WO2015005873A1 - Véhicule - Google Patents

Véhicule Download PDF

Info

Publication number
WO2015005873A1
WO2015005873A1 PCT/SI2013/000044 SI2013000044W WO2015005873A1 WO 2015005873 A1 WO2015005873 A1 WO 2015005873A1 SI 2013000044 W SI2013000044 W SI 2013000044W WO 2015005873 A1 WO2015005873 A1 WO 2015005873A1
Authority
WO
WIPO (PCT)
Prior art keywords
rails
vehicle
pitch
rail
main
Prior art date
Application number
PCT/SI2013/000044
Other languages
English (en)
Inventor
Samo KAVCIC
Original Assignee
Kavcic Samo
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kavcic Samo filed Critical Kavcic Samo
Priority to PCT/SI2013/000044 priority Critical patent/WO2015005873A1/fr
Publication of WO2015005873A1 publication Critical patent/WO2015005873A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B3/00—Elevated railway systems with suspended vehicles
    • B61B3/02—Elevated railway systems with suspended vehicles with self-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/02—Rack railways

Definitions

  • matable refers to at least two interdependent systems which can be connected, put together, mated together or otherwise put into one on another dependent status.
  • the invention concerns a vehicle and a mateable guideway representing the two most important components necessary to design and implement a novel freight delivery or personal transportation system that can be operated as a fully automated driverless land transportation system especially suited for densely populated urban and suburban areas, campuses, plants, and spacious business or residential buildings.
  • the state of the art includes guideway or railway based internal parcel transportation systems which deliver small or medium sized packages to an apartment or a single room within a building. These systems are restrained to single building or a few buildings and shorter distances as their design of wheel to rail engagement causes the level of friction not appropriate for longer distance travel. Some of the internal parcel transportation systems are based on active switches which connect different routes of the guideway or railway system. Active switches increase complexity and cost of the guideway or railway construction and maintenance.
  • the state of the art includes guideway-based transportation systems which are used to transport people or goods.
  • One example is a Personal Rapid Transit System ("PRT") class of transportation systems. These systems generally comprise a transit vehicle that is controlled to self-steer along a guideway track or roadway having surfaces designed to restrain the vehicle to the track.
  • the vehicle generally includes a plurality of guide and support wheels designed to couple the vehicle to the guideway. These systems are designed to replace or augment car, bus and train based transportation where
  • PRT Personal Rapid Transit System
  • the US4015537 discloses an interior railway transportation system where a self- propelled car and load-conveying container on the car travel along a track system which has horizontal and vertical track runs with bends or curves between such runs, and inside and outside corner bends or curves between horizontal track runs.
  • the track is generally channel-shaped with spaced rail heads at the extremities of the channel legs.
  • the channel web always has vertical orientation for the horizontal and vertical track runs and bends.
  • Motor-driven friction rollers move the car along the track.
  • Spring- pressed, rounded-groove guide wheels support the car on the track but also causes wear, increased energy consumption, noise, vibration and limit the maximum speed.
  • the track system has switches to connect the system between various stations at various locations on the same or different building floors but also increase complexity and cost of the railway construction and maintenance.
  • the main advantage of this proposition over the previous proposals is the ability of the vehicles to travel with the efficiency of a car along horizontal or mildly inclined ground guideway sections and to ascend or descend with the efficiency of an elevator up and down in vertical or steeply inclined direction along vertical or steeply inclined guideway sections and to travel on a shop floor like contemporary robotic and automated vehicles for delivering or transporting material indoors.
  • the vehicles go on their own propulsion from one place to another moving on a variety of different mateable guideway sections.
  • the mateable guideway sections can have various rail arrangements and can convey vehicles in horizontal, inclined or vertical direction.
  • flat base surface like shop floor or a road can also be utilized as a valid guideway section, provided that requisite positioning control and safety systems are put in place. This capability represents true door-to-door driverless personal transportation and freight delivery that no other transportation system in use today can claim.
  • a vehicle is also referred to as "robotic” vehicle.
  • robotic i.e. autonomously moving and without particular human intervention
  • it can also act as normal vehicle with full human control (i.e. non "robotic" vehicle).
  • a vehicle according to this invention may comprise a chassis, and comprises eight arms, preferably robotic, each arm with at least two degrees of freedom, each of said arms pivotally connected to either chassis, or to other part of said vehicle.
  • Said chassis may form a cuboid, or any other body form (e.g. sphere, or cylinder etc.).
  • a vehicle has three orthogonal axis - the first essentially along movement path (also called principle axis), the second essentially parallel to direction of gravity, and the third essentially orthogonal to the first and the second, said third axis essentially parallel to a base surface over which the vehicle moves when on ground.
  • Each arm comprises two movements - pitch (displacement of arm relative to the first axis essentially in direction of the second axis), and yaw (displacement of arm relative to the first axis essentially in direction of the third axis). These movements are consistent with description used for movements of an aircraft - pitch, and yaw.
  • Each arm comprises sufficient number of wheels to counteract degrees of freedom movements. For example, two wheels counteract two degrees of freedom - one wheel counteracts pitch, and another yaw.
  • the axis may change.
  • the same vehicle can be used as essentially ground transporter changing into vertical moving elevator - in this case former second axis become the new first axis, former first axis becomes the new second axis, and former third axis remains the third axis.
  • pitch becomes yaw
  • roll displacement of arm relative to the third axis essentially in direction of the second axis
  • guideway comprising four rails, or pair of rails and flat base surface, or pair of rails. Said vehicle engages with said guideway by means of said wheels. While moving along said guideway in essentially direction of the first axis said wheels also move in essentially direction of the second axis, and in essentially direction of the third axis.
  • each arm is used to exert force onto ground, or guideway, or track, or combination thereof, if necessaryry in pair-wise fashion, said pair defined as pair of arms exerting force in desired direction.
  • pitch movement of arms is used to exert force in the second axis direction while yaw movement of arms is used to exert force in the third axis direction.
  • the point of invention is that the vehicle is supported at all times.
  • the vehicle according to the invention includes a chassis and eight robotic wheeled arms attached to the chassis.
  • Each robotic wheeled arm is movable about the pitch and yaw axes by controllable pivot drivers.
  • the robotic wheeled arms attached to the chassis are arranged to form with their joints a rectangular cuboid which has its longitudinal edges substantially aligned with the direction of the vehicle's movement and two of the sides substantially parallel to the base surface over which the vehicle is movable, when on ground.
  • this composition is the ability of the vehicle to engage and align the wheels with the main or branch rails of a guideway and thus select and follow the chosen direction; or to disengage and recess the wheels from the main or branch rails of a guideway and thus let the vehicle pass through the gap between the rails of the unselected direction of the guideway; or to exert sufficient friction force between the main support wheel and the support running surfaces of a rail in a vertical or steeply inclined guideway; or to steer separately each of the articulated wheeled arms to follow a distinct curve in order to control the movement of the vehicle on a substantially flat base surface without rails.
  • the vehicle uses the force of friction to be able to climb up or down a vertical or steeply inclined guideway section. In one embodiment the vehicle uses a rack and pinion arrangement for the same purpose.
  • the chassis may carry a pivotally mounted gondola.
  • gondola is always kept in a horizontal position by a controllable geared motor.
  • Passengers or freight are transported inside the gondola.
  • no such gondola is necessary and it rests within confines of vehicle chassis. Accordingly it is the object of this invention to provide a vehicle and a mateable guideway - the two most important components necessary to design and implement a freight delivery or personal transportation system that:
  • the arms of the vehicle according to this invention enable the vehicle to move in a straight line on mateable guideway (i.e. enabling attachment between the wheels, and a guideway). In such a case it is sufficient if only four lower arms connect vehicle to the guideway. On inclined surfaces it becomes necessary for more than four arms to engage. In order to enable vehicle to move in any direction, all eight arms need to be engaged.
  • each arm comprises two wheels, said wheels comprising teeth (if rack-and-pinion system is to be used), or high friction surface (traction wheel).
  • Each of the wheels is primarily used to essentially counteract movement in one degree of freedom: one wheel to essentially counteract pitch, and another o essentially counteract yaw.
  • said arm is preferably articulated - one pivot to provide for pitch, and another to provide for yaw.
  • vehicle comprises a chassis; and eight articulated wheeled arms wherein each of said articulated wheeled arms has a first member which is on its proximal side rotatably connected to the chassis at a first pivot; and a second member which is on its proximal side rotatably connected to the first member at a second pivot, the second member being an arm holding the wheels, the first and the second pivot facilitating rotation about the pitch and yaw axis respectively, the distal points of said first pivots connected to the chassis defining eight corners of what is substantially a rectangular cuboid which has its longitudinaL edges substantially aligned with the direction of the vehicle's movement and two of the faces substantially parallel to the base surface over which the vehicle is movable, each of the eight members which are on their proximal side rotatably connected by the yaw pivot being controllable by a pivot driver operable to rotatably position said member about the yaw pivot, the members which are on their proximal side rot
  • said vehicle comprises a chassis; and eight articulated wheeled arms, wherein each of said articulated wheeled arms has a first member rotatably connected to the chassis at a first pivot; and a second member which is on its proximal side rotatably connected to the first member at a second pivot, the second member being an arm holding the wheels, the first and the second pivot facilitating rotation about the pitch and yaw axis irrespectively, both of the first and second members including controllable pivot drivers operable to rotatably position their corresponding members about said pivots, the distal points of said first pivots connected to the chassis define eight corners of what is substantially a rectangular cuboid which has its longitudinal edges substantially aligned with the direction of the vehicle's movement and two of the faces substantially parallel to the base surface over which the vehicle is movable.
  • This invention also describes a guideway for guiding said vehicle as described herein, said guideway comprising one of the following:
  • each track preferably comprising two perpendicular surfaces
  • each track preferably comprising two perpendicular surfaces and flat base surface
  • each track preferably comprising two perpendicular surfaces.
  • Said guideway mateable with the vehicle as described herein further comprises: ground main rails; yaw branch rails; and a yaw branching region, the yaw branch rails branching off the ground main rails at the yaw branching region, the ground main rails comprising: a pair of equidistant rails with symmetric profile defining upward support running surface mateable with the lower main support wheels and vertical side wall extending upward along the outer side of the ground main rail defining inward lateral running surface mateable with the outward projecting part of the lower guiding wheels, the yaw branch rails in composition being equal to the ground main rails, the yaw branching region comprising: main and branch symmetric sets of upper and lower rails and main and branch adaptation rails, the lower rail comprising a U shaped rail defining upward support running surface mateable with the respective lower main support wheels and inward and outward lateral running surfaces mateable with the respective lower guiding wheels, the upper rails comprising upper inner and
  • Said guideway mateable with the vehicle as described herein further comprises: ground main rails; steeply inclined rails; and a ground to steeply inclined transition region, the steeply inclined rails being connected to the ground main rails through the ground to steeply inclined transition region, the ground to steeply inclined transition region comprising a pair of outer curve rails; and a pair of inner curve rails, the outer curve rails comprising: a pair of parallel outer curve rails defining support running surfaces mateable with the outer four main support wheels; vertical side walls extending inward along the outer sides of both outer curve rails defining inward lateral running surfaces mateable with the outward projecting part of the four outer curve guiding wheels, the inner curve rails having the mirror profile of the outer curve rails, the inner curve and outer curve rail pairs being curved upwards each defining a curved plane perpendicular to the vertical plane; both rail pairs being curved upwards so as to allow the vehicle of claim 8 to travel through the space constrained by the inner curve and outer curve rail pairs, the steeply inclined rail
  • Said guideway mateable with the vehicle as described herein further comprises: main rails; pitch branch rails; and a pitch branching region, the pitch branch rails branching off the main rails at the pitch branching region, the main rails comprising: two pairs of equidistant rails laid in parallel planes, each of said rails having the same profile defining support running surfaces mateable with the main support wheels and vertical side walls extending inward along the outer sides of said rails defining inward lateral running surfaces mateable with the outward projecting part of the guiding wheels, the pitch branch rails in composition being equal to the main rails, the pitch branching region comprising: a main rail pair; a branch rail pair; branch adaptation rail pair; main adaptation rail pair; and pitch branching region main and branch side walls defining auxiliary lateral support running surfaces mateable with frame rollers, each rail pair of the pitch branching region comprising two equidistant rails having the same profile as said main rails, the branch rail pair of the pitch branching region diverging gradually
  • Vehicle as described herein comprises arms wherein each of said arms is capable of connection to part of a guideway wherein four arms are sufficient to retain said vehicle in position, remaining arms disengaging from respective guideway parts and reengaging with another guideway parts or with base surface in order to facilitate change of direction of said vehicle
  • FIG. la is a prespective view of a vehicle of the first embodimenton on ground main rails.
  • FIG. lb is an enlarged partial prespective view of a vehicle of the first embodiment taken from detail B of FIG.1 a.
  • FIG.2 is a partially exploded view of a vehicle of the first embodiment.
  • FIG.3 is a perspective view of a bifurcation type guideway junction.
  • FIG.4a is a prespective view of a vehicle of the first embodiment in a T type guideway junctio .
  • FIG.4b is top view of a vehicle of the first embodiment in a T type guideway junction.
  • FIG.4c is a sectional view of a a vehicle of the first embodiment in a T type guideway junction taken along line I--I of FIG. 4b.
  • FIG.4d is a side view of a vehicle of the first embodiment in a T type guideway junction.
  • FIG.4e is a partial sectional view of a a vehicle of the first embodiment in a T type guideway junction taken along line J- J of FIG. 4b.
  • FIG.4f is a partial sectional view of a a vehicle of the first embodiment in a T type guideway junction taken along line K— of FIG. 4b.
  • FIG.5 is a top view of a vehicle of the first embodiment in the middle of a T type guideway junction.
  • FIG.6a is a prespective view of a vehicle of the first embodiment in an upward branching region of a guideway after selecting the straight direction.
  • FIG.6b is a top view of a vehicle in an upward branching region of the first embodiment after selecting the straight direction.
  • FIG.6c is a sectional view of a vehicle of the first embodiment in an upward branching region of a guideway taken along line I— I of FIG. 6b.
  • FIG.7a is a top view of a vehicle of the first embodiment in an upward branching region of a guideway after selecting the upward direction.
  • FIG.7b is a sectional view of a vehicle of the first embodiment in an upward branching region of a guideway along line I— I of FIG. 7a.
  • FIG.7c is a prespective view of a vehicle of the first embodiment in an upward branching region of a guideway after selecting the upward direction.
  • FIG.8a is a side view of a vehicle of the first embodiment in vertical section of a guideway.
  • FIG.8b is a sectional view of a vehicle of the first embodiment in a vertical region of a guideway along line I— I of FIG.8a.
  • FIG.8c is an enlarged sectional view of a vehicle of the first embodiment in a vertical region of a guideway along line J ⁇ J of FIG. 8a.
  • FIG.9a is a prespective view of a linear actuator of the yoke of the first embodiment.
  • FIG.9b is a partial sectional view of the linear actuator's damped attachment to the yoke of the first embodiment.
  • FIG.10 is a prespective view of vehicle of the second embodiment in a ground drive.
  • FIG.1 1 a is a side view of an arm of the second embodiment.
  • FIG.1 lb is a sectional view of an arm along line A--A of FIG. 1 la.
  • FIG.1 1 c is a partial sectional view of an arm along line A—A of FIG. 1 1a.
  • FIG.1 Id is a partial sectional view of an arm along line A— A of FIG. 1 1a.
  • FIG.1 le is a partial sectional view of an arm along line E--E of FIG. l id.
  • FIG.1 If is a partial sectional view of an arm along line F— F of FIG. 1 Id.
  • FIG.l lg is a partial sectional view of an arm along line G--G of FIG. l id.
  • FIG.1 lh is a partial exploded view of a two way hub clutch and a guiding wheel linkage within an arm of the second embodiment .
  • FIG.12a is a side view of vehicle of the second embodiment in a vertical region of a guideway.
  • FIG.12b is a sectional view of vehicle of the second embodiment in a vertical region of a guideway.
  • FIG.12c is an enlarged sectional view of vehicle of the second embodiment in a vertical region of a guideway.
  • FIG.13 is a sectional view of a vehicle of the second embodiment in a vertical transition section of a guideway.
  • FIG.14a is a schematic view of a vehicle first wheels' positions when transversing a horizontal curvature of a guideway.
  • FIG.14b is a partial schematic view of a vehicle first wheels' positions when transversing a horizontal curvature of a guideway.
  • FIG.14c is a schematic view of a vehicle last wheels' positions when transversing a horizontal curvature of a guideway.
  • FIG.14d is a partial schematic view of a vehicle last wheels' positions when transversing a horizontal curvature of a guideway.
  • FIG.15 is a sectional diaramic view of a guideway layout of the first and second embodiment.
  • FIG.16a is a front view of a vehicle of the second embodiment traveling along the main rail pair in a pitch branching region of a guideway .
  • FIG.16b is an enlarged sectional top view of a vehicle of the second embodiment in a pitch branching region of a guideway along line I-I of FIG.16a.
  • FIG.16c is an enlarged sectional view of a vehicle of the second embodiment in a pitch branching region of a guideway along line J-J of FIG.16a.
  • FIG.16d is an enlarged sectional view A from FIG.16c of a vehicle of the second embodiment in a pitch branching region of a guideway.
  • FIG.16e is a back view of a vehicle of the second embodiment traveling along the main rails in a pitch branching region of a guideway.
  • FIG.17a is a front view of a vehicle of the second embodiment traveling along the branch rail pair in a pitch branching region of a guideway .
  • FIG.17b is a back view of a vehicle of the second embodiment traveling along the branch rail pair in a pitch branching region of a guideway .
  • FIG.18 is a sectional view along line K-K of FIG.37 of a safty device mounted within the yoke pin of a vehicle of the second embodiment .
  • FIG.19 is a perspective view of a vehicle of the third embodiment.
  • FIG.20 is a perspective view of a vehicle of the fourth embodiment.
  • FIG.21 is a perspective view of a vehicle of the fifth embodiment in a flipped rail vertical section of a guideway.
  • FIGs.l -9b illustrate a vehicle according to the first exemplary embodiment of the present invention.
  • FIGs. la- lb illustrate the vehicle 50 being engaged with the ground main rails 314 of a guideway.
  • FIG. la shows a perspective view.
  • FIG. lb is an enlarged detail B of FIG. la showing the shoe assembly right version 157.
  • FIG. 2 shows an exploded view of the vehicle 50.
  • the ground main rails 314 have the ground right rail 316 and the ground left rail 315.
  • the ground left rail 315 and the ground right rail 316 have upward support running surfaces 318 and inward lateral running surfaces 322.
  • the vehicle 50 includes a chassis 52 and eight articulated wheeled arms.
  • the articulated wheeled arms appear in right and left mirror forms, 51 and 53 respectively.
  • Each of the eight articulated wheeled arms, 51 or 53 includes a right or left yoke, 54 and 56 respectively,- a right or left wheeled arm, 68 or 70 respectively and a servo actuator 60.
  • the right or left yoke, 54 or 56 respectively act as the first member coupled to the frame through a pin 82.
  • the pin 82 is acting as the first pivot and provides bending movement about the pitch axis.
  • the eight articulated wheeled arm is not visible in this view. It is positioned in the eight corner of the rectangular cuboid defined by the visible six pins 82.
  • the right or left wheeled arm, 68 or 70 respectively act as the second member coupled to said yoke through a second pin 58 acting as the second pivot.
  • the servo actuator 60 is acting as a pivot driver which is mounted between the right or left version yoke, 54 or 56 respectively and the right or left arm, 68 or 70 respectively and provides force for the independent bending movement of each arm about the yaw axis.
  • the servo actuator 60 is an electric servo cylinder with motor mounted in parallel with the cylinder.
  • the chassis 52 bears a pivotally mounted gondola 62 in the inside and outside it bears four power
  • the power compartments 72 can contain batteries, components of the braking system, power electronics, on board computer, communication, space positioning devices and other components. These components and systems are not disclosed further as they can be readily designed and built by a person skilled in the art.
  • the batteries provide power to the vehicle when the vehicle is not connected to the power supply from the grid.
  • the vehicle has four of the eight articulated wheeled arms, 51 and 53 respectively positioned on the left side with respect to the vector of its movement and will be denoted as the left side or as the left articulated wheeled arms or as the left arms or as the left wheels hereinafter.
  • the other four of the eight articulated wheeled arms, 51 and 53 respectively, are positioned on the right side and will be denoted as the right side or the right articulated wheeled arms or as the right arms or as the right wheels hereinafter.
  • the vehicle in its basic horizontal position has eight articulated wheeled arms laid out in two levels.
  • the four of the eight articulated wheeled arms, 51 and 53 respectively are positioned so that their respective wheels engage the support running surface or the ground main rails 314 and these four articulated wheeled arms will be denoted as the lower articulated wheeled arms or as the lower arms or as the lower wheels or as the lower yoke hereinafter.
  • the other four of the eight articulated wheeled arms, 51 and 53 respectively are positioned exactly above the lower four and will be denoted as the upper articulated wheeled arms or as the upper arms or as the upper wheels or as the upper yoke hereinafter.
  • the respective lower and upper yokes represent a pair coupled together by a servo actuator 64 (shown in FIG.2) acting as a controllable linear actuator which provides simultaneous and counter- directional movement of both yokes about the pitch axis.
  • Each right and left arm, 68 and 70 respectively has a right and left version shoe assembly, 157 and 159
  • FIG. lb the right version shoe assembly 157 is shown pivotally attached about a pin 158 to the right arm 68.
  • the shoe assembly 157 consists of a torsion spring 160, a right version bracket, 162, and contact surface 164.
  • the contact surface 164 is made of material with low contact resistance and high durability and is fixedly mounted to the right version bracket, 162.
  • the left version shoe assembly 159 (not shown in FIG. lb) is a mirror version of the right one 157.
  • the torsion spring 160 pushes the bracket 162 with the contact surface 164 against the rail.
  • the opposite rails are supplied with electric power of different polarity and in this manner the vehicle 50 receives electric power from the grid.
  • Wires that connect the shoe assembly 157 with the arm 68 of the vehicle 50 are not visible.
  • the vehicle 50 travels along the ground main rails 314 of the guideway.
  • the position of the articulated wheeled arms 51 and 53 is their horizontal engaged position. In this position each of the articulated wheeled arms 51 and 53 is in its outermost position with respect to the pitch axis and the wheels are aligned with the straight direction of the rails. In this position the angle between the nominal direction of the main support wheel 156 and the axis of the pin 82 is 90 degrees for each of the wheels.
  • the angle between the nominal direction of the main support wheel 156 and the axis of the pin 82 is always controlled by the servo actuator 60.
  • the vehicle 50 of the first embodiment has a pivotally attached gondola assembly 62.
  • the latter consists of frame 90 with central protrusions which act as pivots 91, and conveyor belt assembly 101 built in the bottom of the gondola assembly 62 consisting of: four belts 99 (one not visible in this view) , two idlers on each side 101 (one not visible in this view), support rollers 92 in between the idlers 101, the drive pulley 103 driven by an electric motor with reduction gears 94 mounted in between belts, four hooks 101 mounted pivotally about the axes of the idlers between the ends of idlers 101 and the inner sides of the frame 90. The hooks 101 can be moved pivotally 90 degrees outward.
  • the hooks 101 are driven and locked by a mechanism built (not visible in this view) in the wall of the frame 90.
  • the principal actuator for this movement is muscle wire.
  • the hooks 101 release the container 76, so it can be unloaded.
  • the hooks 101 hold the container 76 in place during movement of the vehicle 50.
  • the driving and locking mechanism of the hooks 101 is not disclosed further as it can be readily designed and built by a person skilled in the art.
  • FIG.3 shows an embodiment of a yaw branching region 325 featuring bifurcation.
  • the yaw branch rails 326 branch off the ground main rails 314 at the yaw branching region 325.
  • the latter comprises main and branch symmetric sets, 328 and 330 respectively of upper and lower rails and main and branch adaptation rails, 345 and 346 respectively.
  • the branch set of rails 346 from the beginning on (top left in this view) runs in parallel with the main set 345 for a certain adaptation distance and then diverges gradually from the main set 345 in yaw direction.
  • Each set ends in a separate leg where it runs in parallel with the respective adaptation rail 345 or 346.
  • the part of the yaw branching region 325, where both sets of rails 328 and 330 run in parallel and the parts where one set of rails 328 or 330 is running in parallel with the respective adaptation rail 345 or 346 is meant for the vehicle to adapt its articulated wheeled arms i.e. engage or disengage them according to the route selected.
  • Each symmetric set of rails 328, 330 has: U shaped ground rail 332 defining upward support running surface 334 mateable with respective lower main support wheels, ground inward and outward lateral running surfaces 336 and 338 respectively, mateable with the respective lower guiding wheels; upper inner rail 340 defining upper outward lateral running surface 344; and upper outer rail 342 defining upper inward lateral running surface 343, both mateable with the respective upper guiding wheels.
  • the yaw branching region 325 is shown with just the relevant elements being in contact with the vehicle.
  • Other structural elements of the guideway like struts, beams, girders, brackets and alike that are not in contact with the vehicle, though may be structurally needed, aren't disclosed.
  • FIGs.4a-4f illustrate a situation with one embodiment of the yaw branching region which adopts the form of the letter T and the vehicle of the first embodiment traveling through it.
  • FIG. 4a shows the ground main rails 314, the yaw branching region T type 327, the branch rails 326 of a guideway and the vehicle 50 situated at one end of the yaw branching region 327.
  • This embodiment of the yaw branching region 327 differs from the yaw branching region featuring bifurcation 325 (shown in FIG.3) in having one additional set of rails 347 instead of two adaptation rails.
  • This additional set of rails 347 is symmetric with both, main and branch set of upper and lower rails, 330 and 328, respectively.
  • the lower rail 332 of the additional set of rails 347 acts with each of its ends as one of the adaptation rails as it defines all the running surfaces of a ground rail 315 or 316.
  • the yaw branching region 327 is shown with just the relevant elements being in contact with the vehicle. Other structural elements of the guideway like struts, beams, girders, brackets and alike that are not in contact with the vehicle, though may be structurally needed, aren't disclosed.
  • the yaw branching region 327 has three entries/exits marked as Tl, T2 and T3. Starting from Tl, the branch set of rails 330 diverges gradually from the right set in the yaw direction and ends at T3. The main set of rails 328 start at Tl, continues straight through the yaw branching region 327 and ends at T2.
  • the additional set of rails 347 connects T3 and T2 and enables traveling of the vehicle 50 through the yaw branching region starting from either of the two points, T2 or T3 in direction of T3 or T2 respectively.
  • the vehicle 50 travels through the T formed yaw branching region 347 of the guideway and is portrayed positioned in the adaptation section of the yaw branching region 347 near the entry Tl.
  • the vehicle 50 traveled along the ground main rails 314 with its articulated wheeled arms 51 and 53 held in their horizontal engaged position (as shown in FIG. la).
  • the vehicle 50 was entering the adaptation section of the yaw branching region 347 it started to recess one side of its articulated wheeled arms according to the selected direction.
  • the vehicle 50 selected the branch direction.
  • the vehicle recessed the right side articulated wheeled arms 51 and 53.
  • each of the two articulated wheeled arms pairs connected by the same servo actuator 64 is enough to pass between the upper right inner rail 340 and ground right rail 332.
  • the requisite gap is gl.
  • the angle between the nominal direction of the main support wheel 156 and the axis of the pin 82 is 90 degrees for only one of the main support wheels 156 belonging to the same articulated wheeled arm pair controlled by one servo actuator 64 (the lower one in FIG.4c).
  • the angle between the nominal direction of the main support wheel 156 and the axis of the pin 82 is less than 90 degrees for the other main support wheels 156 (the upper one in FIG.4c).
  • the vehicle must recess the articulated wheeled arms of the unselected side before it reaches the curved section of the yaw branching region. After this, the selected side articulated wheeled arms must follow the curved shape of the rails as shown in FIG.5 and FIGS.14a-14d.
  • each said yoke pair, 54 and 56 when actuated by the respective servo actuator 64, moves about the pin 82, together with the rest of the articulated wheeled arm, 51 and 53 respectively.
  • the servo actuator 64 is shown in its most contracted position
  • the servo actuator 64 is shown in its most stretched position.
  • the fully stretched pitch position of the yokes, 54 and 56 respectively is limited to the parallel position of the outward edge of the arm with the respective outward edge of the chassis by the geometry of the yoke and the chassis.
  • the gondola assembly 62 is rotatable about the spur gear 84.
  • the spur gear 84 is fixedly attached to the chassis 52.
  • the rotating movement is generated by the geared electric motor with a brake 96 which is fixedly mounted to the gondola's frame 90 between the rollers 92 and belts 99.
  • the rotating movement of the gondola 62 about the spur gear 84 is caused by the pinion 98 which is fixedly mounted to the shaft of the geared electric motor 96.
  • the purpose of the rotation of the gondola assmebly 62 about the spur gear 84 is to maintain the gondola assembly in a horizontal position throughout the travel of the vehicle 50 along the guideway, no matter whether the rails of the guideway are laid horizontally, inclined or vertically.
  • servo actuator 64 when necessary, as for instance when the vehicle is ascending up or descending down along the inclined and vertical sections of the guideway, servo actuator 64 is providing constant pressure of the main support wheels 154 on the surface of the rail and thus keeps the vehicle 50 on the track by the force of friction.
  • the servo actuator used in the first exemplary embodiments of the present invention is an electric roller screw linear actuator with a brake. Some other type of servo actuator like for instance hydraulic cylinder could have been used as well.
  • the servo actuator 64 is mounted with its rod side to the yoke - right version 54 via bushing assembly 107. With the cylinder cap side , the servo actuator 64 is mounted to the yoke - left version 56 via pin 102. The rod 106 of the servo actuator 64 is formed with a rim at its top. The rim presses the compression spring 108. The pulling force of the servo actuator 64 is then conveyed to the yoke 54 via bushing 110 and pins 112. Thus, the requisite pressing force exerted on the wheels can be maintained in spite the smaller variations against the nominal gap between the rails as the variations in the gap are compensated by the spring without the necessity of constantly adjusting the position of the servo actuator's rod 106.
  • the vehicle 50 travels from right to left side of the drawing along the curved section of the T formed yaw branching region of the guideway.
  • the position of the recessed arms on the right side remains unchanged, the position of the engaged arms on the left side is aligned with the left rails by constantly adjusting the reach of the servo actuator 60.
  • the vehicle 50 of the first embodiment travels through the upward branching region 350 of the guideway.
  • This type of branching region is not claimed and is described for the purpose of explaining the functionality of the first embodiment of the vehicle 50.
  • the initial position of the articulated wheeled arms is their horizontal engaged position as shown in FIG. 1.
  • the possible directions are straight and upwards.
  • the vehicle selects the straight direction. To that cause the vehicle recesses the upper articulated wheeled arms.
  • the recessed position of each of the four upper articulated wheeled arms is enough for the vehicle 50 to pass between the upper support left rail 354, upper support right rail 356, counterforce left rail 368 and counterforce right rail 370.
  • the requisite gap is g4.
  • the angle between the nominal direction of the upper main support wheels 156 and respective upper support rails 354 or 356 is more than 0 degrees.
  • the vehicle must recess the upper wheeled arms before it reaches the upper support rails 354 and 356.
  • the vehicle selects the upward direction. To that cause the vehicle doesn't need to recesses any of the articulated wheeled arms, considering that the initial position of the articulated wheeled arms upon arrival at the beginning of the upward branching region 350 is their horizontal engaged position.
  • the front upper main support wheels 154uf of the vehicle engage with and follow the upper support rails 354 and 356 and thus slowly lift the whole body of the vehicle.
  • the vehicle Upon lifting, the vehicle doesn't interfere with the ground rails 315 and 316 any more.
  • the rear upper wheels 154ur follow and engage when they reach the beginning of the upper support rails 354 and 356.
  • the lower front main support wheels 1541f engage with the counterforce rails as the two front servo actuators 64 pull the respective upper and lower yokes against each other.
  • the two rear servo actuators 64 pull the respective upper and lower yokes against each other. This creates the requisite friction force which enables the vehicle to start climbing up the ever steeper inclination of the rails in upward branching region 350 of the guideway.
  • the vehicle 50 of the first embodiment travels up or down a vertical region 520 of the guideway 74.
  • the vertical region 520 needs to have two types of contact surfaces per each of the four sides of the square vertical shaft that encompasses the guideway.
  • Each type of contact surface may be part of one united rail per each of the four sides, or there may be one separate rail for each type of contact surface per each of the four sides.
  • the two types of surfaces are: the guiding surface which is in contact with the guiding wheels 156 and the main support surface which is in contact with the main support wheels 154.
  • each of the guiding surfaces has its own separate rail and the two main support surfaces on each side are united into one C-profile rail which in total sums up into six rails denoted as: right main support rail 522, left main support rail 524, upper right guiding rail 526, upper left guiding rail 528, lower right guiding rail 530, lower left guiding rail 532.
  • Servo actuators 60 are keeping the wheeled arms in the engaged position. Left and right side wheeled arms are maintained with the left and right guiding wheels adjusted
  • Servo actuators 64 are pulling the driving wheels against the main support rails 522 and 524.
  • the pressure of the pulling force exerted by all four servo actuators 64 on the driving wheels provides enough friction to keep the main support wheels 154 of the vehicle 50 stick to the main support rails 522 and 524 and thus successfully climb, descent or rest along the rails of the vertical region 520 of the guideway.
  • the exact force needed depends on the tire pressure and tire wear.
  • the electric servo motors 120 first decelerate and then stop the vehicle 50 on the exact spot.
  • the gondola assembly 62 is kept in horizontal position by the gondola's geared electric motor with a brake 96 throughout the vertical movement of the vehicle 50.
  • the container's load, unload or exchange procedure can start.
  • the container's exchange procedure first, the mailbox side of hooks 100 of the gondola 62 are released. This is done by rotating the hook 100 about the idler axis 90 degrees. After that the container 76 is transported from the gondola 62 to the platform of the mail box 540. This movement is achieved by the movement of conveyor belts 99 driven by a geared electric motor 94 over the drive pulley.
  • a new container can be transported on to the gondola 62 in the opposite direction.
  • the hooks 100 of the gondola engage the container.
  • Each of the phases can be launched only after requisite switches and sensors confirm the successful completion of the previous. After that the vehicle 50 is ready to start a new journey to deliver the newly loaded container to a different address.
  • the container When the vehicle 50 is in a horizontal position, the container can be unloaded and loaded manually or if placed over a station equipped with an ejector.
  • Ejector has four or more pins which are pushed upward through empty spaces between the rollers 92, idlers 102 and belts 99 and thus the container 76 is lifted above the chassis 52 where it can be handled further manually or by a mechanical device .
  • the station equipped with an ejector is not disclosed further as it can be readily designed and built by a person skilled in the art.
  • the vehicle 50 When the guideway for the vehicle 50 is laid in a building under the ceiling in a manner analogous to the HVAC ducting, the vehicle 50 can be unloaded and loaded with the gondola assembly 62 in a bottom up position. Consequently it transports the container 76 suspended from the conveyor belt assembly. To this purpose it must be loaded or unloaded on a station equipped with a lifting device. In this mode the vehicle 50, when empty, first flips the gondola assembly 62 180 degrees upside down. Then, the container 76 is lifted from a position below the rails into exact position in the cavity of the frame 90 where it is grabbed by the hooks 100 from the upper side and thus made ready and secured for transportation.
  • the lifting station is not disclosed further as it can be readily designed and built by a person skilled in the art.
  • FIGS. 10 shows the vehicle 200 of the second embodiment in a ground drive as it follows a painted line 228 on the floor.
  • the driving wheel comprises a traction wheel and a pinion wherein the first embodiment features traction wheel only.
  • the traction wheel and the pinion rotate about the same axis, wherein the pinion is attached fixedly to the driving shaft and the traction wheel is coupled to the driving shaft by means of a clutch, the clutch being engaged or disengaged electronically.
  • the pinion engages with rack which is part of the vertical and steeply inclined sections of the guideway.
  • the pressure of the pulling force exerted by hydraulic cylinder 218 on the driving wheels only needs to keep the driving wheel on the main support rail and the pinion in the proper distance with the rack. The exact force needed depends on the tire pressure and tire wear.
  • the presure of the pulling force exerted by servo actuators 64 on the driving wheels needs to produce a friction force bigger than the weight of the vehicle 50 and its cargo.
  • the guiding wheel 222 of the second embodiment is attached rotatably to the linkage bracket 568 about an axis perpendicular to the axis of the main support wheel 216 and the linkage bracket 568 is rotatable and driven by a harmonic drive 290 about an axis co-linear with the axis of the main support wheel 216, while the guiding wheel 156 of the first embodiment is attached fixedly to the arm,
  • the gondola 258 of the second embodiment is a passenger gondola accessible sideways while the gondola 52 of the first embodiment is a cargo gondola accessible from front, back or top side.
  • the vehicle 200 includes a chassis 230 and eight articulated wheeled arms.
  • the articulated wheeled arms appear in right and left mirror forms, 212 and 214
  • Each of the eight articulated wheeled arms, 212 and 214 respectively includes a right and left yoke, 208 and 210 respectively, coupled to the frame through a tube 204, providing bending movement about the pitch axis.
  • Right and left wheeled arm, 284 and 285 respectively is coupled pivotally to respective yoke through a rotatable servo actuator with a drive amplifier which is mounted in the inside of said yokes, 208 and 210 respectively and provides force for the independent bending movement of each arm about the yaw axis.
  • the said rotatable servo actuator with a drive amplifier of the second embodiment is the Harmonic drive.
  • the chassis 230 bears a rotatably mounted gondola 258 in the inside and outside it bears power compartment 202.
  • the power compartment 202 can contain batteries, components of the braking system, power electronics, on board computer, communication, space positioning devices and other components. The batteries provide power to the vehicle when the vehicle is not connected to the power supply from the grid.
  • the vehicle 200 has room for one power compartment in the space between a yoke and chassis per each of the yokes. Up to seven power compartments 202 can be mounted on the chassis 230. One empty space between a yoke and chassis is occupied by a servo motor with a gear box 232 driving the gondola 258 over a sprocket and chain 240.
  • the second sprocket 262 is attached fixedly to the gondola and rotates together with it.
  • the purpose of rotation of the gondola 258 about its axis is to maintain the gondola in a horizontal position throughout the travel of the vehicle 200 along the guideway, no matter whether the rails of the guideway are laid horizontally, inclined or vertically.
  • the frame rollers 253 yield support for the vehicle when traveling through pitch branching regions of the guideway.
  • the eight articulated wheeled arms of the vehicle 200 are denoted as either front or rare or either as left side or right side and either upper or lower according to the description provided for the vehicle 50 of the first embodiment.
  • the four respective lower and upper yokes represent pairs coupled together by servo actuators 218 which provide simultaneous and counter-directional movement about the pitch axis of both yokes connected by the same servo actuators.
  • the servo actuator 218 used in the vehicle 200 of the second embodiment is a hydraulic cylinder controlled by pressure and flow control valves. Some other type of servo actuator like the servo actuator 64 (FIGS.9a- 9b) used in the first embodiment could also be used.
  • the outward pitch position of the yokes, 208 and 210 is limited to the parallel position of the outward edge of the arm with the respective outward edge of the chassis by the geometry of the yoke and the chassis.
  • FIGS. 1 la to l ib show the right wheeled arm 284 having a linkage assembly 220.
  • the linkage bracket 568 is fixedly attached to the movable part of the rotatable servo actuator with a drive amplifier 290 and supported by the bearing 294.
  • the linkage bracket 568 is supported by the bearing 296.
  • the linkage bracket 568 supports the shoe bracket 576 pressed by a torsion spring 582.
  • the rotatable servo actuator with a drive amplifier 290 is attached to the arm back cover 286 with its fixed part.
  • the rotatable servo actuator with a drive amplifier of the second embodiment 286 is the Harmonic drive.
  • the linkage 220 It rotates the linkage 220 which bears the guiding wheel 222 to adjusts its position around the main support wheel 216 in order to follow the curvature of the rails where appropriate.
  • the arm 284 is formed as an annular protrusion or a sleeve which is a seat for the linkage's outer bearing 296.
  • the middle sleeve 570 with a cat out for the linkage bracket 568 is attached fixedly to the arm 284 with bolts.
  • the middle sleeve provides a seat for the rim's inner bearing 130.
  • An outer sleeve 572 is mounted fixedly to the middle sleeve 570 with bolts and provides seat for the rim's outer bearing 139.
  • FIGS. 1 lc to 1 lh show the details of the power transmission placed within the inside of the driving wheel of the second embodiment utilizing the electrically excited two way roller clutch.
  • the basic working principles of this clutch are described in U.S. patent 6244403 by Ito et al.
  • the power transmission comprises an input (for purposes of this application also referred to as driving) shaft 289 rotatably supported in the middle sleeve 570 by a ball bearing 122.
  • a pinion 302 is mounted nonrotatably on the input shaft 289 at one end.
  • the outer ring 148 of the two way clutch is attached to the pinion by bolts 170 and pins.
  • the inner ring of the two way clutch is part of the wheel rim 134.
  • the inner ring of the wheel rim 134 has a cylindrical surface 129 on its inner outward periphery.
  • the outer ring 148 has a large-diameter portion having a plurality of flat cam surfaces 131 on its inner side at regular intervals opposite the cylindrical surface 129.
  • a wedge-like space narrowing toward both circumferential ends is defined between each cam surface 131 and the cylindrical surface 129.
  • An annular retainer 142 is mounted on the inner outward periphery of the wheel rim 134.
  • the retainer 142 has circumferentially arranged pockets 133 each corresponding to a cam surface 131.
  • a roller 146 as an engaging element is received in each pocket 133 and supported on each cam surface 131.
  • the rollers 146 engage between the cam surfaces 131 and the cylindrical surface 129, thus interlocking the inner and outer ring, 134 and 148 respectively and consequently, the wheel rim 134 and the input shaft 121.
  • the retainer 142 and the outer ring 148 have cutouts 135 and 137, respectively.
  • An elastic member or switch spring 150 has both ends thereof engaged in the cutouts in a deflected state.
  • the cutouts 135 and 137 are in alignment, the cam surfaces 131 on outer ring 148, the pockets 133 of the retainer 142, and the rollers 146 are positioned relative to each other as shown in FIG. 20a, so that a gap g is present between each roller 146 and the outer ring 148.
  • the input shaft 121 and the wheel rim 134 are not locked together and are rotatable relative to each other. This is a neutral position.
  • an electromagnetic actuator is mounted between the outer sleeve 572 and the outer ring 148. It includes a field core 126 nonrotatably pressed into outer sleeve 572 partially outwardly protruding from one end of the outer sleeve 572, an electromagnetic coil 128 housed in the field core 126, and a rotor 140 rotatably mounted around the field core 126 and pressed into a rotor guide 138 of a nonmagnetizable material so as to be nonrotatable.
  • the rotor guide 138 is received in the inner ring 134 and held nonrotatable relative to the inner ring 134 by pins.
  • the field core 126 is a nonrotatable fixed member, while the inner ring 134, rotor guide 138 and rotor 140 are nonrotatable relative to each other at any time.
  • the rotor 140 is a friction member fixed to the inner ring 134.
  • An armature 144 is received in the space between the opposed ends of the rotor 140 and the retainer 142, and has protrusions 145 engaged in cutouts 147 formed in the retainer 142 so as to be nonrotatable but axially movable relative to the retainer 142.
  • the thickness of the armature 144 determined such that there is a gap b (FIG. 19b) between the armature 142 and the rotor 140.
  • the gap b permits relative rotation between the armature 144 and the rotor 140. Since the rotor 140 is coupled to the inner ring 134 and the armature 142 is coupled to the input shaft 289 through the retainer 142 and the switch spring 150, the inner ring 134 and the input shaft 289 are rotatable relative to each other. While the electromagnetic coil 128 is off, the rollers 146 are kept in their neutral position on the cam surfaces 131 by the switch spring 150, so that the inner and the outer ring, 134 and 148 respectively are rotatable relative to each other in either direction. When the electromagnetic coil 128 is turned on, the rollers 146 will move to a position where they can engage the inner and the outer ring, 134 and 148 respectively.
  • this clutch is a two-way clutch because it can be driven in both directions. Even if current to the electromagnetic coil 128 is turned off while an engaging torque is acting in such a locked state, the torque acting on the rollers 146 prevents the rollers from returning to their neutral position under the force of the switch spring 150. Thus, the torque is continuously transmitted through the clutch until it cease to act. A repeated transmission of torque occurs after the clutch is electrically excited again.
  • the vehicle 200 of the second embodiment is traveling through the ground to steeply inclined transition region 405.
  • the ground to steeply inclined transition region 405 connects the ground rails 314 with the steeply inclined rails 380.
  • the inclination of the steeply inclined rails 380 is 90 degrees i.e. vertical.
  • the ground to steeply inclined transition region 405 consists of the inner curve rail pair 406 and outer curve rail pair 408.
  • the vehicle 200 is positioned at the top portion of the ground to steeply inclined transition region 405. In FIG. 12a, the vehicle 200 is shown in side view.
  • the longitudinal shape of the inner curve rails 406 in the direction from horizontal to vertical initially follows a straight line starting from dashed line A-A, ending dashed line Dl-C, then it follows an arc of 90 degrees with the center Dl starting from dashed line Dl-C till the dashed line E-E., it then resumes the straight line till the dashed line F-F.
  • the longitudinal shape of the outer curve rails 405 in the direction from horizontal to vertical initially follows a straight line from dashed line A-A till dashed line B-B, then it inclines mildly from dashed line B-B until it reaches the beginning of arc at dashed line Dl-C, thus gradually reducing the clearance between the inner and outer curve rail pairs. From dashed line line Dl-C on, the longitudinal shape of the outer curve rails 405 follows the arc of 90 degrees till dashed line E-E. The arc of the outer curve rails is concentric with the arc of the inner curve rail.
  • the shape of the outer curve rails section from dashed line E-E till dashed line F-F is a mirror shape of the outer curve rails section from dashed line Dl-C till dashed line B-B with respect to the mirror line D1-D2.
  • the composition of the inner curve and outer curve rail pairs is shown in FIG. 12b. Labeling of sides in the ground to steeply inclined transition region 405of the guideway is arbitrary and depends on the direction of movement of the vehicle. The assumed direction for the purpose of labeling the sides of is bottom up.
  • the inner curve rail pair consists of the left inner curve rail 381 and right inner curve rail 383.
  • the outer curve rail pair consists of the left outer curve rail 385 and the right outer curve rail 387.
  • the rail profile of all the rails follows the same basic form.
  • the profile of the left rails 381 and 385 is the mirror profile of the right rails 383 and 387
  • the profile of the inner curve rail pair 406 is the mirror profile of the outer curve rail pair 408.
  • the detailed profile of the rails is shown in FIG. 12c.
  • the rail profile of the right inner curve rail 383 has the support running surface 392 mateable with the right inner curve main support wheels 216 and the vertical side wall defining inward lateral running surface 384 mateable with the outward projecting part of the right inner curve guiding wheels 222.
  • the basic rail profile of the two rail pairs is extended with the rack which couples with the pinion 302 of the vehicle 200 of the second embodiment.
  • the rail profile of the right inner curve rail 383 is extended with the inner curve right rack 400.
  • the precise alignment between the pinion 302 and the rack 400 is achieved by adjusting the pressure of the hydraulic cylinder 218 which in turn flattens more or less the tire of the main support wheel 216.
  • the vehicle 200 is passing through the middle portion of the ground to steeply inclined transition region 405.
  • the vehicle 200 is shown intersected across the vehicle's midplane.
  • the position of the inner curve right and left wheeled arms, 284i and 285i respectively is their outermost position with respect to chassis 230.
  • the position of the outer curve right and left wheeled arms, 284o and 285o respectively with respect to chassis 230 is less than their outermost position as the clearance between the inner curve rail 383 and outer curve rail 381 must be less than the maximal distance between the lower wheels (in this case also the outer curve wheels) and upper wheels (in this case also the inner curve wheels) of the vehicle 200.
  • the reaction force needed for the lift of the vehicle 200 up the steeply inclined or vertical guideway is created between the rack 400 and the pinion 302 and the force of the four hydraulic cylinders 218 need to keep the wheels in contact with the rails for the sake of guidance and smooth drive.
  • the weight of the vehicle 200 must be carried over the outer wheeled arms 285o and 284o and corresponding wheels 216 to the support running surfaces 381 and 383 and the four hydraulic cylinders 218 must sustain and overcome the vertical component of this weight.
  • the reaction force needed for the lift of the vehicle 200 up the steeply inclined or vertical guideway is created by friction of the tire against the support running surfaces of the inner and outer curve rails and the necessary force of the hydraulic cylinders 218 is needed much stronger.
  • FIG. 10 and FIG. 13 show the gear drive with servo motor 232 which keeps the gondola in an upright position throughout its journey along the guideway no matter whether the guideway is laid horizontally, inclined or vertically. Thus, the passengers 254 experience smooth and pleasant journey.
  • the force of the gear drive with servo motor 232 is conveyed to the gondola 258 via primary sprocket 236 mounted to the shaft of the gearbox and the chain 240.
  • the secondary sprocket 242 is attached fixedly to the hoop with a race 262 and the gondola cabin 258.
  • the hoop with a race 262 is rotatably supported by the four supporting wheels 248 attached rotatably to the chassis 230.
  • the rotatable support of the gondola on the other side is analogous.
  • the gondola cabin 258 has four adult seats.
  • the cabin 258 has sliding doors 260 on each side of the vehicle 200. Exit and entrance is possible in horizontal and vertical sections of the guideway. In the ground to steeply inclined transition region 405, the exit and entrance to the cabin 258 is restricted, due to the relative low position of the inner curve rails with respect to the sliding door. It is possible however in the case of emergency.
  • FIG. 13 shows the position of the linkage bracket 568 carrying the guiding wheel 222.
  • the linkage bracket 568 is driven by the harmonic drive 290 (FIG. l ib).
  • Some other type of geared servo motor with similar reduction rate could also be used.
  • the harmonic drive 290 and the linkage keep the guiding wheel perpendicular to the center of the curvature of the inner and outer curve rail pairs, 406 and 408 respectively throughout the journey. On the straight sections of the guideway, the guiding wheel is kept in parallel with the rails.
  • FIGS.14a-14d depict the positions 1 to 7 of the vehicle 200 of the second embodiment in top view when traveling downwards and from right to left side of the drawing along the curved section of the T formed yaw branching region 327.
  • the movement of the engaged side of the vehicle i.e. the left front and rear wheeled arms about the pitch axis is substantially blocked and the yaw axes of the front and rear arms are fixed with the chassis (but not the arms themselves).
  • the rules described hereinafter, that are applied to the relative angular movement of the front and rear arms about the yaw axes with respect to the position of the wheels against the rails are valid for all embodiments of roboti vehicles disclosed.
  • the relevant position of the vehicle 200 traveling along the curved section of the T formed yaw branching region 327 is sufficiently described by the position of the following relevant geometric entities: front and rear yaw pivot denoted by fl to f7 and rl to r7 respectively, the angle denoted as fal to fa7 between some linear geometric property of the front wheeled arm like the line connecting the center of the guiding wheel with the center of the yaw pivot and some linear geometric property of the chassis like centerline or edge projection, the angle denoted as ral to ra7 between some linear geometric property of the rear wheeled arm like the line connecting the center of the guiding wheel with the center of the yaw pivot and some linear geometric property of the chassis like centerline or edge projection, the projection of the upper inward lateral running surface 343 and the projection of upper outward lateral running surface 344.
  • the outlines of the front and rear yaw pivot and the outlines of the front and rear wheels of the vehicle 200 are shown in four positions. Three positions are denoted by the outlines of the front and rear yaw pivot with fl to f3 and rl to r3 respectively.
  • the fourth position of the vehicle 200 is shown by the outlines of the left front and rear wheeled arms, the projection of the front and rear yaw pivot denoted f4 and r4 respectively and the outline of the chassis c4.
  • the first position is denoted as fl and rl and shows positions of relevant geometric entities of the vehicle upon reaching the beginning of the left circularly curved rail with its front guiding wheel.
  • the second position is denoted as f2 and r2 and shows positions of relevant geometric entities of the vehicle upon reaching the beginning of the left circularly curved rail with its front driving wheel.
  • the third and fourth position are denoted as f3, r3 and f4, r4 respectively and show the vehicle continuing its travel with its front wheels along the left circularly curved rail.
  • the rear wheels are traveling along the straight section of the rail throughout positions rl to r4.
  • position 1 the direction of the front driving wheel is parallel to the direction of the straight section of the rail.
  • the relevant angle is denoted fal and is in position 1 the same as when the vehicle is traveling along the straight section of the rail.
  • the direction of the front driving wheel is not changed, but its distance relative to the upper inward lateral running surface 343 is reduced for d2.
  • the relevant angle fa2 is different than fal though the direction of the front driving wheel is not changed, but the relative position of the guiding wheel is changed.
  • the axis of the front driving wheel starts pointing to the center of the circular curvature denoted fp.
  • the direction of the front driving wheel follows the curvature of the rail by pointing with its axis to the center of the circular curvature fp.
  • the relevant angles, fa3 and fcc4 respectively change accordingly.
  • the direction of the rear driving wheel remains unchanged throughout positions rl to r4.
  • FIG. 14b is an enlarged partial view of FIG. 14a.
  • the positions of the front driving and guiding wheels are denoted wl to w4 and gl to g4 respectively.
  • the distance traveled by the front driving wheel from position 1, to position 2 is dl .
  • the lateral distance is d2.
  • the velocities are proportional to distances and the slip angle is calculated
  • the outlines of the front and rear yaw pivot and the outlines of the front and rear wheels of the vehicle 200 are shown in three positions. Two positions are denoted by the outlines of the front and rear yaw pivot with f5 to f6 and r5 to r6 respectively and the outlines of the front and rear driving and guiding wheels.
  • the third position of the vehicle 200 is shown by the outlines of left front and rear wheeled arms, the projection of the front and rear yaw pivot denoted f7 and r7 respectively and the outline of the chassis c7.
  • the fifth position is denoted as f5 and r5 and shows positions of relevant geometric entities of the vehicle upon reaching the beginning of the straight rail with its front guiding wheel.
  • the sixth position is denoted as f6, r6 and shows positions of relevant geometric entities of the vehicle upon reaching the beginning of the straight rail with its front driving wheel.
  • the seventh position is denoted as f7, r7 and shows the vehicle continuing its travel with its front wheels along the straight rail.
  • the rear wheels are traveling along the left circularly curved rail throughout positions r5 to r7 and the direction of the rear driving wheel follows the curvature of the rail by pointing with its axis to the center of the circular curvature fp throughout positions r5 to r7.
  • FIG. 14d is an enlarged partial view of FIG. 14c.
  • the positions of the front driving and guiding wheels are denoted w5 to w7 and g5 to g7 respectively.
  • the distance traveled by the front driving wheel from position 5, to position 6 is dl .
  • the lateral distance is d2.
  • Both distances dl and d2 are the same as when the front wheel passes from position 1 to 2 in FIGS.14a- 14b as they depend on the distance between the centers of the guiding and the driving wheel and on the radius of the curvature only. So, the cornering reaction force is the same.
  • positions 4 to 1 are considered as depicting the opposite direction of the travel i.e. upwards and from left to right side of the drawing, the situation in FIGS. 14a- 14b describes the behavior of the rear wheel when reaching the straight rail.
  • cornering reaction force caused by the slip angle a occurs four times.
  • first guiding wheel reaches the curved section
  • second when the rear driving wheel reaches the curved section
  • third when the first guiding wheel reaches the straight section
  • fourth when the rear driving wheel reaches the straight section.
  • This cornering reaction force only act on the driving wheel from position 1 to 2 and from position 5 to 6 for front and rear wheels.
  • Other forces that act on the driving wheel doesn't differ from the forces known to act on the wheels of normal road vehicles that follow Ackermann steering geometry.
  • FIG. 15 shows three instances of the vehicle of the second embodiment and three instances of the vehicle of the first embodiment in use within a urban space framed by two buildings and their underground all being part of a larger city or town.
  • the first vehicle of the first embodiment is being loaded with goods by a robot in a shop in the ground floor of the left building.
  • the second vehicle of the first embodiment is traveling to its destination address through the underground tube laid with the ground rails.
  • the underground tube is part of the urban goods point to point transportation network.
  • the third vehicle of the first embodiment is unloading the container into the mailbox of the third floor apartment in the right building.
  • the first vehicle of the second embodiment is carrying passengers along the vertical section of the guideway constructed on the wall of the left building.
  • the second vehicle of the second embodiment is traveling across a bridge structure laid with the ground rails connecting the two buildings.
  • the bridge structure is part of a guideway track connecting adjacent buildings at approximately the height of their third floors.
  • This guideway track is part of the urban personal point to point transportation network.
  • the second vehicle of the second embodiment is traveling along the street between the two buildings.
  • the person in the third floor of the left building is waiting for the vehicle of the second embodiment currently crossing the bridge to take him to the chosen address.
  • the person in the first floor of the left building is waiting for the vehicle of the second embodiment currently descending towards the first floor to take him to the chosen address.
  • the person in the ground floor of the right building is emptying the container which was delivered through the urban goods point to point transportation network.
  • the vehicle of the second embodiment is traveling through a vertical version of a pitch branching region of a guideway.
  • This embodiment of the pitch branching region of a guideway features two parallel vertical corridors, one defined by the main rails and the other defined by the branch rails.
  • the rack of the pitch branching region is shown without teeth, the pitch branching region is shown with just the relevant elements being in contact with the vehicle.
  • Other structural elements of the guideway like struts, beams, girders, brackets and alike that are not in contact with the vehicle, though may be structurally needed, aren't disclosed.
  • FIGS.16a to 16e show a front view of the situation.
  • the right corridor belongs to the main rails and the left corridor belongs to the branch rails.
  • the main rails 590 transit into the pitch branching region 594 in the main corridor in the bottom left and top left of the view.
  • the pitch branch rails 592 transit into the pitch branching region 594 in the branch corridor in the top right of the view.
  • This embodiment of the pitch branching region features an extra route in and out of the switch.
  • the basic guideway pitch branching functionality would be satisfied with just three possible entries/exits referenced above.
  • the extra branch rails 596 transit into the pitch branching region 594 placed within the branch corridor in the bottom right of the view.
  • the guideway in this view is split into several distinct sections divided by level markers A, B, C and D shown at the right margin of the view.
  • Level marker A is defined by the bottom of the main and branch side walls, 610 and 608 respectively at the bottom of the pitch branching region.
  • the branch side walls 608 and the extra branch side walls 61 1 are positioned in front of the main side walls 610.
  • the level marker B is defined by the beginning/end of the curvature of the branch rail pair 604 on the lower side of the curvature.
  • the level marker C is defined by the beginning/end of the curvature of the branch rail pair 604 on the upper side of the curvature.
  • the level marker D is defined by the top of the main and branch side walls, 610 and 608 respectively at the top of the pitch branching region.
  • the main rails 590 at the bottom of the view transit into the pitch branching region 594 at level marker A.
  • This part of the pitch branching region 594 dubbed adaption section is formed such that the vehicle 200 can adapt itself i.e., depending on the direction, recess or engage one side of its wheeled arms when it travels along this adaption section with certain speed.
  • the adaption section ends when the branch rail pair 604 starts following a curved line and thus diverges slowly from the main rail pair 606 which continues to follow a straight line until it transits into the main rail 590 again at the top of the view.
  • the branch rail pair 604 follows its separate curved line guiding from the main corridor into the branch corridor.
  • the adaption section is formed also at the other three possible entries/exits into/from the pitch branching region 594 between level markers A to B and C to D in both corridors.
  • the adaption section C to D in the main corridor is composed of the main adaptation rail pair 624 and the main rail pair 606, in this view the former positioned in front of the latter.
  • the adaption section C to D in the branch corridor is composed of the branch rail pair 604 and the branch adaptation rail pair 622, in this view the former positioned in front of the latter.
  • the adaption section A to B in the branch corridor is composed of the extra branch adaptation rail pair 620 and the extra branch rail pair 607, in this view the former positioned in front of the latter.
  • the branch adaptation rail pair 622 continues from the level marker C downwards as the extra branch rail pair 607.
  • the two rail pairs are physically implemented as just one rail pair featuring two mirror rails.
  • the branch side walls 608 and the extra branch side walls 61 1 are constructed as square rails placed in three verticals in each corridor to mate the respective frame rollers mounted on the front side of the chassis 230 of the vehicle 200 and thus provide support for the latter when the branch side of the wheeled arms (in this view shown in front of the main side) is recessed.
  • the square rails of the branch side walls 608 are interrupted to let the engaged wheels of the vehicle pass by when the selected direction of the vehicle is along the branch rail pair (not shown in this view).
  • the support for the vehicle 200 is maintained in spite of the interruptions as the latter are covered by support of at least one other branch side wall square rail along the whole straight journey of the vehicle through the section between level markers C to D.
  • FIG.16b the vehicle 200 itself is shown in a top view with one side of its wheeled arms 212a and 214a engaged with the main rail pair 606 shown at the top of the FIG.16b.
  • the main support wheels 216 of the vehicle 200 are pushed against the support running surfaces 600 and the guiding wheels 222 are following the inward lateral running surfaces 602 of the main rail pair.
  • the main and branch side walls, 610 and 608 respectively, with their corresponding lateral support running surfaces 612 and 612e are constructed so as to let the chassis 230 of the vehicle 200 to pass through the clearance between them.
  • the main side walls 610 are constructed so as to let the engaged main support wheels 216 pass by when the selected direction of the vehicle 200 is along the main rail pair.
  • the other side of the wheeled arms 212b and 214b of the vehicle 200 is recessed in order to pass by the branch rail pair 604 shown at the bottom of the FIG.16b.
  • the vehicle is supported by the branch side walls 608 such that the frame rollers (not visible well in this enlargement) of the vehicle 200 are engaged with the respective auxiliary lateral running surfaces 612e of the branch side walls 608.
  • FIG.16c shows the vehicle 200 with one side (left side in this view) of its wheeled arms engaged with the main rails.
  • the momentum created by the driving or breaking force of the pinion 302 belonging to the upper wheeled arm, the pinion belonging to the lower wheeled arm (not visible in this view), both engaged with-the rack 614 and the " " force of gravity acting in the center of the vehicle 200 is compensated by the reaction forces acting in the spot A between the branch side walls and the frame rollers. This spot is shown enlarged in FIG.16d.
  • FIG.16d two frame rollers 253 are shown mounted rotatably in the chassis 230 and engaged with the branch side walls 608 thus closing the gap gl otherwise let open between the exposed tip of the frame roller 253 and any rail.
  • Other parts shown in this view are: a rail of the branch rail pair 604, yoke pin 204, left yoke 210 and hoop with a race 262.
  • FIG.16e shows a back view of the situation.
  • the right corridor belongs to the branch rails and the left corridor belongs to the main rails.
  • the vehicle 200 is shown with half of its wheeled arms engaged with the main rail pair 606 in front and partially obscuring the other half of its wheeled arms which is recessed to pass by the branch rail pair 604 at the back.
  • the wheels of the vehicle 200 in front are passing by the main side walls 610m and 610e which both are formed as thick plates with curved top and bottom edges in this projection.
  • the main side walls 610e are placed to support the frame rollers built in the vehicle 200 along the upper and lower edge of the chassis.
  • the main side walls 610m are placed to support the frame rollers built in the vehicle 200 in the middle of the lateral edge of the chassis.
  • the clearances between the two main side walls 610e and 610m in each corridor have no other purpose than to spare material and could have been bridged into one object.
  • FIGS.17a and 17b show a front view of the situation.
  • the right corridor belongs to the main rails and the left corridor belongs to the branch rails.
  • the vehicle 200 is shown traveling along the branch rail pair 604 with its branch side wheeled arms are engaged with the branch rail pair 604. One of the engaged wheels is shown passing by the interruption made in the branch side wall square rail 608.
  • the main side wheeled arms of the vehicle 200 are recessed. In this view the positions of the frame rollers 253nrand 253e mounted on the chassis 230 are visible.
  • FIG.17b shows a back view of the situation.
  • the left corridor belongs to the main rails and the right corridor belongs to the branch rails.
  • the vehicle 200 is shown traveling along the branch rail pair 604 with its main side wheeled arms recessed.
  • the branch side wheeled arms are engaged but almost not visible in this view.
  • the trajectories of frame rollers along the curved path of the vehicle are covered by the respective main side walls with one exception shown in the view.
  • the placement of rollers and the geometry of the main side walls 610e and 610m is designed so that the support for the vehicle 200 is always maintained in spite of the interruptions.
  • some other frame rollers are in contact with and supported by the respective main side walls.
  • FIG.18 shows an embodiment of a safety device built into the vehicle 200 of the second embodiment.
  • This safety device prevents the vehicle form falling in case of malfunction when traveling through vertical or steeply inclined sections of a guide way.
  • the safety device consists of two identical pistons 632 and an inflator 630 mounted in the tubular hollow of each yoke pin 204.
  • the piston On the inner side, the piston has two annular grooves each providing space for one seal.
  • the piston On the outer side, the piston has a longitudinal groove 636.
  • the piston has a braking pad mounted to its head.
  • a bolt 640 attached to the chassis 230 protrudes through the yoke pin 204 into the groove 636 at piston's distal end.
  • the inflator 630 is used functionally identical to the kinds of inflators built in the air bag safety devices of modern cars, but more powerful. All four inflators in all four yoke pins are connected to a safety sensor (not shown). When the safety sensor detects a hazardous condition like unusual high acceleration or speed, the signal is sent to all inflators 630. Upon receiving the signal, the inflators ignite and produce large quantities of inert gases. The pressure is enough to tear off the glue and push the pistons 632 outward.
  • the pressure of the gases on the inner piston end creates a force which presses the breaking pad at the outer piston end against rails, walls and other structural elements. In this view it would be against the main rail pair 606 shown on the left side and against the branch side wall 608 shown on the right side.
  • the friction force is enough to stop the vehicle from falling. If the guideway structure is open and the pistons don't hit the wall or other structure on their way, they are stopped by a bolt 640. In this case, the pistons are caught and got trapped by structural elements which come into play when the vehicle is falling past them and thus the vehicle is successfully stopped as well.
  • FIG. 19 shows the vehicle 700 of the third embodiment in a ground drive.
  • the vehicle 700 of the third embodiment has a first member 706 of each articulated wheeled arm 704 on its proximal side rotatably connected to the chassis 702 at the yaw pivot
  • the vehicle 200 of the second embodiment has a first member (a yoke) of each articulated wheeled arms on its proximal side rotatably connected to the chassis at the pitch pivot.
  • the eight articulated wheeled arm is not visible in this view. It is positioned in the eight corner of the rectangular cuboid defined by the visible seven yaw pivots.
  • each articulated wheeled arm 704 of the vehicle 700 of the third embodiment has two separate pivot drivers which rotate their respective members, 706 and 708 about the yaw and pitch axes, whereas the articulated wheeled arms of the vehicle 200 of the second
  • the embodiment have their members arranged in four pitch member pairs.
  • the two members of every pitch member pair of the vehicle 200 are actuated about the pitch pivot simultaneously by one hydraulic cylinder.
  • the chamfered box like protrusions 712 are part of the chassis 702 and accommodate yaw pivot drivers.
  • the yaw pivot driver of the third embodiment is the Harmonic drive.
  • the pitch pivot driver of the third embodiment is also the Harmonic drive and is mounted in the proximal side of the second member 708 interior.
  • FIG. 20 shows the vehicle 720 of the fourth embodiment in a ground drive.
  • Each of the eight wheeled arms 722 of the vehicle 720 of the fourth embodiment has just a ⁇ single member attached to the chassis 230 via universal joint 724 whereas other embodiments all have their wheeled arms articulated.
  • the vehicle 720 of the fourth embodiment has one linear actuator 726 which substantially actuates the wheeled arm 722 about yaw axis and one linear actuator 728 which substantially actuates the wheeled arm 722 about pitch axis.
  • Both linear actuators of each wheeled arm used in this embodiment are electric roller screw linear actuators with a brake.
  • the two linear actuators must however work in sync as there is mutual interference. All attachments of both linear actuators on each wheeled arm 722 are implemented as universal joints.
  • the universal joint 724 which is on one end fixedly attached to the chassis 230 lets the wheeled arm 722 rotate about pitch ant yaw axes, it does however prevent the roll type of rotation.
  • the eight wheeled arm is not visible in this view. It is positioned in the eight corner of the rectangular cuboid defined by the visible seven universal joints 724.
  • the vehicle 720 of the fourth embodiment uses a different drive mechanism to propel gondola around its axis.
  • the gondola has a spur gear mounted on its hoop and a pinion driven by a servo motor with gears placed within the cabin 258.
  • the size and placement of power compartments is different due to the attachments of linear actuators 728 to the chassis 230.
  • the drive mechanism which propels gondola of the fourth embodiment around its axis and the size and placement of power compartments are not disclosed further as they can be readily designed and built by a person skilled in the art.
  • FIG. 21 shows the robotic vehicle 740 of the fifth embodiment when changing direction from horizontal to vertical.
  • robotic vehicle 740 of the fifth embodiment has one hydraulic cylinder 742 per each of the articulated wheeled arms
  • robotic vehicle 200 of the second embodiment has one hydraulic cylinder acting on two of the articulated wheeled arms simultaneously.
  • the angular stroke of the yoke of the robotic vehicle 740 of the fifth embodiment exceeds 90 degrees to enable each of the articulated wheeled arms to assume essentially vertical, horizontal or recessed position with respect to the chassis. Consequently, the hydraulic cylinder of the robotic vehicle 740 of the fifth embodiment is capable of maintaining these positions in addition to exert the requisite traction force when needed.
  • the angular stroke of the yoke 208 and 210 of the robotic vehicle 200 of the second embodiment is about 11 degrees, just enough for the articulated wheeled arm to recess below the line of the chassis.
  • the hydraulic cylinder of the robotic vehicle 200 of the second embodiment doesn't need to have any intermediate position feed back.
  • the fully stretched position is limited by the geometry of the yoke and the chassis. Both parts come into contact at the horizontal position of the articulated wheeled arm with respect to chassis.
  • the fully recessed position is limited by the initial position of the hydraulic cylinder's rod.
  • the the robotic vehicle 740 of the fifth embodiment can travel in vertical direction along the flipped rail vertical section 744 of the guideway.
  • the flipped rail vertical section 744 of the guideway differs from steeply inclined or vertical rails 380 in that it has the profile of the rails 380 mirrored to engage with the main support wheels on the wheels' inward side.
  • the robotic vehicle 740 of the fifth embodiment When the robotic vehicle 740 of the fifth embodiment is changing direction from horizontal to vertical, it first drives into exact position under the flipped rail vertical section 744 of the guideway and stops. Then it starts rotating the upper four yokes 208 and 210 upwards about the pitch axes.
  • the wheeled arms 212 and 214 At the same time it starts rotating inwards the wheeled arms 212 and 214 about the yaw axes in order for the surface for the shoe bracket and shoe pad to pass by the rack part of the vertical rails profile.
  • the yokes 208 and 210 reach their final excess vertical position which is when the pinion of the main support wheel is rotated for a tiny distance less than necessary to engage with the rack of the flipped rail vertical section 744, then the wheeled arms are rotated outwards about the yaw axes until the guiding wheels come in contact with the rail.
  • the yokes are rotated again in order to engage the support wheels with the rail and the pinion with the rack.
  • the four motors 288 start pulling the robotic vehicle upwards.
  • the lower four articulated wheeled arms start rotating downwards about the pitch axes until they align with the flipped rail vertical rails 744. When lifted enough, the lower four articulated wheeled arms come into play with the flipped rail vertical rails 744 and start pushing the vehicle upwards.
  • the rotating gondola 206 shown in FIG. 21 is redundant. It isn't necessary for the robotic vehicle 740 of the fifth embodiment when traveling vertically or horizontally. When only substantially horizontal or vertical travel is foreseen for the vehicle, then the cabin can be fixedly mounted to the chassis (not shown in this view).
  • the rotatable attachment of the linkage bracket 568 about an axis perpendicular to the axis of the main support wheel 216 shown in FIG. 21 is also redundant.
  • the robotic vehicle 740 of the fifth embodiment when traveling vertically or horizontally.
  • the guiding wheel can be attached fixedly to the arm, like it is with the first embodiment.
  • the size and placement of power compartments are not disclosed as they can be readily designed and built by a person skilled in the art.
  • FIG.21 for the sake of clarity, the rack of the flipped rail vertical section 744 of the guideway is shown without teeth. Only a short portion of the flipped rail vertical section 744 is shown for the sake of clarity cut off on the upper side, with just the relevant elements being in contact with the robotic vehicle. The rest of the flipped rail vertical section 744 which is supposed to continue upwards isn't shown.
  • Other structural elements of the guideway like struts, beams, girders, brackets and alike that are not in contact with the robotic vehicle, though may be structurally needed, aren't disclosed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

L'invention porte sur un véhicule (50), qui comprend un châssis (52), et qui comprend huit bras (51, 53), de préférence robotiques, chaque bras ayant au moins deux degrés de liberté, chacun desdits bras étant relié pivotant soit au châssis, soit à une autre partie dudit véhicule. Ledit châssis peut former un cuboïde, ou toute autre forme de corps (par exemple, une sphère, ou un cylindre, etc.). Chaque bras comprend deux mouvements – le tangage (déplacement du bras par rapport au premier axe essentiellement dans la direction du deuxième axe), et le lacet (déplacement du bras par rapport au premier axe essentiellement dans la direction du troisième axe). Les véhicules se déplacent sous l'effet de leur propre propulsion d'un endroit à un autre, se déplaçant sur une variété de sections de voies de guidage différentes pouvant être accouplées. Les sections de voies de guidage pouvant être accouplées peuvent avoir différentes configurations de rails et peuvent transporter des véhicules dans la direction horizontale, inclinée ou verticale. De plus, une surface de base plate, telle qu'un sol d'atelier ou une route, peut également être utilisée comme section de voies de guidage valide, à condition que des systèmes de commande de positionnement et de sécurité requis soit mis en place. Ce système constitue un véritable moyen de transport de personnes et de livraison de marchandises sans conducteur de porte à porte qu'aucun autre système de transport utilisé à l'heure actuelle ne peut revendiquer.
PCT/SI2013/000044 2013-07-12 2013-07-12 Véhicule WO2015005873A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/SI2013/000044 WO2015005873A1 (fr) 2013-07-12 2013-07-12 Véhicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/SI2013/000044 WO2015005873A1 (fr) 2013-07-12 2013-07-12 Véhicule

Publications (1)

Publication Number Publication Date
WO2015005873A1 true WO2015005873A1 (fr) 2015-01-15

Family

ID=49151298

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SI2013/000044 WO2015005873A1 (fr) 2013-07-12 2013-07-12 Véhicule

Country Status (1)

Country Link
WO (1) WO2015005873A1 (fr)

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016196815A1 (fr) * 2015-06-02 2016-12-08 Alert Corporation Système de stockage et de récupération
US9598239B2 (en) 2013-03-15 2017-03-21 Alert Corporation Automated system for transporting payloads
FR3044276A1 (fr) * 2015-12-01 2017-06-02 Paul Ortais Systeme de transport guide automatique comportant une plateforme universelle
CN106891902A (zh) * 2017-02-20 2017-06-27 中车南京浦镇车辆有限公司 一种用于悬挂式单轨车辆的导向装置
CN107444416A (zh) * 2017-07-06 2017-12-08 南京中车浦镇城轨车辆有限责任公司 一种新型悬挂式空铁列车制造工艺
EP3335958A1 (fr) * 2016-12-18 2018-06-20 Ilmatie Oy Système de chemin de fer suspendu
CN109665469A (zh) * 2019-02-20 2019-04-23 中建隧道建设有限公司 用于地铁快速施工的自动出渣装置及自动出渣方法
EP3505416A4 (fr) * 2016-08-26 2020-04-15 Murata Machinery, Ltd. Système de chariot guidé sur rails et chariot guidé sur rails
ES2775519A1 (es) * 2019-01-25 2020-07-27 Ruiz De Lara Redondo Jose Antonio Sistema de vías con nodos de intercomunicación dispuestos en la vertical y los vehículos con doble sistema de sustentación que discurren por ellas
US10919701B2 (en) 2017-01-10 2021-02-16 Alert Innovation Inc. Interchangeable automated mobile robots with a plurality of operating modes configuring a plurality of different robot task capabilities
CN113165671A (zh) * 2018-11-28 2021-07-23 村田机械株式会社 行驶车***
US11142398B2 (en) 2015-06-02 2021-10-12 Alert Innovation Inc. Order fulfillment system
US11142402B2 (en) 2016-11-17 2021-10-12 Alert Innovation Inc. Automated-service retail system and method
US11203486B2 (en) 2015-06-02 2021-12-21 Alert Innovation Inc. Order fulfillment system
CN114310839A (zh) * 2021-11-30 2022-04-12 杭州申昊科技股份有限公司 一种巡检机器人行走轮的顶紧机构
US11315072B2 (en) 2017-02-24 2022-04-26 Alert Innovation Inc. Inventory management system and method
US11905058B2 (en) 2016-11-29 2024-02-20 Walmart Apollo, Llc Automated retail supply chain and inventory management system

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4015537A (en) 1975-06-09 1977-04-05 Diebold, Incorporated Interior railway transportation system
US4503778A (en) * 1982-01-22 1985-03-12 Wilson Fillmore G Transportation system
US5277124A (en) * 1992-10-28 1994-01-11 Bae Automated Systems, Inc. Direction control assembly for a material handling car having pivoted divert aims engaging tracks for guidance in switch area
US6244403B1 (en) 1998-07-16 2001-06-12 Ntn Corporation Power transmission device for hybrid cars

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4015537A (en) 1975-06-09 1977-04-05 Diebold, Incorporated Interior railway transportation system
US4503778A (en) * 1982-01-22 1985-03-12 Wilson Fillmore G Transportation system
US5277124A (en) * 1992-10-28 1994-01-11 Bae Automated Systems, Inc. Direction control assembly for a material handling car having pivoted divert aims engaging tracks for guidance in switch area
US6244403B1 (en) 1998-07-16 2001-06-12 Ntn Corporation Power transmission device for hybrid cars

Cited By (35)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10040632B2 (en) 2013-03-15 2018-08-07 Alert Innovation Inc. Automated system for transporting payloads
US9598239B2 (en) 2013-03-15 2017-03-21 Alert Corporation Automated system for transporting payloads
US11912500B2 (en) 2013-03-15 2024-02-27 Walmart Apollo, Llc Automated system for transporting payloads
US11866257B2 (en) 2013-03-15 2024-01-09 Walmart Apollo, Llc Automated system for transporting payloads
US11332310B2 (en) 2013-03-15 2022-05-17 Alert Innovation Inc. Automated system for transporting payloads
US10435242B2 (en) 2013-03-15 2019-10-08 Alert Innovation Inc. Automated system for transporting payloads
US10000338B2 (en) 2013-03-15 2018-06-19 Alert Innovation Inc. Automated system for transporting payloads
US10179700B2 (en) 2013-03-15 2019-01-15 Alert Innovation Inc. Automated system for transporting payloads
US11365049B2 (en) 2015-06-02 2022-06-21 Alert Innovation Inc. Storage and retrieval system
WO2016196815A1 (fr) * 2015-06-02 2016-12-08 Alert Corporation Système de stockage et de récupération
US12006149B2 (en) 2015-06-02 2024-06-11 Walmart Apollo, Llc Storage and retrieval system
US11235928B2 (en) 2015-06-02 2022-02-01 Alert Innovation Inc. Storage and retrieval system
US10435241B2 (en) 2015-06-02 2019-10-08 Alert Innovation Inc. Storage and retrieval system
US11203486B2 (en) 2015-06-02 2021-12-21 Alert Innovation Inc. Order fulfillment system
US11142398B2 (en) 2015-06-02 2021-10-12 Alert Innovation Inc. Order fulfillment system
WO2017093658A1 (fr) * 2015-12-01 2017-06-08 Paul Ortais Système de transport guide automatique comportant une plateforme universelle
FR3044276A1 (fr) * 2015-12-01 2017-06-02 Paul Ortais Systeme de transport guide automatique comportant une plateforme universelle
EP3505416A4 (fr) * 2016-08-26 2020-04-15 Murata Machinery, Ltd. Système de chariot guidé sur rails et chariot guidé sur rails
US11476141B2 (en) 2016-08-26 2022-10-18 Murata Machinery, Ltd. Rail-guided trolley system, and rail-guided trolley
US11142402B2 (en) 2016-11-17 2021-10-12 Alert Innovation Inc. Automated-service retail system and method
US11952215B2 (en) 2016-11-17 2024-04-09 Walmart Apollo, Llc Automated-service retail system and method
US11905058B2 (en) 2016-11-29 2024-02-20 Walmart Apollo, Llc Automated retail supply chain and inventory management system
EP3335958A1 (fr) * 2016-12-18 2018-06-20 Ilmatie Oy Système de chemin de fer suspendu
US10919701B2 (en) 2017-01-10 2021-02-16 Alert Innovation Inc. Interchangeable automated mobile robots with a plurality of operating modes configuring a plurality of different robot task capabilities
CN106891902A (zh) * 2017-02-20 2017-06-27 中车南京浦镇车辆有限公司 一种用于悬挂式单轨车辆的导向装置
US11315072B2 (en) 2017-02-24 2022-04-26 Alert Innovation Inc. Inventory management system and method
US11836672B2 (en) 2017-02-24 2023-12-05 Walmart Apollo, Llc Inventory management system and method
CN107444416A (zh) * 2017-07-06 2017-12-08 南京中车浦镇城轨车辆有限责任公司 一种新型悬挂式空铁列车制造工艺
CN113165671A (zh) * 2018-11-28 2021-07-23 村田机械株式会社 行驶车***
CN113165671B (zh) * 2018-11-28 2024-02-02 村田机械株式会社 行驶车***
ES2775519A1 (es) * 2019-01-25 2020-07-27 Ruiz De Lara Redondo Jose Antonio Sistema de vías con nodos de intercomunicación dispuestos en la vertical y los vehículos con doble sistema de sustentación que discurren por ellas
CN109665469B (zh) * 2019-02-20 2023-10-13 中建隧道建设有限公司 用于地铁快速施工的自动出渣装置及自动出渣方法
CN109665469A (zh) * 2019-02-20 2019-04-23 中建隧道建设有限公司 用于地铁快速施工的自动出渣装置及自动出渣方法
CN114310839B (zh) * 2021-11-30 2023-08-04 杭州申昊科技股份有限公司 一种巡检机器人行走轮的顶紧机构
CN114310839A (zh) * 2021-11-30 2022-04-12 杭州申昊科技股份有限公司 一种巡检机器人行走轮的顶紧机构

Similar Documents

Publication Publication Date Title
WO2015005873A1 (fr) Véhicule
EP1363823B1 (fr) Systeme de transport individuel
ES2831721T3 (es) Sistema de movimiento vertical y horizontal
US7278532B2 (en) Conveying apparatus
EP3558780B1 (fr) Système de transport surélevé
EP0548112B1 (fr) Systeme de transport
CN100411926C (zh) 运输***
US6857374B2 (en) Guideway and vehicle for transportation system
AU2018203529B2 (en) A rail transport bogie and a rail transportation system
US20070107621A1 (en) Structure and operation of a three dimensional transportation system
WO2016050194A1 (fr) Train sur rails à fonctionnement descendant du type à liaison parallèle et son procédé de transport
CN108639069B (zh) 适用于车站的轨道***
LT5617B (lt) Transporto priemonė ir transporto sistema
JPH05193869A (ja) 自力推進式多経路輸送機関
US4284010A (en) Conveyance system
JPH0811714A (ja) 旅客又は貨物の運送方法
US20230192153A1 (en) High throughput transportation system with seamless carriage switching between tracks along the vertical plane
CN214985322U (zh) 一种悬挂式轻轨交通***
AU2768202A (en) Conveying apparatus
SI24503A (sl) Vozilo

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13759888

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13759888

Country of ref document: EP

Kind code of ref document: A1