Antenna on charger infrastructure

Abstract

Example embodiments described herein relate to a system comprising a high-throughput signal transmitter configured to transmit information to a high-throughput signal receiver adjacent to a charging port of an autonomous vehicle. The high-throughput signal receiver can be located on a charging device. Further, the high-throughput signal transmitter and the high-throughput signal receiver can be in point-to-point communication. Finally, the high-throughput signal transmitter and the high-throughput signal receiver can be separated by a distance up to and including 1.5 meters.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to U.S. Provisional Patent Application No. 63 / 126,261, filed December 16, 2020, which is incorporated herein by reference in its entirety. Background Technology

[0003] Unless otherwise indicated herein, the materials described in this section are not prior art to the claims of this application and are not acknowledged as prior art by virtue of their inclusion in this section.

[0004] During operation, the autonomous vehicle can collect data about its surrounding environment. Data collection can be continuous, reaching several terabytes. While the vehicle is operating, data can be temporarily stored within it. After operation, the data can eventually be unloaded from the autonomous vehicle. Conventional data transfer technologies can include hardwired connections, such as coaxial cables or Ethernet cables, from the autonomous vehicle's hard drive to a local database. Data can also be uploaded from the database to cloud-based storage drives. Another technology could be removing the hard drive from the vehicle to download information to a different location. Summary of the Invention

[0005] This disclosure generally relates to wirelessly transmitting data from an autonomous vehicle to a cloud-based storage drive while the vehicle is charging. Specifically, the autonomous vehicle may include at least one pair of antennas for sending and receiving data packets.

[0006] In one aspect, this application describes a system for wirelessly transmitting data. The system may include a high-throughput signal transmitter adjacent to a charging port of an autonomous vehicle, the high-throughput signal transmitter being configured to transmit information to a high-throughput signal receiver located on the charging device. The system may also include point-to-point communication between the high-throughput signal transmitter and the high-throughput signal receiver. Furthermore, the system may include a high-throughput signal transmitter and a high-throughput signal receiver spaced at a distance of up to and including 1.5 meters.

[0007] In another aspect, this application describes a method for wirelessly transmitting data from an autonomous vehicle. This method may involve establishing a connection between a signal receiver and a signal transmitter on the autonomous vehicle. The signal transmitter may be located adjacent to a charging port, and the signal receiver may be located on the charging device. The method may also involve transmitting information from the signal transmitter to the signal receiver. Information transmission can be performed during the charging duration of the autonomous vehicle.

[0008] In another aspect, the disclosure describes a method for operating an electric or hybrid vehicle. The method can involve generating data about a surrounding environment of the electric or hybrid vehicle, where the data is generated using at least one of a lidar, a radar, or a camera. The method can also include navigating the vehicle to a battery charging station based on an amount of data generated. The method can also include charging a battery of the vehicle.

[0009] In another aspect, the disclosure describes a method for operating an electric or hybrid vehicle. The method can involve generating data about a surrounding environment of the electric or hybrid vehicle, where the data is generated using at least one of a lidar, a radar, or a camera. In addition, the method can include detecting a charge level of a battery of the vehicle. The method can also include navigating the vehicle to a battery charging station having a data signal receiver based on the charge level. The method can also include transmitting data from a data signal transmitter of the vehicle to the data signal receiver of the battery charging location.

[0010] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description. BRIEF DESCRIPTION OF DRAWINGS

[0011] Example embodiments are apparent from the following description which is merely given by way of non-limiting examples, taken in conjunction with the accompanying drawings.

[0012] Figure 1 is a functional block diagram illustrating a vehicle in accordance with one or more example embodiments.

[0013] Figure 2A is a side view of a vehicle in accordance with one or more example embodiments.

[0014] Figure 2B is a top view of a vehicle in accordance with one or more example embodiments.

[0015] Figure 2C is a front view of a vehicle in accordance with one or more example embodiments.

[0016] Figure 2D is a rear view of a vehicle in accordance with one or more example embodiments.

[0017] Figure 2E is an additional view of a vehicle in accordance with one or more example embodiments.

[0018] Figure 3 is a perspective view of a system for wirelessly transmitting data in accordance with one or more example embodiments.

[0019] Figure 4 A perspective view of a charging receptacle is shown in accordance with one or more example embodiments.

[0020] Figure 5 is a flowchart illustrating a method for wirelessly transmitting data in accordance with one or more example embodiments.

[0021] Figure 6 is a flowchart illustrating a method for operating an electric or hybrid vehicle in accordance with one or more example embodiments.

[0022] Figure 7 is a flowchart illustrating a method for operating an electric or hybrid vehicle in accordance with one or more example embodiments. DETAILED DESCRIPTION

[0023] Example methods and systems are described herein. It should be understood that the words “example,” “exemplary,” and “illustrative” are used herein to mean “serving as an example, instance, or illustration.” Any implementation or feature described herein as being “example,” “exemplary,” or “illustrative” is not necessarily to be construed as preferred or advantageous over other implementations or features. The example implementations described herein are not meant to limit or restrict the scope of the disclosure in any way. It will be readily understood that the aspects of the present disclosure, as generally described herein, and with reference to the drawings, can be arranged, substituted, combined, separated, and designed in a wide variety of different configurations, all of which are explicitly contemplated herein. In addition, any

[0024] In addition, the specific arrangements shown in the drawings are not to be taken in a limiting sense. It is understood that other embodiments can include more or fewer of each element shown in a given drawing. In addition, some of the illustrated elements can be combined or omitted. Further, example embodiments can include elements that are not illustrated in the drawings.

[0025] During operation, autonomous vehicles frequently use at least one of a lidar, radar, or camera to collect information about its surrounding environment and produce data about the surrounding environment. The information collected during operation can be collected to improve the performance of the autonomous vehicle, or to classify the environment for future use. Depending on the length of operation of the autonomous vehicle, the amount of information collected can reach multiple terabytes of data. Typically, this data is transmitted from the autonomous vehicle to a central system for processing. Given the massive amount of data, the infrastructure network can have difficulty efficiently transmitting the data to the central system. In some cases, it can take hours to transmit all of the data.

[0026] One data transfer technique can be to transfer data from an autonomous vehicle using an Ethernet cable. However, it can take hours to transfer all data from an autonomous vehicle using an Ethernet cable. Additionally, wired ports are a security risk for data. Another technique currently used involves swapping data hard drives during vehicle charging. When a vehicle returns from operation to a garage for charging, a technician can swap a used hard drive for an empty hard drive. The used hard drive can then be taken away to remove data at a different location. The data can be offloaded and then subsequently stored on a cloud-based storage drive. However, this data transfer method is time consuming (e.g., can take up to an hour), relies on a technician’s expertise to perform the swap, is not secure, and is inefficient for a fleet of autonomous vehicles.

[0027] Described herein are methods and systems that can be used to wirelessly transfer data from an electric or hybrid autonomous vehicle to a cloud-based drive during vehicle charging, thus saving time. The system can include a high-throughput antenna adjacent to a charging port of an autonomous vehicle. The antenna can be a directional antenna. The antenna can be located on the charging port of the autonomous vehicle or in a window of the autonomous vehicle proximate to the charging port. The high-throughput antenna can be a signal transmitter configured to transfer data collected during operation of the autonomous vehicle to a high-throughput antenna located on a charging device. In alternative embodiments, the high-throughput antenna on the charging device can transfer data to a high-throughput antenna adjacent to the charging port.

[0028] During charging, the transmitter and receiver can communicate point-to-point. In particular, point-to-point communication (e.g., a 60 gigahertz network) can be used to enable efficient transfer of large amounts of data to a central system while the vehicle is charging. In alternative embodiments, an optical point-to-point connection is utilized to facilitate close-range data transfer to the central system. The transmitter and receiver can also be separated by a distance of up to 1.5 meters, including 1.5 meters.

[0029] The method can involve engaging a charging port of an autonomous vehicle with an electrical device. The electrical device can be a plug of a charging station. Once the charging plug is connected to the vehicle, a connection can be established between a signal receiver and a signal transmitter of the autonomous vehicle. As mentioned previously, the signal transmitter can be positioned adjacent to the charging port and the signal receiver can be located on a charging device. The method can then involve transferring information from the signal transmitter to the signal receiver for a duration of time that the autonomous vehicle is being charged.

[0030] At a range of 1 meter to 1.5 meters, data can be transmitted over a high bandwidth, high throughput, 60 gigahertz network. At this distance and frequency, large amounts of data can be transmitted quickly. This type of data transmission can also result in a reduction of data loss during transmission. By using a concentrated and directional approach to transmitting data, multiple autonomous vehicles can use this method and system at a distance of 1.8 meters to 3 meters from an adjacent parking spot. Using a 60 GHz network for data transmission can not clog the airspace, so multiple transmissions can be completed at once without interfering with each other.

[0031] This technology enables efficient data transmission because the amount of time needed to transmit data collected during a drive can be proportional to the amount of time needed to recharge an autonomous vehicle. In particular, the longer a car travels, the more battery it uses, and the more data it collects. Performing charging and data transmission at the same time saves time, reduces redundancy, and improves safety.

[0032] Referring now to the drawings, Figure 1 is a functional block diagram illustrating an example vehicle 100. Vehicle 100 can be representative of a vehicle capable of operating in an autonomous mode, in whole or in part. More specifically, vehicle 100 can operate in an autonomous mode without human interaction (or with reduced human interaction) by receiving control instructions from a computing system (e.g., a vehicle control system). As part of operating in an autonomous mode, vehicle 100 can use sensors (e.g., sensor system 104) to detect and possibly identify objects of the surrounding environment in order to enable safe navigation. In some implementations, vehicle 100 can also include subsystems that enable a driver (or a remote operator) to control the operation of vehicle 100.

[0033] As Figure 1 shown, vehicle 100 includes various subsystems, such as a propulsion system 102, a sensor system 104, a control system 106, one or more peripherals 108, a power source 110, a computer system 112, a data store 114, and a user interface 116. The subsystems and components of vehicle 100 can be interconnected in various ways (e.g., wired or wireless connections). In other examples, vehicle 100 can include more or fewer subsystems. Furthermore, the functionality of vehicle 100 described herein can be split into additional functional components or physical components, or combined into fewer functional components or physical components, in implementations.

[0034] The propulsion system 102 can include one or more components operable to provide powered motion for the vehicle 100, and can include an engine / motor 118, an energy source 119, a transmission 120, and wheels / tires 121, among other possible components. For example, the engine / motor 118 can be configured to convert the energy source 119 into mechanical energy, and can correspond to one or a combination of an internal combustion engine, one or more electric motors, a steam engine, or a Stirling engine, among other possible options. For example, in some embodiments, the propulsion system 102 can include multiple types of engines and / or motors, such as a gasoline engine and an electric motor.

[0035] The energy source 119 represents a source of energy that can provide, in whole or in part, power to one or more systems of the vehicle 100 (e.g., the engine / motor 118). For example, the energy source 119 can correspond to gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and / or other sources of electrical power. In some embodiments, the energy source 119 can include a combination of fuel tanks, batteries, capacitors, and / or flywheels.

[0036] The transmission 120 can transfer mechanical power from the engine / motor 118 to the wheels / tires 121 and / or other possible systems of the vehicle 100. As such, the transmission 120 can include a gear box, clutches, differentials, and drive shafts, among other possible components. The drive shafts can include axles connected to one or more wheels / tires 121.

[0037] In example embodiments, the wheels / tires 121 of the vehicle 100 can have various configurations. For example, the vehicle 100 can exist in the form of a unicycle, a bicycle / motorcycle, a tricycle, or a car / truck four-wheeler, among other possible configurations. As such, the wheels / tires 121 can be connected to the vehicle 100 in various ways, and can exist in different materials, such as metal and rubber.

[0038] The sensor system 104 can include various types of sensors, such as a global positioning system (GPS) 122, an inertial measurement unit (IMU) 124, one or more radar units 126, a laser rangefinder / lidar unit 128, a camera 130, a steering sensor 123, and a throttle / brake sensor 125, among other possible sensors. In some embodiments, the sensor system 104 can also include sensors configured to monitor internal systems of the vehicle 100 (e.g., O2 monitor, fuel gauge, engine oil temperature, brake condition).

[0039] The GPS 122 can include a transceiver operable to provide information about the position of the vehicle 100 relative to the earth. The IMU 124 can have a configuration using one or more accelerometers and / or gyroscopes, and can sense changes in position and orientation of the vehicle 100 based on inertial acceleration. For example, the IMU 124 can detect pitch and yaw of the vehicle 100 when the vehicle 100 is stationary or in motion.

[0040] The radar unit 126 can represent one or more systems configured to sense objects within a local environment of the vehicle 100 using radio signals (e.g., radar signals), including speed and heading of the objects. As such, the radar unit 126 can include one or more radar units equipped with one or more antennas configured to transmit and receive radar signals as discussed above. In some implementations, the radar unit 126 can correspond to a mountable radar system configured to obtain measurements of a surrounding environment of the vehicle 100. For example, the radar unit 126 can include one or more radar units configured to be coupled to a vehicle chassis.

[0041] The laser rangefinder / lidar 128 can include one or more laser sources, laser scanners, and one or more detectors, among other system components, and can operate in a coherent mode (e.g., using heterodyne detection) or in a non-coherent detection mode. The camera 130 can include one or more devices (e.g., still or video cameras) configured to capture images of an environment of the vehicle 100.

[0042] The steering sensor 123 can sense a steering angle of the vehicle 100, which can involve measuring an angle of a steering wheel or measuring an electrical signal representative of the angle of the steering wheel. In some implementations, the steering sensor 123 can measure an angle of a wheel of the vehicle 100, such as detecting an angle of a wheel relative to a forward axis of the vehicle 100. The steering sensor 123 can also be configured to measure a combination (or subset) of: an angle of a steering wheel, an electrical signal representative of the angle of the steering wheel, and an angle of a wheel of the vehicle 100.

[0043] The throttle / brake sensor 125 can detect the position of the throttle position or brake position of the vehicle 100. For example, the throttle / brake sensor 125 can measure the angle of both the gas pedal (throttle) and the brake pedal, or can measure electrical signals that can be representative of, for example, the angle of the gas pedal (throttle) and / or the angle of the brake pedal. The throttle / brake sensor 125 can also measure the angle of the throttle body of the vehicle 100, which can include a portion of the physical mechanism that modulates the energy source 119 provided to the engine / motor 118 (e.g., a butterfly valve or carburetor). Further, the throttle / brake sensor 125 can measure the pressure of one or more brake pads on the rotor of the vehicle 100 or a combination (or subset) of: the angle of the gas pedal (throttle) and the brake pedal, electrical signals representative of the angle of the gas pedal (throttle) and the brake pedal, the angle of the throttle body, and the pressure of at least one brake pad applied to the rotor of the vehicle 100. In other embodiments, the throttle / brake sensor 125 can be configured to measure the pressure applied to a pedal of the vehicle, such as a throttle pedal or a brake pedal.

[0044] The control system 106 can include components configured to assist in navigating the vehicle 100, such as a steering unit 132, a throttle 134, a braking unit 136, a sensor fusion algorithm 138, a computer vision system 140, a navigation / routing system 142, and an obstacle avoidance system 144. More specifically, the steering unit 132 can be operable to adjust the heading of the vehicle 100, the throttle 134 can control the operational speed of the engine / motor 118 to control the acceleration of the vehicle 100. The braking unit 136 can decelerate the vehicle 100, which can involve using friction to decelerate the wheels / tires 121. In some implementations, the braking unit 136 can convert the kinetic energy of the wheels / tires 121 into electrical current for later use by one or more systems of the vehicle 100.

[0045] The sensor fusion algorithm 138 can include a Kalman filter, a Bayesian network, or other algorithms that can process data from the sensor system 104. In some implementations, the sensor fusion algorithm 138 can provide assessments based on incoming sensor data, such as assessments of individual objects and / or features, assessments of particular situations, and / or assessments of potential impacts within a given situation.

[0046] The computer vision system 140 can include hardware and software operable to process and analyze images in an effort to determine objects, environmental objects (e.g., stop lights, road boundaries, etc.), and obstacles. As such, the computer vision system 140 can use, for example, object recognition, structure from motion (SFM), video tracking, and other algorithms used in computer vision to identify objects, map environments, track objects, estimate the velocity of objects, etc.

[0047] The navigation / pathfinding system 142 can determine the driving path of the vehicle 100, which may involve dynamically adjusting navigation during operation. Thus, the navigation / pathfinding system 142 can use data from sensor fusion algorithm 138, GPS 122, and maps and other sources to navigate the vehicle 100. The obstacle avoidance system 144 can assess potential obstacles based on sensor data and enable the vehicle 100's systems to avoid or otherwise traverse potential obstacles.

[0048] like Figure 1 As shown, vehicle 100 may also include peripheral devices 108, such as a wireless communication system 146, a touchscreen 148, a microphone 150, and / or a speaker 152. Peripheral devices 108 may provide controls or other elements for user interaction with user interface 116. For example, touchscreen 148 may provide information to the user of vehicle 100. User interface 116 may also accept input from the user via touchscreen 148. Peripheral devices 108 may also enable vehicle 100 to communicate with devices such as other vehicle equipment.

[0049] The wireless communication system 146 can communicate wirelessly with one or more devices directly or via a communication network. For example, the wireless communication system 146 can use 3G cellular communication (such as CDMA, EVDO, GSM / GPRS) or 4G cellular communication (such as WiMAX or LTE). Alternatively, the wireless communication system 146 can communicate with a wireless local area network (WLAN) using WiFi or other possible connections. For example, the wireless communication system 146 can also communicate directly with devices using an infrared link, Bluetooth, or ZigBee. In the context of this disclosure, other wireless protocols, such as those used in various vehicle communication systems, are also possible. For example, the wireless communication system 146 may include one or more dedicated short-range communication (DSRC) devices, which can include public and / or private data communication between vehicles and / or roadside stations.

[0050] The vehicle 100 may include a power source 110 for supplying power to components. In some embodiments, the power source 110 may include a rechargeable lithium-ion battery or a lead-acid battery. For example, the power source 110 may include one or more batteries configured to provide power. The vehicle 100 may also use other types of power sources. In one example embodiment, the power source 110 and the energy source 119 may be integrated into a single energy source.

[0051] The vehicle 100 can also include a computer system 112 to perform operations, such as those described herein. As such, the computer system 112 can include at least one processor 113 (which can include at least one microprocessor) operable to execute instructions 115 stored in a non-transitory computer-readable medium, such as a data storage 114. In some implementations, the computer system 112 can represent multiple computing devices that can be used to control various components or subsystems of the vehicle 100 in a distributed manner.

[0052] In some implementations, the data storage 114 can contain instructions 115 (e.g., program logic) executable by the processor 113 to perform various functions of the vehicle 100, including those described above in connection with Figure 1 The data storage 114 can also contain additional instructions, including instructions to transmit data to, receive data from, interact with, and / or control one or more of the propulsion system 102, the sensor system 104, the control system 106, and the peripherals 108.

[0053] In addition to the instructions 115, the data storage 114 can store data, such as road maps, path information, and other information. Such information can be used by the vehicle 100 and the computer system 112 during operation of the vehicle 100 in autonomous, semi-autonomous, and / or manual modes.

[0054] The vehicle 100 can include a user interface 116 for providing information to or receiving input from a user of the vehicle 100. The user interface 116 can control or enable control of the layout of content and / or interactive images that can be displayed on the touchscreen 148. Further, the user interface 116 can include one or more input / output devices of the set of peripherals 108, such as the wireless communication system 146, the touchscreen 148, the microphone 150, and the speaker 152.

[0055] The computer system 112 can control the functions of the vehicle 100 based on inputs received from various subsystems (e.g., the propulsion system 102, the sensor system 104, and the control system 106), as well as from the user interface 116. For example, the computer system 112 can utilize inputs from the sensor system 104 in order to estimate the outputs produced by the propulsion system 102 and the control system 106. Depending on the embodiment, the computer system 112 can be operable to monitor many aspects of the vehicle 100 and its subsystems. In some embodiments, the computer system 112 can disable some or all of the functions of the vehicle 100 based on signals received from the sensor system 104.

[0056] The components of the vehicle 100 can be configured to work in an interconnected manner with other components within or outside of their respective systems. For example, in an example embodiment, the camera 130 can capture a plurality of images that can represent information about the state of the environment of the vehicle 100 operating in an autonomous mode. The state of the environment can include parameters of the road on which the vehicle is operating. For example, the computer vision system 140 can be able to identify a grade (inclination) or other features based on the plurality of images of the road. Further, the combination of the GPS 122 and the features identified by the computer vision system 140 can be used with map data stored in the data store 114 to determine particular road parameters. Further, the radar unit 126 can also provide information about the surrounding environment of the vehicle.

[0057] In other words, the combination of various sensors (which can be referred to as input indicating and output indicating sensors) and the computer system 112 can interact to provide indications of inputs provided for controlling the vehicle or indications of the surrounding environment of the vehicle.

[0058] In some embodiments, the computer system 112 can determine various objects based on data provided by systems other than the radio system. For example, the vehicle 100 can have a laser or other optical sensor configured to sense objects in the field of view of the vehicle. The computer system 112 can use the output from the various sensors to determine information about the objects in the field of view of the vehicle and can determine distance and directional information relative to the various objects. The computer system 112 can also determine whether the objects are desirable or undesirable based on the output from the various sensors.

[0059] Although Figure 1Various components of the vehicle 100 (i.e., the wireless communication system 146, the computer system 112, the data storage 114, and the user interface 116) are shown as integrated into the vehicle 100; however, one or more of these components may be installed separately from or associated separately with the vehicle 100. For example, the data storage 114 may exist partially or wholly separate from the vehicle 100. Therefore, the vehicle 100 can be provided as device elements that can be arranged separately or together. The device elements comprising the vehicle 100 may be communicatively coupled together in a wired and / or wireless manner.

[0060] Figure 2A , Figure 2B , Figure 2C , Figure 2D and Figure 2E Different views of the physical configuration of vehicle 100 are shown. Various views are included to depict example sensor locations 202, 204, 206, 208, and 210 on vehicle 100. In other examples, the sensors may have different locations on vehicle 100. Although vehicle 100 is... Figures 2A-2E The vehicle 100 is depicted as a van, but in the example, it may have other configurations such as a truck, car, semi-trailer truck, motorcycle, bus, shuttle bus, golf cart, off-road vehicle, robotic equipment, or agricultural vehicle, and other possible examples.

[0061] As discussed above, vehicle 100 may include sensors coupled to various external locations (such as sensor locations 202-210). Vehicle sensors include one or more types of sensors, each configured to capture information from the surrounding environment or perform other operations (e.g., communication links, obtaining overall positioning information). For example, sensor locations 202-210 may serve as locations for any combination of one or more cameras, radar, lidar, rangefinders, wireless devices (e.g., Bluetooth and / or 802.11), acoustic sensors, and other possible types of sensors.

[0062] When connected Figures 2A-2E When the example sensor is located at positions 202-210 as shown, various mechanical fasteners, including permanent and non-permanent fasteners, can be used. For example, bolts, screws, clips, latches, rivets, anchors, and other types of fasteners can be used. In some examples, the sensor can be attached to the vehicle using adhesive. In other examples, the sensor can be designed and constructed as part of a vehicle component (e.g., part of a vehicle rearview mirror).

[0063] In some embodiments, one or more sensors can be positioned at sensor locations 202-210 using a movable mount operable to adjust the orientation of the one or more sensors. The movable mount can include a rotating platform that can rotate the sensor to obtain information from multiple directions around the vehicle 100. For example, a sensor positioned at sensor location 202 can use a movable mount that can rotate and scan over a particular range of angles and / or azimuths. As such, the vehicle 100 can include a mechanical structure that enables one or more sensors to be mounted on top of the vehicle 100. Further, other mounting locations are possible in examples.

[0064] In an example embodiment, data transmitters and receivers can also be located on or around the vehicle 100. For example, as previously discussed, the vehicle can include a high-throughput signal transmitter located near the charging port of the vehicle and a high-throughput signal receiver located near the charging device. The high-throughput signal transmitter and the high-throughput signal receiver can be used to transmit data from the autonomous vehicle. The data can be collected by sensors on the autonomous vehicle during operation of the autonomous vehicle. The transmitter and receiver can be located on or near the components used for charging such that data transmission can occur during charging.

[0065] Figure 3 A perspective view of a system 300 for wireless data transmission is shown in accordance with one or more embodiments. As discussed above, the system 300 can include a high-throughput signal transmitter 302 adjacent to the charging port 304 of the autonomous vehicle 100. The high-throughput signal transmitter 302 can be any transmitter that can wirelessly transmit large amounts of data. For example, the high-throughput signal transmitter 302 can be any kind of radio transmitter, or any kind of optical transmitter. The high-throughput signal transmitter 302 can be configured to transmit information to a high-throughput signal receiver 306. The high-throughput signal receiver 306 can be located on a charging device 308. Positioning the high-throughput signal receiver and transmitter near the charging components can allow data transmission to occur during charging of the autonomous vehicle 100. Further, the high-throughput signal transmitter 302 and the high-throughput signal receiver 306 can communicate point-to-point to facilitate data transmission. To improve the speed and accuracy of data transmission and to facilitate wireless spectrum reuse, the high-throughput signal transmitter and the high-throughput signal receiver can be within close proximity. For example, the high-throughput signal transmitter 302 and the high-throughput signal receiver 306 can be positioned such that they are separated by a distance up to and including 1.5 meters.

[0066] As Figure 3As shown, the high throughput signal transmitter 302 can be located on or near the charging port 304 of the vehicle. The high throughput signal transmitter can be located, for example, at a window of the autonomous vehicle. Alternatively, the high throughput signal transmitter can be located on the body of the vehicle 100 or on the charging port 304. The high throughput signal transmitter 302 can begin transmitting data to the high throughput signal receiver 306 when the charging device 308 is in the vicinity of the charging port 304.

[0067] In an example embodiment, the point-to-point communication between the high throughput signal transmitter 302 and the high throughput signal receiver 306 can be a radio communication. Data can be transmitted from the high throughput signal transmitter 302 to the high throughput signal receiver 306 through radio waves. The data can be transmitted over a range of frequencies. Specifically, the signal transmitter 302 and the signal receiver 306 can operate at frequencies from 3 GHz to 100 GHz. By using frequencies in the microwave to millimeter range, the data transmission can be a short haul, high bandwidth and high throughput transmission. Specifically, the data transmission can not interfere with other data transmissions. In an example embodiment, the radio communication can be by way of a 60 GHz network.

[0068] Further, in an example embodiment, the high throughput signal transmitter for the radio communication can be a patch antenna 310. The patch antenna 310 can be capable of transmitting data through a 60 GHz network. Further, the patch antenna can include directional capabilities. The patch antenna 310 can direct data to a specific high throughput signal receiver 306 associated therewith without interfering with other data transmissions. To help direct the data, the system 300 can include a plurality of beam steering antennas in communication with the patch antenna 310 and the high throughput signal receiver 306. The beam steering antennas can be located on the vehicle proximate to the patch antenna 310 or on the charging device 308. For example, on the charging device 308, the beam steering antennas can be located on the portion of the charging device 308 closest to the vehicle. The beam steering antennas can also be located on the cord 312 of the charging device.

[0069] In the system 300, data collected during operation can be stored on a hard drive. The hard drive can be located in the vehicle 100. To transmit the data, the data can be transmitted to a radio, and to prepare the data for transmission, it can be converted to an analog signal. The radio can also be located in the vehicle 100. The radio can be linked to the patch antenna 310 through a low loss cable. In another embodiment, the radio can be mated with an antenna module associated with the patch antenna 310. Alternatively, the radio can transmit data to the patch antenna 310 over a network frequency of 1 GHz to 1000 GHz. In an example embodiment, it can transmit over an unlicensed band in the range of 3 GHz to 100 GHz.

[0070] In an alternative example embodiment, the point-to-point communication between the high-throughput signal transmitter 302 and the high-throughput signal receiver 306 can be optical communication. Thus, data can be transmitted in optical form. In an optical communication embodiment, an optical transceiver can be located within a window of the vehicle 100. Further, for optical communication, the high-throughput signal transmitter 302 and the high-throughput signal receiver 306 should be aligned with each other. Thus, the system can include an automatic alignment device for the high-throughput signal transmitter 302 and the high-throughput signal receiver 306. Optical communication can also be short range, so as not to interfere with other data transmissions occurring nearby.

[0071] In an example embodiment, the high-throughput signal receiver 306 can be connected to a cloud network. For example, the signal receiver 306 can be hardwired directly to a cloud network. Alternatively, the signal receiver can be hardwired to a server that communicates with the cloud. Yet alternatively, the receiver can wirelessly transmit data to the cloud network.

[0072] Figure 4 A perspective view of a charging device 308 is shown, in accordance with one or more example embodiments. The charging device 308 can include a handle portion 314 attached to a plug portion 316. The plug portion 316 can be inserted into the vehicle 100 during charging. The handle portion 314 can also be connected to a cord 312. The cord 312 can extend from the charging device 308 to a charging receptacle. Further, the high-throughput signal receiver 306 can be located on the charging device. Figure 4 The high-throughput signal receiver 306 is shown as being located on the handle portion 314. Alternatively, the high-throughput signal receiver 306 can also be located on the plug portion 316 or located on the cord 312. The high-throughput signal receiver 306 can also include a connection line 318 that extends from the high-throughput signal receiver 306 and runs through the cord 312. The connection line 318 can help transfer data received during data transmission to the cloud.

[0073] As previously discussed, the high throughput signal transmitter 302 and the high throughput signal receiver 306 can be positioned a short distance apart from each other. By positioning the high throughput signal transmitter 302 and the high throughput signal receiver 306 a short distance apart, and by using a 60 GHZ network, data can not interfere with over-the-air waves. In this way, multiple data transmissions can occur adjacent to each other. In an example embodiment, the distance between the high throughput signal transmitter 302 and the high throughput signal receiver 306 is between 0.9 meters and 1.5 meters. Further, the close proximity can increase the efficiency of large data transmissions. In an example embodiment, the high throughput signal transmitter 302 and the high throughput receiver 306 transmit at least 1 terabyte of data. To further increase the efficiency of data transmission, the high throughput signal transmitter 302 and the high throughput signal receiver 306 can be aligned with each other. When aligned, the high throughput signal transmitter 302 and the high throughput signal receiver 306 can face each other and can have a short distance straight path therebetween. The high throughput signal transmitter 302 can also include a directional antenna. As previously discussed, a beam steering antenna can also help direct data so as to not interfere with other data transmissions in the vicinity.

[0074] Figure 5 A flowchart of operations related to wirelessly transmitting data is shown in accordance with one or more example embodiments. These operations can be used with any of the devices 100 or 300. These operations can be performed by, for example, a controller or circuitry configured to perform these operations.

[0075] Once the vehicle returns from a site operation, it can transmit data collected during the operation and it can also be charged. Block 502 can involve establishing a connection between a signal receiver and a signal transmitter of the autonomous vehicle, where the signal transmitter is positioned adjacent to a charging port and the signal receiver is located on the charging device. The connection can automatically be established once the signal transmitter and the signal receiver are within a threshold distance of each other when the vehicle arrives at the charging station. Alternatively, the connection can be established after the charging device is inserted into the charging port. Yet alternatively, the connection can be established after the charging device is inserted into the charging port of the autonomous vehicle.

[0076] Block 504 can involve transmitting information from the signal transmitter to the signal receiver. Transmitting the information can also occur automatically. The transmission can begin after the connection has been established between the charging device and the charging port. In particular, the data transmission can begin once the charging begins. In another embodiment, the data can be transmitted without charging the vehicle.

[0077] Block 506 can involve the transmission of information performed during the charging duration of the autonomous vehicle. Specifically, the amount of time required to transmit the data can be directly proportional to the amount of time required to recharge the autonomous vehicle. For example, the longer the autonomous vehicle travels, the more battery it uses, and the more data it collects. Simultaneously charging and data transmission saves time and reduces redundancy. In some embodiments, the information transmitted from the autonomous vehicle includes information collected during operation of the autonomous vehicle.

[0078] Furthermore, in some embodiments, the information collected during operation of the autonomous vehicle can be multiple terabytes of data. Previously disclosed systems can attempt to increase the rate of large data transmissions. Thus, in some embodiments, the transmission of information collected during operation can be completed during charging of the autonomous vehicle.

[0079] In some embodiments, as previously mentioned, the connection between the signal receiver and the signal transmitter of the autonomous vehicle is established once charging of the autonomous vehicle begins. Waiting for the connection between the signal transmitter and the signal receiver until the vehicle has connected to the charging station and is charging can make the data transmission process more secure.

[0080] Some embodiments can involve engaging the charging port of the autonomous vehicle with the charging device. A technician can insert the charging device into the vehicle. In some embodiments, engaging the charging port of the autonomous vehicle with the charging device also includes aligning the signal transmitter and the signal receiver. A technician can align the signal transmitter and the signal receiver. Alternatively, the signal transmitter and the signal receiver can be aligned through automatic alignment software.

[0081] In some embodiments, the transmission of information collected during operation from the signal transmitter to the signal receiver includes directional aspects, such as directional beam steering. Beam steering can improve the efficiency of information transmission by preventing the loss of information during transmission. Beam steering can also improve the signal-to-noise ratio at the receiver and reduce the spurious power that reaches nearby other receivers. Specifically, multiple information transmissions can occur at adjacent vehicle stops that are approximately 1.8 to 3 meters apart. Thus, the narrowed direction of the information transmission can allow parallel data transmissions to occur simultaneously without interfering with each other.

[0082] In some embodiments, the distance between the signal transmitter and the signal receiver is between 0.3 and 1.5 meters. This means that the information transmission can not have to span more than 1.5 meters. Specifically, in some embodiments, the range of information transmission through the air can not exceed 3 meters. This short-range information transmission can attempt to prevent airwaves from being blocked by signals that can interfere with each other.

[0083] Figure 6A flowchart of operations related to operating an electric or hybrid vehicle is shown in accordance with one or more example embodiments. These operations can be used with any of the devices 100 or 300. These operations can be performed by, for example, a controller or circuitry configured to perform these operations.

[0084] Block 602 can involve generating data about a surrounding environment of an electric or hybrid vehicle, where the data is generated using at least one of a lidar, radar, or camera. The data can be generated while the electric or hybrid vehicle is in the field. For example, the data can be about objects in a surrounding environment of the electric vehicle. As an example, the surrounding environment can include an interior or exterior environment, such as inside a building or outside a building. Additionally or alternatively, the surrounding environment can include an interior environment of the vehicle. Additionally or alternatively, the surrounding environment can include an area near a road and / or on the road. Examples of objects in the surrounding environment include, but are not limited to, other vehicles, traffic signs, pedestrians, road surfaces, buildings, terrain, etc.

[0085] Block 604 can involve navigating the vehicle to a battery charging station based on the amount of data generated. In an example embodiment, the vehicle can navigate to the battery charging station once the amount of data has reached a data threshold. The threshold can be any value in terabytes. In an alternative embodiment, a planning algorithm can consider where the vehicle is, where transportation demand is, and where the vehicle’s starting location is to dynamically optimize in order to determine when to navigate to the battery charging station.

[0086] Block 606 can involve charging the battery of the vehicle at the battery charging station. As previously described, the charging can include engaging a charging port of the autonomous vehicle with a charging device. In an example embodiment, the vehicle can be charged without transmitting data. However, an alternative embodiment can include transmitting data from a data signal transmitter of the vehicle to a data signal receiver of the battery charging station. The data can be transmitted while the battery is being charged. For example, transmitting the data and charging the vehicle can take the same amount of time. Alternatively, data can be transmitted regardless of how long it takes for the battery of the vehicle to be fully charged, and any remaining data can be stored for later transmission once the vehicle has completed charging.

[0087] Figure 7 A flowchart of operations related to operating an electric or hybrid vehicle is shown in accordance with one or more example embodiments. These operations can be used with any of the devices 100 or 300. These operations can be performed by, for example, a controller or circuitry configured to perform these operations.

[0088] Block 702 can involve generating data about the surrounding environment of the electric or hybrid vehicle, where the data is generated using at least one of a lidar, a radar, or a camera. The data can be generated in the manner previously discussed in block 602. In particular, the data can be about objects in the surrounding environment of the electric vehicle.

[0089] Block 704 can include detecting a charge level of a battery of the vehicle. The charge level of the battery can decrease when the vehicle is operating in the field. The vehicle can monitor the charge level on the battery of the vehicle.

[0090] Block 706 can include navigating the vehicle to a battery charging station having a data signal receiver based on the charge level. In an example embodiment, the vehicle can navigate to a battery charging station having a data signal receiver when the vehicle determines that the charge level is below a charge threshold. The threshold can vary depending on the distance from the battery charging station. For example, the closer the vehicle is to the battery charging station, the lower the threshold can be before the vehicle should navigate back to the battery charging station. However, the further the vehicle is from the battery charging station, the higher the threshold must be in order for the vehicle to successfully navigate back to the battery charging station. The threshold can also vary depending on the outside temperature of the vehicle. For example, at extremely low and high temperatures, the battery can lose charge more quickly. Thus, the charge threshold can be higher for navigating the vehicle to the charging station.

[0091] In an alternative embodiment, the demand planning algorithm can take into account the temperature, where the vehicle is, where the transportation demand is, and where the vehicle started to dynamically optimize to determine when to navigate to a battery charging station having a data signal receiver. For example, if the vehicle is on one side of a mountain and it needs to climb the mountain to reach a charging station having a data signal receiver, the vehicle can need more charge than other times. The threshold can be dynamically set in this manner.

[0092] Another embodiment of the method 700 can include determining whether the battery of the vehicle has been charged more than a threshold number of times without transmitting data and navigating the vehicle to a battery charging station having a data signal receiver. For example, the vehicle can charge at a battery charging station that does not have a data signal receiver. However, the vehicle will continue to collect and store data without the opportunity to offload that data. Thus, once the vehicle has been charged without transmitting data a threshold number of times, it will navigate to a battery charging station having a data signal receiver.

[0093] Block 708 can involve transmitting data from a data signal transmitter of the vehicle to a data signal receiver of the battery charging location. As previously mentioned, beam steering can be used while transmitting data from the transmitter to the receiver. In an example embodiment, data can be transmitted without charging the battery of the vehicle. Specifically, the vehicle can transmit data at a station that optimizes only the transmission of data. Alternatively, the method can include charging the battery of the vehicle. Specifically, data can be transmitted from a data signal transmitter of the vehicle to a data signal receiver of the battery charging station while charging the battery of the vehicle. Alternatively, data can be transmitted regardless of how long it takes to fully charge the battery of the vehicle, and any remaining data can be stored for later transmission once the vehicle has completed charging.

[0094] The above detailed description describes various features and functions of the disclosed systems, devices, and methods with reference to the accompanying drawings. While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope being indicated by the appended claims.

[0095] It is to be understood that the arrangements described herein are for purposes of example only. As such, those skilled in the art will appreciate that other arrangements and other elements (e.g. machines, devices, interfaces, functions, orders, and groupings of functions, etc.) can be used instead, and some elements can be omitted altogether according to the desired results. Further, many of the described elements can be implemented as functional entities that can be realized as discrete components or distributed components, or in conjunction with other components, in any suitable combination and location.

Claims

1. A system for wireless transmission of data, comprising: a high-throughput signal transmitter located (i) on a charging port of an autonomous vehicle, or (ii) in a window of an autonomous vehicle within 3 meters of the charging port, wherein the high-throughput signal transmitter is configured to transmit information to a high-throughput signal receiver, wherein the high-throughput signal transmitter comprises a patch antenna; a high-throughput signal receiver located on a charging device, wherein the charging device comprises a plug portion; wherein when the autonomous vehicle is charging, the plug portion is inserted into the charging port of the autonomous vehicle, and when so charging: the high-throughput signal transmitter and the high-throughput signal receiver are in point-to-point communication, the point-to-point communication between the signal transmitter and the signal receiver is radio communication; and the high-throughput signal transmitter and the high-throughput signal receiver are separated by a distance that is up to and including 1.5 meters; and a plurality of beam steering antennas in communication with the high-throughput signal transmitter and the high-throughput signal receiver, wherein at least one of the plurality of beam steering antennas is located on the autonomous vehicle.

2. The system of claim 1, wherein the radio communication is by way of a 60 GHz network.

3. The system of claim 1, wherein the patch antenna is linked to a radio by a low-loss cable.

4. The system of claim 1, wherein the point-to-point communication between the high-throughput signal transmitter and the high-throughput signal receiver is optical communication.

5. The system of claim 1, wherein the high-throughput signal receiver is connected to a cloud network.

6. The system of claim 1, wherein the distance between the high-throughput signal transmitter and the high-throughput signal receiver is between 0.3 meters and 1.5 meters.

7. The system of claim 1, wherein the high-throughput signal transmitter and the high-throughput receiver transmit at least terabytes of data.

8. The system of claim 1, wherein, the distance between the high-throughput signal transmitter and the high-throughput signal receiver is less than 0.3 meters.

9. The system of claim 1, wherein, the radio communication is by way of a network with a frequency between 1 GHz and 60 GHz.

10. The system of claim 1, wherein, the radio communication is by way of a network with a frequency between 60 GHz and 1000 GHz.

11. The system of claim 1, wherein, the charging device further comprises a handle portion, wherein the plug portion is attached to the handle portion.

12. The system of claim 11, wherein, the high-throughput signal receiver is located on the handle portion.

13. The system of claim 11, wherein, the charging device further comprises a cord, wherein the cord is connected to the handle portion.

14. The system of claim 13, wherein, the high-throughput signal receiver is located on the cord.

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