Vehicle with a track assembly configured to selectively disengage the wheels of the track assembly - Patents.com

Abstract

A vehicle is provided that includes a plurality of track assemblies, each track assembly having a track axle, a first wheel secured to the track axle, a second wheel selectively coupled to the track axle, a motor configured to rotate the track axle, and a clutch operatively coupled to the second wheel. The clutch is switchable between an engaged position and a disengaged position. When the clutch is in the engaged position, the second wheel rotates with the track axle, and when the clutch is in the disengaged position, the second wheel rotates freely relative to the track axle.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Patent Application No. 17 / 687,951, filed March 7, 2022, the entire disclosure of which is incorporated herein by reference. [Technical field]

[0002] The present specification relates generally to vehicles for transporting loads, and more particularly to omni-directional vehicles with omni-wheels. [Background technology]

[0003] For example, an omni-directional vehicle equipped with omni-wheels, such as Mecanum wheels, can move in directions other than the forward and rearward longitudinal directions. Specifically, an omni-directional vehicle can rotate about a vehicle center point, move laterally, and move diagonally by independently controlling the rotational direction of the vehicle's omni-wheels. Summary of the Invention

[0004] In one embodiment, a vehicle includes a plurality of truck assemblies, each having a truck axle, a first wheel fixed to the truck axle, a second wheel selectively coupled to the truck axle, a motor configured to rotate the truck axle, and a clutch operatively coupled to the second wheel, the clutch switchable between an engaged position and a disengaged position, such that when the clutch is in the engaged position, the second wheel rotates with the truck axle and when the clutch is in the disengaged position, the second wheel rotates freely relative to the truck axle.

[0005] In another embodiment, a vehicle includes a frame, a front yoke fixed to the frame, a rear yoke rotatably coupled to the frame and rotatable about a vehicle longitudinal axis, and a track assembly rotatably coupled to both ends of each of the front and rear yokes, the track assembly having a track axle, a first wheel fixed to the track axle, the first wheel being an omni wheel, a second wheel selectively coupled to the track axle, and a motor configured to rotate the track axle.

[0006] In yet another embodiment, a method includes receiving a first command to perform a first maneuver at a vehicle, the first maneuver including moving the vehicle in a vehicle longitudinal direction, the vehicle comprising a plurality of track assemblies, each track assembly having a track axle, a first wheel fixed to the track axle, a second wheel selectively coupled to the track axle, a motor configured to rotate the track axle, and a clutch operably coupled to the second wheel, the clutch switchable between an engaged position for rotating the second wheel with the track axle and a disengaged position for allowing the track axle to rotate without rotating the second wheel, receiving, in response to receiving the first command, switching the clutch to an engaged position, performing the first maneuver, and receiving a second command to perform a second maneuver at the vehicle, the second maneuver including moving the vehicle in a non-vehicle longitudinal direction, receiving, in response to receiving the second command, switching the clutch to a disengaged position, and performing the second maneuver.

[0007] These and additional features provided by the embodiments described herein will be more fully understood in consideration of the following detailed description taken in conjunction with the drawings. [Brief description of the drawings]

[0008] The embodiments set forth in the drawings are illustrative and exemplary in nature and are not intended to limit the subject matter defined by the claims. The following detailed description of the illustrative embodiments can be understood when read in conjunction with the following drawings, in which like structure is indicated with like reference numerals and in which:

[0009] [Figure 1] 1 illustrates a schematic diagram of a perspective view of a vehicle according to one or more embodiments shown and described herein.

[0010] [Diagram 2] FIG. 2 illustrates a schematic perspective view of a rear yoke and pair of track assemblies of the vehicle of FIG. 1 according to one or more embodiments shown and described herein.

[0011] [Diagram 3] 3A-3C are schematic cross-sectional views of one of the pair of track assemblies of FIG. 2 according to one or more embodiments shown and described herein;

[0012] [Figure 4] 2 illustrates a schematic perspective view of the vehicle of FIG. 1 positioned below a platform with the vehicle's lifting device in a raised position, according to one or more embodiments shown and described herein.

[0013] [Diagram 5] 5A and 5B illustrate schematic views of an enlarged perspective view of the lifting device of FIG. 4 engaging with a platform, according to one or more embodiments shown and described herein.

[0014] [Figure 6] 1A and 1B illustrate diagrams of a vehicle system according to one or more embodiments shown and described herein. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] As discussed above, an omni-wheel equipped omni-directional vehicle can move in directions other than the forward and rearward vehicle longitudinal directions. Specifically, an omni-directional vehicle can rotate about a vehicle center point, move laterally, and move diagonally by independently controlling the rotational direction of the vehicle's omni-wheels. However, the amount of cargo the vehicle is configured to carry is limited by the number of omni-wheels on the vehicle. Providing additional wheels increases the load capacity of the vehicle, but increases the amount of friction on the wheels while moving in non-vehicle longitudinal directions, resulting in a shorter wheel life. One solution to this problem is to independently adjust the rotational speed of each wheel taking into account each wheel's position on the vehicle. However, this requires each wheel to have a separate motor, which increases the weight of the vehicle and increases the chances of component failure.

[0016] Embodiments provided herein are directed to an improved omnidirectional vehicle that reduces friction on the vehicle's wheels while moving in a non-vehicle longitudinal direction by providing a designated motor for each wheel, without increasing the vehicle's weight and the likelihood of component failure.

[0017] The embodiments described herein are directed to an omnidirectional vehicle that includes a plurality of track assemblies, each configured to selectively disengage one of a pair of wheels of the track assembly when moving the vehicle in a non-vehicle longitudinal direction. Disengaging one of the wheels of each track assembly allows the disengaged wheel to rotate freely. Various embodiments of the vehicle and the operation of the vehicle are described in more detail herein. Wherever possible, the same reference numbers are used throughout the drawings to refer to the same or like parts.

[0018] Referring now to FIG. 1, a vehicle 100 is shown according to one or more embodiments described herein. As described in more detail herein, the vehicle 100 is an omnidirectional land vehicle that can move in any direction by controlling the rotational direction of the individual omni wheels of the vehicle 100. As described herein, the vehicle 100 may be suitable for carrying large loads and transporting payloads across a vehicle running surface. However, it should be understood that the vehicle 100 disclosed herein may be suitable for any other purpose without departing from the scope of the present disclosure.

[0019] 1, a vehicle 100 may generally include a frame 102, a front yoke 104 and an opposing rear yoke 106 at opposite ends of the frame 102, and a track assembly 108 attached to each end of the front yoke 104 and the rear yoke 106. Each track assembly 108 has a first or outer wheel 110, a second or inner wheel 112, and a motor 114 selectively coupled to at least one of the outer wheel 110 and the inner wheel 112. As used herein, the term "track assembly" generally refers to an assembly having a pair of wheels operably coupled to a motor for transporting the vehicle. As described herein, a vehicle may include multiple track assemblies, such as four track assemblies located at various corners, sides, or other suitable locations of the vehicle.

[0020] The frame 102 has a front rail 116, an opposing rear rail 118, and a first side rail 120 and an opposing second side rail 122 extending between the front rail 116 and the rear rail 118. The frame 102 defines an open interior 124 between the front rail 116, the rear rail 118, the first side rail 120, and the second side rail 122 that can accommodate various components of the vehicle 100. For example, as described in more detail herein, the vehicle 100 can include one or more batteries, control systems, motors, sensors, etc. disposed within the open interior 124 of the frame 102. The frame 102 of the vehicle 100 can further include a number of stiffening beams 126 that extend parallel to either a vehicle longitudinal axis L1 between the front rail 116 and the rear rail 118 or a vehicle lateral axis L2 between the first side rail 120 and the second side rail 122. The vehicle longitudinal axis L1 extends parallel to the + / -Y axis of the coordinate system shown in Figure 1. The vehicle transverse axis L2 extends transverse to the vehicle longitudinal axis L1 and parallel to the + / -X axis of the coordinate system shown in Figure 1. The reinforcing beams 126 may be adapted to reinforce the frame 102 and to provide a surface upon which various components provided within the open interior 124 of the frame 102 may be mounted.

[0021] As described in more detail herein, the vehicle 100 includes a lifting assembly 128 for engaging an object being transported by the vehicle 100. In an embodiment, the lifting assembly 128 includes a plurality of lifting devices 130 pivotally secured to an upper surface 132 of the frame 102, specifically to the first and second side rails 120, 122. As shown in FIG. 1 , the lifting assembly 128 includes a pair of lifting devices 130 pivotally secured to the first side rail 120 at respective proximal ends and a pair of lifting devices 130 pivotally secured to the second side rail 122 at respective proximal ends 134. However, it should be understood that the lifting assembly 128 may include any number of lifting devices 130, such as, for example, one lifting device 130 or more than five lifting devices 130. Also, while each of the lifting devices 130 is shown as pivotally secured to either the first side rail 120 or the second side rail 122, it should be understood that the lifting devices 130 may alternatively be pivotally secured to either the front rail 116 or the rear rail 118. Additionally, the lifting assembly 128 may include any other suitable lifting devices capable of moving in a non-pivoting motion, such as a vertical translation device or a lifting device mounted at any suitable location on the vehicle 100, such as within the open interior 124 of the frame 102.

[0022] In this embodiment, each lifting device 130 is pivotally coupled to the first side rail 120 or the second side rail 122 by a lifting pivot 136 extending through a proximal end 134 of the lifting device 130. The lifting device 130 may be operated by a control system to pivot about the lifting pivot 136 between a lowered position (FIG. 1) and an elevated position (FIG. 4). When in the lowered position, the lifting device 130 rotates about the lifting pivot 136 in the direction of arrow A1 such that the lifting device 130 is lowered to extend substantially parallel to the first side rail 120 and the second side rail 122. When in the elevated position, the lifting device 130 rotates about the lifting pivot 136 in the direction of arrow A2 such that the lifting device 130 is raised to contact an object to be conveyed, such as a platform carrying load. As described in more detail herein, the lifting devices 130 can have contact members 138 disposed at a distal end 140 opposite the proximal end 134 for contacting and engaging an object. In an embodiment, each lifting device 130 can be operated such that the contact members 138 of each lifting device 130 simultaneously contact and engage the transported object.

[0023] The front yoke 104 is fixedly attached to a front rail 116 of the frame 102 of the vehicle 100 such that the front yoke 104 does not rotate in either direction. Conversely, the rear yoke 106 is rotatably coupled to a rear rail 118 of the frame 102 of the vehicle 100. In an embodiment, the frame 102 of the vehicle 100 has a rear housing 142 that is fixed to the rear rail 118 and extends in a direction opposite the front rail 116. The rear housing 142 defines a housing cavity 144 through which the rear yoke 106 extends, and the rear yoke 106 is rotatably fixed to the rear housing 142 by a rear yoke pivot 146 that extends coaxially with the vehicle longitudinal axis L1. The rear yoke 106 is thus configured to rotate about the vehicle longitudinal axis L1 at the rear yoke pivot 146 in the directions of arrows B1 and B2. As described in more detail herein, the track assemblies 108 are rotatably coupled to the front yoke 104 and rear yoke 106 to allow the outboard wheels 110 and inboard wheels 112 of each track assembly 108 to move in opposite vehicle vertical directions. Thus, each track assembly 108 rotates in the directions of arrows C1 and C2 about a respective track assembly axis L3 that extends parallel to the vehicle longitudinal axis L1 and the + / - Y axes of the coordinate system shown in FIG. 1. Rotation of the rear yoke 106 about the vehicle longitudinal axis L1 and each track assembly 108 about its respective track assembly axis L3 allows the outboard wheels 110 and inboard wheels 112 to maintain continuous contact with the vehicle running surface during use.

[0024] The vehicle 100 includes eight wheels, four outer wheels 110 and four inner wheels 112. As referred to herein, the outer wheels 110 are spaced a first distance from the vehicle longitudinal axis L1, and the inner wheels 112 are spaced a second distance from the vehicle longitudinal axis L1 that is less than the first distance. In other words, the inner wheels 112 are located closer to the vehicle longitudinal axis L1 than the outer wheels 110. As shown in FIG. 1, the outer wheels 110 and the inner wheels 112 of each track assembly 108 are shown as omni-wheels, specifically Mecanum wheels. However, it should be understood that in an embodiment, only one of the outer wheels 110 and the inner wheels 112 may be an omni-wheel, more specifically Mecanum wheel. As used herein, the term "omni-wheel" refers to a wheel having small discs or rollers disposed around a circumference that is non-parallel to the direction of rotation of the wheel. This allows the wheel to be driven with full force, but also to slide at an angle to the driving direction. As referred to herein, the outboard wheels 110 are referred to as omni wheels, such as Mecanum wheels, and the inboard wheels 112 may be either omni wheels, such as Mecanum wheels, or any other suitable unidirectional wheels or rolling devices. In embodiments where only the outboard wheels 110 are omni wheels, the outboard wheels 110 of each track assembly 108 are omni wheels. Alternatively, in embodiments where only the inboard wheels 112 are omni wheels, the inboard wheels 112 of each track assembly 108 are omni wheels. Providing both the outboard wheels 110 and the inboard wheels 112 on each track assembly 108 increases the load capacity of the vehicle 100 compared to vehicles with only four wheels. As mentioned above, utilizing four omni wheels, e.g., Mecanum wheels, as the outboard wheels 110 allows the vehicle 100 to move in any direction by independently controlling the direction of rotation of the outboard wheels 110. However, rotating each inboard wheel 112 with the outboard wheel 110 increases friction against the vehicle riding surface and increases wear on the wheels 110,112, thereby shortening the overall lifespan of the wheels 110,112.Thus, the vehicle 100 is configured to decouple the inboard wheels 112 of each track assembly 108 when the vehicle 100 moves in any direction other than the forward or rearward vehicle directions parallel to the vehicle longitudinal axis L1, such as when the vehicle 100 is performing a turning or sideways maneuver, thereby allowing the outboard wheels 110 to perform omnidirectional movement.

[0025] Movement of the track assembly 108 can result in pushing and pulling forces being applied to both ends of the front yoke 104 and the rear yoke 106 relative to the frame 102 of the vehicle 100. Thus, to prevent damage to the vehicle 100 and unintended movement of the front yoke 104 and the rear yoke 106 relative to the frame 102, the vehicle 100 can include a linkage assembly 148 that couples the front yoke 104 and the rear yoke 106 to the frame 102. In an embodiment, as shown in FIGS. 1 and 4, the linkage assembly 148 can include a number of tie rods 150 that couple the rear yoke 106 to the frame 102, specifically the first side rail 120 and the second side rail 122. Although only a first pair of tie rods 150 extending between an end of the rear yoke 106 and the first side rail 120 is shown in FIG. 1, it should be understood that a second pair of tie rods 150 may be similarly provided to extend between an opposite end of the rear yoke 106 and the second side rail 122. Thus, a pair of tie rods 150 extending along the first side rail 120 and a pair of tie rods 150 extending along the second side rail 122 that couple the frame 102 to the rear yoke 106 form a linkage assembly 148. In an embodiment, a similar linkage assembly 148 may be provided to couple the first side rail 120 and the second side rail 122 to the front yoke 104 as well.

[0026] 2, the rear yoke 106 is shown. It should be understood that the rear yoke 106 and the front yoke 104 are identical in structure. Because the rear yoke 106 and the front yoke 104 are identical in structure, the rear yoke 106 may have a number of mounting holes 152 in a frame-facing surface 154 thereof configured to receive respective mounting shafts. The mounting shafts may then be provided in the mounting holes 152 in the front yoke 104 to fixedly mount the front yoke 104 to the front rail 116 of the frame 102. The rear yoke 106 may not utilize mounting holes 152. Additionally, the rear yoke 106 has a central hole 156 formed in the frame-facing surface 154 of the rear yoke 106. The central hole 156 is configured to receive the rear yoke pivot 146 (FIG. 1) to rotatably couple the rear yoke 106 to the rear housing 142 (FIG. 1). Because the rear yoke 106 and the front yoke 104 are identical in structure, the front yoke 104 may also have a central hole formed on its inside, but this need not be utilized since the front yoke 104 is not rotatably coupled to the front rail 116. The rear yoke pivot 146 rotatably couples the rear yoke 106 to the rear housing 142 so that the rear yoke 106 can rotate in the directions of arrows B1 and B2 about the vehicle longitudinal axis L1. By allowing the rear yoke 106 to rotate relative to the rear rail 118 of the frame 102 of the vehicle 100, the relative height positions of the track assemblies 108 provided at either end of the rear yoke 106 can be adjusted to maintain continuous contact of the outer and inner wheels 110, 112 of each track assembly 108 with the vehicle running surface.

[0027] 2, a cross-sectional view of one of the track assemblies 108 mounted to the rear yoke 106 is shown. In an embodiment, the track assembly 108 has a yoke receptacle 158 that defines a receptacle cavity 160 through which the rear yoke 106 extends. The track assembly 108 has a track assembly shaft 162 that rotatably couples the track assembly 108 to the rear yoke 106. In an embodiment, the track assembly shaft 162 is received within a track bore 164 formed in the track assembly 108 and may be fixed to the track bore 164. Additionally, the track assembly shaft 162 extends through a portion of the rear yoke 106 that is received within the yoke receptacle 158 of the track assembly 108. Thus, as described herein, the track assembly shaft 162 enables rotation of the track assembly 108 in the directions of arrows C1 and C2 about a track assembly axis L3.

[0028] The rear yoke 106 can have a first pair of dampers 166 extending between the rear yoke 106 and each of the track assemblies 108. The dampers 166 are configured to provide a biasing force to return the track assemblies 108 from the rotated position to the initial position. For example, when the track assembly 108 rotates about the track assembly shaft 162 in the direction of arrow C1, each of the dampers 166 applies a biasing force in the direction of arrow D1 to return the track assembly 108 to the initial position. Alternatively, when the track assembly 108 rotates about the track assembly shaft 162 in the direction of arrow C2, each of the dampers 166 applies a biasing force in the direction of arrow D2 to return the track assembly 108 to the initial position.

[0029] Although not shown, it should be understood that the track assembly 108 of the front yoke 104 is attached to the front yoke 104 in a similar manner utilizing a similar track assembly shaft. Similarly, as shown in FIG. 1, a second pair of dampers 166 are also provided on the front yoke 104 to assist the track assembly 108 in returning to its initial position.

[0030] 3, a cross-sectional view of the track assemblies 108 is shown. Each track assembly 108 is identical in structure. As described herein, the track assemblies 108 include an outboard wheel 110 and an inboard wheel 112. The outboard wheel 110 includes an outboard wheel bore 168 and the inboard wheel 112 includes an inboard wheel bore 170. The track assembly 108 further includes a motor 114, a gearbox 174, and a track axle 176 extending through a gearbox bore 178 formed in the gearbox 174. The motor 114 is communicatively coupled to the gearbox 174 to rotate the track axle 176 in the direction of either arrow E1 or arrow E2 about a track axle axis L4 that extends transverse to the vehicle longitudinal axis (FIG. 1). In an embodiment, the outboard wheels 110 are fixed to the truck axle 176 such that operation of the motor 114 in a first state causes the truck axle 176 to rotate in the direction of arrow E1, which in turn causes the outboard wheels 110 to rotate in the same direction. Alternatively, operation of the motor 114 in a second state may cause the truck axle 176 and outboard wheels 110 to rotate in the direction of arrow E2.

[0031] In an embodiment, the inboard wheel 112 is selectively secured to the track axle 176 such that the inboard wheel 112 may be configured to rotate in the same direction with the outboard wheel 110. More specifically, the track assembly 108 has a clutch 180 operably coupled to the inboard wheel 112 and movable between a coupled position and a disengaged position and disposed within the inboard wheel 112. When the clutch 180 is in the coupled position, the inboard wheel 112 engages or becomes rotatably secured to the track axle 176 such that rotation of the track axle 176 rotates the inboard wheel 112 in the same direction. Alternatively, when the clutch 180 is in the disengaged position, the inboard wheel 112 disengages the track axle 176 such that the track axle 176 can rotate within the inboard wheel bore 170 of the inboard wheel 112 without rotating the inboard wheel 112. It should be understood that any controllable clutch may be suitable for coupling and decoupling the inboard wheel 112 to the track axle 176.

[0032] In an embodiment, the clutch 180 is an electromagnetic clutch having terminals 182. In an embodiment, when a voltage is applied to the terminals 182, the clutch 180 is placed in either an engaged or disengaged position. In an embodiment, the clutch 180 may have a pair of toothed members 184 for coupling the inboard wheels 112 to the truck axle 176. When actuated, the toothed members 184 may be configured to translate along the truck axle axis L4 to engage or disengage various portions of the truck axle 176 and / or the inboard wheels 112. For example, the toothed members 184 may be configured to slide along the truck axle axis L4 in the direction of either arrow F1 or arrow F2 to engage or disengage various portions of the truck axle 176 and / or the inboard wheels 112. In some embodiments, the toothed members 184 may be configured to move in the same direction, such as in the direction of arrow F1 or arrow F2. In other embodiments, the toothed members 184 may be configured to move in opposite directions relative to each other when alternating between the engaged and disengaged positions.

[0033] While reference is made herein to the outboard wheel 110 being fixed to the truck axle 176 and the inboard wheel 112 being configured to engage and disengage from the truck axle 176, it should be understood that in an embodiment, the inboard wheel 111 is configured to engage and disengage from the truck axle 176 while the outboard wheel 110 remains fixed to the truck axle 176. In such an embodiment, the clutch 180 is disposed within the inboard wheel 112 and configured to operate between an engaged position and a disengaged position to engage and disengage the truck axle 176 such that when the clutch 180 is in the disengaged position, the inboard wheel 112 is configured to rotate freely relative to the truck axle 176. In other embodiments, the clutch 180 may be disposed outboard of the inboard wheel 112.

[0034] 4, the vehicle 100 is shown with one of the lifting devices 130 of the lifting assembly 128 in a raised position and engaged with an object, such as, for example, a platform 186. As shown in FIG. 4, the vehicle 100 is positioned below the platform 186, such as by manipulating the track assembly 108 to steer the vehicle 100 to position it below the platform 186. In an embodiment, the platform 186 may be utilized to support an object, such as, for example, an additional vehicle, equipment, storage unit, etc. Once the vehicle 100 is determined to be in the correct position below the platform 186, the lifting assembly 128 operates each lifting device 130 to move from the lowered position to the raised position and engage the platform 186. In an embodiment, each lifting device 130 of the lifting assembly 128 may have rollers 188 extending between a distal end 140 of the lifting device 130 and a respective one of the first side rail 120 and the second side rail 122. When the rollers 188 are actuated to extend from the first side rail 120 or the second side rail 122, the lifting device 130 is configured to pivot at a lifting pivot 136 that extends through a proximal end 134 of the lifting device 130, as shown in FIG. 1. When the lifting device 130 is pivoted, the lifting device 130 is disposed in a raised position and contacts the platform 186.

[0035] More specifically, each lifting device 130 has a contact member 138 provided at a distal end 140 of the lifting device 130. In an embodiment, the contact member 138 has a convex outer surface 192 extending in a direction opposite a respective one of the first side rail 120 and the second side rail 122. The contact member 138 may be configured to engage with a receiving member of the platform 186. For example, as shown in FIG. 5, the platform 186 has a receiving member 194 secured to a bottom surface 196 of the platform 186. The receiving member 194 has a planar surface 198 facing the bottom surface 196 of the platform 186 and a concave outer surface 195 opposite the planar surface 198. In this manner, the receiving member 194 is shaped to receive the contact member 138 of the lifting device 130, specifically the convex outer surface 192. The contact member 138 may be integrally formed on an upper surface 199 of the distal end 140 of the lifting apparatus 130. Thus, as shown in FIG. 5 , the roller 188 may be positioned to be received within the distal end 140 of the lifting apparatus 130 below the contact member 138 so as to apply a force to the distal end 140 of the lifting apparatus 130.

[0036] When a force is applied to the distal end 140 of the lifting device 130 by the roller 188, the lifting device 130 moves toward the raised position and the contact member 138 of the lifting device 130 is received within the receiving member 194 of the platform 186. It should be understood that the platform 186 has a plurality of receiving members 194, each receiving member 194 arranged to engage with a respective contact member 138 when the lifting devices 130 are each in the raised position. Thus, the platform 186 may be supported at four locations when placed on the vehicle 100. The platform 186 may then be lifted by the vehicle 100 and transported with the vehicle 100 to the target destination. It should be understood that in an embodiment, the contact member 138 may alternatively have a concave outer surface and the receiving member 194 may have a convex outer surface to receive the contact member 138. Additionally, alternative engagements between the contact members 138 and the receiving members 194, such as engagements by locking mechanisms, magnetic interfaces, and the like, are within the scope of the present disclosure.

[0037] 6, a vehicle system 200 may be provided for operating various components of the vehicle 100, such as the track assembly 108 for coupling and uncoupling the inboard wheels 112 to position the vehicle 100, and the lift assembly 128 for switching the lift device 130 between raised and lowered positions. The vehicle system 200 may include a controller 202, a power source 204, a sensing device 206, the track assembly 108, the lift assembly 128, network interface hardware 208, and a communication path 210 communicatively coupled to these components.

[0038] The controller 202 may include a processor 212 and a non-transitory electronic memory 214 to which various components are communicatively coupled. In some embodiments, the processor 212 and the non-transitory electronic memory 214 and / or other components are included within a single device. In other embodiments, the processor 212 and the non-transitory electronic memory 214 and / or other components may be distributed among multiple communicatively coupled devices. The controller 202 may have a non-transitory electronic memory 214 that stores a set of machine-readable instructions. The processor 212 may execute the machine-readable instructions stored in the non-transitory electronic memory 214. The non-transitory electronic memory 214 may include RAM, ROM, flash memory, a hard drive, or any device capable of storing machine-readable instructions such that the machine-readable instructions may be accessed by the processor 212. Thus, the vehicle system 200 described herein may be implemented as hardware elements pre-programmed in any computer programming language or as a combination of hardware and software components. The non-transitory electronic memory 214 may be implemented as one memory module or multiple memory modules.

[0039] In some embodiments, the non-transitory electronic memory 214 includes instructions for performing functions of the vehicle system 200. The instructions may include instructions for operating the motors 114 of one or more of the track assemblies 108 in either a first state or a second state, for switching the clutches 180 of the track assemblies 108 between coupled and disengaged states to couple or disengage the inboard wheels 112 of each of the track assemblies 108 to the track axles 176, for switching the lifting device 130 between raised and lowered states, etc. More specifically, the instructions may include automatically switching the clutches 180 of the track assemblies 108 to a disengaged state when the vehicle 100 is moving or is commanded to move in any direction other than the longitudinal direction of the vehicle.

[0040] The processor 212 may be any device capable of executing machine-readable instructions. For example, the processor 212 may be an integrated circuit, a microchip, a computer, or any other computing device. The non-transitory electronic memory 214 and the processor 212 are coupled to a communication path 210 that provides signal interconnectivity between various components and / or modules of the vehicle system 200. Thus, the communication path 210 may communicatively couple any number of processors to each other, allowing the modules coupled to the communication path 210 to operate in a distributed computing environment. Specifically, each of the modules may operate as a node that may transmit and / or receive data. As used herein, the term "communicatively coupled" means that the coupled components may exchange data signals with each other, such as, for example, electrical signals through a conductive medium, electromagnetic signals through the air, optical signals through optical waveguides, etc.

[0041] As shown generally in Figure 6, a communication path 210 communicatively couples a processor 212 and a non-transitory electronic memory 214 of the controller 202 to a number of other components of the vehicle system 200. For example, the vehicle system 200 shown in Figure 6 includes a processor 212 and a non-transitory electronic memory 214 communicatively coupled to the power source 204, the sensing device 206, the track assembly 108, and the lift assembly 128.

[0042] The power source 204 (e.g., a battery) provides power to various components of the vehicle 100, such as, for example, the detection device 206, the track assembly 108, and the lift assembly 128. In some embodiments, the power source 204 is a rechargeable DC power source. It should be appreciated that the power source 204 may be a single power source or a battery for powering the detection device 206, the track assembly 108, and the lift assembly 128.

[0043] The detector 206 is configured to detect the vehicle 100's surrounding environment and identify parts of the vehicle 100. The detector 206 may have one or more imaging sensors configured to operate in the visual and / or infrared spectrum to sense visual and / or infrared light. Additionally, while certain embodiments described herein are described with respect to hardware for detecting light in the visual and / or infrared spectrum, it should be understood that other types of sensors are contemplated. For example, the systems described herein may include one or more light detection and ranging (LIDAR) sensors, radar sensors, sonar sensors, or other types of sensors, and such data may be integrated or supplemented with the data collection described herein. A ranging sensor, such as a radar, may be used to obtain rough depth and speed information of an object. In an embodiment, the vehicle 100 may include multiple detectors 206 located at various parts of the vehicle 100, such as, for example, the front rail 116, the rear rail 118, the first side rail 120, and the second side rail 122. The vehicle 100 may also include one or more detectors 206 disposed on the underside of the vehicle 100 to detect the surface over which the vehicle 100 moves. The detectors 206 may be configured to identify when the vehicle 100 is in position relative to an object, such as the platform 186, and to actuate the lift assembly 128 to contact and engage the platform 186 when in the correct position.

[0044] In some embodiments, the vehicle system 200 includes network interface hardware 208 for communicatively coupling the vehicle system 200 to a portable device 216 via a network 218. The portable device 216 may include, but is not limited to, a smart phone, a tablet, a personal media player, or any other electronic device with wireless communication capabilities. The portable device 216 may communicate with the network interface hardware 208 utilizing Wi-Fi, Bluetooth, and / or any other suitable communication protocol. It should be appreciated that the portable device 216, when provided, may function to wirelessly provide user commands to the controller 202. In this manner, the user may control or set programs for controlling the vehicle 100. Thus, the vehicle 100 may be remotely controlled via the portable device 216, which wirelessly communicates with the controller 202 via the network 218.

[0045] From the above, it should be appreciated that an omnidirectional vehicle is defined herein that includes a plurality of track assemblies, each having an outboard wheel, an inboard wheel, and a clutch configured to selectively decouple one of the outboard and inboard wheels when moving the vehicle in a non-vehicle longitudinal direction, and decoupling one of the wheels of each track assembly allows the decoupled wheel to rotate freely relative to the other wheel.

[0046] While particular embodiments have been illustrated and described herein, it should be understood that various other changes and modifications can be made without departing from the scope of the claimed subject matter. Moreover, although various aspects of the claimed subject matter have been described herein, such aspects need not be utilized in combination. It is therefore intended that the appended claims cover all such changes and modifications that are within the scope of the claimed subject matter.

Claims

1. A vehicle, a plurality of track assemblies; Each track assembly is Truck axles; a first wheel secured to the truck axle; a second wheel selectively coupled to the truck axle; a motor configured to rotate the truck axle; a clutch operably coupled to the second wheel, the clutch being switchable between an engaged position and a disengaged position; having When the clutch is in the engaged position, the second wheel rotates with the truck axle, and when the clutch is in the disengaged position, the second wheel rotates freely relative to the truck axle. vehicle.

2. 2. The vehicle of claim 1, further comprising: The vehicle comprises a frame, a front yoke, and a rear yoke, The frame is Front rail and Rear rail and a first side rail extending between the front rail and the rear rail; a second side rail extending between the front rail and the rear rail; having the front yoke is fixed to the front rail, the rear yoke is rotatably coupled to the rear rail and is rotatable relative to the rear rail about a vehicle longitudinal axis; vehicle.

3. 3. A vehicle according to claim 2, the first wheel is spaced a first distance from the vehicle longitudinal axis and the second wheel is spaced a second distance from the vehicle longitudinal axis that is less than the first distance. vehicle.

4. 2. A vehicle as claimed in claim 1, the first wheel of each track assembly of the plurality of track assemblies is an omni-wheel. vehicle.

5. A vehicle according to claim 4, the second wheel of each track assembly of the plurality of track assemblies is an omni-wheel. vehicle.

6. 4. A vehicle according to claim 3, the second wheel of each track assembly of the plurality of track assemblies is an omni-wheel. vehicle.

7. 3. The vehicle according to claim 2, further comprising: a linkage assembly extending between the rear yoke and the track assembly attached to the rear yoke; The connection assembly includes: a first pair of tie rods extending between the first side rail and a first end of the rear yoke; a second pair of tie rods extending between the first side rail and a second end of the rear yoke; having vehicle.

8. 3. A vehicle according to claim 2, Each track assembly of the plurality of track assemblies is rotatably coupled to both ends of each of the front yoke and the rear yoke and rotates between an initial position and a rotated position. vehicle.

9. 9. A vehicle according to claim 8, the front yoke having a pair of front dampers extending between the front yoke and each of the track assemblies; the rear yoke having a pair of rear dampers extending between the rear yoke and each of the track assemblies; the front pair of dampers and the rear pair of dampers provide a biasing force to return the track assembly from the rotated position to the initial position. vehicle.

10. 3. The vehicle according to claim 2, further comprising: a lifting assembly having a plurality of lifting devices switchable between a lowered position and an elevated position; When in the lowered position, each of the plurality of lifting devices is disposed along an upper surface of one of the first side rail and the second side rail; When in the raised position, each of the plurality of lifting devices is pivoted at a proximal end of the plurality of lifting devices. vehicle.

11. 11. A vehicle as claimed in claim 10, each lifting device of the plurality of lifting devices has a contact member provided at a distal end opposite the proximal end for engaging a receiving member of the platform when the vehicle is positioned beneath the platform; vehicle.

12. A vehicle, A frame, A front yoke fixed to the frame; a rear yoke rotatably coupled to the frame and rotatable about a vehicle longitudinal axis; a track assembly rotatably coupled to both ends of each of the front yoke and the rear yoke; Equipped with The track assembly includes: Truck axles; a first wheel fixed to the truck axle, the first wheel being an omni wheel; a second wheel selectively coupled to the truck axle; a motor configured to rotate the truck axle; having vehicle.

13. 13. The vehicle of claim 12, further comprising: a clutch operably coupled to the second wheel, the clutch being switchable between an engaged position and a disengaged position; When the clutch is in the engaged position, the second wheel rotates with the truck axle, and when the clutch is in the disengaged position, the second wheel rotates freely relative to the truck axle. vehicle.

14. 13. A vehicle as claimed in claim 12, the first wheel is spaced a first distance from the vehicle longitudinal axis and the second wheel is spaced a second distance from the vehicle longitudinal axis that is less than the first distance. vehicle.

15. 13. A vehicle as claimed in claim 12, The second wheel is an omni wheel. vehicle.

16. 13. A vehicle as claimed in claim 12, Each track assembly of the plurality of track assemblies is rotatably coupled to both ends of each of the front yoke and the rear yoke and rotates between an initial position and a rotated position. vehicle.

17. 17. A vehicle as claimed in claim 16, the front yoke having a pair of front dampers extending between the front yoke and each of the track assemblies; the rear yoke having a pair of rear dampers extending between the rear yoke and each of the track assemblies; the front pair of dampers and the rear pair of dampers provide a biasing force to return the track assembly from the rotated position to the initial position. vehicle.

18. 13. The vehicle of claim 12, further comprising: a lifting assembly having a plurality of lifting devices switchable between a lowered position and an elevated position; When in the lowered position, each of the plurality of lifting devices is disposed along an upper surface of the frame; When in the raised position, each of the plurality of lifting devices is pivoted at a proximal end of the plurality of lifting devices. vehicle.

19. 1. A method comprising: receiving a first command to perform a first maneuver in a vehicle, the first steering includes moving the vehicle in a vehicle longitudinal direction; the vehicle comprises a plurality of track assemblies; Each track assembly is Truck axles; a first wheel secured to the truck axle; a second wheel selectively coupled to the truck axle; a motor configured to rotate the truck axle; a clutch operably coupled to the second wheel, the clutch being switchable between an engaged position for rotating the second wheel with the truck axle and a disengaged position for allowing the truck axle to rotate without rotating the second wheel; Receiving and switching the clutch to the engaged position in response to receiving the first command; executing the first maneuver; and receiving a second command to perform a second maneuver at the vehicle; the second maneuver includes moving the vehicle in a non-vehicle longitudinal direction. Receiving and switching the clutch to the disengaged position in response to receiving the second command; executing the second maneuver; and A method comprising:

20. 20. The method of claim 19, the first wheel is spaced a first distance from a vehicle longitudinal axis; the second wheel is spaced a second distance from the vehicle longitudinal axis that is less than the first distance; the first wheel and the second wheel of each track assembly of the plurality of track assemblies are omni-wheels. method.

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