TransPod Finn Holzhauer

-autonomous transport vehicle to relieve service personnel-

1 Problems in gastronomy and care – a current topic

Going to a restaurant is a popular opportunity to celebrate certain events or simply to
spend time in a relaxed, sociable environment. High customer requirements lead,
among other things, to psychological pressure and physical stress, which weighs on the
service staff. In the health care system, on the other hand, the consequences of
personnel stress range from declining care quality to triage [a.].
To solve these problems I developed the TransPod which can autonomously provide
utils that are needed in the working process. This can not only define new hygiene
standards in critical infrastructures such as hospitals in times of pandemics, but also
structure work processes in health care and catering more ergonomically in regular
operations. I analyzed service processes and came to my research question "How can
you efficiently support service personnel?"

2 Analysis of service processes

In order to be able to optimize processes in catering establishments, I observed,
documented and analyzed the work processes of service personnel (Chapter 2.1). By
interviewing service staff and restaurant customers, I also tried to look at the work
process in a more differentiated manner (Chapter 2.2; 2.3).

2.1 Observation of service processes in restaurants

By observing service processes, I was able to identify two basic types of service
processes: service processes of the high standard (Figure 1) and service processes of
the simple standard (Figure 2). Although the simple service standard shortens many
steps, both standards have a similar proportion of running time of 57% and 63% of
working hours (Figure 3 & 4). Faster work even increased the proportion of running
up to 71% of working hours, as time can only be reduced when interacting with guests.
The staff cannot run faster without dropping something.

2.2 Everyday work from the point of view of the service staffs point of view
Through the questioning of 41 service employees, I found that the problems are
primarily due to a lack of staff, the delivery of too high a number of meals in one go
TransPod Finn Holzhauer

and long walking distances. On average, the service staff estimates that 76% of their
working time is spent for running. One respondent said: “I only stand when taking an
order, paying and typing in the cash register. Otherwise I always run. ”The ergonomics
of everyday work is very low due to the weight of the plates. The interviewed staff
occasionally remarked that the application of TransPod should not be too complex for
the service staff in order to keep the establishment of the system in everyday work and
the training of the staff simple.

2.3 Requirements from visitors to restaurant

My age-representative survey of 135 people between 11 and 83 years of age
underscores the stressful effect on service staff (chapter 2.4.2): 94.5% of those
surveyed said they preferred a restaurant that delivers food to all people in a group at
the same time. 71% of the respondents want a lot of contact with the operating
personnel. From this observation I conclude that the service performance for guests is
an important criterion when choosing a restaurant. A good service consists of both fast
delivery and a lot of guest contact. 75% of the respondents would also prefer a
restaurant that uses TransPod.

2.4 Problem areas in service processes

2.4.1 Business processes

The process efficiency of service processes is severely restricted by various factors.
Due to the chronological processing of orders and the time-consuming walking routes
of the service staff, even primitive orders such as water are associated with a long
waiting time. Therefore I rate the observed service processes as inflexible. Likewise,
not only is the customer/guest offered poor service quality, but the restaurant business
is also deprived of the opportunity to sell more drinks. If the customer/guest has more
time available, he can also have more drinks.
At the same time, the service staff is busy with the actual service interaction due to
walking distances less than 43% or 37% of the working time. According to staff
estimates, it is only 24%. For the restaurant operator, this is very cost-inefficient, as the
majority of the salary is paid for transport services and not for direct guest care/advice.
TransPod Finn Holzhauer

At the same time, the transport routes are time-inefficient as they take up a large part
of the working time. In regular operation, the inefficient structure of service processes
is exacerbated by other effects such as a lack of staff.
My observations (Chapter 2.1) showed that the operating personnel spent an average
of 7 minutes on just running for 4.5 minutes. If the TransPod reduces this proportion
of working hours from 63% to 23% by autonomously transporting food, drinks or the
like, this results in a time saving of 2:48 minutes per table served. For example, by
saving time, the staff can carry out 2 more per 5 service processes or increase the
service quality for guests.

2.4.2 Health burden

The daily performance of service processes also leaves traces on the service staff.
According to my observations (Chapter 2.2), the staff not only suffer from the
unergonomic carrying of heavy plates, but also from an immense stress load. Different
studies have analyzed the effects of stress in different occupational groups. In the study
(source b.), an increased risk of heart attacks and other heart diseases in connection
with increased stress among waiters was found. Their study found that waiters were
1.8 times more likely to develop heart disease. Of the 3,160 male participants in the
study, 21 died of heart disease due to work-related stress.

3 Requirements for a TransPod

Based on the analyzes (Chapter 2), I make essential requirements for my TransPod
solution system:
• Reduction of the running share of the service staff ► Autonomous locomotion
• Reduction of the weight to be carried by the service staff ► high transport capacity
• Simplification of secondary tasks such as payment processes, clearing and preparing
the table ► Keeping frequently required components ready
• Minimizing costs ► simple construction & use of standard parts
• Long runtime and easy operation (HMI & GUI)
• Modular application options ► Modular structure and programming
In order to support service personnel efficiently, a TransPod system must drive
autonomously and be able to provide a large number of utensils on the move. Diverse
TransPod Finn Holzhauer

modularity in terms of modular battery systems for permanent use, modular add-on
modules and modular assemblies of the built-in technology enable flexibility and cost
efficiency. Quality improvements are not only experienced by restaurant customers,
but also by care patients, since TransPod can be used in both industries due to similar
requirements. In the event of pandemics or flu waves, increased automation enables
additional protection for staff and guests or patients.

4 Practical implementation trough three self-developed prototypes

Based on the requirements for my TransPod (Chapter 3), I designed various
constructions (Chapter 4.1), built in technical components (Chapter 4.2), developed
software for the control and tested construction and technologies (Chapter 4.4). I
developed prototype 1 (TP_E1) and prototype 2 (TP_E2) simultaneously. Modular
add-on modules for various applications enable use both in gastronomy and in the
healthcare sector (Chapter 4.6).

4.1 Mechanical construction of the prototypes

One of the central challenges in the construction of an autonomous transport vehicle is
the drive and steering of the system. My first prototype TP_E1 (graphic 5) is based on
a 3-wheel system, i.e. when the two drive wheels move at different speeds, I negotiate
a curve. Thus, various control technologies (Chapter 4.4.1) and the wireless connection
to remote devices via Bluetooth could be tested.
On the other hand, TP_E2, which was developed simultaneously with TP_E1, is more
complex in terms of design (Figure 6). One challenge was the transmission of power
between the gear motor and the drive wheel. I solved this with toothed pinions and a
motorcycle chain. The 40x40mm item profiles used as the basic structure enabled an
uncomplicated conversion for stability tests (Chapter 4.4.2) of the illustrated 4-wheel
system with 2 idle rollers to a 3-wheel system, similar to each of TP_E1.
I used my previous experience to model TP_E3 (graphic 7) in the CAD program
SolidWorks. There were some significant changes here. The dimensions of the
construction are based on application-oriented standard sizes, such as the gastro
standard and the measurement system for Euroboxes. I also changed the power
transmission between the cordless screwdriver and the drive wheels on TP_E3. This is
TransPod Finn Holzhauer

now done by means of gears that are clamped in the drill chuck of the cordless
screwdriver. Based on the results of stability tests of TP_E2 (Chapter 4.4.2), TP_E3 is
based on the 3-wheel system as well as on steering via the ratio of the rotational speed
of the drive wheels. The static framework for this consists of lighter 20x20mm item
profiles and white Dibond composite panels.

4.2 Technical components and developed modules

The technical requirements for a TransPod (Chapter 3) have also been implemented.
In addition to infrared sensors, a GPS module and a 3-axis magnetometer are already
installed on the first prototype TP_E1 (Figure 5) for automating driving. I used this to
find an application-specific suitable control method (Section 4.4.1). I also tried manual
control using a specially programmed smartphone app via the Bluetooth module.
In addition to mechanical tests, TP_E2 is also used to try out various module concepts.
The current prototype generation TP_E3 (Figure 8) is divided into different modules:
control electronics, battery systems and infrared sensor modules.
The modularity of the control electronics primarily affects technical developments and
tests. By using modular breadboards, the microcontrollers used can be quickly pulled
out and replaced in the event of updates or damage. Cables can also be fastened with
screws, which offers the enormous advantage of being able to change the circuit during
development and to be able to replace components more quickly during maintenance.
The use of Wago cable connection terminals also enables cables to be removed without
soldering. Furthermore, an HM-10 Bluetooth module enables wireless control of the
TransPod, which gives the end user flexibility.
The modular battery system offers the end user flexibility. The battery modules can be
exchanged quickly and in addition to batteries with 4Ah there are also models with
8Ah and 12Ah. The operator can thus expand the range in a modular manner. The
Bosch battery system used is widespread in the home and crafts sector and is available
from specialist shops everywhere.
In contrast, the modules of the infrared sensors are specially designed modules that use
the emitter & collector diodes of a TCRT5000 sensor. In this way it is possible to
greatly reduce the influence of sources of interference such as sunlight, which ensures
TransPod Finn Holzhauer

the safety of autonomous locomotion. For tests, the sensors can be moved in the module
in order to determine the optimal position of each sensor. The use of 2 infrared sensor
modules results from measurements (Chapter 5), after which the driving stability is
considerably increased.
In the TP_E3 prototype, I used a Bosch cordless screwdriver to drive it. These have a
high torque and, thanks to the drill chuck, offered the possibility of flexibly testing
various components of the drive train. The battery systems of the cordless screwdriver
met all the necessary requirements (Chapter 3). Corresponding motors would be used
here in a finished product.
Overall, the interaction of the control module, infrared sensor modules, modular battery
system and stable drive ensures that the construction functions in accordance with the
requirements.

4.3 Software development

In order to enable autonomous driving, I used the hardware-related programming
language C or C ++. The programming of the Arduino microcontrollers used is divided
into motor control, processing of sensor data, (wireless) control and automation of test
series.
The main challenge in controlling motors is not when driving itself, but durring
acceleration. An acceleration curve is required to protect the material. A dedicated
Arduino takes on this task so that it runs independently of the rest of the processes. At
the command of the central Arduino Mega, it changes setpoints for motor direction and
speed and adapts them step by step. This results in a linear acceleration.
The central Arduino Mega takes over the evaluation of sensor data from the infrared
sensor modules. While I initially saved sensor data in individual variables with TP_E1,
these are saved in a binary number by TP_E3. If a sensor exceeds a value previously
defined in the code, a "1" is stored in this binary number at the appropriate place -
otherwise a "0". The position to the line can be saved and analyzed in a resource-
efficient manner using a binary comparison.
The same microcontroller also takes over the evaluation of commands that are sent via
Bluetooth or touchscreen. The latter is an initially used solution to test the functionality
TransPod Finn Holzhauer

of motors and to define settings. A smartphone application, which is currently being

further developed, serves as an extension to this. Another Arduino microcontroller
takes over the measurement of current and voltage values as well as lap times, with
which I was able to partially automate the execution of test series.

4.4 Various tests with TP_E1 and TP_E2

In order to enable an optimal construction as well as a safe autonomous control, I
carried out tests on control methods (chapter 4.4.1) as well as stability & drive concepts
(chapter 4.4.2).

4.4.1 Finding an application-specific control method using TP_E1

Using the GPS module tested first, the angle between the current geoposition and a
predefined destination waypoint is calculated. The current alignment to the earth's
magnetic field is calculated with the Hall method using a magnetometer. This
technology does not require much new infrastructure, but has the disadvantage that the
geodata measurement in buildings sometimes fails completely. The first calibration
also takes 2 to 6 minutes after a restart, which is why the use of GPS had to be excluded.
The next technology I tested using TP_E1 (Figure 5) was the line tracking using
infrared sensors on a 7.5 m long circuit. Although optical signs have to be placed on
the floor for this technology, the material used is not only inexpensive, it also ensures
safe and stable driving. The increase in the number of infrared sensors from 3 to 5 not
only stabilized the driving behavior, but also shortened the average lap time from 1:30
min to 0:23 min. Thus, line tracking is a stable and inexpensive technology at the same
time, which enables easily detectable movement enables.

4.4.2 Stability and drive tests using TP_E2

In order to optimize the design and technology, I carried out load and slip tests with
TP_E2 (Figure 6). To do this, I placed water tanks with a volume of 30 liters on the
outermost edges of the loading area in order to simulate the most unfavorable loading.
In the 4-wheel system, one drive wheel has lost contact with the ground. In real
operation this would lead to dangerous driving behavior. This is prevented by a 3-point
support using a 3-wheel system. Accordingly, a 3-wheel system is more suitable for
TransPod Finn Holzhauer

reasons of slip avoidance. Driving tests with TP_E2 also revealed major problems with
the drive, more precisely with the power transmission from the motor to the drive
wheel. Even with high chain tension, the chain used does not allow permanent
transmission of the motor's movement. Therefore TP_E3 uses a gear system.

4.5 Modular add-on modules for various areas of application

Various add-on modules enable various utensils to be provided. So I have developed
module concepts that can be used in restaurants, cafés and care facilities.
Standard modules for use in restaurants are based on a 3-storey system (Figure 7) of
item profiles. According to my analyzes (Chapter 2), this is equipped as follows: pull-
out boxes for dirty dishes and shelves for utensils for preparing the tables on the lowest
level, cutlery boxes, a glass basket, a cool box for drinks and an EC card reader on the
middle level. At the customer's request, roller shutters can also optically separate
certain areas. The material costs for a TransPod with a standard module are around
2.100 € of which the autonomous platform costs around 1.800 €.
The standard module is modified for other areas of application. The café module
contains a multifunctional gastronomic coffee machine and a showcase for cakes and
baked goods, which increases the material price to around 1.500 € per module.
For the care sector, many components are stored in Euro boxes, which is why more
and more pull-out floor units are being installed here. In addition to disinfectants and
medication, these also include patient-specific items such as surgical shirts or food
trays.

5 Measurements of driving characteristics of TP_E3

In order to be able to make statements about the everyday maturity of the TransPod, I
carried out 2 test series on a 21m circuit. I optimized sensors and analyzed the driving
behavior.

5.1 Determination of the number and position of infrared sensor modules

The first series of tests was essentially used to optimize the control method used. So I
found out that not only the positioning, but also the number of infrared sensors have an
important influence on driving stability.
TransPod Finn Holzhauer

While TP_E3 drove an average of 0,45 km/h with an infrared module with 5 sensors,
I was able to improve this value by 36% to around 0,62 km/h with a second sensor
module with 7 sensors. The faster driving is due to a more stable driving style with less
lateral pivoting.

5.2 Driving behavior in different loading scenarios

By automating the second series of tests, I was also able to record other parameters
such as the power requirement. The average speed increases sharply in relation to the
set maximum speed, while the power requirement initially decreases (Figure 9). From
a set maximum speed of 0,95km/h, the average speed only increases insignificantly,
while the electricity demand increases again. I therefore recommend that the end user
operate the TransPod at a set maximum speed of 1 km/h.
These tests also showed (Figure 10) that the power requirement (blue) increases
disproportionately from a load of 100 kg. Therefore, I recommend to the end user not
to load the TransPod with more than 100kg.
Long-term tests in various charging scenarios (Figure 11) on over 31,4 km showed that
the range with fully charged batteries decreases approximately linearly from 1400 m
with an unladen journey to 960 m with a total weight of 124 kg. At the same time, the
driven speed also decreases linearly, which averaged 0,63 km/h. With a full load,
continuous use of 1,5 hours is possible, and unloaded even 2 hours. If the 4Ah batteries
used are replaced with more energetic 8Ah or 12Ah modules, this operating time is
extended to at least 3 or 4,5 hours with a full charge, which exceeds the requirements.

6 Results and evaluation of my project

6.1 Evaluation of the TransPod by service personnel

In order to get a differentiated evaluation of my TransPod, I asked various service staff
again. The respondents only saw problems in the system in the fact that the kitchen is
sometimes on a different level than the guests' tables. So kitchen staff have to leave the
kitchen and put the food on the TransPod. However, this is usually not a long way to
go. The concept of supporting the staff by reducing transport routes is met with a good
response.
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The system is a good ergonomic solution that can make everyday work much easier.
Not only the service staff in restaurants were convinced by the concept: especially in
the area of care, the need for automation and a concept like TransPod is necessary in
order to maintain quality. The contact reduction was also praised, which can guarantee
safety in the workplace. According to the nursing staff, the use of TransPod is not only
sensible, but necessary in the current pandemic situation as well as in regular operation.

6.2 Achieved goals

In order to be able to evaluate the research work, I asked myself the initially developed
question: How can you efficiently support service personnel?
After I have extensively observed, analyzed and documented the problems related to
everyday work, I classify the overall concept of TransPod as an autonomous transport
vehicle to support service personnel. I justify this assessment with the fact that the
concept not only significantly reduces health problems, but at the same time also brings
quality improvements for customers and cost and flexibility advantages for restaurant
operations. So I started a research process with which I realized that this concept is also
urgently needed in other fields of work, such as nursing.
The service staff can therefore be efficiently supported with the help of the autonomous
transport system "TransPod", which has a lasting effect on the daily work of serving
staff by reducing the amount of travel required for the staff.

6.3 Further development steps of the project

While I am currently completing test drives with TP_E3, in the next step I will work
simultaneously on various interaction systems. In addition to collision avoidance and
appropriate optical light signals, I continue to work on the graphical user interface
(GUI). This is based on a map of the area of the operation, e.g. the restaurant, with
preprogrammed interaction points. The staff selects the starting point of the device and
the destination in the app and confirms this selection, whereby the TransPod drives to
the destination with just 3 clicks to provide the necessary utensils there.
In the long term, I also plan to use Bluetooth as a further support, which will make my
TransPod an almost unlimited work device.
TransPod Finn Holzhauer

Supplementary material

Figure 2: Simple service standard.

Figure 1: High service standard. Breakdown of the time
Workload for the service staff with a
required for each operating step into: way there (orange),
simple service standard. Legend as
actual service (blue), way back (green).
for figure 1.

3 4
Share of the working time of service personnel
in the simple (Figure 3) or higher (Figure 4)
service standard.

Figure 5: Prototype TP_E1. Direction

of travel: red arrow.

Figure 6: TP_E2 with

4-wheel system.
Direction of travel: red
arrow.
Figure 7: CAD model of Prototype TP_E2 with add-on module.
TransPod Finn Holzhauer

Figure 8: TP_E3 with 4-wheel system. Direction of travel: red arrow.

9 10
Figures 9-11: Tests with TP_E3 on a
21m course over 25,5 km. I tested at
different speed settings (Figure 9),
the influence of different loads
(Figure 10) as well as the total range
of the autonomous TransPod (Figure
11).

11
TransPod Finn Holzhauer

Sources
a. Triage in Germany, last accessed on 12.01.2021
https://www.fr.de/wissen/corona-triage-sachsen-zittau-klinik-covid-19-
coronavirus-90133064.html
b. Stress load of the service staff and clinical pictures, last accessed on
12.01.2021
https://n.neurology.org/content/85/19/1648
c. Working conditions in care for the elderly and the sick, last accessed on
12.01.2021
http://www.dgb.de/presse/++co++6c0d41f4-b1d2-11e8-a703-52540088cada