispatchers and / or carriers to execute the shipment. Methods for doing this may be similar to the one illustrated in Figure
2. Additional details for determining an appropriate carrier are further described below.
[0045] Similar methods can also be used
Petition 870190093177, of 09/18/2019, p. 12/30
26/110 to coordinate or modify a shipment while it is being executed. For example, a shipper may decide that he would prefer a shipment to be delivered to a different location or at a different time, after the shipment has already started (for example, after the shipment has been agreed, after the shipment has been collected by the truck, etc.) . Alternatively or additionally, due to various factors (traffic or unexpected weather conditions, mechanical failures or other problems) it could be expected that the shipment would arrive later than initially expected. If the delivery time is delayed, shipping system 1 can optionally offer the shipper an ability to adjust the shipment so that it still arrives at the original delivery time for an adjusted price (for example, if the delay is not it is the fault of the referral system 1).
[0046] As illustrated in an example in Figure 4, shipping system 1 can receive a request to modify a shipment while it is being executed 401. Alternatively, shipping system 1 could anticipate that a shipper would like to modify a shipment (for example, if the delivery time is delayed, as discussed above). Shipping system 1 can then determine whether the current carrier or other carriers can execute the modified shipment 402,
Petition 870190093177, of 09/18/2019, p. 12/31
27/110
404, and estimate the cost for these 403, 405 transporters. Costs could be related to modified fuel efficiency and driver / truck time, in addition to different trucks / drivers and other differences. Estimated costs can be compared 406, so that an optimal shipping plan is determined (including, for example, pickup / delivery times, routes, driving speeds, refueling locations, etc.), and an adjusted price for shipment can be offered to dispatcher 407.
[0047] In similar modalities, if shipping system 1 determines that the shipper should not have to pay for modifications (such as if the shipment is delayed due to a problem with a carrier or with the shipping system itself), then a similar method can be used to adjust the shipping plan. For example, the method in Figure 4 can be used, and the shipment can be adjusted, without the need to offer an adjusted price or receive an order to modify the shipment.
Dispatcher / carrier devices and interfaces [0048] Figure 5 depicts a block diagram of components of an exemplary carrier device 30, in the context of a carrier device that is integrated into the vehicle or in communication with vehicle components. As an alternative, the conveyor device 30 can receive data from
Petition 870190093177, of 09/18/2019, p. 12/29
28/110 of another device coupled to the vehicle, such as a vehicle computer system or an electronic registration device (ELD), for example. As illustrated in the example of Figure 5, the conveyor device 30 can include a data processing module 502 that can receive data from a set of sensors 520 or other vehicle components associated with the vehicle, as discussed herein. The data processing module 502 can also optionally include or communicate with a memory component that stores semi-permanent or permanent characteristics of the vehicle. According to an example, data from the data processing module 502 can be used by an autonomous driving system 504 to control the vehicle using vehicle actuators 530. In other embodiments, the conveyor device 30 can lack an autonomous driving system, such as when the vehicle is non-autonomous or uses other components to provide autonomous functionality. The data processing module 502 can also provide data for user interfaces and communication devices 506 associated with the conveyor device 30, which can carry that information to a user of the device or external devices such as shipping system 1 (and the device interface 100) over a mobile network using a transceiver, for example. O
Petition 870190093177, of 09/18/2019, p. 12/33
29/110 502 data processing module can also provide data for a 508 shipping selection and execution module, which can facilitate the acceptance or rejection of shipping invitations and / or perform high level driving control (for example, through the autonomous driving system 504), such as determining when to refuel and / or which routes to travel. Decisions to accept / reject shipping invitations and determine / adjust routes can be influenced by a carrier preference database 510, which can store carrier preferences such as a desired payment for executing a shipment, preferred truck stops and other resources. These preferences can be populated from entries received through the 506 user interface.
[0049] Variations are also possible. For example, in some embodiments, the conveyor device 30 can be divided into multiple devices that can each include some or all of the components depicted in Figure 5. These devices can then communicate with each other to provide comparable functionality for wired or wireless connections. Similarly, dispatcher devices 20 may have similar characteristics, but be remote to the vehicle and therefore do not include or communicate with sensors 520, autonomous driving system 504 or vehicle actuators 530.
Petition 870190093177, of 09/18/2019, p. 12/29
30/110 [0050] As shown in Figures 1 and 2, the shipping system 1 can communicate with the carrier / dispatcher devices 20, 30 to facilitate freight shipping. As discussed with respect to Figure 2, at an early stage, the carrier / dispatcher devices 20, 30 can be used to accept or refuse to execute a shipping invitation. For example, in some embodiments, an application or other software installed on the carrier / dispatcher devices 20, 30 may receive a message (for example, through communication devices 506) that describes the shipment order and request an agreement to execute the shipment. request, and similarly transmit a message back by accepting or declining the invitation.
[0051] Similarly, in some instances, carrier / dispatcher devices 20, 30 can be used to indicate certain situations (for example, when one or more particular parameters or conditions are met) in which they will automatically accept an invitation of shipment. Parameters that define acceptable shipping invitations can be stored in the carrier preference database 510 and can include a period of time during which a truck / driver can be on the road, a time when the truck / driver will reach a final location ( such as when the truck / driver wants to return home or otherwise leave service),
Petition 870190093177, of 09/18/2019, p. 12/35
31/110 times when the driver may want to sleep / rest (such as while driving the truck autonomously), a desired price for executing the shipment (such as a price for the driver's time and the use of the truck or other equipment), and / or other factors that can determine availability. This information can be entered by a carrier or dispatcher through user interfaces 506 associated with carrier / dispatcher devices 20, 30, and transmitted to correspondence mechanism 130 in shipping system 1 or used by the shipping selection and execution module 508 to determine corresponding shipments. The shipping order can then be automatically assigned to a carrier with corresponding parameters, without requiring explicit acceptance, so that the carrier can essentially be commanded to execute the shipment by the shipping system 1. This system can be particularly useful for organize shipments quickly with carriers already on the road executing previous shipments, so that they have a subsequent shipment already assigned to them starting as soon as possible after they deliver the previous shipment.
[0052] Additional variations are also possible. For example, conveyor / forwarder devices 20, 30 could indicate certain necessary parameters, but
Petition 870190093177, of 09/18/2019, p. 12/36
32/110 also provide an option for the carrier or forwarder to refuse shipments that have criteria that meet those parameters. Thus, the shipments offered for them can be filtered (in the shipping system 1 or in devices 20, 30), facilitating the review and acceptance of appropriate shipments. As an addition or alternative, shipments that meet the parameters could be accepted automatically, but the carrier / forwarder devices 20, 30 could also be given the option to accept other shipments that do not meet the parameters. Thus, for example, a driver can indicate his requirements during normal working hours, but also maintain the possibility to work at unusual hours for a higher rate.
[0053] In some instances, the transporter / driver devices 20, 30 may interact with components in the truck (or other vehicles) or communicate with a truck computer system that interacts with the components. For example, the truck can generate and store data (for example, stored in the 502 data processing module or other memory resource), such as its make, model and year, and other static data, and can include several 520 sensors that generate data about the vehicle, such as data related to components in the vehicle (brakes, lights, battery, and other components) and their situation, levels
Petition 870190093177, of 09/18/2019, p. 37/129
33/110 of fluid (fuel, oil, transmission fluid, brake fluid, and others), and / or other characteristics of the vehicle. The 520 sensors can also detect characteristics related to the truck's environment, such as temperature, vegetable garden, weather conditions (rain, snow, amount of sunlight, fog), its location (for example, using the System receiver Global Positioning, GPS, driver device 30 or GPS receiver of the truck's computer system), its orientation (for example, using a compass or position or speed information determined from GPS data) , and / or nearby objects (such as other automobiles, pedestrians, cyclists, and stationary objects, using LiDAR sensors, cameras, and other sensors). The 520 sensors can also detect characteristics of the truck's movement such as its speed, the orientation of the wheels, the activation of the brakes, engine speed, and the gear in use. In addition, sensors 520 can detect a situation of one or more human beings inside the truck such as to detect whether a person is in the driver's seat or in the passenger seat, whether a person's hands are on the steering wheel or feet are next to the pedals, or if a person is in the bunk.
[0054] According to some examples, the truck (and its 520 sensors) can communicate with the
Petition 870190093177, of 09/18/2019, p. 12/38
34/110 transporter / forwarder 20, 30 (and its 502 data processing modules), directly or indirectly. For example, sensors 520 could communicate directly with a conveyor device 30 that is integrated into the truck via a wired or wireless connection. Wired or wireless connections can also be used with other carrier devices 30 such as mobile phones, tablet computers and laptop computers or computer devices located remotely. Indirect communications can also be used to communicate with carrier / dispatcher devices 20, 30. For example, a remotely located dispatcher device 20 can receive data through a carrier device 30 located on the vehicle. Thus, a dispatcher device 20 can be located in a stationary office building and communicate over a network with a conveyor device 30 located on a truck. A driver device located inside the truck can also communicate with a carrier device integrated with the truck in a similar way. The sensors 520 can also be part of the carrier device 30, such as a GPS sensor in a driver's mobile phone device.
[0055] Data from sensors 520 can be used by the matching mechanism 130 and / or the module
Petition 870190093177, of 09/18/2019, p. 12/39
35/110 shipment selection and execution 508 to determine the availability of a truck / driver to perform a shipment. For example, sensors 520 can indicate whether a truck / driver location is within range to reach the order pickup location at order pickup time, or at the order delivery location at order delivery time. In one example, with reference to Figure 1, data from sensors 520 can be provided to dispatch system 1 for storage in carrier database 120 (for example, periodically or in response to triggered events, such as user input or change of state, or based on a schedule).
[0056] Similarly, data can be used to determine whether the truck / driver is likely to complete a previous shipment at a specified or predetermined time before a subsequent shipment so that the truck / driver is able to execute a shipment subsequent (for example, the specified or predetermined time may be based on a time to travel from a previous shipment delivery location to the subsequent shipment collection location, a time to load and / or unload, and / or time to refuel, etc.). In addition to determining when the previous shipment will be completed, the data can indicate whether the truck will need time to refuel or receive maintenance,
Petition 870190093177, of 09/18/2019, p. 40/129
36/110 whether the driver will need time off, or if other delays might be required between shipments or during a subsequent shipment.
[0057] Data from the conveyor devices 30 can also be used to estimate dwell time. For example, GPS sensors on the driver device or on a vehicle can indicate when the vehicle is at the collection or delivery location. The shipper can optionally be charged for the amount of time the vehicle is kept at the collection point or delivery place for loading and unloading. For example, the dispatcher may be charged for the full amount of time, or be charged a time fee over a predetermined amount of time. The amount of time the vehicle is retained at the collection and delivery locations can be determined by monitoring the vehicle's location using GPS sensors and / or based on the time records of GPS data. Alternatively, sensors can also detect other characteristics of the vehicle, such as engine activity, to determine how long the vehicle is retained.
[0058] Dispatcher / transporter devices 20, 30 can also provide additional data to users (such as a driver or truck owner), through user interfaces 506, which can be used to help determine whether a shipment order must be accepted.
Petition 870190093177, of 09/18/2019, p. 41/129
37/110
For example, a suggested route can be provided with the shipping order so that the device user can see where the truck is likely to move while executing the shipment. If certain roads are known to have poor characteristics (for example, road surface quality, autonomous driving availability, fuel prices, and food options), then the route / shipment may be rejected. In one example, the system can also indicate alternative route options to complete the shipment, which could be more attractive to the user. For example, the system can indicate one, two, three, or more than three routes in order of expected attractiveness to the user based on criteria such as driving time, autonomous driving time, distance traveled, expected fuel costs , expected wear and tear of the vehicle and power options. Depending on the implementation, such suggestions may be influenced by the carrier preference database 510, and generated by the shipping selection and execution module 508, or they may be provided by shipping system 1 using similar techniques with the mailing mechanism 130 and carrier database 120.
[0059] Still in addition, these components could provide a more complete plan for executing the shipment, such as with a suggested itinerary for the route that
Petition 870190093177, of 09/18/2019, p. 42/129
38/110 includes expected times and locations for events such as food, refueling, putting into service, leaving service and using autonomous driving. Thus, the itinerary can indicate times when the driver will be able to eat, rest or sleep. In addition, the itinerary can estimate fuel costs based on known fuel prices at a location where refueling is planned, and food costs based on known prices at restaurants where food is planned. Such costs can also be estimated with just one route, but using a more detailed itinerary (with expected times) can provide a more accurate estimate. Various options for itineraries can be provided in a similar way to routes.
[0060] Furthermore, with the use of responses from the carrier, carrier's route / itinerary preferences can be determined and used to suggest more appropriate routes / itineraries in the future. For example, if a carrier prefers to eat at certain types of restaurants (based on food style, brand food, price level or other criteria), then suggested routes and itineraries that are more preferable can be determined, even if the travel costs (in fuel, wear and tear, and food prices) or travel times are greater. Such preferences can be stored in the
Petition 870190093177, of 09/18/2019, p. 43/129
39/110 carrier preferences database 510, or similarly stored in carrier database 120, to provide route / itineraries optimized for future carrier costs and preferences.
[0061] A method of comparing different route / itinerary options may include initially determining an expected cost of travel and then adjusting that cost based on carrier preferences for non-monetary characteristics. For example, if a carrier chooses a route that is a certain amount more costly than another route but includes a particular type of restaurant, then future routes that include that type of restaurant can be considered less expensive. Other techniques, such as machine learning techniques, can also be used to learn a carrier's preferences for various characteristics of routes and itineraries.
[0062] In particular, the systems described above to determine whether a driver / truck is available to perform a shipment, and to facilitate a carrier's decision to accept a shipment, can be used in more complex situations. For example, systems can also be used to organize subsequent shipments that occur immediately after a shipment in progress. Shipping system 1 can use expected driving times
Petition 870190093177, of 09/18/2019, p. 44/129
40/110 (based on human or autonomous driving) to determine whether a subsequent shipment can be performed by the vehicle, to reduce downtime or unladen travel.
[0063] Additionally, when one or more shipments are available, shipping system 1 can present a set of shipments to a carrier / forwarder as a group of shipments. The delivery group can be chained with each delivery component in the group that occurs immediately after the previous delivery. Thus, idle time between each shipment can be reduced to a minimum amount of time that is still sufficient to allow for variations in driving times, loading / unloading times, refueling, feeding and other guests. Shipping groups can be additionally arranged so that a truck and driver return home during the last delivery of the group, producing travel without a minimum load. In some embodiments, two, three, four, or more than four shipments can be combined in this way and delivered to the carrier at the same time.
[0064] Shipment groups may also include relay systems, in which a first carrier brings the shipment a first portion of a distance from the shipment and then a second carrier collects the shipment and brings it a second portion of the distance of the shipment. This process can be repeated as many times as desired
Petition 870190093177, of 09/18/2019, p. 12/45
41/110 to execute the shipment. The relay system can facilitate a reduction in shipping times by allowing the shipment to keep moving without stopping to refuel, feed, or have time off. Furthermore, if the relay system works in both directions along a specific route, then unloaded travel can be avoided. In addition, the relay system can facilitate permission for a carrier to return to its starting point at the end of the day without driving without a load. In some relay systems, a truck could travel no more than a predefined distance and / or time, such as 240 kilometers from its starting point, while the transported shipment moves additionally.
[0065] In particular, in the context of a group of consignments, a carrier may be willing to accept a consignment at a lower price, knowing that multiple consignments can be combined without driving without a load or idle time. Thus, shipping system 1 can allow a carrier to indicate that their desired yields are lower on a per kilometer or per hour basis (per time and / or distance) if subsequent shipments can also be scheduled. Alternatively, the carrier can indicate desired yields per day to account for potential downtime or driving
Petition 870190093177, of 09/18/2019, p. 46/129
42/110 trip without load.
[0066] In some examples, such as in the case where acceptable shipments (as determined by the carrier) are not available to the carrier or driver, the carrier devices 30 may also indicate to a user a cost to return home. For example, if the carrier is some distance from home, the device can indicate the fuel costs to return home and an expected time of arrival. In addition, shipping system 1 can use historical data to provide the carrier with an indication of the likelihood that a new shipment will be available within a specified period of time. Thus, the carrier can make an educated decision about returning home or waiting at your current location for a shipment.
[0067] Carrier devices 30 can also provide specific functionality to use while driving. For example, in the context of an autonomous vehicle, device 30 can indicate when autonomous driving needs to be completed. Autonomous driving may have to be terminated in the case of unsafe conditions (eg weather conditions, road conditions and traffic conditions), regulations against autonomous driving, the need to stop to refuel or deliver a shipment, a mechanical failure, on command of a vehicle
Petition 870190093177, of 09/18/2019, p. 47/129
43/110 police, or other situations. These can be determined by the shipping selection and execution module 508, such as using data from sensors 520 described in this document and other data such as data related to weather, road conditions and regulations that can be received from other data sources, such as a data network through 506 communication devices.
[0068] Figure 6 depicts a method for indicating when autonomous driving needs to be completed and ending autonomous driving, according to a modality. As illustrated in Figure 6, once an imminent need to end autonomous driving is determined 601, the vehicle's computer system (and / or the transporter / driver device) can provide an alert to an operator of the 602 vehicle. The operator it may be a human being inside the vehicle (for example, the transporter / driver). According to an example, the alert can be provided in advance, such as, for example, at least five minutes or one minute before autonomous driving needs to be completed. The alert can also be provided immediately, such as when the need to end autonomous driving was unexpected or unplanned (for example, as a result of an occurrence in the environment or outside the vehicle).
[0069] The alert can be provided as a signal
Petition 870190093177, of 09/18/2019, p. 48/129
44/110 visual, an audio signal, a haptic signal and / or another signal.
For example, the alert can be provided by using a light on the vehicle's instrument panel, activating lights on the bunk, or by providing an alert on a screen integrated into the truck or on a separate conveyor device. The alert can also be provided using speakers integrated into the truck or on a separate conveyor device. Haptic signals can also be provided through vibration features in the vehicle's seats or bunk or in a separate carrier device such as a user's mobile phone, smart watch, or other wearable devices on the body. Other signals may be provided with the use of the vehicle's own movement, such as providing a small but sudden detour, braking or acceleration of the vehicle that can be felt by a human, but is unlikely to interfere with nearby traffic or affect the security. In the context of a fully autonomous vehicle, such alerts may be necessary to wake an operator who has fallen asleep. Thus, the strength of the alerts can optionally intensify as the need to end autonomous driving becomes more imminent.
[0070] The operator can confirm receipt of the signal and the operator's preparation to drive vehicle 603 in several ways. The operator can press a button or
Petition 870190093177, of 09/18/2019, p. 12/49
45/110 user interface feature on a display of the vehicle's computer system or speak into a microphone of the computer system, for example, to confirm your readiness to take control of driving. The 508 shipping selection and execution module can also use one or more sensors to confirm that the operator is in the driver's seat, has his hands on the steering wheel and / or has a foot on a pedal. Once preparation is confirmed, the 508 shipping selection and execution module can end autonomous driving mode and the operator can start driving vehicle 604.
[0071] If it is determined that the operator is not prepared to drive 605 (for example, if no response to the alert is provided or based on the operator's unprepared position determined from sensor data), then the vehicle can determine autonomously a safe stop location, proceed to safe stop location 606, and end autonomous driving 607 once the vehicle is at the safe stop location. For example, if a shoulder is available, the vehicle can determine, based on sensor data, the characteristics of the shoulder (for example, that the shoulder is within a predefined distance from the vehicle's current location and / or is wide enough for the vehicle to stop at it so as not to impede the road, etc.), determine that the shoulder is a safe stopping place, and control the vehicle to proceed
Petition 870190093177, of 09/18/2019, p. 50/129
46/110 for the shoulder and stop. Other stopping places may also be appropriate. If no known and safe stopping points are nearby, the 504 autonomous driving system or the 508 shipping selection and execution module can access map data indicating nearby stopping points (stored locally or accessed via 506 communication devices) , and forward to those locations. The carrier device 30 can also optionally take other safety precautions such as activating emergency lights and initiating contact with local authorities (police and medical) over a cellular or data network. In some modalities, during unsafe conditions such as when the operator on board is unavailable and it is determined that it would be inappropriate to use the autonomous driving feature to bring the vehicle to a stop, the vehicle can be controlled remotely to proceed to an appropriate location via the communication devices 506. In addition, the 504 autonomous driving system can optionally avoid the need to end autonomous driving by rerouting the vehicle to an area where autonomous driving does not have to be completed.
[0072] Conveyor devices 30 can also facilitate recording of the activities of a human truck operator during a shipment, which include activities related to the shipment before or after collecting and / or
Petition 870190093177, of 09/18/2019, p. 51/129
47/110 deliver the shipment, such as preparation and driving to / from collection / delivery locations. The recording of human operator activities can be used to determine wages dependent on hours worked, indicate the operator's ability to operate the vehicle (for example, indicate whether the operator is likely to be tired from excessive hours on duty), and show compliance with time limits under various regulations. The system can use operator inputs through user interfaces 506 on the conveyor device 30 to indicate and store data on the time it takes to perform various individual tasks, such as filling out documentation, loading / unloading freight, refueling the vehicle, undergo inspections at weighing stations, drive or monitor autonomous driving. These activities can also be measured, at least in part, by the conveyor device 30 in the examples in which the device is used to facilitate these functions or includes other sensors 520 that can indicate an operator activity.
[0073] Additionally, the shipping system 1 and / or the conveyor device 30 can use data collected from the sensors of the vehicle 520 to independently indicate certain activities of the operator. For example, in the context of an autonomous vehicle, device 30 can record
Petition 870190093177, of 09/18/2019, p. 52/129
48/110 the amount of time the autonomous vehicle drives itself (fully autonomous). Similarly, device 30 can record the amount of time that the autonomous vehicle is driven in a semi-autonomous mode, such as when the operator actively monitors the vehicle or when the operator provides some other reduced influence on driving the vehicle. In addition, device 30 can record the amount of time the operator drives the vehicle in a non-autonomous mode. For example, device 30 can store time records when certain events occur, for example, when the mode changes from non-autonomous to autonomous mode, and vice versa, along with location information when such events occur, and determine a duration of time when the vehicle operates in a particular mode.
[0074] The device 30 can also record times when the driver is out of service (for example, when the driver is unable to drive or has indicated a state of unavailability). For example, one or more 520 sensors on the truck can detect when the operator is in a truck berth, and determine that the driver is out of service. In another example, motion sensors and / or pressure sensors can be used to determine the specific location and movement of the operator within the truck, so that a sleep period can be indicated and recorded.
Petition 870190093177, of 09/18/2019, p. 53/129
49/110
In this example, if pain is determined that an operator has received insufficient time off or sleep, this can be indicated to the operator and device 30 can be configured to prevent non-autonomous driving of the vehicle until sufficient time off has been taken or another operator is available.
[0075] In one example, recorded data, such as in-service and / or out-of-service times, may be transmitted by device 30 or other elements in the system to third parties, such as systems of regulatory or law enforcement personnel to confirm that certain requirements for time spent on duty have not been violated. Transmission can be carried out automatically, upon request, upon reaching a checkpoint such as a weighing station and / or at other times. In addition or alternatively, as discussed in this document, shipping system 1 can use these times to determine which arrival times are possible while remaining in compliance with one or more rules, such as limits on the amount of time spent on the operator's service, and adjust various driving plans accordingly.
[0076] For example, device 30 may determine that an operator has driven or otherwise in service for an amount of time approaching a limit and
Petition 870190093177, of 09/18/2019, p. 54/129
50/110 will need to stop for a break before reaching a delivery location or other destination. Device 30 can indicate the time until the limit is reached and suggest places to stop such as a restaurant, hotel, rest stop or other preferred stop location. Device 30 can also transmit information about the amount of time the operator has driven and / or the time when the operator will be out of service for shipping system 1 and / or other systems or devices, such as dispatcher device 20 .
Mailing mechanism [0077] As depicted in the example in Figure 1, shipping system 1 can include a mailing mechanism 130 that can determine suitable carriers (trucks and / or drivers) to execute a shipping order. Figure 2 depicts an exemplary method for determining a carrier to perform a shipment order. In another example, shipping system 1 can also determine who gets the option to accept the shipping order first. Alternatively, shipping system 1 can provide the option for multiple carriers and then determine a preferred carrier among those who accept. For example, carriers can provide a price to perform the shipment with their acceptance, and system 1 can assign
Petition 870190093177, of 09/18/2019, p. 55/129
51/110 shipment to the lowest price carrier / forwarder.
[0078] An exemplary method for assigning a shipping order using the matching mechanism 130 is depicted in Figure 7. As shown in Figure 7, shipping system 1 can receive, on one or more networks, a shipping order from a dispatcher device 701. The shipment order may include data on the shipment, which includes an identifier of the dispatcher and / or dispatcher device 10, shipping or shipping information (for example, type, size, weight , etc.), location information for the shipment, date and / or time information of collection and / or destination of shipment, equipment data or required truck size, the entity or person for whom the shipment is intended, and / or other data. The matching mechanism 130 can access the carrier database 120 to identify one or more carriers capable of executing the shipping order based on carrier information and data from the shipping order. For example, the matching mechanism 130 can filter conveyors that have adequate equipment to execute the shipping order 702. The matching mechanism 130 can also filter carriers capable of arriving at the collection point for the shipping order at shipping time 703 ( based, for example, on the current position of the carrier
Petition 870190093177, of 09/18/2019, p. 56/129
52/110 and shipments that are currently performed). While the example in Figure 7 depicts two steps 702, 703 for filtering conveyors, in other examples, the steps can be performed concurrently or can be performed in a different order (for example, filter based on location and time before filtering based on equipment, etc.). In addition, depending on the implementation, the matching mechanism 130 can also filter carriers based on other data, such as price, specific carrier restrictions, etc. The matching mechanism 130 can compare costs between various carriers capable of executing the shipment 704, and assign the shipment to the lower cost carrier 705 (for example, transmitting a shipment invitation to the respective device 30 of the selected carrier).
[0079] According to some examples, suitable carriers can be filtered based on their current location, shipments already accepted, suitable equipment identified, driver availability, quality ratings reported from previous shippers, and other factors. These features can be combined with those depicted in Figure 2. For example, the shipment order can be transmitted only to carriers / forwarders who are suitable to perform the shipment based on the criteria, or all orders can be
Petition 870190093177, of 09/18/2019, p. 57/129
53/110 be transmitted, but only suitable shipments can be displayed by the carrier / forwarder devices 20, 30 to a user (for example, using a comparable matching mechanism on the carrier / forwarder devices 20, 30). The carrier (or carriers) that respond with a willingness to perform the shipment can then serve as an additional filter, similar to those depicted in Figure 7.
[0080] As noted above, cost can be used as a factor in determining which carriers are given priority for a shipment order (such as by receiving the offer first or being assigned the shipment over other if available carriers). These can be based on the expected cost of executing the shipment (which includes costs for operator time, truck usage, fuel, truck wear and tear, insurance and / or tolls), which can be a combination of costs that are specific to the truck, operator and / or route. However, other costs can be considered that involve the operator, truck and delivery delay to other shipments in the system.
[0081] For example, shipping system 1 can review other scheduled shipments and assign them together to a carrier so that the truck can return to a location outside the desired service (for example, close to the operator's home ) at a desired time off
Petition 870190093177, of 09/18/2019, p. 12 589
54/110 (for example, at the end of a working day or the beginning of the weekend). Similarly, shipping system 1 can recognize that an operator wants a specific place / time off and preferably assign a shipment to that operator so that he can go out of service as desired. Time-out preferences can be submitted to shipping system 1 using the conveyor device 30, for example, through user input that specifies carrier preferences. Conveyors without a desired clearance time or with excess driving time available before a desired clearance time can be assigned to other shipments that do not necessarily take them to a specific location.
[0082] Furthermore, in some instances, the matching mechanism 130 may divide a delivery order into separate components. For example, the matching mechanism 130 can arrange for a shipment to be completed by multiple carriers using a relay system as depicted in Figure 8. As illustrated in Figure 8, each of truck 1 and truck 2 can transport trailers 1 and 2, respectively, and are at an intermediate location, or a relay point, along the shipping routes. Shipping system 1 can determine the relay point based on data associated with shipping orders, location information
Petition 870190093177, of 09/18/2019, p. 59/129
55/110 from map data (for example, point of interest, common places to stop, locations and their proximity to highways, etc.) and / or data associated with trucks (for example, their current locations, route on which trucks are or are expected to move, navigation or route information, estimated travel time and / or estimated arrival time at a particular location, etc.). Once the trucks are at the relay point, trailers 1, 2 containing the respective shipments can then be exchanged (for example, the trailers can each be disconnected or disengaged from the trucks and switched). Thus, truck 1 can transport a shipment on trailer 1 along a first portion of the route from the place of collection of the shipment towards the place of delivery of the shipment (a first sub-shipment) and truck 2 can transport the shipment. shipment on trailer 1 along a second portion of the route from the shipment collection location to the shipment delivery location (a second sub-shipment). In addition, as shown in Figure 8, relay systems can operate simultaneously in both directions, with each truck arriving and leaving with a different trailer at the relay point. After changing the shipments, the respective trucks can each move towards their respective origins, for example.
[0083] Another modality of relay system is
Petition 870190093177, of 09/18/2019, p. 60/129
56/110 depicted in Figure 9. As illustrated in Figure 9, a truck 2 without a trailer can be ready and waiting at the relay point. Advantageously, the waiting truck 2 and its operator can perform any tasks that cannot be done while driving before the shipment arrives, such as refueling, feeding, maintenance and time off. After the transfer, truck 1 that initially carried the shipment can perform similar tasks as needed until another shipment arrives from either direction. This subsequent shipment can optionally be planned in advance.
[0084] In some implementations, the relay system requires an increased amount of coordination between multiple carriers. For example, the benefit of the relay system can be diminished if a carrier with the shipment or the subsequent carrier of the shipment arrives late to the relay point. In addition, relays can be difficult to organize between multiple carriers, particularly if those carriers are no longer operating in a single fleet. The shipping organization process, as described in this document, can facilitate scheduling these relays to prevent uncertainties and delays. In addition, sensors in the vehicles can provide data for the shipping system 1 which can be processed for
Petition 870190093177, of 09/18/2019, p. 61/129
57/110 determine when a shipment is expected to arrive (and whether it would be sooner or later when compared to a previously estimated time to take turns). Each sub-shipment in the relay can be treated as an individual shipment and, therefore, these arrivals sooner or later can be handled in ways similar to the modification of a shipment, as discussed in this document, which can be coordinated using the correspondence 130. In some instances, in the context of autonomous trucks, relay locations and times can be adjusted in real time based on the expected future location of trucks under autonomous driving. For example, a relay location could be adjusted in real time to optimize operator time, truck time, fuel efficiency, costs at a truck stop and / or other characteristics of the shipping process. In this example, automation of the driving process can improve predictability of arrival time, fuel costs and / or wear and tear on the vehicle. These features can also be provided with non-autonomous vehicles, in other examples.
[0085] In some embodiments, the matching mechanism 130 can organize a relay system by dividing the consignment into two or more sub-consignments and offering them to several carriers as separate independent consignments using similar techniques
Petition 870190093177, of 09/18/2019, p. 62/129
58/110 to those discussed above. These shipments can then be confirmed once a carrier has been found for each sub-shipment.
[0086] Dividing shipments into separate sub-portions can provide several benefits. For example, sub-shipments can provide consistent shipments for a carrier to transport without having to travel far from a departure point or a collection point that could also serve as (or otherwise be close enough) a home for the operator or truck. Staying close reduces the worry of driving without a load to return home, allows the truck and operator to return home at the end of each day, facilitates maintenance operations with familiar mechanics, and allows the truck to be adjusted to road conditions consistent (different truck components are best for flat versus mountainous conditions, high traffic versus low traffic, temperature and climate, and other factors). In some embodiments, shipping system 1 can assign shipments so that one or more trucks never travel beyond a specified or predefined distance from a home location, such as 240 kilometers. Yet additionally, as an addition or an alternative, the distance from the home location can also be limited
Petition 870190093177, of 09/18/2019, p. 63/129
59/110 the distance that a truck can travel reliably without refueling and / or the distance that a truck can travel reliably without requiring a human operator to take time off (for example, due to driving regulations ). Thus, the delivery trailer can continue to move through the relay system without having to stop while the truck is refueling, an operator is out of service, or otherwise.
[0087] According to some examples, the relay system can facilitate modifying the bandwidth of the shipping system (the number of shipments carried out through the system) without changing the number of carriers. For example, if it is determined that an excess of carriers is available (for example, the number of carriers exceeds a threshold ratio or threshold number when compared to a number of shipments), then shipping system 1 can communicate with the devices of conveyor 30 to reduce driving speeds (and thereby improve fuel efficiency and reduce wear and tear) as far as possible while still meeting delivery time requirements. Similarly, if an insufficient number of conveyors is determined to be available under current driving behavior, then the shipping system can communicate with the conveyor devices 30
Petition 870190093177, of 09/18/2019, p. 64/129
60/110 to increase driving speeds as far as possible (for example, based on pre-configured speed rules or parameters along different segments of the route), so that an additional shipment can be carried out over a period of time defined. For example, in a relay system, a single truck can run four sub-runs in a day at normal (average) speeds, and then can increase its speed to run five sub-runs if necessary. If each complete consignment ordered requires four sub-consignments, then a fleet of four trucks can execute four complete consignments at normal speeds, but five complete consignments at higher speeds. Due to the fact that five trucks would also perform five full shipments at normal speeds, four trucks at increased speeds can act like five trucks by making this speed adjustment. Thus, shipping system 1 can communicate with trucks to increase their speeds (for example, modifying shipments, as discussed in this document) to increase system bandwidth as needed.
[0088] In some embodiments, the shipping system 1 can increase or decrease speeds for a plurality of carriers by a specified percentage (for example, at least 5%, 10%, 20% or 30%, etc.). However, in some cases, these adjustments may not be as effective
Petition 870190093177, of 09/18/2019, p. 65/129
61/110 outside the context of relay systems due to the distinct nature of remittances. A carrier designated to perform a shipment that would take an entire day at normal speeds would be able to increase its speed by 30% and thus be able to perform 30% of another shipment. Unless another truck that is available to complete the remaining 70% of that shipment in the required time, executing only 30% of the shipment is not valuable.
[0089] The matching mechanism 130 can determine how to distribute shipments among carriers, as single shipments, as groups of shipments to single carriers and / or as a group of sub-shipments to complete single order shipments. As described, the methods and processes provided (for example, such as Figures 2, 3 or 7) can be used to assign shipments. Similar methods can also be used by the matching mechanism 130 to determine whether a shipment should be separated into multiple sub-shipments.
[0090] The method depicted in Figure 10 describes an exemplary process performed by the matching mechanism 130 to determine whether the shipment should be separated into multiple sub-shipments. As shown in Figure 10, shipping system 1 can receive a shipping order 1001 (for example, as described in Figure 7), and one or more carriers can be identified based on
Petition 870190093177, of 09/18/2019, p. 66/129
62/110 data associated with the shipment order and carrier information. For example, shipping system 1 can access a carrier database and filter carriers from a grouping of carriers based on the required equipment 1002. In addition, according to one modality, instead of just searching for available carriers for both collection and delivery of a shipment at the requested times, shipping system 1 can identify one or more carriers that can travel along any sub-portion of a route determined to be suitable for carrying out the shipment, during times between collection time and delivery time 1003. Thus, a carrier not available for the entire duration of delivery of a shipment can still be considered as an available carrier if it is determined to be available during a sub-portion of the route at an appropriate location for a relay during that period of time. For example, as illustrated in Figure 11, for a given route, shipping system 1 can determine a minimum distance that the shipment must travel for a given time to still be able to complete the shipment at the time of delivery and then, identify one or more available carriers to perform a sub-shipment within the remaining distance and time available. Shipping system 1 can use the estimated costs per unit of
Petition 870190093177, of 09/18/2019, p. 67/129
63/110 distance, the amount of distance that can be transported by a single carrier, and / or the diversity of carrier options along a portion of the shipping route to determine one or more sub-shipments 1004. The shipping system 1 can assign the shipment or sub-shipment (or sub-shipments) to one or more carriers 1005. In one embodiment, the shipment can be assigned to a carrier on a cost basis (for example, the lower cost carrier can be assigned first). As an addition or alternative, if only one carrier is available on a specific portion of the route, or if all carriers on that portion require substantially similar collection and delivery times, then that portion can be designated first.
[0091] Sub-shipments and additional carriers can then be determined to complete the order shipment using the same method or similar process iteratively, as illustrated in an example in Figure
12. Referring to Figure 12, with each designated sub-shipment, the requirements for suitable carriers can be adjusted to match already designated sub-shipments 1206. The remaining carriers can then be further filtered to meet the requirements of the sub - shipments already determined. This process can continue until the entire shipment has been designated. The mechanism
Petition 870190093177, of 09/18/2019, p. 68/129
64/110 of correspondence 130 can also use other methods, such as those described in Figures 2, 3 or 7, for example, to assign the remaining portions of the shipment. In addition, methods such as those described in Figure 7 can be used to compare the total cost of a relay system for available carriers to complete the entire isolated shipment.
[0092] According to one modality, the matching mechanism 130 can also use or implement a relay system to organize a shipment, or even start the execution of a shipment, before having trucks designated to complete the entire shipment. As discussed in this document, in some embodiments, shipping system 1 can accept a shipment order from a shipper without having a carrier designated to perform the shipment, based on an expectation that a carrier will be available at a future time. For example, shipping system 1 can determine, based on historical data, a probability score that a carrier will be available at a future time. Similar methods can also be used with a relay system, where each sub-shipment can be treated as a future shipment that has been accepted by shipment system 1. Furthermore, if sufficient carriers are already engaged with shipment system 1, particularly in a relay (or relays), the
Petition 870190093177, of 09/18/2019, p. 69/129
65/110 shipping system 1 can determine the availability of a carrier (or carriers) to complete the shipment using a carrier (or carriers) that is currently available to perform the shipment during the relevant time or, alternatively, by increasing it if vehicle speeds operating with shipping system 1 to increase bandwidth so that one or more carriers, which otherwise would not be available, are now available to perform the new shipment. Thus, relays can facilitate the acceptance of shipments without a designated private carrier, knowing that additional bandwidth for that shipment can be created by increasing the speed of multiple carriers in the system.
[0093] In order to facilitate the efficient assignment of shipments using the matching mechanism 130, it may be advantageous for carriers to commit to being available for several potential shipments for a specific period of time. For example, as discussed above, a carrier may agree to be available on a given date (or dates) and period (or periods) of time, conditional on criteria, such as a minimum payment for the entire time or per unit time, to return to a specific location at a given time, and / or compensation for related expenses (such as food, fuel, use and
Petition 870190093177, of 09/18/2019, p. 70/129
66/110 wear, and tolls), and provide information about truck features. Accessing stored data that indicates that the carrier will agree to certain shipments allows the matching mechanism 130 to immediately identify a carrier and assign a shipment to the carrier when a shipment order is received and processed, and in some instances, also allows the shipping system 1 immediately accept shipping orders from carriers without having to check carrier availability and resource. In addition, with the use of data collected from a vehicle's sensors as discussed in this document, shipping system 1 can also predict the future availability of a carrier that is not currently available, and assign shipments accordingly. According to another example, autonomous driving of haul trucks can enable the delivery system 1 to generate a more accurate estimate of the future availability of the haul, based on an expected driving time of the autonomous vehicle. Road conditions can also be used to predict future availability. Autonomous driving of the vehicle can also allow the shipping system 1 to adjust the future availability of the carrier by adjusting the autonomous driving speed. For example, as discussed in this document, speeds can be
Petition 870190093177, of 09/18/2019, p. 71/129
67/110 adjusted to meet a modified shipment, increase relay system bandwidth or ensure that a delivery can be completed within a specified time previously.
Road information database [0094] Information about the roads traveled by carriers can be used to estimate travel times, determine optimal routes and determine whether autonomous driving is appropriate. Road-related data can be collected from a variety of sources. As discussed in this document, in some embodiments, a vehicle may include a set of sensors 520 that can measure characteristics of a road and the vehicle's surrounding environment, such as weather conditions, traffic conditions and road hazards, construction zones and other features. Vehicle sensors 520 (which include sensors in separable conveyor devices 30) can also detect road conditions. For example, accelerometers (for example, vertically oriented accelerometers) on the vehicle can detect holes, bumps or other uneven road conditions. The vehicle's speedometer can determine the speed at which the vehicle moves, which can be used by the device and / or the shipping system 1 to determine traffic conditions along a segment of a road.
Petition 870190093177, of 09/18/2019, p. 72/129
68/110
Engine temperature sensors can also provide an indication of ambient temperatures or whether the vehicle requires some time to brake.
[0095] Road information can also be
collected The from other sources such like starting in systems in the 3rd. Those data can to be collected in one or more networks such as the Internet and / or starting in
data collected by mapping services. The data may include climatic conditions, traffic conditions, construction zones and other transitory characteristics. The data may also include non-transitory features, such as speed limits, local autonomous driving regulations, locations of traffic signs and road signs, weighing stations and their hours of operation, bridge span times, filling stations and associated prices, restaurants and local GPS stations (such as Differential GPS stations). Non-transitory features can also include detailed geometric features of roads, such as the locations of lane markers that divide lanes, the width of shoulders and medians, the inclination of a road at any point, and other factors. These geometric characteristics can be determined with high precision.
[0096] Road information can also be
Petition 870190093177, of 09/18/2019, p. 73/129
69/110 processed and interpreted in a particularly relevant way for autonomous driving. For example, private routes can be evaluated to determine the extent to which the vehicle can be driven safely independently (for example, without human operation). Relevant features such as quality of mapping data, lane marker visibility, expected numbers of pedestrians, school or building zones, proximity to local GPS stations or availability of GPS data (for example, in canyons or nearby) to tall buildings), and lane width can be used to determine whether autonomous driving is acceptable. In addition, several routes or sections of road can be tested by autonomous vehicles to check the suitability of autonomous driving in various conditions (for example, daytime, nighttime, rain, snow or ice). All of this information can be collected and stored in a road information database 140, as shown in Figure 1.
[0097] The road information database 140 can be used by the matching mechanism 130 to facilitate the determination of appropriate and preferred routes for delivering freight from a collection location to a delivery location. For example, shipping system 1 can identify a set of different routes
Petition 870190093177, of 09/18/2019, p. 74/129
70/110 between collection and delivery locations and then compare them against various criteria, such as driving time, expected fuel costs (fuel consumption and refueling costs), expected autonomous driving availability, operator costs expected human wear, expected wear and tear on the vehicle, availability of relays, availability of spare carriers (in case of mechanical failure), and / or other factors. Based on the comparison, shipping system 1 can score different routes and transmit data about different routes (or data for a single determined route) to the carrier device. In one example, the carrier device can use the data to present one or more routes in a user interface, such as a map user interface, and the carrier can choose a route according to its preference. Alternatively, the carrier device may present the route with the highest score as the standard, and the carrier may alternatively select a different route based on preference. In yet another example, shipping system 1 can use data from the road information database 140 and carrier preferences to adjust the routes presented to the carrier.
Less-than-truckload (LTL) consignments [0098] According to some examples, the
Petition 870190093177, of 09/18/2019, p. 75/129
71/110 consignment 1 can organize LTL type consignments for shippers and transporters. LTL-type consignments are consignments that do not fill the entire capacity of the carrier with a bucket or trailer (for example, do not fill the entire space in the trailer). In one example, an LTL-type shipment can be processed in a similar way to the shipments discussed above. However, in another example, in view of the potential to transport more than one LTL-type shipment at the same time, LTL-type shipments may be processed differently by the shipping system 1.
[0099] For example, shipping system 1 can receive data indicating the weight and / or size (for example, dimensions) of an LTL shipment ordered by a shipper (for example, along with other information in the shipping order ). Shipping system 1 can use this data, along with information about the available capacity of nearby carriers, to determine which carriers are capable of carrying out capacity-based LTL shipments (in addition to other factors discussed in this document). This may include carriers who are already shipping or who are designated to carry out a first LTL-type shipment, or earlier, which is small enough to allow the second LTL-type shipment at the same time, and / or which
Petition 870190093177, of 09/18/2019, p. 76/129
72/110 would move in a direction similar to both delivery locations (for example, the execution of the second shipment of the additional LTL type would not cause the carrier to deviate more than a specified time and / or distance parameter). Shipping system 1 can also verify that the collection and / or delivery time requirements for each shipment can be met by the same carrier, based on expected driving times (to collect one or both LTL-type shipments at the respective locations collection and travel to the respective destination locations) and / or the time required to load / unload freight at each location. In addition, as discussed in this document, the vehicle speed can be adjusted to accommodate the second LTL-type consignment if, under normal driving speeds, it would not be able to meet the requirements of both consignments (based on computations of driving time and / or estimated loading / unloading time). Although the example describes two LTL-type shipments that are designated for a single carrier, in other examples, more than two LTL-type shipments can be designated for a single carrier.
[00100] In one or more examples, the pricing for the LTL type shipment can be adjusted in relation to a full cargo shipment based on the availability of simultaneous LTL type shipments. This availability can
Petition 870190093177, of 09/18/2019, p. 77/129
73/110 be a known availability, or an expected availability of simultaneous LTL shipments. The shipping system 1 can respond to an LTL shipping order by transmitting data that corresponds to a price computed by the shipping device. After the shipment has been confirmed, shipping system 1 can automatically forward a designated carrier, during its previous LTL-type shipment, to also collect the new LTL-type shipment (for example, by signaling the carrier device 30, the which can alert a human driver or adjust autonomous vehicle driving).
Insurance [00101] According to some examples, shipping system 1 may include components for computing, storing and accessing data associated with insurance and coverage costs (eg, identifiers, parameters, insurance conditions, etc.) for carriers and / or freight. Insurance for the carrier itself may include damage to the carrier (vehicle, operator, etc.) and / or damage to third parties. Freight insurance can cover damage to freight during the execution of the shipment order.
[00102] As discussed above, the vehicle and the carrier device 30 can receive data from a set of sensors that provide various information about the vehicle, which can then be transmitted
Petition 870190093177, of 09/18/2019, p. 78/129
74/110 for delivery system 1 over a network. Shipping system 1 can use the data, which can provide the status of various components in the vehicle (such as a brake system or engine system in poor condition or that has defective components), to determine if there is any damage or injury to the carrier, operator, vehicle, third party, or freight or to determine a probability score for such damage or injury during the execution of the shipment based on a set of rules (for example, in the next estimated length of time while freight is being transported). As an addition or alternative, the operator or driver of a vehicle may provide inputs to a user interface of the conveyor device 30 to provide data on any such damage or injury. Shipping system 1 can also determine driving trends or behavior (for example, such as sudden braking or yawing, sudden acceleration, etc.) of a vehicle operator during non-autonomous driving which can cause damage with more or less probability ( for example, determining the probability of damage score), based on historical data spanning multiple shipments conducted. To the extent that autonomous driving behavior can be controlled by the vehicle operator, previous autonomous driving behavior can also be considered. Information from the database
Petition 870190093177, of 09/18/2019, p. 79/129
75/110 road information 140, which can also be supplemented by sensors in the vehicle, can also be used to determine the probability or probability score of damage.
[00103] Furthermore, when autonomous driving of the vehicle is expected, the probability of damage can also be adjusted based on the expected driving behavior of the autonomous vehicle. If the risk of damage and the value of the load are particularly high, the shipping system 1 can adjust the driving behavior of the autonomous vehicle to reduce the risk (for example, reduce the probability score), for example by adjusting speeds of driving, following distances, merging of lanes and / or other behavior. Shipping system 1 can also compute an expected change in shipping time based on the change in autonomous driving behavior (and / or other factors) so that expected insurance costs can be adjusted automatically with changing collection and delivery times , or changing routes / itineraries for the shipment.
[00104] Information can also be collected from the vehicle from the latest driving characteristics. This can be used to detect potential mechanical problems with the vehicle that have only recently developed.
[00105] In some modalities, using these
Petition 870190093177, of 09/18/2019, p. 80/129
76/110 information, shipping system 1 can generate and provide a freight insurance cost to a shipper automatically based on collection times, delivery times, order insurance level, and / or other factors. In addition, the shipping system 1 can also suggest changes to the shipping order (for example, the shipping device and / or an administrative user of the shipping system 1 via user interfaces) that would significantly lower the insurance cost, as other costs described in this document. Similarly, shipping system 1 can automatically provide an insurance cost for the carrier, for the carrier, based on the selected route (or routes) / itinerary (or itineraries). In one example, the insurance cost for the carrier can also be passed on to the shipper, and included in the proposed shipping price.
[00106] Insurance costs for the carrier can also be presented in multiple forms. For example, shipping system 1 can provide insurance for a shipment at a time, with a known route and itinerary, carrying known freight. The return trip can also be covered by insurance. In addition or alternatively, shipping system 1 can provide insurance for an extended period of time, such as for a whole month or year, using data similar to those described above to estimate the risk of damage. As discussed
Petition 870190093177, of 09/18/2019, p. 81/129
77/110 additionally below, the shipping system 1 can also prevent the use of autonomous driving feature for driving the vehicle that has not been insured through the shipping system 1. These insurance costs can be used by the shipping system 1 of in a manner similar to other costs described in this document, so that they are also used by correspondence mechanism 130 when assigning carriers to shipments.
Autonomous driving adjustments during shipments [00107] As discussed above, shipments can be performed using autonomously driven vehicles (or vehicles with at least some autonomous driving features), which can be coupled to a carrier device 30, or include the same. In some cases, autonomous driving can improve the safety and reliability of a moving vehicle. In addition, autonomous driving can allow the vehicle's driving behavior to be updated automatically to meet changing conditions and objectives, based on information received by conveyor devices 30 through sensors 520 and / or through the shipping system 1. For example, the vehicle can be driven autonomously by the 504 autonomous driving system at a speed that optimizes fuel efficiency and reduces wear and tear on the vehicle while still reaching the delivery location
Petition 870190093177, of 09/18/2019, p. 82/129
78/110 on delivery time, according to locals, times and / or road conditions provided through the shipping system
1. Adjustments to the autonomous driving system 504 can be made automatically, in real time, as new data is received or determined by the carrier device 30 in relation to both the vehicle's current progress along the route and changing conditions ahead (which include changing weather and traffic conditions).
[00108] In addition to adjusting a driving speed, the carrier device 30 can also make further adjustments to the behavior of the vehicle during autonomous driving. For example, the 508 consignment selection and execution module can automatically re-route the vehicle if different roads would be preferred based on changing traffic and weather conditions. Similarly, as discussed above, the 508 shipping selection and execution module can automatically adjust a route for other changes, such as a new LTL pickup, a change in delivery time, or a need for an operator on board to stop (for example, to eat or use the bathroom).
[00109] In additional modalities, such adjustments to driving speeds and routes can be indicated for a human being driving the vehicle. For example, the carrier device 30 can indicate to the driver, by means of
Petition 870190093177, of 09/18/2019, p. 83/129
79/110 of a user interface, a preferred speed or route to maintain and / or additionally indicate when the operator deviates from that preferred driving behavior.
Controlling the use of autonomous driving features [00110] In some embodiments, the shipping system 1 and / or the carrier device 30 can control when autonomous driving features are used in a vehicle (for example, switching between non-driving modes) autonomous and autonomous).
[00111] As discussed above, the conveyor devices 30 can be in communication with components of the shipping system 1, and additionally can be integrated with components in an autonomous vehicle, or otherwise communicate with them. Thus, components of the shipping system 1 can be in communication, directly or indirectly, with software components in the vehicle that control autonomous driving, such as the autonomous driving system 504. The conveyor device 30 can be configured to disable autonomous driving feature if it detects one or more conditions from one or more sensors in the vehicle, or if a signal is received from the shipping system 1 indicating that autonomous driving should not be used at a specified time, in a specified location or in some other specified situation.
Petition 870190093177, of 09/18/2019, p. 84/129
80/110
Similarly, the conveyor device 30 can be configured to require an activation signal from the operator or driver, or from the shipping system 1 before enabling the autonomous driving feature. For example, the conveyor device 30 can be configured to send a request to the shipping system 1 to enable autonomous driving, and the system can respond with an enable signal if it is determined that autonomous driving is safe at a time and / or current location in the current environment.
[00112] Various data can be used by the shipping system 1 and / or the carrier device 30 to determine whether the autonomous driving feature should be enabled. As discussed in this document, the suitability of autonomous driving may be dependent on data related to driving safety in general, specific characteristics for autonomous driving safety, regulations related to autonomous driving and / or other factors. To ensure driving safety, the system may require certain information regarding the route that will be driven by the vehicle before enabling autonomous driving. For example, the information required in relation to the route may be based on the delivery order data and / or the consignment designated through the referral system 1. Furthermore, the autonomous driving of the vehicle may be limited to driving based on a organized shipping
Petition 870190093177, of 09/18/2019, p. 85/129
81/110 by the consignment system 1. Driving related to a consignment organized by the consignment system 1 may include executing the consignment, and may also include driving to a collection location and driving from a delivery location to a location outside service such as a home for the carrier. Information related to the route that will be driven by the vehicle can also be determined in other ways, such as when a user provides that information directly to the system, such as with a conveyor device 30. In additional modalities, the determination to enable and / or disable autonomous driving can be done in real time based on the location and current conditions on the road traveled by the vehicle.
[00113] Other data can also be used when autonomous driving of the vehicle is enabled or disabled. For example, the system can use vehicle-related information, such as the components in the vehicle and the weight of the freight carried by the vehicle. The autonomous vehicle or carrier device 30 computing system can use this information to adjust driving behavior. For example, a vehicle with weaker brakes or greater freight weight may need a longer distance to stop or may be adjusted to drive at lower speeds. To check the accuracy of this information, the vehicle can determine whether data from
Petition 870190093177, of 09/18/2019, p. 86/129
82/110 sensors (such as those described in this document) are consistent with those components, such as checking that the vehicle's weight is consistent with expectations. The acceleration of the vehicle that results from a known accelerator or braking output may be dependent on the characteristics of the vehicle and the weight of the freight. If the sensor data is different from what would be expected from the information received, the system can disable autonomous driving until it determines that the expected data and the measured data are substantially matched. In one example, the autonomous driving feature can be enabled only for use related to shipments organized through the shipping system 1, to ensure that sufficient data regarding the route, vehicle and freight are available.
[00114] Furthermore, in variations, autonomous driving of the vehicle may be restricted in other situations. For example, the autonomous driving feature may be restricted if the cost of insurance or coverage for the vehicle and / or the freight that is carried by the vehicle has not been confirmed by the referral system 1. In another example, the autonomous driving feature it can also be restricted until the shipping system 1 confirms that the autonomous driving software has been updated (for example, based on comparison of previous version (or versions) of software with the latest version
Petition 870190093177, of 09/18/2019, p. 87/129
83/110 updated). In addition, the autonomous driving feature can also be restricted until the shipping system 1 confirms that the autonomous driving software has access to current road data and weather conditions. Other data may also be required for autonomous driving.
[00115] In one embodiment, a computer-implemented method of organizing freight shipments by a carrier can be provided. At least one shipping order that comprises a collection location, delivery location, collection time and delivery time can be received (for example, by a shipping system 1). One or more trucks capable of executing the shipment order can then be identified based on at least the capacity of the trucks to execute the shipment order while driving autonomously for at least a portion of the shipment. The shipment order can be transmitted to one or more operators of the one or more trucks capable of executing the shipment order. Each of these steps can be performed programmatically by a computing system that comprises one or more computing devices.
[00116] In an example of the modality, the capacity of trucks to execute a shipment order can be based at least on the expected future location of the truck, achieved through autonomous driving of the truck,
Petition 870190093177, of 09/18/2019, p. 88/129
84/110 related to the execution of a previous shipment order. This may include a change in the truck's autonomous driving speed while executing or returning from the previous shipment order.
[00117] In an additional example of the modality, the trucks' ability to execute a shipment order is based at least on a driver's availability. The driver's availability can be determined according to the number of hours the driver has recently spent in one or more service situations that include at least one in and out of service, or other factors.
[00118] In an additional example, one or more recommended routes for executing the shipping order can be transmitted, for example from the shipping system to a carrier device. An estimated non-autonomous driving time on one or more of the recommended routes can also be transmitted. Portions of a route that require non-autonomous driving can be determined based on at least one of the lane marking visibility, the presence of a shoulder to park, nearby GPS stations and local autonomous driving regulations. Itineraries for one or more recommended routes can also be transmitted, and the itineraries may include a place and time to stop to perform at least one of refueling, feeding or not.
Petition 870190093177, of 09/18/2019, p. 89/129
85/110 be in service.
[00119] Still in addition, a plurality of suggested routes or itineraries can be transmitted and a choice between the routes or itineraries can be requested. A choice can then be received, and future suggested routes or itineraries can be adjusted based on the choice received.
[00120] In an additional example, the autonomous driving of a truck can be activated to execute the shipment order after receiving an order acceptance from the carrier.
[00121] In another embodiment, a method implemented by computer to provide insurance for an autonomous vehicle and freight transport can be executed programmatically by a computer system comprising one or more computer devices. A potential driving plan for the autonomous vehicle and freight transport can be received. The potential driving plan may include a collection time, a collection location, a delivery time and a delivery location. At least one of a current situation and historical data for one or more mechanical components of the autonomous vehicle can also be received. An insurance cost for damages related to autonomous driving of the autonomous vehicle and freight transport while executing at least the driving plan can be transmitted.
Petition 870190093177, of 09/18/2019, p. 90/129
86/110 [00122] In an example of the modality, an estimated amount of freight to be transported by the autonomous vehicle while executing the driving plan can also be received. Similarly, a level of insurance requested for freight to be carried by the autonomous vehicle while executing the driving plan can also be received.
[00123] In an additional example, damage may include damage to freight.
[00124] In an additional example, the autonomous driving of the autonomous vehicle to execute the driving plan can be prevented until the insurance cost is accepted.
[00125] In an additional example, an autonomous vehicle's behavior while executing the driving plan can be controlled to reduce a risk of damage while executing the driving plan.
[00126] In an additional example, data produced during the most recent autonomous driving of the autonomous vehicle can be received and used to determine the cost of insurance. This data can optionally be required before the step of transmitting an insurance cost. Extended historical data on the driving behavior of the autonomous vehicle or an operator of the autonomous vehicle can also be received and used in a similar way.
[00127] In an additional example, the insurance cost may include insurance for damages related to driving
Petition 870190093177, of 09/18/2019, p. 91/129
87/110 autonomous vehicle for an extended period of time.
[00128] In another embodiment, the method implemented by computer to adjust the driving behavior of a vehicle in freight transport can be executed programmatically by a computer system that comprises one or more computer devices. A set of route requirements comprising at least one delivery location and a delivery time for freight can be received. A set of route preference features that comprise at least one of current fuel price estimates at a plurality of stations and restaurant locations can also be received. One or more suggested routes for autonomous driving that meet route requirements and optimize route preference characteristics can be transmitted. Suggested routes may include a driving route and at least one stopping time and place before delivery.
[00129] In an example of the modality, the vehicle may be an autonomous vehicle, and the suggested routes may include an autonomous driving route. A plurality of suggested routes for autonomous driving that meet route requirements and optimize route preference characteristics can be transmitted. A route selected for autonomous driving from the plurality of suggested routes can be
Petition 870190093177, of 09/18/2019, p. 92/129
88/110 received. Furthermore, the autonomous driving of a freight vehicle can be prevented until a route for autonomous driving
is selected. 0 vehicle freight can be conducted autonomously according to selected route for driving autonomous. [00130] In a example additional, Those methods can
be carried out while the freight is carried by the autonomous vehicle while driving autonomously.
[00131] In additional examples, the set of route preference features may additionally include truck stop locations and / or at least one of the lane marking visibility, the presence of a shoulder to park, nearby GPS stations and local autonomous driving regulations.
[00132] In an additional example, it can be determined that the one or more suggested routes can be completed by a driver of the vehicle without violating time limits in service.
[00133] In an additional example, optimizing route preference characteristics can include at least one among reducing expected fuel costs and expected maintenance costs that result from autonomous driving on the route.
[00134] In an additional example, an autonomous driving speed can be adjusted to reduce at least
Petition 870190093177, of 09/18/2019, p. 93/129
89/110 one of the expected fuel costs and expected maintenance costs that result from autonomous driving on the route while also maintaining an expected delivery time in the delivery time.
[00135] In an additional example, optimizing route preference characteristics may include optimizing one or more restaurant choices available to a driver at a stop.
[00136] In an additional example, a route selected for autonomous driving that includes a stop at a restaurant can be received. The set of route preference features can then be adjusted to favor similar restaurants.
[00137] In an additional example, an expected cost difference to stop at a given restaurant and meet delivery time using autonomous driving can be conveyed.
[00138] In another embodiment, a method for alerting a driver of an autonomous vehicle to prepare to drive can be provided. A vehicle that carries at least one human being can be driven independently. An imminent required end of autonomous driving can be determined, and the human being can be alerted of the imminent required end of autonomous driving in advance of the required end of autonomous driving.
Petition 870190093177, of 09/18/2019, p. 94/129
90/110 [00139] In an example of the modality, the imminent required end of autonomous driving can be determined based on an imminent entry into an area with regulations against autonomous driving, an imminent arrival at a delivery location, an imminent exhaustion of fuel or arrival at a refueling station, potentially unsafe road conditions recognized by sensors in the autonomous vehicle and / or data received from an external source that indicate potentially unsafe road conditions.
[00140] In an additional example, the alert can be provided less than five minutes before the required end of autonomous driving and / or more than one minute before the required end of autonomous driving. The alert can be provided with the use of a device used close to the body by the human being, with a brief and sudden change in movement of the autonomous vehicle sufficient to be felt by the human being, but not sufficient to substantially affect the movement of the vehicle in relation other vehicles nearby, or by other resources.
[00141] In another embodiment, a computer-implemented method to organize freight shipment can be executed programmatically by a computer system comprising one or more computer devices. The situation of one or more trucks potentially capable of completing
Petition 870190093177, of 09/18/2019, p. 95/129
91/110 a referral request can be received. One or more shipping orders that comprise a collection location, delivery location, collection time and delivery time can also be received. An estimated cost to complete the one or more shipping orders based on at least the situation of the one or more trucks potentially capable of completing a shipping order can then be determined. An immediate response can be sent to the one or more shipping orders with a price to complete the shipping order.
[00142] In an example of the modality, a truck's ability to reach the collection site at the time of collection based on autonomous truck driving can be determined.
[00143] In an additional example, an immediate response can be sent to the one or more shipping orders with a suggested modified shipping order that includes at least one of a suggested alternative collection time and a suggested alternative delivery time. The suggested modified shipping order may include a reduced price to complete the modified shipping order.
[00144] In an additional example, the estimated cost can be determined based on a plurality of trucks cooperatively completing the shipment order. Trucks can cooperatively complete the shipment order using a relay system. If the request
Petition 870190093177, of 09/18/2019, p. 96/129
92/110 consignment was transported by a single truck, the single truck might not be able to execute the consignment and return to the collection site on the same day under applicable regulations and available driving speeds. However, in the relay system, each truck (or at least one truck) can optionally be provided with sufficient time to return to its collection location or home location on the same day.
[00145] Similarly, if the shipment order was transported by a single truck, the single truck might not be able to execute the shipment order without stopping to rest under applicable regulations and available driving speeds. In the relay system, the shipment order can optionally be executed without a truck stopping to rest while executing the shipment order.
[00146] In an additional example, the estimated cost can be determined based on at least an expected fuel efficiency while driving autonomously and / or an expected wear and tear on a truck while driving autonomously.
[00147] In another modality, the method implemented by computer to monitor and control the expected arrival time of a shipment of freight by a shipper can be executed programmatically by a computer system that
Petition 870190093177, of 09/18/2019, p. 97/129
93/110 comprises one or more computer devices. A current location of a freight transport vehicle can be received, and an expected arrival time of the freight transport vehicle at a delivery location can be determined based on at least the current location. It can also be determined whether the expected arrival time is different from a scheduled arrival time. An alert can be provided to a freight recipient if the expected arrival time differs from the scheduled time.
[00148] In an example of the modality, the vehicle can be an autonomous vehicle, and the expected arrival time can be determined based on at least the autonomous driving expected of the autonomous vehicle. A change in cost to change the expected arrival time to the scheduled arrival time can also optionally be determined by adjusting the behavior of the autonomous vehicle, and an offer can be made to adjust the behavior of the autonomous vehicle to change the time expected arrival time for the scheduled arrival time. Based on this, or other criteria, the behavior of the autonomous vehicle can be adjusted to arrive at the scheduled arrival time.
[00149] In another embodiment, a method implemented by computer to monitor and control the expected arrival time of a shipment of freight by a shipper can be provided. A request to change an arrival time
Petition 870190093177, of 09/18/2019, p. 98/129
94/110 scheduled of a vehicle in freight transport to a new scheduled arrival time can be received, and an expected change in cost to change the behavior of one or more vehicles for the shipment to arrive at the new scheduled arrival time can be determined . An acceptance of the expected cost change can be received, and the behavior of one or more vehicles can be adjusted to arrive at the new scheduled arrival time.
[00150] In an example of the modality, at least one of the one or more vehicles can be an autonomous vehicle, and the autonomous driving behavior of at least one autonomous vehicle can be adjusted. Similarly, the behavior of a plurality of vehicles operating on a relay to transport freight can be adjusted,
in so that O freight arrive at new time arrival programmed. [00151] In another modality, a method for increase The capacity in an fleet of conveyor noun— > can be provided. An fleet of vehicles freestanding Can be
operated in a speed profile optimized for cost efficiency while moving freight. It can be determined that a set of freight shipments to be transported by the fleet requires a transport capacity greater than the fleet's capacity when operating at the optimized speed profile. The behavior of the autonomous freight vehicle fleet may
Petition 870190093177, of 09/18/2019, p. 99/129
95/110 be set to operate at a speed profile higher than the optimized speed profile so that sufficient capacity is produced to meet the required transport capacity.
[00152] In an example of the modality, the fleet can operate with one or more relays.
[00153] In an additional example, cost efficiency can account for fuel efficiency and / or wear and tear on freight vehicles.
[00154] In an additional example, a change in cost brought about by an adjustment in driving behavior necessary to produce sufficient capacity to transport an additional shipment can be determined, and a price to transport the additional shipment can optionally be offered on the basis of at least in the determined change in cost.
[00155] In another modality, a method to optimize the autonomous driving efficiency of a freight vehicle is provided. A fuel efficiency profile of a freight vehicle using at least sensors in the freight vehicle can be determined, along with a current location of the freight vehicle. Freight vehicle autonomous driving behavior can be adjusted to arrive at a delivery location for freight carried by the freight vehicle for a predetermined delivery time while optimizing efficiency
Petition 870190093177, of 09/18/2019, p. 100/129
96/110 of fuel.
[00156] In an example of the modality, an estimated wear and tear profile of a freight vehicle can also be determined, and an estimated wear and tear of the freight vehicle
freight can also be optimized when adjusting the
autonomous driving behavior.
[00157] In an additional example, data regarding
at least one of the conditions of traffic and conditions
can be received, and autonomous driving behavior can also be adjusted to account for at least
least one of the conditions of traffic and conditions
climate change. At least one of the traffic and weather conditions can optionally be detected by a sensor on the freight vehicle and / or be received from outside the freight vehicle.
[00158] In an additional example, an expected time when refueling will be required before reaching the delivery location can be determined, and driving behavior
stand-alone can be adjusted to count time
spent on refueling. A place to refuel can also optionally be determined. A time
expected in that refueling will be required can,
optionally be determined using expected autonomous driving behavior and fuel efficiency
associated. The efficiency profile of fuel can be
Petition 870190093177, of 09/18/2019, p. 101/129
97/110 determined using a freight weight carried by the freight vehicle, and the weight of freight transported by the freight vehicle can be determined using sensors that measure the dynamic response of various portions of the freight vehicle during movement .
[00159] In an additional example, autonomous driving behavior can also be adjusted to account for a need to stop due to driver time limits.
[00160] In another embodiment, a method to limit the autonomous driving of a vehicle can be provided. A route for autonomous driving of a vehicle can be approved, and autonomous driving of the vehicle can be prevented until the route is approved. In addition, autonomous driving of the vehicle can also optionally be prevented until the route is approved even if autonomous driving on the route is already considered safe.
[00161] In another embodiment, a method for limiting the autonomous driving of a vehicle to routes approved for autonomous driving can be provided. The suitability of a shipping plan under autonomous driving can be verified by comparing the shipping plan to road conditions. The shipping plan can include at least one collection location and one delivery location. Autonomous driving of the vehicle to execute the delivery plan can be prevented until
Petition 870190093177, of 09/18/2019, p. 102/129
98/110 adequacy of the consignment plan under autonomous driving has been verified.
[00162] In an example of the modality, verification of the adequacy of a remittance plan under autonomous driving may require verification of the security of the remittance plan under autonomous driving. Verifying the security of the consignment plan under autonomous driving may optionally require verifying that a vehicle designated to execute the consignment plan is capable of safely moving a freight weight under the consignment plan. The shipping plan can include a route and it can be verified that the vehicle designated to execute the shipping plan is able to safely move the weight by comparing the vehicle's capacity, weight, and one or more up and down sections. on the route. The safety of the consignment plan under autonomous driving may also depend on verification so that the components of a vehicle designated to execute the consignment plan are unlikely to fail while executing the consignment plan.
[00163] In an additional example, checking the suitability of the consignment plan under autonomous driving can use one or more features of a route particularly relevant to the safety of autonomous driving. One or more features of the route particularly relevant to the safety of autonomous driving may include lane marking visibility, the width of a shoulder and the
Petition 870190093177, of 09/18/2019, p. 103/129
99/110 availability of GPS stations.
[00164] In an additional example, checking the security of the consignment plan under autonomous driving may include verifying that the clearances along the route are high enough for a vehicle designated to execute the consignment plan to pass safely.
[00165] In an additional example, the shipping plan may include a collection time and a delivery time and verifying the security of the shipping plan under autonomous driving may include verifying that a speed required to execute the shipping plan is within safe levels. The safe levels can be different for different portions of the route and / or be adjusted according to a freight weight to be transported under the delivery plan.
[00166] In an additional example, the route associated with the shipping plan can be tested under autonomous driving and the autonomous driving of the vehicle on the route can be prevented before testing.
[00167] In an additional example, checking the suitability of a consignment plan under autonomous driving may include verifying that a combined freight weight of the consignment plan and a vehicle designated to execute the consignment plan are within a predetermined limit .
[00168] In an additional example, autonomous driving of the vehicle may be allowed after the adjustment of the
Petition 870190093177, of 09/18/2019, p. 104/129
100/110 consignment under autonomous driving has been verified.
[00169] In another embodiment, a method to ensure that characteristics of a freight vehicle are known to the autonomous driving software of the freight vehicle can be provided. Autonomous driving of the freight vehicle may be restricted until at least one indicated freight weight carried by the freight vehicle has been received.
[00170] In an example of the modality, a freight weight to be transported by the freight vehicle can be received. The weight received from freight to be transported by the freight vehicle can be compared to data collected by sensors in the freight vehicle indicative of the freight weight transported by the freight vehicle. The collected data may reflect a dynamic response of the vehicle during movement that is indicative of the freight weight carried by the freight vehicle. The autonomous driving of the freight vehicle can optionally be ended if the weight received from freight to be transported by the vehicle is different from the freight weight indicated by the data collected by the sensors.
[00171] In an additional example, the weight received from freight to be transported by the freight vehicle can be compared to data collected by weighing station sensors, and similar actions can be taken in response.
[00172] In another embodiment, a method for ensuring that autonomous driving software data from a vehicle
Petition 870190093177, of 09/18/2019, p. 105/129
101/110 standalone have been updated can be provided. Autonomous driving of the autonomous vehicle may be restricted if the vehicle has not received an autonomous driving software data update. The software data update may include a software update and / or updated data relevant to autonomous driving that includes at least one of the road conditions and driving regulations.
[00173] In another modality, a method to ensure that autonomous driving of a freight vehicle is covered by insurance can be provided. The autonomous driving of the freight vehicle may be restricted until the insurance verification of at least one of the freight and freight vehicles carried by the freight vehicle has been received. In an example of the modality, the insurance verification can be requested by a third party, and the verification can be received.
[00174] In another embodiment, a method implemented by computer to report autonomous driving activity can be executed programmatically by a computer system that comprises one or more computer devices. The time and duration of autonomous driving of a vehicle, and the time and duration of autonomous driving of a vehicle can be recorded. Data regarding autonomous driving times and durations of the vehicle and non-autonomous driving of the vehicle can be
Petition 870190093177, of 09/18/2019, p. 106/129
102/110 transmitted to confirm that times and durations are in compliance with time limit requirements in service.
[00175] In an example of the modality, a human operator can be notified when a limit is approaching based on the time limit requirements in service.
[00176] In an additional example, a human operator of the vehicle may be notified that a delivery plan that is executed by the vehicle cannot be completed with the current human operator under the time limit requirements in service without the current human operator have time off.
[00177] In an additional example, a suggested time off location based on at least the recorded times and durations, the time limit requirements in service and a shipping plan that is performed by the vehicle, can be indicated to an operator human.
[00178] In an additional example, times that a human operator of the vehicle is in service and the vehicle is not being driven can be recorded separately.
[00179] In another embodiment, a method implemented by computer to record the activities of a human operator on board a freight vehicle can be executed programmatically by a computer system that comprises one or more computer devices. A designated human operator of the freight vehicle can be identified
Petition 870190093177, of 09/18/2019, p. 107/129
103/110 and times when the freight vehicle is driven completely autonomously under the supervision of the designated human operator can be recorded. Recorded times when the freight vehicle is driven completely autonomously can be transmitted to a third party.
[00180] In an example of the modality, the times when the freight vehicle is driven while the designated human operator is in the driver's seat can be recorded separately. Similarly, the times when the freight vehicle is driven while the designated human operator is in the bunk can also be recorded separately. Similarly, the times when the freight vehicle is driven autonomously while the designated human operator is in a position to take control of the vehicle can be recorded separately.
[00181] In an additional example, the designated human operator can be notified when it approaches a limit based on time limit requirements in service and / or if a shipping plan that is performed by the freight vehicle cannot be completed under the designated human operator under time limit requirements without the designated human operator having time off.
[00182] In an additional example, a suggested time-out location based on at least recorded times, in-service time limit requirements and a work plan
Petition 870190093177, of 09/18/2019, p. 108/129
104/110 consignment that is performed by the freight vehicle can be indicated to a human operator.
[00183] In an additional example, the recorded times can be transmitted automatically from the freight vehicle while driving the freight vehicle, when the freight vehicle is stopped at a weighing station.
[00184] In an additional example, times when the human operator is in service and the vehicle is not being driven can be recorded separately.
[00185] In another embodiment, a method for detecting and reporting various characteristics of a freight vehicle can be provided. A freight weight carried by the freight vehicle can be estimated using sensors that measure the dynamic response of various portions of the freight vehicle during movement. The estimated weight can be transmitted to a weighing station system configured to verify that the weight of a freight vehicle is within predetermined limits.
[00186] In an example of the modality, times spent in service by a human being designated to operate the freight vehicle can be detected (for example, with sensors in the vehicle or in the human device), and data representative of the times spent in service by the human being can be transmitted to a system configured to verify that the human spent time in
Petition 870190093177, of 09/18/2019, p. 109/129
105/110 service is within predetermined limits.
[00187] In an additional example, a situation of one or more mechanical components of the freight vehicle can be assessed using sensors that measure the dynamic response of various portions of the freight vehicle during movement. Data representative of the status of the one or more mechanical components of the freight vehicle can be transmitted to a system configured to verify the mechanical safety of the freight vehicle.
[00188] In another embodiment, a method for detecting the length of stay of a freight vehicle can be performed programmatically by a computer system comprising one or more computer devices. A freight vehicle location can be measured to determine that the freight vehicle is at one of a collection location or a delivery location. An amount of time that the freight vehicle remains at the collection or delivery location can be determined. A movement of the freight vehicle away from the collection or delivery location can be measured.
[00189] In an example of the modality, measurement of the location can be done with a GPS sensor. Similarly, motion measurement can also be done with a GPS sensor.
[00190] In an additional example, motion measurement can be done by measuring the motor activity of the
Petition 870190093177, of 09/18/2019, p. 110/129
106/110 freight vehicle.
[00191] In an additional example, a shipper may be automatically charged for the amount of time the freight vehicle spent at the collection or delivery location. This may include adding the fee to the price of a shipment associated with the collection location and delivery location.
[00192] Many other variations in the methods and systems described in this document will be evident from this disclosure. For example, depending on the modality, certain actions, events or functions of any of the algorithms described in this document, can be executed in a different sequence, can be added, merged or deleted completely (for example, not all the actions or events described necessary for the practice of the algorithms). In addition, in certain modalities, actions or events can be executed concurrently, for example, through processing of multiple executions, interrupted processing or multiple processors or processor cores or in other parallel architectures, instead of sequentially. In addition, different tasks or processes can be performed by different machines and / or computer systems that can work together.
[00193] The various algorithm steps described in connection with the modalities revealed in this document
Petition 870190093177, of 09/18/2019, p. 111/129
107/110 can be implemented as electronic hardware, computer software or combinations of both. To clearly illustrate this interchangeability of hardware and software, several illustrative steps have been described above, in general, in terms of their functionality. Whether such functionality is implemented as hardware, or software depends on the particular application and design restrictions imposed on the system in general. The described functionality can be implemented in a variety of ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the disclosure.
[00194] The various stages, components and illustrative computer systems (such as devices, databases, interfaces and mechanisms) described in connection with the modalities disclosed in this document can be implemented or performed by a machine, such as a processor. general purpose, a digital bell processor (DSP), an application specific integrated circuit (ASIC), an array of field programmable ports (FPGA) or other programmable logic device, distinct port or transistor logic, distinct hardware components or any combination thereof designed to perform the functions described in this document. A general purpose processor can be a microprocessor, but in the alternative, the processor can be a controller,
Petition 870190093177, of 09/18/2019, p. 112/129
108/110 microcontroller or state machine, combinations thereof, or similar. A processor can also be implemented as a combination of computer devices, for example, a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other similar configuration. Although described in this document primarily with respect to digital technology, a processor may also include primarily analog components. A computing environment can include any type of computer system, which includes, but is not limited to, a microprocessor-based computer system, a mainframe-type computer, a digital bell processor, a portable computer device, a personal organizer , a device driver and a computational mechanism inside a device, to name a few.
[00195] The steps of a method, process or algorithm, and database used in said steps, described in connection with the modalities disclosed in this document can be directly incorporated into hardware, in a software module executed by a processor , or a combination of the two. A software module, engine and associated databases can reside in memory resources such as RAM, flash memory, ROM memory, EPROM memory,
Petition 870190093177, of 09/18/2019, p. 113/129
109/110 EEPROM memory, registers, hard disk, removable disk, CD-ROM, or any other form of medium, non-transitory computer storage media or physical computer storage media known in the art. An exemplary storage medium can be coupled to the processor so that the processor can read information from, and write information to, the storage medium. Alternatively, the storage medium can be integrated with the processor. The processor and storage medium can reside in an ASIC. The ASIC can reside on a user terminal. Alternatively, the processor and the storage medium can reside as separate components in a user terminal.
[00196] Conditional language used in this document, as, among others, can, could, for example, and the like, unless specifically stated otherwise, or otherwise understood within the context as used, is intended, in general, to communicate that certain modalities include, while other modalities do not include, certain resources, elements and / or states. Thus, such conditional language, in general, is not intended to imply that resources, elements and / or states are in any way required for one or more modalities or that one or more modalities necessarily include logic to decide, with or without input or stimulus of the author, if these resources,
Petition 870190093177, of 09/18/2019, p. 114/129
110/110 elements and / or states are included or must be executed
in any modality particular. The terms what understands, which includes, that has, and similar are synonyms and are used in inclusive way, in a form unrestricted, and do not exclude elements, resources, actions,
additional operations and so on. In addition, the term is either used in its inclusive sense (and not in its exclusive sense) so that when used, for example, to connect a list of elements, the term or means one, some or all of the elements in the list .
[00197] Although the detailed description above has shown, described, and highlighted innovative features as applied to various modalities, it will be understood that various omissions, substitutions and changes in the shape and details of the illustrated devices or algorithms can be made without departing from the spirit of revelation. As will be recognized, certain embodiments of the inventions described in this document can be incorporated into a form that does not provide all of the features and benefits presented in this document, since some features can be used or practiced separately from others.

权利要求:
Claims (19)
[1]
1. Method implemented by computer to coordinate LTL (less-than-truckload) shipments, the method being characterized by the fact that it is executed by a computer system and by understanding:
receiving, from a first computer device, data corresponding to a new LTL-type shipping order, data comprising a collection location, a delivery location, a collection time and a delivery time;
identify, from the access to a database, one or more trucks that are designated for a current LTL type shipment and are competent to execute the new LTL type shipment while also completing the respective current LTL type shipment; and transmitting a message corresponding to an invitation to execute the new LTL-type shipment to one or more computing operator devices of the one or more competent trucks identified.
[2]
2. Method, according to claim 1, characterized by the fact of identifying the one or more trucks is based, at least in part, on an expected duration of autonomous driving time by the respective truck of the one or more trucks.
[3]
3. Method, according to claim 2, characterized by the fact that the expected duration of time
Petition 870190070055, of 07/23/2019, p. 26/35
2/7 autonomous driving of the respective truck is at a faster speed than the average autonomous driving speed of the respective truck without the execution of the new LTL type loading.
[4]
4. Method, according to claim 1, characterized by the fact that the identification of one or more trucks is based on a size or weight of the respective current LTL type consignment of one or more trucks.
[5]
5. Method, according to claim 1, characterized by the fact that it additionally comprises:
determine an autonomous driving route, of a first truck of the one or more trucks, that is assigned to execute the new LTL type shipment after accepting the invitation.
[6]
6. Computer-implemented method to organize freight shipments by a carrier, the method being characterized by the fact that it is performed by a computer system and by understanding:
receive, from a plurality of computer devices through one or more networks, a set of data corresponding each to a shipping order and each comprising a collection place, a delivery place, a collection time and a collection time delivery for the respective shipment order;
Petition 870190070055, of 07/23/2019, p. 27/35
3 / Ί identify, by accessing a database, a plurality of trucks available to carry out shipment orders, each truck being associated with data that indicates availability during a specified period of time and being associated with a place of departure ;
assigning shipment requests to the plurality of trucks so that each shipment is carried out by a respective truck, and each truck returns to its respective place of departure at the end of the specified period of time; and providing, through one or more networks, a set of control signals to a conveyor device associated with one or more of the plurality of trucks to control the autonomous driving of the one or more trucks to execute the respective assigned shipping orders.
[7]
7. Method according to claim 6, characterized by the fact that it further comprises determining that shipping orders can be executed using only a subset of the plurality of trucks, such that one or more of the plurality of trucks are excess trucks .
[8]
8. Method, according to claim 7, characterized in that it additionally comprises the supply, through one or more networks, of a set of control signals to an associated conveyor device
Petition 870190070055, of 07/23/2019, p. 28/35 to one or more trucks in excess to control the autonomous driving of one or more trucks in excess to reach their starting locations before the end of the specified length of time.
[9]
9. Method according to claim 7, characterized in that it additionally comprises providing, through one or more networks, a set of control signals for a conveyor device associated with one or more of the plurality of trucks to reduce a speed of autonomous driving of one or more trucks to improve efficiency in such a way that at least one of the excess trucks is no longer in surplus.
[10]
10. Method, according to claim 7, characterized by the fact that the trucks that execute the respective assigned shipping orders have a greater efficiency than that of the excess trucks.
[11]
11. Method, according to claim 10, characterized by the fact that the highest efficiency comprises a higher fuel efficiency.
[12]
12. Method, according to claim 10, characterized by the fact that the highest efficiency comprises a lower cost for a driver in the truck.
[13]
13. Computer readable non-transitory medium that stores instructions, characterized by the fact that when executed by one or more processors of a
Petition 870190070055, of 07/23/2019, p. 29/35
5 / Ί computer, results in the computer system:
receive, from a plurality of computer devices, on one or more networks, a set of data each corresponding to a shipping order and each comprising a collection location, a delivery location, a collection time and a delivery time for the respective shipping order;
identify, by accessing a database, a plurality of trucks available to carry out shipment orders, with each truck associated with data indicating availability during a specified period of time and being associated with a place of departure;
assigning shipment orders to the plurality of trucks, so that each shipment is carried out by a respective truck, and each truck returns to its respective place of departure at the end of the specified period of time; and providing, through one or more networks, a set of control signals to a conveyor device associated with one or more of the plurality of trucks to control the autonomous driving of one or more trucks to execute the respective assigned shipping orders.
[14]
14. Computer readable non-transitory medium, according to claim 13, characterized by the fact that the instructions make the computer system
Petition 870190070055, of 07/23/2019, p. 30/35
6 / Ί determine that shipment requests can be executed using only a subset of the plurality of trucks, so that one or more of the plurality of trucks are excess trucks.
[15]
15. Computer readable non-transitory medium, according to claim 14, characterized by the fact that the instructions cause the computer system to supply, in one or more networks, a set of control signals to a transport device associated with one or more of the excess trucks to control the autonomous driving of one or more excess trucks to reach their starting locations before the end of their specified time periods.
[16]
16. Computer readable non-transitory medium according to claim 14, characterized by the fact that the instructions cause the computer system to supply, through one or more networks, a set of control signals to an associated transport device to one or more of the plurality of trucks to reduce the autonomous driving speed of one or more trucks to improve efficiency in such a way that at least one of the excess trucks is no longer in surplus.
[17]
17. Computer readable non-transitory medium, according to claim 14, characterized by the fact that the trucks that execute the respective orders for
Petition 870190070055, of 07/23/2019, p. 31/35
7/7 consignments are more efficient than excess trucks.
[18]
18. Computer readable non-transitory medium according to claim 17, characterized by the fact that greater efficiency comprises greater fuel efficiency.
[19]
19. Computer readable non-transitory medium, according to claim 17, characterized by the fact that greater efficiency comprises a lower cost for a driver in the truck.

类似技术:

---

公开号 | 公开日 | 专利标题

---

BR112019015176A2|2020-03-24|SYSTEMS FOR ROUTING AND CONTROL OF VEHICLES FOR FREIGHT

---

US9818302B2|2017-11-14|Vehicle fleet work order management system

---

US10101164B2|2018-10-16|Route optimization system and methods of use thereof

---

US10787133B2|2020-09-29|Digital vehicle tag and method of integration in vehicle allocation system

---

ES2546211T3|2015-09-21|Traffic planning system

---

US20150081362A1|2015-03-19|Context-aware distributive taxi cab dispatching

---

CN102859323A|2013-01-02|Vehicle route selection based on energy usage

---

US20190087778A1|2019-03-21|Dynamic Load Matching Engine Methods and Systems

---

AU2010228119A1|2011-10-13|Improvements relating to efficient transport

---

US20190072398A1|2019-03-07|Navigation using multiple user trip plan integration

---

JP2008174344A|2008-07-31|Vehicle delivery system

---

US20150248638A1|2015-09-03|Methods and arrangement for freight transportation management

---

CN112906949A|2021-06-04|Route planning method and device, electronic equipment and readable storage medium

---

US20210132616A1|2021-05-06|Vehicle control system and method

---

US20200074575A1|2020-03-05|Vehicle control system and methods

---

Williams et al.2017|Transportation planning implications of automated/connected vehicles on Texas highways.

---

CN113168663A|2021-07-23|Multi-destination trip for autonomous vehicles

---

CN110322188A|2019-10-11|Utilize logistics distribution path providing method and its server of future traffic information

---

US20200394569A1|2020-12-17|Transportation device sharing system

---

US20190026695A1|2019-01-24|System and method for arranging transport via a vehicle travelling from an origin to a destination using multiple operators

---

JP2008174343A|2008-07-31|Vehicle delivery system

---

US11068832B1|2021-07-20|System and method for identifying freight capacity

---

US20210095983A1|2021-04-01|Method and system for reducing the environmental pollution due to a transport route

---

Mollaghasemi et al.2018|Enhancement Of Cross-Town Improvement Project | Drayage Optimization Proof Of Concept-Los Angeles/Long Beach, California

---

CN111105280A|2020-05-05|Method, device, system and storable medium for vehicle sharing

同族专利:

---

公开号 | 公开日

---

US20210248555A1|2021-08-12|

---

US20180211217A1|2018-07-26|

---

US20180211218A1|2018-07-26|

---

US10896401B2|2021-01-19|

---

CA3055309A1|2018-07-26|

---

WO2018136179A1|2018-07-26|

---

AU2017394866A1|2019-08-22|

---

CN110447045A|2019-11-12|

---

US10977604B2|2021-04-13|

引用文献:

---

公开号 | 申请日 | 公开日 | 申请人 | 专利标题

---

---

DE2332361C3|1973-06-26|1980-08-28|Kienzle Apparate Gmbh, 7730 Villingen-Schwenningen|Electronic taximeter for line taxi system|

---

US6748318B1|1993-05-18|2004-06-08|Arrivalstar, Inc.|Advanced notification systems and methods utilizing a computer network|

---

AU2291195A|1994-04-12|1995-10-30|Qualcomm Incorporated|Method and apparatus for freight transportation using a satellite navigation system|

---

US6879962B1|1998-05-24|2005-04-12|Joseph D. Smith|Logistics system and method|

---

US20020194129A1|1999-04-08|2002-12-19|Hitachi, Ltd.|IC card reader/writer|

---

US6591253B1|1999-12-17|2003-07-08|International Business Machines Corporation|Method and system for real time pricing of fine-grained resource purchases|

---

US8271316B2|1999-12-17|2012-09-18|Buzzmetrics Ltd|Consumer to business data capturing system|

---

US6516056B1|2000-01-07|2003-02-04|Vesta Corporation|Fraud prevention system and method|

---

WO2001086492A1|2000-05-05|2001-11-15|Abm Industries Pty. Ltd.|End user to mobile service provider message exchange system based on proximity|

---

US6411897B1|2000-07-10|2002-06-25|Iap Intermodal, Llc|Method to schedule a vehicle in real-time to transport freight and passengers|

---

AU8299501A|2000-07-28|2002-02-13|Union Carbide Chem Plastic|Transport logistics systems and methods|

---

KR20000063909A|2000-08-10|2000-11-06|기준성|System For Processing Transportation Information Using Communication Network And Method Thereof|

---

US20020034292A1|2000-08-22|2002-03-21|Tuoriniemi Veijo M.|System and a method to match demand and supply based on geographical location derived from a positioning system|

---

JP3416635B2|2000-10-13|2003-06-16|イー・トラック株式会社|Vehicle dispatching service providing system and vehicle dispatching planning system|

---

US7552063B1|2000-11-03|2009-06-23|Quality Data Management, Inc.|Physician office viewpoint survey system and method|

---

CA2327210A1|2000-12-01|2002-06-01|Accu-Star Systems, Inc.|System and method for facilitating shipment transaction, creation and monitoring|

---

US6456207B1|2001-02-20|2002-09-24|John Yen|Intelligent taxi total service system|

---

US20020138338A1|2001-03-23|2002-09-26|Trauth Gregory L.|Customer complaint alert system and method|

---

US7542993B2|2001-05-10|2009-06-02|Equifax, Inc.|Systems and methods for notifying a consumer of changes made to a credit report|

---

US20020188517A1|2001-06-07|2002-12-12|International Business Machiness Corporation|Using a communications network in arranging shipment of goods according to a buyer's preferences|

---

US7353181B2|2001-08-15|2008-04-01|Hewlett-Packard Development Company, L.P.|Allocating freight haulage jobs|

---

JPWO2003027618A1|2001-09-20|2005-01-06|松下電器産業株式会社|Guidance system, guidance device, and wireless device for communicating with the guidance device|

---

GB0126809D0|2001-11-07|2002-01-02|Isaac Stephen J|A car-sharing system|

---

WO2004013733A2|2002-08-02|2004-02-12|Limoq, Inc.|Method, system and apparatus for providing transportation services|

---

KR20040050957A|2002-12-11|2004-06-18|씨엔씨엔터프라이즈 주식회사|Terminal for collecting taxi fare and providing additional services|

---

GB0302886D0|2003-02-07|2003-03-12|Faith Jonathan D|Transportation ordering system|

---

US20040158483A1|2003-02-10|2004-08-12|Lecouturier Jacques M.|Business and technological method for a flexible automobile sharing transit on demand|

---

US7711629B2|2003-03-25|2010-05-04|Future Freight Corporation|Freight fulfillment and trading platform|

---

US7561069B2|2003-11-12|2009-07-14|Legalview Assets, Limited|Notification systems and methods enabling a response to change particulars of delivery or pickup|

---

US20040260470A1|2003-06-14|2004-12-23|Rast Rodger H.|Conveyance scheduling and logistics system|

---

US6925381B2|2003-06-24|2005-08-02|Bellsouth Intellectual Property Corporation|Methods, systems and computer program products for ride matching based on current location information|

---

JP3945707B2|2003-10-31|2007-07-18|インターナショナル・ビジネス・マシーンズ・コーポレーション|Transportation problem solving apparatus, transportation problem solving method, program and recording medium|

---

US20050149382A1|2003-12-24|2005-07-07|Fenner John D.|Method for administering a survey, collecting, analyzing and presenting customer satisfaction feedback|

---

US20050227704A1|2004-03-26|2005-10-13|Joseph Ferra|Facilitating entering location data|

---

US7385529B2|2004-06-14|2008-06-10|Fittipaldi Logistics, Inc.|Dynamic and predictive information system and method for shipping assets and transport|

---

US20060136254A1|2004-11-24|2006-06-22|Mark Greenstein|System and method for dispatching transportation to persons who want transportation|

---

US7136747B2|2005-01-08|2006-11-14|Stephen Raney|Method for GPS carpool rendezvous tracking and personal safety verification|

---

US7672855B2|2005-02-25|2010-03-02|Oracle International Corp.|Transportation planning with drop trailer arrangements|

---

US20060206387A1|2005-03-11|2006-09-14|Oracle International Corporation|Transportation planning with multi-level firming|

---

US8370054B2|2005-03-24|2013-02-05|Google Inc.|User location driven identification of service vehicles|

---

EP1877970A1|2005-05-02|2008-01-16|Ecolane Finland OY|Method and arrangement for arranging practical aspects of a demand responsive transport system|

---

JP4614341B2|2005-05-20|2011-01-19|株式会社国際電気通信基礎技術研究所|Simulation program, simulation method, and simulation apparatus|

---

US20070103342A1|2005-07-06|2007-05-10|Milleville Dan P|Dynamic Modification And Communication Of Routes For Transportation Vehicles|

---

US20070221791A1|2006-03-23|2007-09-27|Voelk Michael E|System and method for managing the transport of freight|

---

CA2551467A1|2006-07-04|2008-01-04|University Of New Brunswick|System and method for optimizing linehaul operations|

---

US8965841B2|2006-10-05|2015-02-24|Trimble Navigation Limited|Method for automatic asset classification|

---

US20080114629A1|2006-11-09|2008-05-15|Yahoo! Inc.|System for matching users and transportation providers|

---

US7877204B2|2006-11-24|2011-01-25|Qualcomm Incorporated|System and method for sending destination locations to navigation devices|

---

US20080270019A1|2006-12-29|2008-10-30|High Regard Software, Inc.|Systems and methods for enhancing private transportation|

---

CN101212774A|2006-12-29|2008-07-02|朗迅科技公司|System and method for obtaining location of public transit facility with personal handheld telephone system|

---

US20080189207A1|2007-02-02|2008-08-07|Mach 9 Travel, Llc|System and Method of Transferring Reservations for Transportation Services|

---

CN101652789A|2007-02-12|2010-02-17|肖恩·奥沙利文|Share transportation system and service network|

---

US8655736B2|2007-06-12|2014-02-18|Infosys Limited|Buyer-side consolidation of compatible purchase orders|

---

US20090037095A1|2007-07-30|2009-02-05|Zms Technologies Inc.|Transmodal and logistics system and method|

---

US9009210B2|2007-08-15|2015-04-14|Sony Corporation|Distribution of multimedia files using a transportation provider wireless device|

---

US20090083111A1|2007-09-21|2009-03-26|Bob Carr|Systems and Methods for Coordinating Transportation Between Riders and Volunteer Drivers|

---

US20090099971A1|2007-10-10|2009-04-16|Oneway Llc.|Methods and systems for marketing distressed inventory|

---

US20090125228A1|2007-11-09|2009-05-14|Research In Motion Limited|System and method for providing dynamic route information to users of wireless communications devices|

---

US8131307B2|2008-01-03|2012-03-06|Lubeck Olaf M|Method for requesting transportation services|

---

US20090177502A1|2008-01-08|2009-07-09|Nick Doinoff|System for matching drivers with customers seeking to hire a driver|

---

US20090216600A1|2008-02-27|2009-08-27|Montiss Llc|Systems and methods for arranging a transport transaction|

---

US20090254270A1|2008-04-02|2009-10-08|O2Micro, Inc.|System and method for tracking a path of a vehicle|

---

US20090313077A1|2008-06-17|2009-12-17|Wheeler Iv George Y|Consumer initiated, service provider direct dispatching system|

---

US9596359B2|2008-06-26|2017-03-14|Visa International Service Association|Mobile communication device configured for transit application|

---

US20100076988A1|2008-09-10|2010-03-25|Expanse Networks, Inc.|Masked Data Service Profiling|

---

US20100243724A1|2009-03-30|2010-09-30|Solomon K Golla|Payment Apparatus for a Personal Transportation System|

---

KR101570879B1|2009-04-03|2015-11-23|에스케이이노베이션 주식회사|/ Freight and Empty Truck Information System|

---

US9684911B2|2009-07-09|2017-06-20|Mathieu Audet|Method of communicating and repartitioning vehicles|

---

US20110060600A1|2009-09-10|2011-03-10|Transittix, Llc|Systems and Methods For Tracking the Transportation of Passengers|

---

US10002198B2|2009-10-28|2018-06-19|Verizon Patent And Licensing Inc.|Mobile taxi dispatch system|

---

US20110153495A1|2009-11-25|2011-06-23|Cubic Corporation|Mobile wireless payment and access|

---

US20110137709A1|2009-12-04|2011-06-09|3Pd|Triggering and conducting an automated survey|

---

CN101951545A|2010-08-23|2011-01-19|中国电信股份有限公司|Mobile terminal for intelligent logistics distribution and method and system for realizing intelligent logistics distribution|

---

US9241000B2|2010-09-22|2016-01-19|Abdullah Celik Erdal|Trusted social network|

---

US20120130627A1|2010-11-23|2012-05-24|Islam Mohammad R|Taxi dispatch system|

---

US9208626B2|2011-03-31|2015-12-08|United Parcel Service Of America, Inc.|Systems and methods for segmenting operational data|

---

US8924240B2|2011-05-25|2014-12-30|Shailendra Depura|System for monitoring vehicle and operator behavior|

---

US9607342B2|2011-07-18|2017-03-28|Conservis Corporation|GPS-based ticket generation in harvest life cycle information management system and method|

---

CN103827900B|2011-07-26|2018-02-09|美国联合包裹服务公司|System and method for evaluating mobile asset efficiency|

---

CA2786075A1|2011-08-12|2013-02-12|Collin Richard Spires|System and method for real-time satisfaction survey feedback|

---

US20130335193A1|2011-11-29|2013-12-19|1556053 Alberta Ltd.|Electronic wireless lock|

---

US20130245991A1|2012-02-28|2013-09-19|Richard Kriss|Method for determining the remaining life of a thermal mass in a shipping package while in transit|

---

US8892359B2|2013-01-11|2014-11-18|Toyota Motor Engineering & Manufacturing North America, Inc.|Systems and methods for estimating time of arrival for vehicle navigation|

---

US20140229399A1|2013-02-11|2014-08-14|Honeywell International, Inc.|System and method for managing cargo transfer operations at a cargo distribution terminal|

---

US9087453B2|2013-03-01|2015-07-21|Palo Alto Research Center Incorporated|Computer-implemented system and method for spontaneously identifying and directing users to available parking spaces|

---

US8876535B2|2013-03-15|2014-11-04|State Farm Mutual Automobile Insurance Company|Real-time driver observation and scoring for driver's education|

---

US20140324633A1|2013-04-30|2014-10-30|Freightopolis Inc.|Freight services marketplace system and methods|

---

WO2014210550A2|2013-06-28|2014-12-31|10-4 Systems, Inc.|Freight shipment booking system|

---

US9256852B1|2013-07-01|2016-02-09|Google Inc.|Autonomous delivery platform|

---

EP2827289A1|2013-07-17|2015-01-21|General Transports GmbH|Method for collection and delivery of material goods or the provision of services by means of dynamic route planning and redistribution of goods|

---

US9754428B2|2013-09-16|2017-09-05|Fleetmatics Ireland Limited|Interactive timeline interface and data visualization|

---

JP6123605B2|2013-09-20|2017-05-10|株式会社ダイフク|Logistics system|

---

EP3060434B1|2013-10-25|2019-11-20|Intel Corporation|Responding to in-vehicle environmental conditions|

---

CN103692969A|2013-12-13|2014-04-02|杭州电子科技大学|Monitoring method for long time driving|

---

CN103761635A|2014-01-14|2014-04-30|大连理工大学|Three-dimensional multi-box specially-structured cargo loading optimizing method|

---

US20160071056A1|2014-03-21|2016-03-10|United Parcel Service Of America, Inc.|Programmatically executing time compressed delivery|

---

CN103870893B|2014-04-09|2017-02-15|沈阳工业大学|Optimization method for solving encasement problem under multiple weight restrictions based on three-dimensional space|

---

US9135803B1|2014-04-17|2015-09-15|State Farm Mutual Automobile Insurance Company|Advanced vehicle operator intelligence system|

---

US9857191B2|2014-05-22|2018-01-02|Telogis, Inc.|Context-based routing and access path selection|

---

US20160012391A1|2014-07-08|2016-01-14|Rick Burnett|Shipper and Carrier Interaction Optimization Platform|

---

US20160042303A1|2014-08-05|2016-02-11|Qtech Partners LLC|Dispatch system and method of dispatching vehicles|

---

US10161746B2|2014-08-18|2018-12-25|Trimble Navigation Limited|Systems and methods for cargo management|

---

US9429436B2|2015-01-13|2016-08-30|Toyota Motor Engineering & Manufacturing North America, Inc.|Estimated time of arrival for vehicle navigation|

---

US10282694B2|2015-02-18|2019-05-07|Cargo Chief Acquisition Inc.|Partial load shipment consolidation and scheduling|

---

US11107031B2|2015-02-18|2021-08-31|Ryder Integrated Logistics, Inc.|Vehicle fleet control systems and methods|

---

US10074065B2|2015-02-18|2018-09-11|Cargo Chief Aquisition Inc.|Obtaining loads for next leg or backhaul|

---

US9082144B2|2015-02-18|2015-07-14|Cargo Chief|Transportation service matching with arrival estimation adjusted for external factors|

---

US9552564B1|2015-03-19|2017-01-24|Amazon Technologies, Inc.|Autonomous delivery transportation network|

---

DE102015204947B4|2015-03-19|2021-09-09|Ford Global Technologies, Llc|Method and device for operating a vehicle that can optionally be controlled manually or that is capable of autonomous driving|

---

IL244096D0|2015-08-09|2016-07-31|Israel Aerospace Industries Ltd|Grip for moving an article|

---

CN105069594A|2015-08-14|2015-11-18|深圳中创未来科技有限公司|Transport processing method, device, terminal and server|

---

KR20170026805A|2015-08-28|2017-03-09|성균관대학교산학협력단|Smart loading assistance system and method thereof|

---

US20150379468A1|2015-09-12|2015-12-31|Thomas Danaher Harvey|Methods for delivery to multiple locations using autonomous vehicles|

---

CA2945992A1|2015-10-20|2017-04-20|Dicom Transportation Group|Vehicle capacity utilization for package delivery|

---

US10325228B2|2015-10-30|2019-06-18|Zemcar, Inc.|Rules based driver selection|

---

US10259466B2|2015-11-19|2019-04-16|Depura Partners, Llc|System for monitoring and classifying vehicle operator behavior|

---

CN106920053A|2015-12-25|2017-07-04|阿里巴巴集团控股有限公司|Method and device that a kind of dispatching transport power to dispatching point is allocated|

---

US10229602B2|2016-02-29|2019-03-12|Gt Gettaxi Limited|System for navigating drivers to service transportation requests specifying sightseeing attractions|

---

JP6626379B2|2016-03-14|2019-12-25|Ｓｂｓホールディングス株式会社|Transportation management system|

---

US20180025417A1|2016-07-20|2018-01-25|Loadexpress, Inc.|Method and system for managing integrated online logistics|

---

NL2017377B1|2016-08-26|2018-03-01|Synplex Group B V|A method for providing a match between trips and orders for at least two logistics service providers, as well as a related trip optimizer system.|

---

US20180068269A1|2016-09-06|2018-03-08|UST Global Pte. Ltd.|Methods of optimizing carrier loads transported across a transportation network by transport carriers|

---

US9921070B1|2016-09-22|2018-03-20|Trimble Inc.|System for planning trips with estimated time of arrival and projected time of availability calculated for each stop|

---

US20180096300A1|2016-09-30|2018-04-05|Runbuggy, Inc.|Predictive analytics for transport services|

---

CN109478186A|2016-12-05|2019-03-15|科尼希公司|Dynamic loading matches engine method and system|

---

CA3045489A1|2016-12-09|2018-06-14|Convey, Inc.|Shipping management system with multi-carrier support|

---

US10977604B2|2017-01-23|2021-04-13|Uber Technologies, Inc.|Systems for routing and controlling vehicles for freight|

---

US10168167B2|2017-01-25|2019-01-01|Via Transportation, Inc.|Purposefully selecting longer routes to improve user satisfaction|

---

US20190130351A1|2017-05-15|2019-05-02|David Arena|System and method for using a monitoring device to efficiently manage and assure the safety, quality and security of goods stored within a truck, tractor or trailer transported via a roadway|

---

US11250372B2|2017-09-22|2022-02-15|Uber Technologies, Inc|Freight network system using modularized trailers|

---

US10293832B2|2017-10-25|2019-05-21|Uber Technologies, Inc.|Network computer system to evaluate an operator of a freight vehicle|

---

US20190213529A1|2018-01-05|2019-07-11|Uber Technologies, Inc.|Network computer system to evaluate freight loads|

---

US20190318298A1|2018-04-16|2019-10-17|Uber Technologies, Inc.|Freight vehicle matching and operation|

---

US20190385119A1|2018-06-14|2019-12-19|Uber Technologies, Inc.|Selective communication system for freight vehicle operation|EP3451278A4|2016-04-25|2019-09-11|Hitachi Transport System, Ltd.|Delivery-plan creating system and delivery-plan creating method|

---

US9610476B1|2016-05-02|2017-04-04|Bao Tran|Smart sport device|

---

US10118627B2|2016-12-20|2018-11-06|Uber Technologies, Inc.|Vehicle controls based on the measured weight of freight|

---

US10977604B2|2017-01-23|2021-04-13|Uber Technologies, Inc.|Systems for routing and controlling vehicles for freight|

---

US11238399B2|2017-07-17|2022-02-01|United States Postal Service|Methods and systems for on-demand dynamic vehicle routing|

---

US20190026695A1|2017-07-24|2019-01-24|Jackfruit Systems Inc.|System and method for arranging transport via a vehicle travelling from an origin to a destination using multiple operators|

---

US20190073629A1|2017-09-07|2019-03-07|Flexport, Inc.|Driver management system|

---

US11250372B2|2017-09-22|2022-02-15|Uber Technologies, Inc|Freight network system using modularized trailers|

---

JP6950448B2|2017-10-20|2021-10-13|トヨタ自動車株式会社|Notification system and information processing equipment|

---

US10293832B2|2017-10-25|2019-05-21|Uber Technologies, Inc.|Network computer system to evaluate an operator of a freight vehicle|

---

US11100452B2|2017-12-11|2021-08-24|Banyan Technology|Customized integrated pricing packages for freight shipment|

---

US20190242716A1|2018-02-03|2019-08-08|Carrier Corporation|Cold chain transportation route modeling system|

---

US10495474B2|2018-03-12|2019-12-03|Micron Technology, Inc.|Re-routing autonomous vehicles using dynamic routing and memory management|

---

US20190385119A1|2018-06-14|2019-12-19|Uber Technologies, Inc.|Selective communication system for freight vehicle operation|

---

US11068832B1|2018-08-31|2021-07-20|VuTrans Solutions LLC|System and method for identifying freight capacity|

---

US20200082335A1|2018-09-12|2020-03-12|Walmart Apollo, Llc|Methods and apparatus for load and route assignments in a delivery system|

---

US11155263B2|2019-03-08|2021-10-26|Uber Technologies, Inc.|Network computer system to control freight vehicle operation configurations|

---

GB201908502D0|2019-06-13|2019-07-31|Tomtom Telematics Bv|Methods and systems of assigning trips|

---

US20210142280A1|2019-11-12|2021-05-13|Airspace Technologies, Inc.|Logistical Management System|

---

US20210182790A1|2019-12-13|2021-06-17|Flock Freight, Inc.|Methods and systems for optimizing the pooling and shipping of freight|

---

WO2021163376A1|2020-02-11|2021-08-19|Garcia Brosa Martin|Coordinated delivery of dining experiences|

法律状态:
2021-06-15| B25G| Requested change of headquarter approved|Owner name: UBER TECHNOLOGIES, INC. (US) |

---

2021-10-13| B350| Update of information on the portal [chapter 15.35 patent gazette]|

优先权:

---

申请号 | 申请日 | 专利标题

---

US15/412,559|US10977604B2|2017-01-23|2017-01-23|Systems for routing and controlling vehicles for freight|

---

US15/412,559|2017-01-23|

---

PCT/US2017/066765|WO2018136179A1|2017-01-23|2017-12-15|Systems for routing and controlling vehicles for freight|

---