Kit for converting a manned vehicle to an unmanned vehicle

Abstract

A robotic operating kit for operating a manually drivable tracked vehicle that is steered by differential braking through a manual braking system. The kit comprises at least one hydraulic actuator mechanically anchorable to the vehicle and couplable to a brake friction element of the manual braking system at an area where manual braking force is to be applied in manual driving of the vehicle, a power unit for actuating said hydraulic actuator, and a control unit for controlling said power unit. The hydraulic actuator can be configured for direct force application independent of actuator displacement, implementing force-based control logic independent of positional parameters. A mounting arrangement can secure the kit to existing structural elements of the vehicle, while quick-disconnect couplings enable secure transitions between manual and automated operation modes. The kit may include gear control and ramp control systems for automated operation of vehicle subsystems.

Description

[0001] KIT FOR CONVERTING A MANNED VEHICLE TO AN UNMANNED VEHICLE

[0002] TECHNOLOGICAL FIELD

[0003] The present disclosure is concerned with an unmanned vehicle. More specifically, the present disclosure is concerned with an unmanned tracked vehicle and with an addon kit for converting a manned tracked vehicle into an unmanned vehicle.

[0004] BACKGROUND

[0005] Tracked vehicles, particularly armored personnel carriers (APCs), are traditionally controlled by differential braking, wherein directional control is achieved by applying varying braking forces to the left and right tracks. This method of steering relies on skilled operators applying precise braking pressure through mechanical linkages connected to the vehicle's differential system.

[0006] The manual operation of such vehicles presents several challenges. First, the physical demands on operators can be significant, particularly during extended missions or in challenging terrain. Second, the requirement for skilled operators limits the vehicles' deployment capabilities. Third, the direct mechanical linkage between operator controls and braking systems restricts the implementation of automated or remote operation capabilities.

[0007] Previous attempts to automate tracked vehicles have often involved complex modifications to the vehicle's core systems, requiring significant alterations to the original mechanical controls. Such modifications can compromise the vehicle's ability to switch between manual and automated operation modes, potentially affecting operational flexibility and safety. Furthermore, many existing solutions require permanent vehicle modifications, making it difficult to retrofit automation capabilities to existing vehicle fleets. GENERAL DESCRIPTION

[0008] According to an aspect of the presently disclosed subject matter, there is provided a robotic operating kit for operating a manually drivable vehicle that is steered by differential braking through a manual braking system. The kit may comprise at least one hydraulic actuator that can be mechanically anchored to the vehicle and coupled to a brake friction element of the manual braking system at an area where manual braking force is to be applied in manual driving of the vehicle. The kit may further comprise a power unit for actuating the hydraulic actuator and a control unit for controlling the power unit.

[0009] According to an embodiment, the power unit may comprise a fluid pressure system. This configuration can enable precise control over the hydraulic actuator's operation while maintaining system reliability. In some implementations, the power unit may be configured as a hydraulic unit, which can provide robust and dependable operation in various environmental conditions.

[0010] According to an embodiment, the hydraulic actuator may comprise several key components. These can include a brake cylinder that may serve as the primary force application mechanism, a mounting bracket that can be coupled to a vehicle differential and configured for securing the brake cylinder thereto, and a coupling member that may be configured for selective engagement and disengagement between the brake cylinder and a steering lever of the vehicle. This configuration can enable the system to transition smoothly between robotic and manual operation modes.

[0011] In a particular embodiment, the brake cylinder may be configured to be articulatable when engaged via the coupling member to the steering lever. This arrangement can enable the direct application of pressure to brake actuation elements within the differential, providing precise control over the vehicle's steering.

[0012] According to an embodiment, the coupling member may comprise a manually insertable and removable pin that can selectively couple the brake cylinder with the steering lever. This feature may enable efficient transition between robotic and manual operation modes without requiring specialized tools.

[0013] According to an embodiment, the control unit may be designed with multiple sophisticated interfacing capabilities that can significantly enhance the system's versatility and reliability. Specifically, the control unit may be connectable to a vehicle information unit for receiving vehicle parameter signals, which can enable real-time monitoring and responsive control adjustments. Furthermore, the control unit may be configurable to communicate with a High Level Controller (HLC) of the kit and process locomotion control signals, thereby creating a hierarchical control architecture that can optimize both autonomous and manual operations.

[0014] In a particular implementation, this control architecture may be enhanced through a dual-mode operational capability. During unmanned operation mode, the control unit may be configured to respond to HLC mission control signals, enabling fully autonomous operation. Conversely, in manual operation mode, the control unit may be programmed to ignore HLC signals, thereby ensuring uncompromised manual control when needed. This dual-mode functionality can significantly enhance the system's flexibility and safety.

[0015] According to an embodiment, the kit may incorporate a comprehensive sensor network that can provide crucial operational feedback. This network may include engine parameter sensors that can be mounted to engine monitoring points, vehicle motion sensors that may be attached to vehicle track systems, pressure sensors that can be connected to the hydraulic system, and position sensors that may be coupled to utility system components. The control unit may be specifically configured to receive and process signals from these sensors, enabling sophisticated real-time monitoring and control optimization.

[0016] Of particular importance, the kit may include at least one sensor specifically configured for providing operational feedback to the control unit. This sensor may comprise a pressure monitoring device that can provide readings indicative of real-time force applied by the hydraulic actuator. In a specific implementation, this sensor may be configured as a fluid pressure monitoring device, providing crucial real-time pressure readings at the hydraulic actuator. This pressure monitoring capability can enable precise force control and enhance overall system reliability.

[0017] The hydraulic actuator's effectiveness may be further enhanced through a selective coupling mechanism that can enable engagement and disengagement with the actuation region. This mechanism can be complemented by a mounting arrangement that may be secured to existing structural elements of the vehicle, enabling robust installation while maintaining the vehicle's structural integrity.

[0018] Let me continue with the functional and technical aspects, focusing on how features work together to solve technical problems.

[0019] According to an embodiment, the brake friction actuator may incorporate a friction-based motion control mechanism that can optimize the force application process. This mechanism may be specifically designed to work in harmony with existing vehicle systems while providing independent control paths, thereby enabling seamless transitions between manual and robotic operation without compromising either mode's effectiveness.

[0020] The system's capabilities may be significantly enhanced through a sophisticated communication interface that can be operatively connected to the control unit for establishing robust connections with a remote control station. This interface may be specifically configured for bi-directional communication, enabling both the reception of operation commands and the transmission of detailed system status data. Such comprehensive communication capabilities can enable real-time monitoring and precise control adjustments from remote locations.

[0021] In a particularly advantageous embodiment, the control unit may be configured to maintain predetermined braking force thresholds regardless of mechanical wear conditions. This capability may be achieved through the implementation of force-based control logic that can operate independently of positional parameters. This approach can solve the traditional challenge of maintaining consistent braking performance as mechanical components wear over time. The system's effectiveness may be further enhanced by sensors that can provide force-related measurement feedback independent of positional feedback, enabling precise force control even under varying mechanical conditions.

[0022] According to an embodiment that particularly enhances system reliability, the power unit may comprise at least two independent power units, each configured for autonomous operation. This redundant configuration can significantly improve system reliability by maintaining operational capability even if one power unit experiences issues.

[0023] In a more sophisticated implementation, the power unit may comprise a dual accumulator and generator system. Specifically, it may include first and second pressure accumulators along with first and second pressure generators, working in conjunction with first and second fluid pressure actuators. This configuration may be particularly advantageous as it can enable both pressure accumulators to maintain direct fluid communication with both fluid pressure actuators.

[0024] According to an embodiment, the hydraulic actuator may implement a sophisticated force application approach that can solve several critical technical challenges. The actuator may be configured for direct force application to the actuation region independent of actuator displacement, while the control unit may be programmed for continuous force monitoring through the sensor network. This configuration can enable the system to maintain predetermined force thresholds regardless of mechanical wear or temperature-related tolerances, with force application being continuously adjusted based on real-time force feedback rather than relying on potentially unreliable position feedback. This approach can effectively address the common challenge of maintaining consistent performance despite mechanical wear and environmental variations.

[0025] The system's safety and reliability may be further enhanced through a sophisticated mode transition control system. This system may be configured to perform a series of critical verifications, including engine shutdown status and control element locking status, while managing hydraulic pressure discharge during mode transitions. The hydraulic actuator may incorporate a mechanical disengagement mechanism that can only be enabled after pressure discharge verification, providing an additional layer of safety. Furthermore, the control unit may be programmed to prevent re-engagement until the completion of a predetermined safety verification sequence, ensuring secure transitions between operational modes.

[0026] According to an embodiment that particularly addresses safety concerns, the system may be configured to implement normally closed safety functions. These may include brake cylinders that can automatically engage upon power loss, a throttle actuator that can automatically move to a zero-throttle position, and an engine kill actuator that can automatically move to an engine stop position. These safety functions may be connected to the vehicle's diesel engine alternator power supply, ensuring reliable power availability. The system may be further configured to initiate these safety functions not only upon power loss but also upon receiving a DSU ESTOP signal or detecting HLC communication loss, providing multiple layers of safety redundancy.

[0027] In a particular, the power unit may incorporate an advanced hydraulic architecture comprising first and second pressure generators, first and second pressure accumulators, and hydraulic piping that can enable cross-flow between accumulators. This configuration can maximize the system's ability to respond while maintaining normal operational efficiency.

[0028] According to a particular embodiment, the system may incorporate strategically positioned coupling elements, including brake cylinder coupling pins that can be installed in the engine compartment, actuator coupling pins that can be installed in the crew compartment, and a mode selection switch. These coupling pins may be specifically designed for tool-free removal, enhancing the system's maintainability and operational flexibility.

[0029] Let me continue with a more neutral tone while maintaining the functional focus.

[0030] According to an embodiment, the system may be configured for connection to various monitoring points throughout the vehicle. These may include engine temperature monitoring points, vehicle speed monitoring points, track rotary speed monitoring points, engine RPM monitoring points, hydraulic pressure monitoring points, ramp position monitoring points, and ramp operating unit pressure monitoring points. The control unit may be configured to receive and process signals from these monitoring points, enabling comprehensive system monitoring and control.

[0031] According to another aspect of the presently disclosed subject matter, there is provided a gear control kit for a vehicle having an original gear control shaft. This kit may comprise a position-controlled servo that can be configured for direct mounting to the gear control shaft in place of an original control lever and rotating the gear control shaft for gear selection. The kit may further include a gear operation panel and a control unit in operative communication with the servo and the gear operation panel. This control unit may be configured to operate in two modes: in robotic mode, it may control servo position according to received command signals while disregarding input from the gear operation panel, while in manual mode, it may enable control through the gear operation panel while disabling the servo. A mode selection mechanism may be provided for switching between these modes.

[0032] According to an embodiment, the servo may incorporate a selective coupling mechanism for engagement and disengagement with the gear system, and the gear operation panel may comprise a multi-position selector providing discrete gear selection positions. A mounting arrangement may be provided for securing the gear shift servo to existing structural elements of the vehicle, and the servo may include a position feedback sensor for precise control.

[0033] The gear control system may be enhanced through a communication interface for receiving external control commands in robotic mode. A gear position display may be included to indicate the currently selected gear in both modes, and the control unit may be configured to allow adjustment of servo parameters such as speed and torque limits. The servo may also be capable of performing self-calibration upon installation or upon command.

[0034] According to another aspect of the presently disclosed subject matter, there is provided a ramp control kit for a vehicle having a power-operated loading ramp. The kit may comprise a replacement lever assembly that can be configured for mounting in place of an original spring-loaded locking lever and providing an electric actuator interface. An electric actuator may be coupled to the replacement lever assembly, and a control unit may be provided in operative communication with the electric actuator. This control unit may be configured for controlling automatic lock operation during ramp movement and implementing safety protocols during operation. At least one sensor may be included for providing operational status feedback.

[0035] According to an embodiment, the locking mechanism may comprise a telescopic threaded rod system that can be configured for axial displacement. The actuator may be designed to maintain the locked state independent of power supply status, providing secure ramp positioning under all conditions. A mounting arrangement may be provided for securing the replacement lever assembly and the locking mechanism to existing structural elements of the vehicle.

[0036] According to an embodiment, the replacement lever assembly may include mechanical stops that can define maximum travel limits independent of electric actuator control. The system may be enhanced through the inclusion of obstacle detection sensors that can prevent ramp movement if an obstacle is detected, and a ramp position indicator that may provide visual or audible feedback on the ramp's position. A manual override for the locking mechanism may be included, allowing manual locking or unlocking of the ramp when needed.

[0037] The ramp control system may be integrated with the control unit of the robotic operating kit, enabling coordinated operation. The electric actuator and sensors may be housed in a sealed enclosure for protection against environmental factors such as dust and moisture.

[0038] According to yet another aspect of the presently disclosed subject matter, there is provided a robotically controlled vehicle having a differential braking steering system. This vehicle may incorporate the robotic operating kit, the gear control kit, and the ramp control kit, either individually or in various combinations thereof. This integration can create a comprehensive system that enables both autonomous and manual operation while maintaining safety and reliability.

[0039] The installation of these systems may follow a systematic approach. The method may include mechanically coupling the hydraulic actuator to the brake friction element using a brake cylinder, mounting bracket, and coupling member. The hydraulic power system may be installed in the vehicle, followed by installation of the control unit and its connection to the vehicle information unit. Sensors may be installed for operational feedback, and the entire system may be secured to existing structural elements using the mounting arrangement.

[0040] Let me continue with the installation and operational aspects.

[0041] According to an embodiment, the installation method may be specifically adapted for tracked vehicles, with particular considerations for armored personnel carriers. The power unit may be installed in the engine compartment, while the control unit may be positioned in the crew compartment, enabling optimal access and maintenance. The installation process may be enhanced through the use of tool-free coupling pins, which can enable rapid system engagement and disengagement.

[0042] The system's functionality may be established through a series of connections. The control unit may be connected to multiple sensors throughout the vehicle, enabling comprehensive monitoring capabilities. Connection to the vehicle's diesel engine alternator power supply may be implemented to ensure reliable power availability. The control unit may also be configured to communicate with a High Level Controller (HLC), enabling sophisticated control capabilities.

[0043] According to an embodiment, the installation process may include configuring the control unit to implement normally closed safety functions. Additional components that may be installed can include a gear shift servo, an engine kill actuator, a throttle actuator, and a ramp locking mechanism, each contributing to the system's overall capabilities.

[0044] The control method for the robotic operating kit may follow a systematic approach. The system may receive control commands for vehicle operation, which can be processed into specific actuation signals for the hydraulic actuator. The hydraulic actuator may then be actuated to apply braking force to the brake friction element. Feedback may be received from the sensors, enabling continuous adjustment of the actuator's operation based on real-time data. According to an embodiment, the control commands may be received from a High Level Controller (HLC) or from a remote control station. The processing of these commands may implement force-based control logic, enabling precise control over the vehicle's operation. The actuation of the hydraulic actuator may be continuously adjusted based on real-time force feedback, enabling optimal performance under varying conditions.

[0045] The control system may extend to additional vehicle functions, including the operation of the gear shift servo, engine kill actuator, and throttle actuator. The ramp locking mechanism may also be controlled through this system, enabling coordinated operation of all vehicle functions.

[0046] According to an embodiment, the system may incorporate multiple operational safeguards. The communication interface may be configured to maintain constant contact with the remote control station, enabling real-time monitoring and control. In the event of communication loss, the system may automatically initiate predetermined safety protocols. The control unit may process both local sensor data and remote commands to determine appropriate system responses.

[0047] The system's hydraulic components may be configured to work in concert. The power unit may supply pressure to the actuators through a network of hydraulic lines, with pressure levels being continuously monitored and adjusted. Cross-flow capabilities between system components may be enabled through valve assemblies that can be controlled based on operational requirements.

[0048] According to an embodiment, the mode transition between manual and unmanned operation may follow a defined sequence. The transition process may begin with verification of system status, including brake pressure levels and actuator positions. The system may then systematically transfer control between manual and automated systems while maintaining vehicle stability. Safety interlocks may prevent unintended mode changes during critical operations.

[0049] The gear control system may operate through a position-controlled servo mechanism. The servo may rotate the gear control shaft based on commands from the control unit, while maintaining precise position feedback. The gear operation panel may provide a manual interface when automated control is disengaged.

[0050] According to an embodiment, the ramp control system may integrate with both manual and automated vehicle operations. The replacement lever assembly may interface with existing ramp mechanisms while providing enhanced control capabilities. Position sensors may monitor ramp status, enabling coordinated operation with vehicle movement. The locking mechanism may maintain ramp position regardless of power status.

[0051] The system's sensor network may provide comprehensive operational data. Engine parameters, vehicle motion, hydraulic pressure, and component positions may be continuously monitored. This data may be processed by the control unit to optimize system performance and detect potential issues before they affect operation.

[0052] According to an embodiment, the brake control system may implement a forcebased control strategy. The hydraulic actuators may apply pressure directly to the brake friction elements, with force levels being monitored through pressure sensors. This approach may enable consistent braking performance regardless of mechanical wear or environmental conditions. The control unit may adjust force application based on realtime feedback rather than relying on position-based control.

[0053] The power system may incorporate redundant components for enhanced reliability. Multiple pressure generators may operate independently, enabling system function even if one unit experiences issues. The accumulators may be configured in a parallel arrangement, allowing pressure from both units to be directed to either brake actuator when needed.

[0054] According to an embodiment, the system may incorporate multiple interface points for vehicle integration. Monitoring connections may be established at key points throughout the vehicle, enabling comprehensive system oversight. The control unit may process data from these monitoring points to optimize system performance and maintain safe operation. This integration may be achieved while maintaining the independence of manual control systems.

[0055] The installation protocol may be designed for efficiency and reliability. Components may be mounted using existing structural elements where possible, minimizing the need for vehicle modifications. Quick-disconnect couplings may be utilized for components requiring regular maintenance or mode changes. The sensor network may be installed with consideration for environmental protection and signal integrity.

[0056] According to an embodiment, the system may implement a hierarchical control architecture. The local control unit may process sensor data and maintain immediate system control, while the High Level Controller may provide mission-oriented commands. This arrangement may enable both precise local control and broader operational coordination. Communication between control levels may be maintained through redundant data paths.

[0057] Let me continue with the integration and operational characteristics.

[0058] According to an embodiment, the system's control architecture may be enhanced through multiple operational modes. In fully autonomous mode, all vehicle functions may be controlled through the robotic system. In semi-autonomous mode, certain functions may remain under manual control while others operate autonomously. Manual override capabilities may be maintained for all critical functions, enabling immediate operator intervention if needed.

[0059] The brake actuation system may incorporate mechanical isolation features. The coupling mechanism may enable complete separation between manual and automated control paths when needed. This separation may be achieved through mechanical disengagement points that can be activated without tools. The system may maintain the capability to verify successful disengagement before allowing mode transitions.

[0060] According to an embodiment, the hydraulic system may implement pressure management strategies. Pressure levels may be continuously monitored and adjusted based on operational requirements. Cross-flow capabilities may be enabled or disabled based on operational mode and system requirements.

[0061] The gear control interface may integrate with existing vehicle transmission systems. The servo mechanism may replicate manual control inputs while providing enhanced precision. Position feedback may enable verification of successful gear changes. The control unit may implement protective measures to prevent gear changes under unsafe conditions.

[0062] According to an embodiment, the ramp control mechanism may incorporate multiple safety features. Position sensors may monitor both ramp position and locking mechanism status. The control system may prevent ramp operation when vehicle conditions are unsuitable. Manual override capabilities may be maintained through mechanical backup systems. The locking mechanism may implement positive engagement features that maintain security even without power.

[0063] The system's sensor network may enable predictive maintenance capabilities. Operating parameters may be monitored and recorded over time, enabling trend analysis. The control unit may generate maintenance alerts based on parameter trends. This capability may enable proactive system maintenance before failures occur.

[0064] According to an embodiment, the gear control system may implement specific calibration procedures upon installation. The servo may perform an initial range-finding operation to identify gear position limits. The system may then map these positions to the vehicle's gear pattern, with fine adjustments being made through the control unit to account for mechanical tolerances.

[0065] The ramp system may be adapted to different ramp configurations. For hydraulically operated ramps, the control system may interface with existing hydraulic circuits. For mechanically operated ramps, additional actuators may be added. Limit settings may be configured based on the specific ramp geometry of the vehicle.

[0066] According to an embodiment, the system installation in armored personnel carriers may involve specific considerations. The mounting bracket may be designed to accommodate unique differential housing configurations found in tracked APCs. Installation in the engine compartment may utilize existing access points, while crew compartment installation may make use of standard mounting points common to military vehicle layouts.

[0067] The control unit may implement self-diagnostic capabilities. System status checks may be performed during startup and operation. Error detection and reporting mechanisms may enable rapid identification of system issues. Recovery procedures may be initiated automatically for certain fault conditions.

[0068] Another aspect of the disclosure is directed to an unmanned vehicle comprising a locomoting system articulated with an engine, and a robotic operating system for controlling locomotion of the vehicle, the robotic operating system comprising in turn a power system, a left-side brake cylinder and a right-side brake cylinder, being in fluid flow communication with the power system and articulated with a left side vehicle brake unit and a right-side vehicle brake unit, respectively; an engine kill actuator articulated with a gear shift servo, and a throttle actuator; a plurality of vehicle sensors configurable for generating indica responsive to vehicle and driving parameters; and a controller configurable for receiving said indicia and generating power signals to power system for respective activating the left-side brake cylinder and the right-side brake cylinder and for controlling the engine kill actuator and the throttle actuator, according to a drive scheme transmitted to the controller. The hydraulic power system is designed to operate in parallel with the manual braking system, ensuring that automated braking functions do not interfere with manual operation. This system provides precise braking force through dedicated hydraulic circuits, independent of the driver’ s input.

[0069] The hydraulic system may include pressure sensors that provide continuous force feedback to the control unit. These sensors ensure that braking force remains within predefined limits, adapting to changes in friction and mechanical wear. If abnormal pressure deviations are detected, the system may trigger automatic compensations or alerts.

[0070] The robotic system kit is designed to function independently of the vehicle's manual controls. When in unmanned mode, braking, acceleration, and steering functions operate through dedicated actuators without restricting manual inputs. The system incorporates disengagement features, such as tool-free coupling pins and hydraulic release valves, to allow rapid reversion to manual operation as needed.

[0071] The braking system is configured for fail-safe operation, meaning that upon power loss or signal failure, the brake actuators default to an engaged position, preventing unintended movement. The throttle actuator and engine kill functions may also be programmed to return to safe states when power is lost, ensuring vehicle security under all conditions.

[0072] As can be understood, the hydraulic power system provides the necessary force for braking, which is then applied through the brake system.

[0073] The term "vehicle ’ as used hereinafter in the specification and claims is used in its broad sense and denotes a wheeled or tracked vehicle, a troop / cargo carrier, combat vehicle (e.g. tank, a mobile gun or missile unit), a utility vehicle (e.g. bulldozer), etc. However, according to a particular configuration of the disclosure, the vehicle is an APC (armored personnel carrier), wherein the locomoting system is a tracked carrier wherein each of two tracks is controllable by an individual braking unit.

[0074] The vehicle is a manually drivable vehicle, meaning it can be operated by a human driver using conventional control mechanisms. The vehicle is specifically designed to be steered through differential braking, wherein directional control is achieved by applying different braking forces to the left and right sides of the vehicle. In a particular embodiment, the vehicle is an APC (armored personnel carrier) 10, representing a specific implementation of a manually drivable vehicle steered by differential braking. The brake friction element (e.g., brake pads within differential 16) is the point where braking force is ultimately applied in the manual braking system.

[0075] The term "unmanned’ as used hereinafter in the specification and claims indicates that the vehicle can be maneuvered either fully autonomously or partially autonomously.

[0076] By a specific arrangement, the left-side brake cylinder and a right-side brake cylinder are articulated directly with a mechanical brake actuator of the braking system within a deferential system of the vehicle, and wherein the brake cylinders apply direct pressure thereto. Braking force is monitored and applied regardless of the piston displacement required to displace the brake cylinders.

[0077] The braking system utilizes differential braking to steer the vehicle. In manual mode, the driver controls braking through conventional levers. When the robotic system kit is engaged, hydraulic actuators apply braking force independently to each side, mimicking manual input but allowing for automated control. The transition between manual and unmanned modes is achieved through a quick-release coupling mechanism, ensuring smooth interchangeability.

[0078] According to an embodiment of the disclosure, the unmanned vehicle further comprises a utility system controllable by the robotic operating system. The term "utility system’ is external to a locomotive system of the vehicle and is non-associated with locomoting of the vehicle. The utility system can be a loading ramp, a turret, a gun system etc. According to a specific configuration, the utility system is a ramp operable by a power unit and being displaceable between a closed position and an open position, and wherein the ramp is associated with a ramp locking mechanism configurable between a locked position at which the ramp cannot displace from the closed position into the open position, and an unlocked position at which the ramp is free to displace to the open position, and wherein said ramp locking mechanism is controllable by the controller of the robotic operating system.

[0079] Another aspect of the disclosure is directed to a robotic operating system kit for converting a manned vehicle into an unmanned vehicle, the kit comprising: a hydraulic power system; a left-side brake cylinder; a right-side brake cylinder; a mounting bracket for external mounting of the brake cylinders to a differential of the vehicle; a gear shift servo; an engine kill actuator; a throttle actuator; a controller; a plurality of sensors; hydraulic piping; electric wiring; coupling fasteners.

[0080] The kit can further comprise an installation manual and wiring / pipe scheme.

[0081] The kit can further comprise a ramp locking mechanism.

[0082] Any one or more of the following features, designs and configurations can be associated with any one or more of the aspects of the present disclosure, individually or in various combinations thereof:

[0083] • The power system can be a hydraulic power system;

[0084] • The vehicle sensors can comprise any one or more of vehicle speed, hydraulic pressure, engine temperature, engine speed, ramp position, etc.;

[0085] • The control system can be a closed-loop control system;

[0086] • At the unmanned position the system can be configurable between a fully autonomous position or partially autonomous position;

[0087] • The kit can be an add-on kit for rapid and effortless fitting to a vehicle;

[0088] • The kit can be suited for retrofit to an originally manned vehicle;

[0089] • The controller is an LLC (Low Level Controller), said controller configurable for vehicle locomotion control;

[0090] • The vehicle can further comprise a HLC (High Level Controller) being in communication with the LLC and configurable for receiving mission oriented control signals and generating to the LLC control signals;

[0091] • The hydraulic power system can comprise two accumulators, each associated with a respective left-side brake cylinder and a right-side brake cylinder;

[0092] • The hydraulic power system can comprise one or more pressure generators; • The controller is connectable with an information unit of the vehicle, for obtaining parameter signals corresponding with vehicle speed, oil pressure, engine speed, track speed, fuel level, etc.;

[0093] • The system is readily configurable between a manned position and an unmanned position;

[0094] • The left-side brake cylinder and a right-side brake cylinder left side vehicle brake unit and a right-side vehicle brake unit can be readily articulated / detached form original track brake system of the vehicle;

[0095] • The engine kill actuator can be disconnected from the vehicle’s original gear shift, to facilitate manual driving of the vehicle;

[0096] • The throttle actuator can be disconnected from the vehicle’s original throttle, to facilitate manual driving of the vehicle.

[0097] • The LLC control unit may receive input from onboard sensors, including vehicle speed, brake pressure, and engine performance. It can process these inputs and transmit signals to the hydraulic power system for precise braking adjustments. Optionally, the LLC may communicate with the HLC to receive mission-oriented commands, enabling fully autonomous or semi-autonomous modes. During manual operation, the LLC may deactivate robotic functions to allow seamless driver control.

[0098] • The brake actuator coupling mechanism may incorporate mechanical latching to ensure secure attachment during operation. Additionally, hydraulic pressure relief valves can be integrated to allow safe disengagement without residual pressure buildup. These features contribute to seamless transitions between manned and unmanned modes without compromising braking performance.

[0099] • The brake system and hydraulic actuators function as part of a broader automated control architecture. Effective communication between system components ensures seamless operation between manual and unmanned modes.

[0100] • The communication interface may include redundant data links between the LLC and HLC to ensure reliable command execution. Signal validation protocols may be implemented to prevent erroneous commands from affecting vehicle operation. Additionally, feedback loops can provide real-time diagnostic data to enhance control stability and fault detection. • The ramp locking mechanism may be equipped with automated engagement sensors to verify locked / unlocked states before ramp movement. In unmanned mode, the system can enforce ramp security by integrating hydraulic locks that prevent unintended displacement due to external forces or terrain shifts.

[0101] BRIEF DESCRIPTION OF THE DRAWINGS

[0102] In order to better understand the subject matter that is disclosed herein and to exemplify how it may be carried out in practice, embodiments will now be described, by way of non-limiting example only, with reference to the accompanying drawings, in which:

[0103] Fig- 1 is a front perspective view of an APC (armored personnel carrier);

[0104] Fig- 2 is an exploded, isolated view of components of a conversion kit according to the present disclosure;

[0105] Fig- 3 is an inside, rear view, of the APC, fitted with a conversion kit according to the present disclosure;

[0106] Fig. 4 is an isolated view of a hydraulic power system, of the kit seen in Fig. 3;

[0107] Fig. 5 is a front view of the engine chamber of the APC, exposing the brake cylinders, mounted on the differential;

[0108] Fig. 6 illustrates the gear shift servo and FNR unit mounted at the driver’ s position of the APC;

[0109] Fig. 7 shows the ramp locking mechanism, the throttle actuator and the engine kill actuator;

[0110] Fig. 8A is a rear perspective view of the APC with the ramp at a closed position;

[0111] Fig. 8B is a rear perspective view of the APC with the ramp at an open position.

[0112] Fig. 9A includes two flow diagrams illustrating mode transition sequences: a first diagram showing transition from robotic mode to manual mode, and a second diagram showing transition from manual mode to robotic mode;

[0113] Fig. 9B is a block diagram illustrating a force-based control architecture of the robotic operating system, showing command processing from drive control inputs to pressure-based actuator control;

[0114] Fig. 10 is a side view of the gear shift servo assembly showing the position- controlled servo configured for mounting to the gear control shaft of the vehicle; and Fig. 11 is a side view of the ramp locking mechanism showing the telescopic rod system configured for axial displacement to control the ramp operating lever.

[0115] DETAILED DESCRIPTION OF EMBODIMENTS

[0116] Attention is first directed to Fig. 1 of the drawings, illustrating a vehicle according to an example of the present disclosure, namely an M-113 APC (armored personnel carrier) generally designated 10.

[0117] It is appreciated that the term "vehicle ’ as used hereinafter in the specification and claims is used in its broad sense and denotes a wheeled or tracked vehicle, a troop / cargo carrier, combat vehicle (e.g. tank, a mobile gun or missile unit), a utility vehicle (e.g. bulldozer), etc.

[0118] The APC 10 of the example is a tracked carrier, wherein the locomoting system comprises a pair of tracks 12, each driven by a drive sprocket 14 connectable to a powerful engine (not seen) through a geartrain (not seen) to a differential unit 16 (seen in Fig. 5).

[0119] Maneuvering the vehicle 10 takes place by slowing a respective track 12 (into the desired turning direction) or controlling the speed of both tracks 12 into straight forward / rear motion or halting track rotation whereby the vehicle 10 comes to stop, wherein the tracks 12 are controllable by an individual braking unit (the respective ends of left steering lever 18L and right steering lever 18R can be partially seen in Fig. 5).

[0120] The vehicle 10 is fitted with a robotic system kit collectively designated 30, shown isolated in Fig. 2. The kit comprises the following principal components: a hydraulic power system 34; a left-side brake cylinder 36; a right-side brake cylinder 38; a mounting bracket 40 for external mounting of the brake cylinders to the differential 16 of the vehicle 10; a gear shift servo 44; an engine kill actuator 46; a throttle actuator 48; an LLC controller 50; gear operation panel (FNR) 52; and a ramp locking mechanism 54. The robotic system kit 30 is designed to operate independently of and without interfering with the vehicle's manual braking system, creating a parallel control path that allows seamless transition between manual and unmanned operation. This is achieved through the specific mechanical interface between the brake cylinders 36, 38 and the brake friction elements within differential 16. The ability to operate independently without interfering with the manual system enables quick transition between manned and unmanned operation while maintaining full functionality of both control paths.

[0121] The kit, by nature, further comprises a variety of different sensors (not seen), hydraulic piping 60, electric wiring 62, fasteners 64 and assembly instructions, etc. (not shown).

[0122] Further reference is made to the hydraulic power system 34 mounted within the interior space of the APC 10, and comprising a pair of pressure generators (compressors) 70A and 70B independently operable as backup units, such that at an event of malfunction of one pressure generators, the other one is independently operable. Power system 34 further comprises a pair of hydraulic pressure accumulators 74A and 74B, being in fluid flow communication with the pressure generators 70A and 70B, wherein both hydraulic pressure accumulators 74A and 74B are connected top both the left-side brake cylinder 36 and the right-side brake cylinder 38.

[0123] The hydraulic power system 34 also comprises a logic control system 78 mounted atop the hydraulic power system 34 and configured for controlling operation of the pressure generators 70A and 70B and pressure accumulation at the pressure accumulators 74A and 74B.

[0124] The hydraulic power system 34 comprises three pressure lines: pressure line connected to left-side brake cylinder 36, pressure line connected to right-side brake cylinder 38, and pressure line connected to the ramp operating mechanism. The hydraulic power system 34 further comprises a logic control system 78 mounted atop the hydraulic power system 34 and configured for controlling operation of the pressure generators 70A and 70B and directing pressure to the respective pressure lines. operation of the ramp 80 may be initiated by a single button press. Upon activation, hydraulic pressure from pressure line may be directed to the ramp operating mechanism to smoothly move the ramp between its open and closed positions.

[0125] This dual-component configuration of the power unit enables redundant operation capabilities, where the pressure generators 70A, 70B can function as two independent fluid pressure sources. Each pressure generator may be configured for independent operation, providing system redundancy. The pressure accumulators 74A, 74B can serve for providing instantaneous actuation force when needed.

[0126] When implementing force control, the brake cylinders 36, 38 can be configured for direct force application to their respective actuation regions within differential 16, functioning independently of actuator displacement. The controller 50, receiving input from pressure monitoring device (not shown), may monitor the applied force in real-time and maintain predetermined force thresholds. These thresholds can be maintained regardless of mechanical wear or temperature-related tolerances that might develop over time. This approach enables the controller 50 to continually adjust force application based on real-time force feedback from the pressure monitoring device (not shown), rather than relying on position feedback, as typically occur in manual driving or in robotic systems aimed for direct actuation of manual control features. Such force-based control can be particularly valuable when the brake pads or other friction elements experience wear, as the system automatically compensates to maintain consistent braking performance.

[0127] The force-based control architecture of the system is illustrated in Fig. 9B. The HLC (High Level Controller) may provide drive control inputs in the form of speed requests, brake requests, and steer requests. These control inputs may be processed by the LLC controller 50 through a command breakdown module, which may determine the force required for each cylinder. For each of the left-side brake cylinder 36 and right-side brake cylinder 38, the respective force request may be processed through a force / pressure calculator within the logic control system 78, converting the requested force to a pressure setpoint value measured in bar units.

[0128] The pressure setpoint for each cylinder may be compared with actual pressure readings from pressure monitoring devices provided in the hydraulic circuit. Any deviation may be processed by a pressure controller, which may generate commands to adjust the cylinder motion. The pressure readout from each cylinder may be fed back to the pressure controller, creating a closed-loop control system that can maintain precise force application regardless of mechanical wear or positional variations. This force-based control approach may enable the system to maintain consistent braking performance throughout its operational life.

[0129] The hydraulic power system 34 serves as the power unit of the kit and comprises a fluid pressure system. This implementation provides the precise force control and robust operation required for reliable brake actuation in military vehicle applications while maintaining system compactness. Through its pressure generators 70A, 70B, the hydraulic power system 34 enables direct force transmission to the brake cylinders 36, 38, while the fluid pressure system allows for precise control and monitoring of the applied forces.

[0130] The hydraulic power system 34 may distribute pressure through three independent pressure lines: pressure line to the left-side brake cylinder, pressure line to the right-side brake cylinder 38, and pressure line to the ramp 80 operating mechanism.

[0131] The hydraulic power system 34 is designed for supplying hydraulic pressure for controlling the steering system (namely manipulating the left-side brake cylinder 36 and the right-side brake cylinder 38), and locking / unlocking the ramp locking mechanism 54. However it is appreciated that hydraulic power system 34 does not provide hydraulic pressure for driving the locomotive system (the tracks), nor for opening / closing the ramp 80 (Figs. 8A and 8B), as will be explained in detail hereinafter.

[0132] The power unit's architecture can include cross-flow capabilities between its components. While the first and second pressure generators 70A, 70B and pressure accumulators 74A, 74B operate independently during normal operation, an hydraulic piping system may be configured to enable fluid cross-flow between these components. This cross-flow capability can be controlled by dedicated valve assemblies that may connect the pressure accumulators 74 A, 74B to both brake cylinders 36, 38. Such configuration can enable the system to direct accumulated pressure from both accumulators simultaneously to both brake cylinders when maximum braking force is required, while maintaining component independence during normal operation.

[0133] The left-side brake cylinder 36 and the right-side brake cylinder 38 are mounted within the engine chamber and are secured to the differential 16 by the mounting bracket 40 attached by a plurality of fasteners (not shown). Each of the left-side brake cylinder 36 and the right-side brake cylinder 38 is hydraulically connected to the hydraulic power system 34 through pressure pipes 61L and 61R, respectively (Fig. 5).

[0134] The hydraulic actuator implemented by brake cylinders 36, 38 can include a selective coupling mechanism for engaging and disengaging with the actuation region at the differential 16. This mechanism may be implemented as an enhancement to the coupling pin 43 system, where each brake cylinder 36, 38 can be provided with an engagement assembly (not shown). The engagement assembly for example may comprise the coupling pin 43 along with a guide sleeve and a securing latch. Such assembly can enable controlled engagement and disengagement while ensuring secure connection during operation. The engagement assembly may be designed to maintain precise alignment between the brake cylinder and the actuation point even under high-force conditions, while still allowing for quick release when mode transition is required.

[0135] The robotic operating system can further comprise a mounting arrangement that may be securable to existing structural elements of the vehicle. The mounting arrangement can include standardized attachment points that may correspond to existing structural hard points in various vehicle models, particularly in the engine compartment area and around the differential 16. This mounting arrangement can be designed to utilize existing bolt patterns and mounting surfaces where possible, minimizing the need for vehicle modifications. The arrangement may be configured to provide stable support for the hydraulic power system 34, the brake cylinders 36, 38, and associated components while maintaining accessibility for maintenance and mode transition operations.

[0136] The vehicle driving control actuator in the differential 16 can comprise a friction- based motion control mechanism. This mechanism may include friction surfaces within the differential 16 where the manual braking force is typically applied. The brake cylinders 36, 38, when engaged through coupling pins 43, can apply force directly to these friction surfaces 98A, utilizing the same mechanical principles as the manual braking system but through an independent force application path. This approach can maintain the original braking system's reliability while enabling the addition of robotic control capability.

[0137] Both left-side brake cylinder 36 and the right-side brake cylinder 38 are hydraulic pistons directly articulated to the mechanical actuator of the left steering lever 18L and right steering lever 18R (seen in Fig. 3) and configured solely for applying direct pressure to braking pads of the braking system within the differential 16.

[0138] Each brake cylinder 36, 38 functions as a hydraulic actuator in the system and is integrated into a comprehensive mounting assembly. This assembly comprises the brake cylinder itself, the mounting bracket 40 which secures the assembly to the differential 16, and the coupling member in the form of coupling pin 43. The mounting bracket 40 is specifically designed to be coupleable to the differential 16 while accommodating various vehicle configurations. The coupling pin 43 serves as a selective coupling mechanism between each brake cylinder and its corresponding steering lever 18L, 18R, enabling the system to be engaged or disengaged as needed.

[0139] When engaged via the coupling pin 43, each brake cylinder 36, 38 is configured to be articulatable to its respective steering lever 18L, 18R. This articulation enables the brake cylinder to apply direct pressure to the brake actuation elements within the differential 16. The articulation mechanism is specifically designed to maintain the direct force application path while allowing for quick engagement and disengagement through the coupling pin 43. This configuration ensures that when the brake cylinder is engaged, it can effectively transmit the hydraulic force from the power system 34 to the brake actuation elements, while when disengaged, it allows unhindered operation of the manual control system.

[0140] An end of the left-side brake cylinder 36 and the right-side brake cylinder 38 is detachable articulable to a rear support bracket 42L; 42Rby a coupling pin 43 associated with each of the brake cylinders, respectively, whereby engaging / disengagement of the brake cylinders 36; 38 is performed by said coupling pin 43 (manually operated; though an electric engagement configuration, e.g. solenoids, is possible; not shown).

[0141] The system's coupling pins can be strategically located based on their function. The brake cylinder coupling pins 43 may be installable in the engine compartment for direct access to the differential 16 area. Additional actuator coupling pins (not shown) can be installable in the crew compartment for controlling auxiliary systems such as the throttle actuator 48 and engine cutoff unit 86. A mode selection switch may be positioned in the crew compartment for operator accessibility. All these coupling pins can be designed for tool-free removal, incorporating state of the art quick-release mechanisms that may maintain secure engagement during operation while enabling rapid disengagement when required. This arrangement of coupling points can facilitate efficient mode transitions while maintaining system security during operation.

[0142] The coupling pin 43 is specifically designed to be insertable and removable without requiring any tools, providing a quick-disconnect capability that enables rapid transition between robotic and manual operation modes. This tool-free design of coupling pin 43 enables field operators to quickly disengage the robotic system kit 30 and revert to manual operation when needed. Each coupling pin 43 is secured in its engaged position by a retaining mechanism (not shown) that can be manually operated, yet provides secure retention during vehicle operation. The retention mechanism is designed to prevent unintended disengagement while allowing for quick, intentional release when mode transition is required.

[0143] Turning now to the LLC controller 50, it is mounted within the interior space of APC 10 and is connectable by electric communication to a plurality of sensors (not seen), and to a dashboard of the APC, whereby a plurality of signals (e.g. engine temperature, vehicle speed, track rotary speed, engine RPM, hydraulic pressure, position of ramp 80, ramp operating unit pressure, etc.) are received by the controller 50 and processed to generate respective locomotive signals, e.g. throttle activation, gear shift (i.e. FNR- Front, Neutral, Reverse drive signals), engine kill, steering control signals to activate the left steering lever 18L and right steering lever 18R and a lock / unlock signal to the ramp locking mechanism 54.

[0144] According to the force-based control architecture of the system, at least two pressure monitoring devices are essential for proper system operation - one pressure monitoring device for measuring the pressure in the left-side brake cylinder 36 and another pressure monitoring device for measuring the pressure in the right-side brake cylinder 38. These pressure measurements may be used by the LLC controller 50 to maintain precise force control as illustrated in Fig. 9B. While additional sensors such as vehicle speed sensors may provide supplementary data, the pressure monitoring devices are essential for the basic force-based control scheme

[0145] To enable remote operation capabilities, the control unit 50 can be equipped with a communication interface. This interface may establish operative connection with a remote control station, complementing the HLC 82 communication path. Through communication interface, the system can be capable of receiving operation commands from the remote station 102 while simultaneously transmitting system status data. Such status data may include, but need not be limited to, the sensor readings from pressure monitoring device (not shown), engine parameter sensors 84, and other system sensors, providing comprehensive real-time feedback to remote operators.

[0146] The LLC controller 50 serves as the control unit of the system and is designed with multiple interface capabilities. It is connectable to the vehicle's information unit for receiving vehicle parameter signals such as engine temperature, vehicle speed, track speed, and engine RPM. The controller 50 is also configurable to communicate with the High Level Controller (HLC) and process locomotion control signals from it. This hierarchical control architecture enables different operational modes: in unmanned operation mode, the controller 50 responds to HLC mission control signals while in manual operation mode, it ignores HLC signals. Even in manual mode, the controller 50 maintains local control over specific systems, namely a gear shifting mechanism through gear shift servo 44 and a ramp operation through ramp locking mechanism 54, as will explained in detail hereinafter, using driver-operated controls for these functions while disabling remote control capabilities.

[0147] To provide these various signals to the controller 50, the system can incorporate multiple sensor types that may be mountable and connectable to various vehicle monitoring points. Engine parameter sensors can be mountable to engine monitoring points to track operational parameters. Vehicle motion sensors may be attachable to the vehicle track systems for monitoring track movement and vehicle speed. Pressure sensors can be connectable to the hydraulic system 34 at key points in the hydraulic circuit. Position sensors may be coupleable to utility system components, particularly to ramp 80 and its operating mechanisms. All these sensors can be designed as part of the retrofit kit with standardized mounting interfaces and connectors, enabling installation on various vehicle models while maintaining consistent monitoring capabilities. The controller 50 can include dedicated input channels configurable for receiving and processing signals from each of these sensor types.

[0148] The system can include at least one sensor configurable for providing operational feedback to the controller 50. In one implementation, such sensor may comprise a pressure monitoring device that can provide readings indicative of real-time force applied by the brake cylinders 36, 38. The pressure monitoring device can be implemented as a fluid pressure monitoring device connectable at strategic points in the hydraulic circuit between the hydraulic power system 34 and the brake cylinders 36, 38. Such pressure monitoring can enable real-time measurement of the actual force being applied to the brake actuation elements within the differential 16, allowing for precise force control and system status monitoring. The pressure monitoring device 92 may be particularly useful during mode transitions, where accurate force feedback can be critical for system safety.

[0149] Best seen in Fig. 6, the gear shift servo 44 is secured at the driver’s station vicinity and is electrically operable for engine gear shifting depending on the output power required from the engine, and wherein said gear shift servo 44 is connected to the controller 50 and controlled thereby. As seen in Fig. 10, the gear shift servo 44 may be configured as a position- controlled electric actuator with a mounting interface that enables direct attachment to the vehicle's gear control shaft. The servo body may house the electric motor and control components, while a protruding mechanical interface may enable coupling with the gear shaft. The assembly may include a mounting bracket for securing the servo to the vehicle structure, and may incorporate position feedback mechanisms for precise control of gear selection. The servo mechanism may rotate as indicated by the arrow to effect gear changes through direct mechanical coupling with the gear control shaft.

[0150] The gear operation panel (FNR) unit 52 is too secured at the driver’s station vicinity, and comprises a three position switch operable between three respective positions, namely Front, Neutral and Reverse. The gear operation panel 52 is an electric gear unit connected to the engine’s gear system and being connected to the controller 50, wherein at an unnamed operative position the HLC control system (High Level Controller) ignores the gear operation panel (FNR) unit 52. However, at the event manual operation is required, e.g. by an activation switch or when the operator / driver manually activates the FNR switch, the HLC system recognizes that manual operation is required and then disengages the unmanned position. Upon disengaging from the unmanned position, pressure within the eft-side brake cylinder 36 and the right-side brake cylinder 38 is discharged, hence facilitating for easy removal of coupling pins 43.

[0151] The transition between robotic and manual modes may follow predetermined sequences as illustrated in Fig. 9A. When transitioning from robotic mode to manual mode, the sequence may begin with toggling the gear operation panel (FNR) unit 52 to request manual mode. This action may initiate two parallel processes: the electric actuators, including the gear shift servo 44 and throttle actuator 48, may automatically move to their connection positions, while simultaneously the hydraulic power system 34 may initiate pressure release. Following the electric actuator positioning, the throttle actuator 48 and engine kill actuator 46 may be disconnected. Concurrently, following the hydraulic pressure release, the mechanical drive handle lock may be ensured, after which both left-side brake cylinder 36 and right-side brake cylinder 38 may be disconnected from the differential 16.

[0152] The reverse sequence, transitioning from manual to robotic mode, may begin from system operation in manual mode. The electric actuators may automatically move to their connection positions while the hydraulic power system 34 initiates pressure release. The throttle actuator 48 and engine kill actuator 46 may then be connected, while concurrently, following verification of the mechanical drive handle lock, both steering cylinders may be connected to the front differential. The sequence may conclude with system power cycling to complete the transition to robotic mode.

[0153] The mode transition between unmanned and manual operation can be managed by a dedicated transition control system within controller 50. This system may execute a predetermined sequence of verification steps before allowing mode changes. The sequence can include verifying engine shutdown status through engine parameter sensors 84 and confirming control element locking status. During the transition, the system may manage hydraulic pressure discharge through a controlled release valve system. The brake cylinders 36, 38 can incorporate mechanical disengagement mechanisms that may only become enabled after the pressure discharge has been verified by pressure monitoring device 92. As an additional safety measure, the controller 50 can prevent reengagement until completing a predetermined safety verification sequence, which may include checking the status of all critical systems and control elements.

[0154] The system's monitoring capabilities can extend to multiple vehicle systems through dedicated connection points. These may include monitoring points for engine temperature monitoring, vehicle speed sensing, track rotary speed measurement, engine RPM detection, hydraulic pressure monitoring, ramp position sensing, and ramp operating unit pressure monitoring. Each of these monitoring points can be designed with standardized interfaces that may enable connection of the corresponding sensors. The controller 50 can be configurable to receive and process signals from any combination of these monitoring points, providing flexible system configuration options while maintaining comprehensive vehicle status monitoring capabilities.

[0155] The robotic operating system can be configured to implement normally closed safety functions as part of its core operational design. In this configuration, the brake cylinders 36, 38 may be designed to automatically engage to a full brake state upon power loss. Similarly, a throttle actuator 48 can be configured to automatically move to a zerothrottle position, while the engine cutoff unit 86 may automatically move to an engine stop position under the same conditions. These safety functions can be connectable to the vehicle's diesel engine alternator power supply, ensuring continuous 24V power availability while the engine is running. The system may be further configured to initiate these safety functions not only upon power loss but also upon receiving a DSU (Drive Safety Unit) ESTOP signal or detecting HLC 82 communication loss. This multi-trigger safety implementation can provide redundant protection paths while maintaining fail-safe operation.

[0156] Likewise, throttle actuator 48 governs speed by a push / pull cable 49, said throttle actuator 48 also connectable through the controller 50. In addition, an engine cutoff unit 86 provided adjacent said throttle actuator 48, for engine cutoff, said cutoff unit 86 too being connected to shut shown the engine by a push cable (not seen). Both throttle actuator 48 and engine cutoff unit 86 can be mechanically disconnected by a disengaging knob 88 (Fig. 7), whilst when engaged the system is at an unmanned position and a driver / operator cannot control either of the throttle actuator 48 and the engine cutoff unit 86

[0157] With reference also being made to Figs. 8 A and 8B, the APC 10 comprises a rear ramp 80, serving for troops and / or cargo load / unload. The ramp 80 is displaceable between a closed position (Fig. 8B) and an open position (Fig. 8A), wherein displacing the ramp 80 between its respective positions is facilitated by a dedicated hydraulic unit (typically disposed at a rear portion of the APC 10, under the floor panels 90; not seen).

[0158] The ramp 80 can be operated through a ramp operating lever that may be pivotally mounted at a pivot point. In the manual system, this lever can be spring-loaded to a locked position by a biasing spring, a replacement lever assembly 150 may interface with this existing mechanism, where the telescopic threaded rod system 154 can engage with a lever engagement point. The threaded rod system 154 may convert the rotary motion of electric actuator 152 into linear motion that can either lock or release the ramp operating lever 170. The system can incorporate a position sensing mechanism that may detect both the fully locked and fully released positions of the lever.

[0159] The ramp locking mechanism 54 is provided merely for locking / unlocking an operating lever 55 of the ramp 80, wherein said ramp locking mechanism 54 is a mechanical locking arrangement by means of a telescopic rod system 57, axially displaceable for locking / unlocking the lever 55, respectively.

[0160] The ramp 80 may be operated through a hydraulic mechanism powered by pressure line from the hydraulic power system 34. Operation may be initiated through a control button, whereby the hydraulic pressure may be directed to displace the ramp 80 between its closed and open positions. The ramp locking mechanism 54 may be electronically operated upon pressing on the same button. As illustrated in Fig. 11, the ramp locking mechanism 54 may comprise an elongated assembly incorporating the telescopic threaded rod system 57. The mechanism may be mechanically coupled to the operating lever 55 at one end through a pivotal connection. The telescopic threaded rod system 57 may extend through the mechanism's body, enabling linear displacement that can convert rotary motion from an electric actuator into linear motion for engaging and disengaging the ramp lock. The operating lever 55 may be configured with a curved profile that enables smooth engagement with the ramp 80 locking points.

[0161] It is appreciated that the left-side brake cylinder 36 and the right-side brake cylinder 38 are designed for applying direct force to the braking pads of the braking system within the differential 16, regardless of variable parameters such as worn braking pads, temperature related tolerances, mechanical degrees of freedom etc. Hence, the direct force applied by the left-side brake cylinder 36 and the right-side brake cylinder 38 is not displacement oriented, but rather direct force oriented.

[0162] This force-oriented approach enables the control unit 50 to maintain predetermined force thresholds regardless of mechanical wear conditions in the braking system. The controller 50 can implement force-based control logic that operates independently of positional parameters, focusing instead on the actual force being applied to the brake actuation elements. Through the pressure monitoring device 92, the system may receive force-related measurement feedback that is independent of positional feedback, enabling precise force control even as mechanical components experience wear over time or temperature-related variations. This control methodology can be particularly advantageous in maintaining consistent braking performance throughout the system's operational life.

[0163] The robotic operating system can be installed and operated through a systematic process. Installation may begin with mechanical coupling of the brake cylinders 36, 38 to the brake friction elements within differential 16. This can involve mounting the brake cylinders using mounting bracket 40 and establishing articulation with the steering levers 18L, 18R through coupling pins 43. The process may particularly suit tracked vehicles, such as APCs, where differential braking is the primary steering method.

[0164] When installing in an armored personnel carrier, specific considerations can be taken into account. The mounting bracket 40 may be designed to accommodate the unique differential housing configuration found in tracked APCs. The installation in the engine compartment can take advantage of existing access points typical to APC designs, while crew compartment installation may utilize standard mounting points common to military vehicle interior layouts.

[0165] For calibration procedures in the gear control system, the following sequence may be implemented:

[0166] • The servo 44 can perform an initial range-finding operation to identify gear position limits

[0167] • The system may then map these positions to the vehicle's gear pattern

[0168] • Fine adjustments can be made through the controller 50 to account for mechanical tolerances

[0169] Regarding ramp integration, the system can be adapted to various ramp configurations:

[0170] • For hydraulically operated ramps, the control system may interface with the existing hydraulic circuits

[0171] • For mechanically operated ramps, additional actuators can be incorporated

[0172] • The limit settings may be configured based on specific ramp geometry

[0173] The hydraulic power system 34 can be installed in the engine compartment, with all necessary hydraulic connections established to the brake cylinders 36, 38. The controller 50 may be mounted in the crew compartment, where it can be connected to the vehicle information unit and configured for HLC 82 communication. Sensors 84, 86, 88, 90 can be installed at their respective monitoring points throughout the vehicle.

[0174] During operation, the system can receive control commands for vehicle operation, which may be processed into specific actuation signals for the brake cylinders 36, 38. The controller 50 can continuously receive feedback from the various sensors, particularly the pressure monitoring device 92, enabling real-time adjustment of actuator operation.

[0175] The installation process can also include additional control elements. A gear shift servo 44 may be installed in the vehicle, configurable to interface with the original gear control shaft. An engine kill actuator and throttle actuator 48 can be mounted in their respective positions, while a ramp locking mechanism 54 may be integrated with the vehicle's existing ramp system.

[0176] The controller 50 can be connected to the vehicle's diesel engine alternator power supply, ensuring power availability for safety functions. The system may then be configured to implement its safety protocols, including normally closed functions. During operational setup, specific procedures may be followed:

[0177] • Verification of all mechanical couplings

[0178] • Testing of mode transition capabilities

[0179] • Confirmation of sensor feedback

[0180] • Testing of communication with the HLC 82

[0181] The system can be operated in different modes. In unmanned mode, all control functions may be governed by the HLC 82 and remote control station 102. In manual mode, the system can maintain specific by-wire functions like gear shifting and ramp operation while disabling remote control capabilities.

[0182] The installation process may be particularly adaptable to various vehicle configurations while maintaining consistent operational capabilities. Each subsystem can be installed as a modular component, enabling tailored implementation based on specific vehicle requirements and operational needs.

[0183] The robotic system kit 30 can incorporate a dedicated gear control system. This system may comprise a position-controlled servo 44 that can be configured for direct mounting to the vehicle's original gear control shaft in place of the original control lever. The servo 44 can be designed to rotate the gear control shaft for gear selection while maintaining precise position control.

[0184] The gear operation panel 52, working in conjunction with the servo 44, may provide a comprehensive gear control interface. The system can operate in two distinct modes through a mode selection mechanism:

[0185] • In robotic mode, the servo 44 may control gear position according to received command signals while disregarding input from the gear operation panel 52

[0186] • In manual mode, the system can enable control through the gear operation panel 52 while disabling the servo 44

[0187] The servo 44 may incorporate a selective coupling mechanism enabling engagement and disengagement with the gear system. The gear operation panel 52 can include a multi-position selector providing discrete gear selection positions that correspond to the vehicle's original gear configurations.

[0188] A mounting arrangement can be provided for securing the gear shift servo 44 to existing structural elements of the vehicle. This arrangement may be designed to utilize existing mounting points while ensuring proper alignment with the gear control shaft. The servo 44 can incorporate a position feedback sensor that may continuously monitor the actual gear position.

[0189] The system can include a communication interface specifically for receiving external control commands in robotic mode. This interface may be integrated with the main controller 50 while maintaining independent gear control functionality.

[0190] The gear position may be displayed through a dedicated gear position display unit that can indicate the currently selected gear in both robotic and manual modes. The controller 50 may be configured to allow adjustment of servo parameters, such as speed and torque limits, to optimize performance for different vehicle configurations.

[0191] The servo 44 can incorporate a self-calibration capability that may be activated upon installation or upon command, ensuring precise alignment with the vehicle's gear positions. This calibration process can account for mechanical variations between different vehicle models while maintaining consistent gear selection functionality.

[0192] The robotic system kit 30 can incorporate a dedicated ramp control system that may interface with the vehicle's power-operated loading ramp 80. This system can comprise a replacement lever assembly that may be configured to mount in place of the original spring-loaded locking lever. The replacement lever assembly 150 can provide an electric actuator interface for automated control.

[0193] An electric actuator may be coupled to the replacement lever assembly 150. The system can implement a telescopic threaded rod system configured for axial displacement, providing controlled movement of the locking mechanism. The actuator 152 may be specifically designed to maintain the locked state independent of power supply status, ensuring ramp security even during power interruptions.

[0194] A mounting arrangement can be provided for securing the replacement lever assembly 150 and associated components to existing structural elements of the vehicle. The assembly may incorporate mechanical stops that can define maximum travel limits independent of electric actuator control.

[0195] The ramp control system can incorporate enhanced safety features. An obstacle detection sensor may be included to prevent ramp movement if an obstacle is detected. The system can provide operational feedback through a ramp position indicator, which may offer visual or audible indication of the ramp's position and movement status.

[0196] The control functions may be integrated with the main controller 50, while maintaining independent safety protocols specific to ramp operation. The electric actuator 152 and associated sensors can be housed within a sealed enclosure designed for protection against environmental factors such as dust and moisture. This enclosure may be particularly important in military vehicle applications where environmental protection is crucial. The entire ramp control system can be designed as a modular unit that may be readily integrated with the robotic operating system's control architecture. This integration can enable coordinated operation with other vehicle systems while maintaining independent safety features specific to ramp operation.

Claims

CLAIMS:

1. A robotic operating kit for operating a manually drivable vehicle that is steered by differential braking through a manual braking system, the robotic operating system comprising: a) at least one hydraulic actuator mechanically anchorable to the vehicle and couplable to a brake friction element of the manual braking system at an area where manual braking force is to be applied in manual driving of the vehicle; b) a power unit for actuating said hydraulic actuator; and c) a control unit for controlling said power unit.

2. A robotic operating kit according to claim 1, wherein said power unit comprises a fluid pressure system.

3. A robotic operating kit according to any one of claims 1 and 2, wherein the power unit is a hydraulic unit.

4. A robotic operating kit according to any one of claims 1 to 3, wherein said hydraulic actuator comprises: a) a brake cylinder; b) a mounting bracket coupleable to a vehicle differential and configured for securing said brake cylinder thereto; and c) a coupling member configured for selective engagement and disengagement between said brake cylinder and a steering lever of said vehicle.

5. A robotic operating kit according to claim 4, wherein said brake cylinder is configured to be articulatable, when engaged via said coupling member, to said steering lever for applying direct pressure to brake actuation elements within the differential.

6. A robotic operating kit according to any one of claims 4 and 5, wherein said coupling member comprises a manually insertable and removable pin, selectively coupling the brake cylinder with the steering lever, thereby enabling transition between robotic and manual operation modes.

7. A robotic operating kit according to any one of claims 1 to 6, wherein said control unit is: a) connectable to a vehicle information unit for receiving vehicle parameter signals; b) configurable to communicate with a High Level Controller (HLC) of the kit; c) configurable to process locomotion control signals.

8. A robotic operating kit according to claim 7, wherein said control unit is further configurable to: a) respond to HLC mission control signals in unmanned operation mode; and b) ignore HLC signals in manual operation mode.

9. A robotic operating kit according to any one of claims 1 to 8, further comprising at least one of: a) engine parameter sensors mountable to engine monitoring points; b) vehicle motion sensors attachable to vehicle track systems; c) pressure sensors connectable to said hydraulic system; d) position sensors coupleable to utility system components; wherein said control unit is configurable for receiving signals from the at least one sensor.

10. A robotic operating kit according to any one of claims 1 to 9, comprising at least one sensor configured for providing operational feedback to said control unit, said sensor comprising at least one pressure monitoring device providing readings indicative of realtime force applied by said hydraulic actuator.I L A robotic operating kit according to claim 10, wherein said at least one sensor comprises a fluid pressure monitoring device providing readings indicative of real-time pressure at said at least one hydraulic actuator.

12. A robotic operating kit according to any one of claims 4 to 11, wherein said hydraulic actuator comprises a selective coupling mechanism for engaging and disengaging with said actuation region.

13. A robotic operating kit according to any one of claims 1 to 12, further comprising a mounting arrangement for securing said at least one hydraulic actuator to an existing structural element of said vehicle.

14. A robotic operating kit according to any one of claims 1 to 13, wherein said brake friction actuator comprises a friction-based motion control mechanism.

15. A robotic operating kit according to any one of claims 1 to 14, further comprising a communication interface operatively connected to said control unit for establishing operative connection with a remote control station.

16. A robotic operating kit according to claim 15, wherein said communication interface is configured for receiving operation commands and transmitting system status data.

17. A robotic operating kit according to any one of claims 1 to 16, wherein said control unit is configured to maintain predetermined braking force thresholds regardless of mechanical wear conditions.

18. A robotic operating kit according to any one of claims 1 to 17, wherein said control unit implements force-based control logic independent of positional parameters.

19. A robotic operating kit according to any one of claims 10 to 18, wherein said sensor provides force-related measurement feedback independent of positional feedback.

20. A robotic operating kit according to any one of claims 1 to 19, wherein said power unit comprises at least two independent power units, each configured for independent operation.

21. A robotic operating kit according to any one of claims 1 to 20, wherein said power unit comprises at least one pressure accumulator for providing instantaneous actuation force.

22. A robotic operating kit according to any one of claims 1 to 21, wherein said power unit comprises: a) a first and second pressure accumulator, and b) a first and second pressure generator, and wherein said hydraulic actuator comprises a first and second fluid pressure actuator; and wherein said power unit is configured such that both said first and second pressure accumulators are in direct fluid communication with both said first and second fluid pressure actuators.

23. A robotic operating kit according to any one of claims 1 to 22, wherein said hydraulic actuator is configured for direct force application to said actuation region independent of actuator displacement; and wherein said control unit is configured for: a) monitoring applied force through said sensor, b) maintaining predetermined force thresholds regardless of mechanical wear or temperature-related tolerances, and c) adjusting force application based on real-time force feedback rather than position feedback.

24. A robotic operating kit according to any one of claims 1 to 23, comprising a mode transition control system configured for: a) verifying engine shutdown status, b) verifying control element locking status, c) managing hydraulic pressure discharge during mode transition; and wherein said hydraulic actuator comprises a mechanical disengagement mechanism enabled only after pressure discharge verification; and wherein said control unit is configured for preventing re-engagement until completion of a predetermined safety verification sequence.

25. A robotic operating kit according to any one of claims 1 to 24, wherein said system is configurable to implement normally closed safety functions, and comprising at least one of:a) a throttle actuator configurable to automatically move to zero-throttle position upon power loss; b) an engine kill actuator configurable to automatically move to engine stop position upon power loss.

26. A robotic operating kit according to claim 25, wherein said safety functions are connectable to a vehicle's diesel engine alternator power supply.

27. A robotic operating kit according to claim 25 or 26, configurable to initiate said safety functions upon HLC communication loss.

28. A robotic operating kit according to any one of claims 1 to 27, wherein said power unit comprises: a) first and second pressure generators; b) first and second pressure accumulators; c) hydraulic piping configurable to connect said pressure generators and accumulators to said brake cylinders enabling cross-flow between accumulators.

29. A robotic operating kit according to any one of claims 1 to 28, comprising: a) brake cylinder coupling pins installable in an engine compartment; b) actuator coupling pins installable in a crew compartment; c) a mode selection switch; wherein said coupling pins are configured for tool -free removal.

30. A robotic operating kit according to any one of claims 1 to 29, configurable for connecting to at least one of: a) engine temperature monitoring points; b) vehicle speed monitoring points; c) track rotary speed monitoring points; d) engine RPM monitoring points; e) hydraulic pressure monitoring points; f) ramp position monitoring points; g) ramp operating unit pressure monitoring points;wherein said control unit is configurable for receiving signals from said monitoring points.

31. A method of installing a robotic operating kit as defined in any one of claims 1 to 30 in a manually drivable vehicle having a manual braking system with a brake friction element and a steering lever, the method comprising: a) mechanically coupling the hydraulic actuator to the brake friction element using a brake cylinder, a mounting bracket, and a coupling member, wherein the brake cylinder is articulatable to the steering lever for applying direct pressure and the coupling member is insertable and removable without tools; b) installing a hydraulic power system in the vehicle; c) installing the control unit of the robotic operating system in the vehicle, and connecting the control unit to a vehicle information unit and configuring it to communicate with a High Level Controller (HLC); d) installing at least one sensor for providing operational feedback to the control unit; and e) securing the robotic operating system to an existing structural element of the vehicle using a mounting arrangement.

32. A method according to claim 31, wherein the manually drivable vehicle is a tracked vehicle.

33. A method according to claim 31 or 32, wherein the manually drivable vehicle is an armored personnel carrier.

34. A method according to any one of claims 31 to 33, wherein installing the power unit comprises installing the power unit in an engine compartment of the vehicle.

35. A method according to any one of claims 31 to 34, wherein installing the control unit comprises installing the control unit in a crew compartment of the vehicle.

36. A method according to any one of claims 31 to 35, wherein mechanically coupling the hydraulic actuator further comprises using a tool-free coupling pin.

37. A method according to any one of claims 31 to 36, further comprising connecting the control unit to a plurality of sensors.

38. A method according to any one of claims 31 to 37, further comprising connecting the control unit to a vehicle's diesel engine alternator power supply.

39. A method according to any one of claims 31 to 38, further comprising configuring the control unit to communicate with a High Level Controller (HLC).

40. A method according to any one of claims 31 to 39, further comprising configuring the control unit to implement normally closed safety functions.

41. A method according to any one of claims 31 to 40, further comprising installing a gear shift servo in the vehicle.

42. A method according to any one of claims 31 to 41, further comprising installing an engine kill actuator in the vehicle.

43. A method according to any one of claims 31 to 42, further comprising installing a throttle actuator in the vehicle.

44. A method according to any one of claims 31 to 43, further comprising installing a ramp locking mechanism in the vehicle.

45. A method of controlling a robotic operating kit as defined in any one of claims 1 to 30, the method comprising: a) receiving control commands for vehicle operation; b) processing the control commands into actuation signals for the hydraulic actuator; c) actuating the hydraulic actuator to apply braking force to the brake friction element; andd) receiving feedback from at least one sensor and adjusting the actuation of the hydraulic actuator based on the feedback.

46. A method according to claim 45, wherein receiving control commands comprises receiving commands from a High Level Controller (HLC).

47. A method according to claim 45 or 46, wherein receiving control commands comprises receiving commands from a remote control station.

48. A method according to any one of claims 45 to 47, wherein processing the control commands comprises implementing force-based control logic.

49. A method according to any one of claims 45 to 48, wherein adjusting the actuation of the hydraulic actuator comprises adjusting the actuation based on real-time force feedback.

50. A method according to any one of claims 45 to 49, further comprising controlling a gear shift servo, an engine kill actuator, and a throttle actuator.

51. A method according to any one of claims 45 to 50, further comprising controlling a ramp locking mechanism.

52. A gear control kit for a vehicle having an original gear control shaft, the kit comprising: a) a position-controlled servo configured for: i) direct mounting to the gear control shaft in place of an original control lever, and ii) rotating the gear control shaft for gear selection; b) a gear operation panel; c) a control unit in operative communication with the servo and the gear operation panel, configured for: i) in a robotic mode, controlling servo position according to received command signals while disregarding input from the gear operation panel, andii) in a manual mode, enabling control through the gear operation panel while disabling the servo; and d) a mode selection mechanism for switching between the manual mode and the robotic mode.

53. A gear control kit according to claim 52, wherein the servo comprises a selective coupling mechanism for engagement and disengagement with the gear system.

54. A gear control kit according to claim 52 or 53, wherein the gear operation panel comprises a multi-position selector providing discrete gear selection positions.

55. A gear control kit according to any one of claims 52 to 54, further comprising a mounting arrangement configured for securing the gear shift servo to existing structural elements of the vehicle.

56. A gear control kit according to any one of claims 52 to 55, wherein the servo comprises a position feedback sensor.

57. A gear control kit according to any one of claims 52 to 56, further comprising a communication interface for receiving external control commands in the robotic mode.

58. A gear control kit according to any one of claims 52 to 57, further comprising an override mechanism that allows manual gear selection even when the robotic mode is active.

59. A gear control kit according to any one of claims 52 to 58, further comprising a gear position display that indicates the currently selected gear in both robotic and manual modes.

60. A gear control kit according to any one of claims 52 to 59, wherein the control unit is configured to allow adjustment of servo parameters such as speed and torque limits.

61. A gear control kit according to any one of claims 52 to 60, wherein the servo is configured to perform self-calibration upon installation or upon command.

62. A gear control kit according to any one of claims 52 to 61, wherein the communication interface in the robotic mode is a wireless communication interface.

63. A ramp control kit for a vehicle having a power-operated loading ramp, the kit comprising: a) a replacement lever assembly configured for: i) mounting in place of an original spring-loaded locking lever, and ii) providing an electric actuator interface; b) an electric actuator coupled to the replacement lever assembly; c) a control unit in operative communication with the electric actuator, configured for: i) controlling automatic lock operation during ramp movement, and ii) implementing safety protocols during operation; and d) at least one sensor configured for providing operational status feedback.

64. A ramp control kit according to claim 63, wherein the locking mechanism comprises a telescopic threaded rod system configured for axial displacement.

65. A ramp control kit according to claim 63 or 64, wherein the actuator is configured to maintain the locked state independent of power supply status.

66. A ramp control kit according to any one of claims 63 to 65, further comprising a mounting arrangement configured for securing the replacement lever assembly and the locking mechanism to existing structural elements of the vehicle.

67. A ramp control kit according to any one of claims 63 to 66, wherein the replacement lever assembly comprises at least one mechanical stop defining maximum travel limits independent of electric actuator control.

68. A ramp control kit according to any one of claims 63 to 67, further comprising at least one obstacle detection sensor configured to prevent ramp movement if an obstacle is detected.

69. A ramp control kit according to any one of claims 63 to 68, further comprising a ramp position indicator that provides visual or audible feedback on the ramp's position.

70. A ramp control kit according to any one of claims 63 to 69, further comprising a manual override for the locking mechanism, allowing manual locking or unlocking of the ramp.

71. A ramp control kit according to any one of claims 63 to 70, wherein the control unit is integrated with the control unit of a robotic operating kit as defined in any one of claims 1 to 30.

72. A ramp control kit according to any one of claims 63 to 71, wherein the electric actuator and sensor are housed in a sealed enclosure for protection against environmental factors such as dust and moisture.

73. A robotically controlled vehicle having a differential braking steering system, comprising at least one of:A robotic operating kit according to any one of claims 1 to 30; a gear control kit according to any one of claims 52 to 62; andĊ a ramp control kit according to any one of claims 63 to 72.

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