Transport system comprising two vehicles and method for transporting cargo and / or passengers

Abstract

It is disclosed a transport system comprising two vehicles, each vehicle comprising: a main axis and a secondary axis; the vehicle having a forward and a rearward moving direction; a control unit; wherein the vehicles are configured to operate in a standalone configuration, in which each vehicle operates independently from the other one, and in a combined configuration, in which the vehicles are rigidly connected to each other, thereby forming an aggregated vehicle, so that the main axes of the connected vehicles are arranged at distal ends of the aggregated vehicle; the control units of the vehicles being configured to operate them synchronously; and the control units of the vehicles being configured to adapt the power outputs of the vehicles depending on whether the vehicles operate in the standalone or in the combined configuration. It is also disclosed a method for transporting cargo and / or passengers.

Description

[0001] TRANSPORT SYSTEM COMPRISING TWO VEHICLES AND METHOD FOR TRANSPORTING CARGO AND / OR PASSENGERS

[0002] Technical field

[0003] The present invention relates to a transport system comprising two vehicles and to a method for transporting cargo and / or passengers.

[0004] Background of the Invention

[0005] Personal mobility is an important challenge that has not yet been efficiently solved, especially in most medium and large cities. Cars are still very popular, both for commuting to and from work as well as for leisure trips. However, the average occupancy of a car is often much lower than its actual passenger carrying capacity. As a result, more cars are on the road, which also need to be parked, than would be the case if cars were used closer to capacity.

[0006] Last mile delivery in medium and large cities is another problem that arises, especially with an ever increasing demand for online shopping, food delivery, etc. , as large vehicles are efficient for transporting large quantities of goods from one logistics centre to another, but are not efficient for the final delivery of goods, and may even not be allowed to enter determined areas of a city due to, for example, traffic restrictions for large vehicles.

[0007] US 2002 / 0175248 A 1 discloses a transportation system for use on a roadway having first and second lanes. The system has a lead vehicle adapted for travel at high speeds on the roadway and a passenger vehicle adapted for travel at high speeds on the roadway. This document also discloses means for coupling the passenger vehicle to the lead vehicle while the lead vehicle and the passenger vehicle are traveling at high speeds on the roadway so that the passenger vehicle travels with the lead vehicle on the roadway.

[0008] US 2010 / 0044998 A1 discloses an autonomous wheeled vehicle having a driver's cabin and a space for transporting passengers and / or objects, a coupling procedure, an uncoupling procedure, and a method of managing said vehicles, and also the resulting vehicle train. The vehicle disclosed by US 2010 / 0044998 A1 includes: a steering front axle; a retractable coupling system comprising a first portion situated at the front of the vehicle and a second portion situated at the rear of the vehicle, the first portion of one vehicle being suitable for co-operating with the second portion of another vehicle when the coupling system is extended, so as to connect the vehicles together by forming a coupling between them; and also protector means for protecting said coupling. US 2011 / 0108334 A1 discloses a road vehicle comprising a communicating door in each of the front and rear transverse surfaces, a front part and a rear part of a separable connection which can be combined with that of another identical or similar vehicle respectively in front and behind to form a separable articulated connection for aligning the vehicles and obtaining a short distance between the vehicles, a projection in front or in the rear at the inter-vehicle passenger access, a course set point for the following vehicle using a system for directional control of the following vehicle.

[0009] EP 3277561 A1 discloses an apparatus and a system for: combining independent driving vehicles into a single assembly for condensed, efficient, variable capacity transportation on common routes; and for separating into independent vehicles for flexibility on diverse routes. Retractable coupling and mated coupling on opposing ends of the vehicles provide multiple degrees of freedom to accommodate misalignment during initial dynamic engagement, and lock as rigidly coupled assembly with zero degrees of freedom. Mating vehicles' doors open during transit, permitting inter-vehicle movement and consolidation of passengers in route to urban locales, and release of empty vehicles. On return, independent vehicles combine to dense passenger vehicles from urban locales for redistribution of passengers in individual vehicles that later separate for diverse destinations. Slaved vehicle systems allow one vehicle to control coupled vehicles' systems of retractable suspension, coordinated steering, power sharing. In the system disclosed by EP 3277561 A1 the front of the vehicles connects with the back of the preceding vehicle.

[0010] CN 104228987 A discloses a car system comprising two independent cars, wherein the two independent cars are respectively a first car and a second car, and a linkage car is formed by connecting the first car with the second car through a connecting device. CN 104228987 A provides two independent small cars that can also be assembled into a family car for carrying multiple passengers. According to CN 104228987 A, the first car is the same as the second car, and the rear end of the first car is connected to the rear end of the second car through a connecting device to form a linked car. The connecting device is respectively arranged at the rear of the first car and the rear of the second car, and the connecting device includes a positioning structure, a connecting structure and a locking structure.

[0011] DE 102008011482 A 1 relates to a vehicle that has a mechanical coupling device for coupling the vehicle with another individual motor vehicle such that a combined large vehicle is formed. Rear axles are lifted after coupling the individual motor vehicles. The combined large vehicle can be operated by one of the vehicles. Rear windows are opened after coupling the individual vehicles, so that a common passenger cabin is formed. A plane is spanned over a coupled vehicle region after coupling, so that an intermediate space is enclosed outwards.

[0012] CN 102582703 A discloses a combined automobile with rear ends connected to each other. The combined automobile with butted ends comprises a first single-body automobile and a second single-body automobile that can be completely separated and run independently; the back door of the single-body automobile is provided with a collection device capable of enabling the back door to slide into the automobile body; the ends of the two single-body automobiles are butted with each other; and a connection device is arranged between the two ends and can fixedly connect the two ends after the two ends are butted. A driver can drive the combined automobile from any single-body automobile. After two automobiles are combined as one, the number of automobiles is reduced, and traffic jams can be effectively eased.

[0013] DE 9414493 U1 relates to a passenger vehicle of variable size which, in a large and a small version, offers its users both optimal mobility and optimal usability. In particular, DE 9414493 U1 discloses coupling two complete motor vehicles to one another when required, offering the advantage of having two fully-fledged, usually compact and independently usable motor vehicles, but that after coupling, provide a large motor vehicle, which is motorized with two engines. According to DE 9414493 111 , if the vehicles are coupled rear to rear, the rear wheels of the individual vehicles are advantageously raised or folded up, in which case the combined vehicle drives on the front wheels of the individual vehicles. Also advantageously, the steering of the rear individual vehicle is coupled with the steering of the front individual vehicle, thus creating a four-wheel steering that facilitates parking.

[0014] WO 2006 / 095211 A1 discloses a separable twin-type road vehicle that can be used either as a joined vehicle or as two independent vehicles. The vehicle comprises a driving system, an axle-suspension system, a steering system, a plurality of seats and a coachwork. The joined vehicle is assembled from two smaller vehicles having identical constructions, said smaller vehicles being joined back-to-back in a mirror symmetrical manner.

[0015] DE 29916130 U1 relates to two individual, preferably uniform, vehicles that can be combined to form a larger vehicle via a detachable connection of the rear sections designed for docking with the aim to relieve traffic congestion and promote carpooling. DE 29916130 U1 discloses that, in order to reduce the rolling resistance of the vehicle, it is possible to lift individual or all wheels of the inner four axles off the ground. DE 29916130 U1 also discloses that the wheels of the inner axles can be designed in such a way that they can be removed or folded or otherwise stored away. CN 112623032 A relates to the field of transportation equipment, and discloses multi-pipe type roller slag cooler transportation equipment which comprises a first plate trailer and a second plate trailer, a first vehicle head is arranged at one end of the first plate trailer, a second vehicle head is arranged at one end of the second plate trailer, and vehicle lamps are arranged on the surfaces of the front ends of the first vehicle head and the second vehicle head. An anticollision buffer structure is arranged at the lower end of the vehicle lamp, a connecting air cylinder, a limiting column and a limiting hole are arranged between the first plate trailer and the second plate trailer, and a supporting buffer structure is arranged on the inner side of the lower end of the first plate trailer and the inner side of the lower end of the second plate trailer. These systems known in the art do not effectively solve the problems of passenger and / or cargo transportation in modern cities, where large vehicles are usually not allowed to operate, especially on small streets or semi-pedestrian areas. The systems known in the art essentially operate as road trains and, thus, are not suitable for circulating on small streets or semipedestrian areas. Moreover, the systems known in the art are specially envisaged for transporting passengers and are not optimised for transporting cargo, in particular, are not optimised for the, so called, last mile delivery.

[0016] Additionally, the systems known in the art do not take into consideration the difference in dynamics, handling, etc. of individual vehicles when compared to the ones of combined vehicles. Not considering this difference, as in systems known in the art, may result in unsafe individual vehicles as they may be overpowered for a safe driving or in an underpowered combined vehicle, that even though it may be considered safe to drive, could benefit from having more power. The present invention avoids this problem of the systems known in the art and adapts the power of the vehicles, either in a standalone or in a combined configuration, to the dynamics, handling, etc. capabilities of each specific configuration. Moreover, regulations when, for example, driving in a standalone configuration in a pedestrian area, may require a vehicle to meet the regulations of a personal mobility vehicle, which typically impose a limit in the maximum power of the vehicles, which is usually accompanied by a maximum speed limit, both of which are different and have to be met to be able to drive in certain areas.

[0017] The object of the present invention is to provide a transport system and a method for transporting cargo and / or passengers which improve the transport systems known in the art and which are applicable to the transport of cargo and / or of passengers. Description of the Invention

[0018] The present invention concerns to a transport system comprising two vehicles, as defined in claim 1 , wherein each vehicle comprises: a front end having a main axis and a rear end having a secondary axis of the vehicle, the main axis comprising two wheels and the secondary axis comprising at least one wheel; the vehicle having a forward moving direction and a rearward moving direction; at least one of the wheels of the vehicle being powered by at least one motor; at least the wheels of the main or of the secondary axes having steering capability; an energy source for powering the at least one motor; a passenger and / or a cargo area; a control unit for controlling the vehicle, and being configured to adapt the power output of the at least one motor of the vehicle; a docking unit for being connected to a docking unit of another vehicle of the transport system; wherein the vehicles are configured to operate in a standalone configuration, in which each vehicle operates independently from the other one, and in a combined configuration, in which the vehicles are rigidly connected to each other, thereby forming an aggregated vehicle, by respective docking units so that the main axes of the connected vehicles are arranged at distal ends of the aggregated vehicle; in the combined configuration one of the vehicles being configured to move in a forward movement direction and the other vehicle being configured to move in a rearward movement direction, the control units of the vehicles being configured to operate them synchronously; and the control units of the vehicles being configured to adapt the power outputs of the motors of the vehicles depending on whether the vehicles operate in the standalone or in the combined configuration.

[0019] The transport system of the present invention allows to combine two vehicles, that may depart from the same or from a different location and may have a short wheelbase, into an aggregated vehicle that has a longer wheelbase and, thus, better stability and dynamics than each vehicle in their standalone configuration, thereby allowing faster speeds and greater comfort and safety, which is especially beneficial on high-speed roads, although these benefits are applicable to any kind of road. Additionally, an aggregated vehicle also offers more load capacity, for passengers and / or cargo, among other benefits.

[0020] When the vehicles of the system object of the present invention operate in the standalone configuration, their shorter wheelbase, compared to the aggregated vehicle, provides them with greater manoeuvrability, which is really advantageous when parking, especially in small parking spaces, driving in narrow streets, etc. It also allows them to drive in pedestrian areas, inside or outside buildings. In contrast, when the vehicles of the system object of the present invention operate in the combined configuration, their longer wheelbase provide them with great stability at high speeds, greater cargo and / or passenger area, higher load capacity, etc. Having individual vehicles having a short wheelbase and an aggregated vehicle having a longer wheelbase may also cause problems or inefficiencies in systems known in the art that are solved by the system object of the present invention. In particular, in systems known in the art, the power of the aggregated is the sum of the powers of the individual vehicles. This typically results in an underpowered aggregated vehicle if the power of each individual vehicle is one that each induvial vehicle can safely handle, as the aggregated vehicle has better handling capabilities due to its larger wheelbase, among others, that can safely handle more power than the direct sum of the power of each vehicle. In contrast, in systems known in the art, if the aggregated vehicle is sufficiently powered, and each individual vehicle has half the power of the aggregated vehicle, the power of each individual vehicle may be excessive for driving safely. For example, in systems known in the art if each vehicle if each individual vehicle has a motor of 35 kW, the resulting aggregated vehicle has a power of 70 kW. This 70 kW may be insufficient for the aggregated vehicle, but providing the individual vehicles with more power could result in overpowered and, thus, unsafe individual vehicles. The present invention solves this problem by adapting, i.e. adjusting, the power outputs of the vehicles depending on whether they are operating in their standalone or in their combined configuration, taking into account the different handling capabilities of each configuration. For example, with the transport system object of the present invention the aggregated vehicle may have 100 kW of power provided by one 50 kW motor in each individual vehicle, but the maximum power of the vehicles operating in their standalone configuration may be limited to 35 kW. It should be noted that this is only an illustrative example of the spirit of the invention and the transport system of the present invention is not limited to the mentioned motor powers.

[0021] Additionally, by having a main axis and a secondary axis it is possible to optimise the usable space inside the passenger and / or cargo area by allowing only the wheels on the main axis to have, for example, a suspension layout optimised for high-speed driving, and a simpler, space saver, suspension layout, optimised for low-speed driving, on the secondary axis. As in the aggregated vehicle, i.e. the combined configuration of the system, the main axes of the vehicles, which occupy more space, are located at the distal ends of the aggregated vehicle, this also has the advantage of increasing the available space in the aggregated vehicle, as the secondary axes of each vehicle, which in the aggregated vehicle are located approximately around its centre, can occupy less space because they can be smaller.

[0022] Moreover, the system of the present invention allows operation of the aggregated vehicle in shared parts of the route and operation of the vehicles in the standalone configuration in corresponding individual parts of the route, thereby having the advantages and flexibility of a vehicle of reduced dimensions, in particular, when travelling in city centres, and also the advantages of a vehicle of greater dimensions with longer wheelbases when travelling on roads, for example.

[0023] The aforementioned advantages of the transport system of the present invention are applicable to the transport of passengers, i.e. persons, and / or cargo, i.e. freight. In particular, both vehicles may be configured to transport passengers, both vehicles may be configured to transport cargo, one of the vehicles may be configured to transport both cargo and passengers, one vehicle may be configured to transport passengers and the other to transport cargo, etc.

[0024] According to the first aspect of the present invention, the vehicles may be automobiles, i.e. cars.

[0025] According to the first aspect of the present invention, the control units of the vehicles may also be configured to adapt the maximum speed of the vehicles depending on whether the vehicles operate in the standalone or in the combined configuration. Even though the maximum power output of a vehicle also indirectly determines the maximum speed that said vehicle can reach, in certain scenarios it is advantageous to adjust the maximum power output and maximum speed of the vehicles independently. Also adjusting the maximum speed of the vehicles further enhances the adaptability of the vehicle to its particular configuration, standalone or combined, among other variables.

[0026] According to the first aspect of the present invention, the wheels of the main and secondary axes may have steering capability, thereby allowing to increase the stability of the system when travelling at high speeds and to increase the manoeuvrability of the system when travelling at low speeds by virtually increasing or reducing the wheelbase of the vehicles. At high speeds, i.e. when the speed of the vehicles exceeds a certain threshold, all wheels may rotate in the same direction, whereas at low speeds, i.e. when the speed of the vehicles is below a certain threshold, the wheels at the front end, i.e. main axis, may rotate in one direction and the wheels at the rear end, i.e. secondary axis, may rotate in the opposite direction. This applies to the standalone and to the combined configuration of the system. By changing the direction of rotation of the wheels of the main axis and of the secondary axis, the turning axis of the vehicle also changes and can be adapted to the particular needs in each situation.

[0027] According to the first aspect of the present invention, the control unit of at least one vehicle may be configured to turn all wheels thereof in the same direction so that a centre of a turning circle of the vehicle is located in a vertical projection of the vehicle. According to the first aspect of the present invention, all wheels of the vehicles, in either the standalone or in the combined configuration, may be configured to turn defining a single centre of a turning circle.

[0028] According to the first aspect of the present invention, each vehicle may comprise one or more of the following sensors: cameras, ultrasound sensors, LIDAR sensors, etc.; and the control unit of each vehicle may be configured to operate the vehicle autonomously, remote controlled by an operator or driven by a driver. This provides great flexibility in operating the vehicles, either in a standalone or in a combined configuration.

[0029] LIDAR should be understood as an acronym of “Light Detection and Ranging” or “Laser Imaging, Detection and Ranging”.

[0030] According to the first aspect of the present invention, each vehicle may comprise a docking opening on its rear end and a closing unit for closing said docking opening when the vehicle is the standalone configuration and opening said docking opening when the vehicles are in the combined configuration thereby creating a single inner space of the aggregated vehicle. By opening and closing the docking opening when the system operates in the combined configuration it is possible to create a single inner space that, for example, allows all passengers of the vehicle to interact with each other. If more privacy is desired, said docking opening may remain closed thereby creating two separated inner spaces of the aggregated vehicle. For safety reasons, in the standalone configuration, the docking opening of each vehicle is preferably closed, although it could also be open or partially open. In embodiments wherein both vehicles are configured for transporting cargo, by opening said docking units it is possible to fit greater objects in the cargo area of the aggregated vehicle. This is particularly advantageous when loading objects that otherwise would not fit in the cargo area of one of the individual vehicles.

[0031] According to the first aspect of the present invention, each vehicle may further comprise a positioning unit for locating the vehicle, said positioning unit being operatively connected to the control unit of the vehicle, said control unit being configured to at least adapt the power output of the at least one motor and / or the maximum speed of the vehicle according to the regulations applicable to the location of the system, i.e. regulations applicable to the aggregated vehicle or to each of the vehicles operating in the standalone configuration. Besides a maximum speed of the vehicles, certain areas, especially semi-pedestrian areas of cities, may also limit the maximum power output of the vehicles that circulate therein. These features of the present invention allow the system, whether in the combined or in the standalone configuration, to adapt to the regulations applicable to its location. According to the first aspect of the present invention, the control unit of the vehicle may be configured to adapt, at least, the power output of the at least one motor and / or the maximum speed of the vehicle according to the regulations applicable to the driver of the vehicle. In certain jurisdictions, for a certain age, the maximum power of a vehicle and its maximum speed are limited, for example, for teenagers aged between sixteen and eighteen years old. There are also jurisdictions wherein maximum speed at which a vehicle can drive is limited to novice drivers, i.e. drivers which have obtained its driving licence recently. The transport system of the present invention may also adapt to this particular circumstances of the driver according to the applicable legislation where the vehicle is travelling.

[0032] According to the first aspect of the present invention, the docking unit may be arranged at the rear end of the vehicle, so that the vehicles are connected “back to back” when they operate in the combined configuration. Usually vehicles comprise, on their front end, headlights and sensors. Moreover, the windshield, as well as the entire front end, usually have an aerodynamic shape in order to reduce aerodynamic drag of the vehicle and, thus, increase its efficiency. All these factors make the connection “front to back”, as known in the prior art, more complex and less efficient. Moreover, a “back to back” connection allows the main axes of the vehicles to be placed at the distal ends of the aggregated vehicle, thereby maximizing its wheelbase and, thus, maximizing its stability. Moreover, this allows the aggregated vehicle to be equally efficient when moving towards the forward moving direction and the rearward moving direction. Although known vehicles are typically able to move in a forward and in a rearward moving direction, they are typically more efficient moving in the forward moving direction than in the rearward moving direction, which is typically reserved for manoeuvring and parking.

[0033] According to the first aspect of the present invention, each vehicle may have a maximum capacity of four passengers, so that the dimensions of each vehicle, and thus of the aggregated vehicle, are reduced, thereby allowing, among other benefits, driving on narrow roads, easier parking, etc. However, the vehicles of the present invention may also have a maximum capacity of more than four passengers. Nevertheless, it is preferable that each vehicle has a maximum capacity of two passengers to keep the size of each vehicle, and the aggregated vehicle, down.

[0034] According to the first aspect of the present invention, each vehicle may be configured to turn within a circle of 2 meters in diameter or less. Preferably, said circle is of 1 .5, one and a half, meters in diameter or less. This allows the vehicle to turn on itself, similarly to a wheelchair, for example, thereby allowing the vehicle to turn in corridors, halls, walkways, etc. This is particularly advantageous, for example, in last mile delivery or in personal transportation of persons with reduced mobility as it allows the vehicle to reach its final destination, even if it is located at a certain floor in an apartment building.

[0035] According to the first aspect of the present invention, the energy source of each vehicle may be a fuel cell or an electric battery, and the at least one motor may be an electric motor.

[0036] According to the first aspect of the present invention, axes having more than one wheel, may be equipped with a differential. This applies to both the main axis and to the secondary axis.

[0037] According to the first aspect of the present invention, each wheel of the main axis may comprise a hub motor and / or the at least one wheel of the secondary axis may comprise a hub motor. A hub motor on each wheel allows independent control of each wheel, as well as better torque and speed regulation, which allows for smoother acceleration, enhanced traction control and shorter braking, among other benefits. Axes wherein the corresponding wheels are driven by a corresponding hub motor may lack a differential.

[0038] According to the first aspect of the present invention, the energy source of each vehicle may be an electric battery, and the control units of each vehicle may be configured to, in the combined configuration of the vehicles, determine the battery level of the battery of each vehicle, and transfer energy from the battery of one vehicle to the battery of the other vehicle, so that the battery of one of the vehicles can be charged using energy stored in the battery of the other vehicles. Typically the battery to be charged would be the one that is more discharged, but it would also be possible to charge, for example, the battery of the vehicle that will have to travel a longer distance, thereby providing enough range for travelling further.

[0039] According to the first aspect of the present invention, the energy source of each vehicle may be an electric battery comprising two or more interconnected battery modules, at least one of the modules being removable.

[0040] According to the first aspect of the present invention, the system may further comprise a battery extraction and insertion station configured to extract and / or insert the at least one removable module of the electric battery of a vehicle. This allows to easily replace the battery module, to use it for other purposes or to simply store it somewhere when the capacity, and weight, of the battery module is not needed for the routes or journeys. The battery extraction and insertion station may be manually operated; automatically operated, i.e. that operates without human intervention; or a mix thereof, i.e. with parts being manually operated and other parts being automatically operated. The battery extraction and insertion station may be a battery swapping station configured to swap at least one of the removable modules with another. This allows a depleted battery module to be quickly and easily replaced with a fully charged one, thereby reducing the waiting time for vehicle charging.

[0041] According to the first aspect of the present invention, the system may further comprise a housing for receiving at least one of the removable modules of the electric battery of the at least one vehicle. The housing may also comprise power electronics, thereby defining an energy storage device electrically connected to a consumer and configured to store electricity for self-consumption, load shifting and / or backup power, among other possibilities. By having at least one of the vehicles of the system with removable battery modules that can be placed and used in an energy storge device, also commonly known as a powerwall, it is possible to use some of the removable modules to, for example, store electricity coming from on-site photovoltaic panels, load shifting and / or backup power for the consumer in case the connection to the electrical grid is lost or there is a malfunction on it, thereby preventing a blackout of the consumer. Load shifting should be understood as an electricity load management technique in which, for example, the energy storage device is used to provide electricity to the consumer during peak hours of the day in which electricity is more expensive and charge the energy storage device during off-peak hours of the day in which electricity is cheaper and there is less demand for electricity on the electrical grid. The energy storage device may also comprise a non-removable internal battery to be able to operate, even with a lower capacity, when it is not equipped with battery modules from a vehicle.

[0042] According to the first aspect of the present invention, the energy storage device may also be configured to charge an electric vehicle, either by a wired or a wireless connection. In case of a wireless connection, the energy storage device is used to power a wireless charging device. Vehicles can be charged using energy stored by the energy storage device and / or by energy coming from an electrical grid to which the energy storage device is preferably connected.

[0043] Said energy storage device preferably cooperates with a battery extraction and insertion station as described hereinabove.

[0044] Although the energy storage device and the battery extraction and insertion station have been described in the context of a transport system according to the present invention, they are also applicable to any electric vehicle having two or more interconnected battery modules, with at least one of them being removable.

[0045] Known in the art there are vehicles equipped with bidirectional charging, also known as two- way charging, wherein energy coming from the electric grid is stored in the electric battery of the vehicle, and also energy stored in the electric battery can be transferred into the grid, to a load, or to another car, for example. However, using the electric battery of such a vehicle for backup power or load shifting, for example, requires the car to be at home, or wherever the bidirectional charging is to be used. The present invention does not have these limitations as the battery modules that are not needed for the planned trips, can be left at the energy storage device while the vehicle is able to operate as intended, but with a reduced maximum range. That is to say, the vehicle is able to operate as a vehicle to transport passengers and / or cargo from one place to another, while the non-necessary battery modules are being used by the energy storage device.

[0046] According to the first aspect of the present invention, the at least one wheel of the secondary axis may be movable between an operative position in which is in contact with the ground and an inoperative position in which it is not in contact with the ground, so that the system can modify its number of axes. This can be achieved either by raising or lowering the at least one wheel of the secondary axis and / or by raising the ground clearance of the aggregated vehicle, for example, using an active suspension.

[0047] According to the first aspect of the present invention, the at least one wheel of the secondary axis may be configured to operate in its inoperative position when the vehicles operate in the combined configuration and to operate in its operative position when the vehicles operate in the standalone configuration, so that the aggregated vehicle can modify its number of axles.

[0048] According to the first aspect of the present invention, the wheels of the main axis and the at least one wheel of the secondary axis may be configured to operate in the operative position in the standalone and in the combined configuration of the vehicles. In certain scenarios, in particular when transporting high loads, either cargo, passengers or a mix thereof, it may be advantageous to operate all wheels of all axes in an operative position in order to reduce the mechanical stresses that the docking unit needs to withstand, even though the rolling resistance of the vehicle may increase. It should be noted that although a greater number of wheels correlates to a greater rolling resistance, this can be compensated, or at least greatly reduced, by employing smaller wheels, even if in a greater number of units, when compared with other systems known in the art in which the axes at the rear ends of the vehicles are folded to reduce the rolling resistance of the aggregated vehicle. Reducing the rolling resistance of the vehicles, either in the standalone or in the combined configuration, increases its efficiency, and therefore, its range, among other benefits.

[0049] By operating the wheels of the secondary axes of the vehicles in their operative position, both in the standalone and in the combined configuration, besides the mentioned reduced mechanical stress of the docking unit, cost and complexity of the vehicles is also reduced as there is no need to install mechanisms that allow to move the wheels of the secondary axes from the operative to the inoperative position, and vice versa. Additionally, there is more space available on the cabin and / or cargo area of the vehicles as the space that the wheels occupy in their inoperative position is space that is not available for passengers and / or cargo. Nonetheless, in certain situations and for certain uses, it is advantageous that the wheels of the secondary axes are movable between the operative and inoperative position, and vice versa.

[0050] According to the first aspect of the present invention, the at least one wheel of the secondary axis may be moved between the operative position and the inoperative position, and vice versa, one or more times during a certain route, depending on the needs of the aggregated vehicle.

[0051] According to the first aspect of the present invention, at least one of the vehicles may comprise a removable structure for supporting cargo, thereby allowing an increase of the load capacity of the vehicle. This removable structure may be similar to a roof rack or a roof box as known in the art.

[0052] According to the first aspect of the present invention, each vehicle may comprise a suspension system configured to allow tilting of the vehicles in the standalone and / or in the combined configuration. Said tilting is preferably a lateral tilting, i.e. the vehicle may tilt towards one of the sides of the vehicle, not towards the side or front of the vehicle as may happen in vehicles known in the art, especially during braking or accelerating. By laterally tilting the vehicles while turning, either in standalone or in combined configuration, stability of the vehicles is increased, thereby allowing a greater cornering speed or an increased load capacity. Lateral tilting of the vehicle may also be useful when unloading passengers and / or cargo from the vehicles, either in the combined or in the standalone configuration.

[0053] According to the first aspect of the present invention, each vehicle may have a wheelbase shorter than 1 ,500 mm. Preferably, each vehicle has a wheelbase shorter than 1 ,200 mm. More preferably, each vehicle has a wheelbase shorter than 1 ,000 mm. Even more preferably, each vehicle has a wheelbase shorter than 750 mm. However, vehicles having a wheelbase longer than the ones previously mentioned are also possible.

[0054] According to the first aspect of the present invention, at least one of the vehicles may comprise a base and a removable module, said removable module comprising the passenger and / or cargo area, and said base may comprise the main axis, the secondary axis, the at least one motor and the energy source for said at least one motor. The control unit for controlling the vehicle may be comprised in the base and / or in the removable module. The docking unit may be comprised in the base, in the removable module or part in the base and the other part in the removable module. In embodiments wherein the vehicle has cameras, ultrasound sensors, LIDAR sensors, etc. so that they are able to be operated autonomously or remotely, this sensors are preferably, although not limited to, comprised in the base of the vehicles.

[0055] According to the first aspect of the present invention, the removable module may have normalized dimensions, for example, the dimensions of a Euro-pallet, so that the removable module may be easily incorporated into traditional logistic and supply chains.

[0056] According to the first aspect of the present invention, the removable modules may have a different configuration depending on the needs of the goods to be transported. For example, there may me modules adapted fortransporting large goods, modules adapted fortransporting small goods, modules for transporting goods that have to be refrigerated, modules for transporting goods that have to be kept warm, modules that comprise a plurality of smart lockers, etc.

[0057] According to the first aspect of the present invention, the removable modules may be interchangeable with bases of different vehicles.

[0058] According to the first aspect of the present invention, the removable modules may have different configurations depending on the needs of the goods and / or the persons to be transported. This allows to use the most suitable removable module from a variety of modules for each travel, while maintaining a certain base, that usually comprises the most expensive and complex elements of the vehicle.

[0059] According to the first aspect of the present invention, the docking unit may comprise mechanical and / or electromagnetic locking means. Preferably, the docking unit comprises mechanical and electromagnetic locking means in order to have redundancy.

[0060] According to the first aspect of the present invention, the docking units of the vehicles may comprise a plurality of pairs of female connectors and corresponding mating male connectors, and a plurality of locking mechanisms configured to interfere with the corresponding pairs of female and male connectors to prevent uncoupling thereof. The pairs of female and mating male connectors may be self-centring connectors. For example, the female connector may be a conical bore and the male connector may be a conical protrusion of matching shape. The locking mechanisms may comprise high strength pins, hooks, etc. Besides mechanical, the locking mechanisms may also be electromagnetic or a mix thereof. The docking units may further comprise covers for protecting the female and male connectors, thereby preventing ingress of water and / or dirt, in the connectors. Docking units for connecting vehicles are also known in the railway technical field. Examples of known couples in trains are Janney couplers, SA3 couplers, Scharfenberg couplers, screw couplers, Shibata couplers, etc.

[0061] According to the first aspect of the present invention, at least one of the vehicles may comprise at least one motor powered rotor and an energy source for powering the at least one motor powered rotor, so that the vehicle, or at least parts thereof depending on the configuration of the vehicle and the at least one rotor, can fly from a location to another one, instead of driving. The energy source for powering the at least one motor of the vehicle may also be the energy source for powering the at least one motor powered rotor. However, the energy source for powering the at least one motor and the energy source for powering the at least one motor powered rotor may also be different. In embodiments wherein at least one of the vehicles comprises a base and a removable module, the at least one motor powered rotor and the energy source for powering the at least one motor powered rotor may be comprised in the base and / or in the removable module.

[0062] According to the first aspect of the present invention, at least one of the vehicles may comprise a telecommunication module for wirelessly communicating with other vehicles, in the standalone or combined configuration, door entry systems, lifts, etc., so that, for example, a vehicle is able to enter a building and drive to its destination at a certain floor by taking the lift and wirelessly communicating with all elements that need to be operated in order to reach its final destination.

[0063] According to the first aspect of the present invention, at least one of the vehicles may comprise a storage compartment arranged at the front end thereof. A storage compartment, i.e. a boot, arranged at the front end of a vehicle is commonly known as a frunk.

[0064] According to a second aspect of the present invention, it is disclosed a method for transporting cargo and / or passengers, as defined in claim 17, the method comprising the steps of: providing two vehicles of a transport system according to the first aspect of the present invention; rigidly connecting one vehicle to the other vehicle so that they form an aggregated vehicle and operate in a combined configuration with the main axes of the vehicles being arranged at distal ends of the aggregated vehicle; adjusting at least the power output of the at least one motor of each vehicle to the combined configuration; travelling a first distance with the vehicles in the combined configuration so that one of the vehicles travels in a forward movement direction and the other vehicle travels in a rearward movement direction; reaching a first destination; disconnecting one vehicle from the other one; adjusting at least the power output of the at least one motor of each vehicle to their standalone configuration; travelling a second distance with one vehicle and a third distance with the other vehicle; reaching a second destination with one vehicle and a third destination with the other vehicle. The previously mentioned steps are preferably carried out in a successive manner. Said second and third destinations are preferably in different locations, although they can also be at the same location.

[0065] According to the second aspect of the present invention, the step of adjusting at least the power output of the at least one motor of the vehicles may also comprise adjusting the maximum speed of the vehicles to the standalone and / or combined configuration.

[0066] According to the second aspect of the present invention, the step of rigidly connecting one vehicle to the other vehicle may comprise the step of connecting the rear end of one vehicle to the rear end of the other vehicle.

[0067] According to the second aspect of the present invention, the second and / or the third destination is a location with access limited to personal mobility vehicles.

[0068] According to the second aspect of the present invention, reaching a second or a third destination may include turning the vehicle within a circle of 2 meters in diameter or less. Preferably, reaching a second or a third destination may include turning the vehicle within a circle of 1.5, one and a half, meters in diameter or less. This allows the vehicle to substantially turn on itself, in a similar manner to a wheelchair, for example, thereby allowing the vehicle to turn in walkways, corridors, halls, etc, which is particularly advantageous in the so called last mile delivery.

[0069] According to the second aspect of the present invention, the aggregated vehicle and / or any of the vehicles may operate autonomously and / or under human control, either in person or remotely.

[0070] According to the second aspect of the present invention, one of the vehicles may travel a fourth distance and the other travels a fifth distance, until reaching a meeting point where they rigidly connect to one another. Thereafter, the vehicles, once in a combined configuration, preferably travel to a fourth destination. Said fourth destination may be the same as the place of origin, i.e. the place where the vehicles first rigidly connect to form the aggregated vehicle, or a different location.

[0071] According to the second aspect of the present invention, the method may further comprise the step of determining location of the vehicles, either in standalone or combined configuration, and adjusting the power output of the at least one motor of each vehicle and / or the maximum speed of the vehicles to the regulations applicable to their location. In the present document, “include, comprise, contain, have, etc.” are used as synonyms and do not exclude additional, unrecited elements or steps, unless explicitly stated otherwise. On the other hand, the wording “consists of” excludes additional, unrecited elements or steps.

[0072] In the present document the words motor and engine are considered synonyms and are used interchangeably.

[0073] In the present document, the secondary axis can also be referred to as auxiliary axis. Both expressions can be used interchangeably.

[0074] In the present document, the wheelbase of a vehicle in a standalone configuration is considered as the horizontal distance between the centre of the main axis and the centre of the secondary axis. The wheelbase of a vehicle in a combined configuration is considered as the horizontal distance between the centre of the main axis of one of the vehicles to the centre of the main axis of the other vehicle.

[0075] In the present document, a centre of a turning circle of a vehicle also refers to a centre of rotation of a vehicle.

[0076] This description and the appended claims also refer to various physical measurements and dimensional properties. It will be understood that essentially all measurements are subject to ranges of error as a result of environmental conditions and typical variations in instrument precision, and all manufactured parts are subject to variations in dimension as a result of typical manufacturing tolerances. Thus, all dimensions and measurements used in herein will be understood to be approximate, but within a range of typical variations, as will be understood by persons of ordinary skill in the art in view of the disclosure herein. It will be understood that references to geometric position, such as parallel, perpendicular, tangent, etc. allow deviations up to ± 5° from the theoretical position defined by this nomenclature. It will also be understood that any range of values given may not be optimal in extreme values and may require adaptations of the invention to these extreme values are applicable, such adaptations being within reach of a skilled person.

[0077] Brief description of the

[0078] The foregoing and other advantages and features will be more fully understood from the following detailed description of an embodiment with reference to the accompanying drawings, to be taken in an illustrative and non-limitative manner, in which:

[0079] FIG. 1 shows a schematic side view of a first exemplary embodiment of a transport system according to the present invention, in a combined configuration. FIG. 2 shows a schematic side view of the first exemplary embodiment shown in FIG. 1 , in a standalone configuration.

[0080] FIG. 3 shows a schematic side view of a second exemplary embodiment of a transport system according to the present invention, in a combined configuration.

[0081] FIG. 4 shows a schematic side view of the second exemplary embodiment shown in FIG. 3, in a standalone configuration.

[0082] FIG. 5 shows a schematic top view of a third exemplary embodiment of a transport system according to the present invention, in a combined configuration.

[0083] FIG. 6 shows a schematic top view of a vehicle of the third exemplary embodiment shown in FIG. 5, in a standalone configuration.

[0084] FIG. 7 shows a schematic top view of a fourth exemplary embodiment of a transport system according to the present invention, in a combined configuration.

[0085] FIG. 8 shows a schematic side view of a fifth exemplary embodiment of a transport system according to the present invention, in a standalone configuration.

[0086] FIG. 9 shows a schematic top view of a vehicle of the fifth exemplary embodiment shown in FIG. 8, in a standalone configuration.

[0087] FIG. 10 shows a schematic side view of a sixth exemplary embodiment of a transport system according to the present invention, in a combined configuration.

[0088] FIG. 11 shows a schematic side view of a seventh exemplary embodiment of a transport system according to the present invention, in a combined configuration.

[0089] FIG. 12 shows a schematic front view of the seventh exemplary embodiment shown in FIG. 11.

[0090] FIG. 13 shows a schematic top view of a vehicle of the seventh exemplary embodiment shown in FIGS. 11 and 12, in a standalone configuration, turning on itself.

[0091] FIG. 14 shows a schematic top view of the vehicle of the seventh exemplary embodiment shown in FIG. 13 performing a turn.

[0092] FIG. 15 shows a schematic side view a vehicle of an eight exemplary embodiment of a transport system according to the present invention.

[0093] FIG. 16 shows a schematic side view of a ninth exemplary embodiment of a transport system according to the present invention with the vehicles in the standalone configuration. FIG. 17 shows a schematic side view of the ninth exemplary embodiment of a transport system shown in FIG. 16 with the vehicles in the combined configuration and with the passengers seated facing towards the forward movement direction.

[0094] FIG. 18 shows a schematic side view of the ninth exemplary embodiment of a transport system shown in FIGS. 16 and 17 in the combined configuration and with the passengers of each vehicle facing each other.

[0095] FIG. 19 shows a schematic top view of the ninth exemplary embodiment of a transport system in the configuration shown in FIG. 18.

[0096] FIG. 20 shows a schematic side view of a tenth exemplary embodiment of a transport system according to the present invention with the vehicles in the combined configuration.

[0097] FIG. 21 shows a schematic top view of the tenth exemplary embodiment of a transport system shown in FIG. 20.

[0098] FIG. 22 shows a schematic side view of the tenth exemplary embodiment of a transport system shown in FIGS. 20 and 21 in the standalone configuration.

[0099] FIG. 23 shows a schematic top view of an eleventh exemplary embodiment of a transport system according to the present invention.

[0100] FIG. 24 shows a schematic back and side view of a twelfth exemplary embodiment of a transport system according to the present invention.

[0101] FIG. 25 shows a schematic top view of the twelfth exemplary embodiment of a transport system shown in FIG. 24.

[0102] FIG. 26 shows a schematic top view of the twelfth exemplary embodiment of a transport system shown in FIGS. 24 and 25.

[0103] FIG. 27 shows a schematic side view of the twelfth exemplary embodiment of a transport system shown in FIGS. 24 to 26.

[0104] FIG. 28 shows a schematic top view of a thirteenth exemplary embodiment of a transport system according to the present invention.

[0105] FIGS. 29A, 29B, 29C and 29D show, in schematic side views, the vehicles of the thirteenth exemplary embodiment shown in FIG. 28 connecting to one another in different scenarios.

[0106] FIG. 30 shows a schematic side view of a fourteenth exemplary embodiment of a transport system according to the present invention with the vehicles in the combined configuration. FIG. 31 shows a schematic top view of the fourteenth exemplary embodiment shown in FIG. 30 with the vehicles in the combined configuration.

[0107] FIG. 32 shows a schematic front view of the fourteenth exemplary embodiment shown in FIGS. 30 and 31 with the vehicles in the combined configuration.

[0108] FIG. 33 shows a schematic top view of the fourteenth exemplary embodiment shown in FIGS. 30 to 32 with the vehicles in the combined configuration.

[0109] FIG. 34 shows a schematic side view of the fourteenth exemplary embodiment shown in FIGS. 30 to 33 with the vehicles in the standalone configuration.

[0110] FIG. 35 shows a schematic top view of the fourteenth exemplary embodiment shown in FIGS. 30 to 34 with the vehicles in the standalone configuration.

[0111] FIG. 36 shows a schematic side view of a vehicle of the fourteenth exemplary embodiment shown in FIGS. 30 to 35 in a warehouse.

[0112] FIG. 37 shows a schematic top view of a vehicle of the fourteenth exemplary embodiment shown in FIGS. 30 to 36.

[0113] FIG. 38 shows a schematic side view of a vehicle of a fifteenth exemplary embodiment of a transport system according to the present invention.

[0114] FIG. 39 shows a schematic top view of the vehicle of the fifteenth exemplary embodiment shown in FIG. 38.

[0115] FIG. 40 shows a schematic top view of the vehicle of the fifteenth exemplary embodiment shown in FIGS. 38 and 39.

[0116] FIG. 41 shows a schematic back view of the vehicle of the fifteenth exemplary embodiment shown in FIGS. 38 to 40.

[0117] Detailed Description of the Invention and of particular embodiments

[0118] FIG. 1 shows a schematic side view of a first exemplary embodiment of a transport system according to the present invention, in a combined configuration, that is to say, with the two vehicles 2 comprised in the system 1 being rigidly connected to each other forming an aggregated vehicle 3.

[0119] In the exemplary embodiment shown, the two vehicles 2 are connected to one another by their respective rear ends 20, so that the main axes 11 of the vehicles 2 are located at the distal ends of the aggregated vehicle 3, thereby increasing the wheelbase of the aggregated vehicle 3 and, thus, its stability. The increased stability due to the longer wheelbase LWB of the aggregated vehicle 3 is especially important when travelling at high speeds, irrespective of whether the aggregated vehicle 3 is carrying goods and / or passengers. In this particular exemplary embodiment, both vehicles 2 and, consequently, also the aggregated vehicle 3, are autonomous vehicles configured to transport only cargo as they lack any area configured to accommodate passengers. As will be seen hereinbelow, this may differ in other embodiments of the present invention, as the transport system of the present invention is not limited to transport cargo and / or to autonomous vehicles.

[0120] Although in this first exemplary embodiment the aggregated vehicle 3 is symmetric as both vehicles 2 have the same configuration, this may differ in other embodiments and the aggregated vehicle 3 may comprise vehicles 2 having different configurations that result in an asymmetric aggregated vehicle 3, for example, the aggregated vehicle 3 can comprise one vehicle 2 being configured for carrying passengers and the other vehicle 2 being configured for carrying goods. It is also possible that one of the vehicles 2, or both of them, are configured to transport both passengers and goods.

[0121] The vehicles 2 of the first exemplary embodiment shown comprises two wheels 12 on the main axis 11 arranged on their front end 10 and one wheel 22 on the secondary axis 21 arranged on their rear end 20. Said one wheel 22 of the secondary axis, on each vehicle 2, is movable between an operative position in which is in contact with the ground, i.e. road, and an inoperative position in which is not in contact with the ground. Other vehicles 2 of a system 1 according to the present invention may have a different configuration than the one shown in this exemplary embodiment. For example, other embodiments can comprise two wheels 22 on the secondary axis 21 and / or the at least one wheel 22 of the secondary axis 21 may not be movable between an operative and an inoperative position.

[0122] The aggregated vehicle 3 can move in the forward moving direction F and rearward moving direction R, being equally efficient on both directions. Known vehicles are typically intended for moving in a forward moving direction, with the rearward moving direction being typically reserved for manoeuvring. It should be noted that the depicted forward and rearward moving directions F, R could also be the opposite, i.e. the depicted forward moving direction F could also be the rearward moving direction R and the depicted rearward moving direction R could also be the rearward moving direction, as both ends of the aggregated vehicle 3 can either be the front or the rear end of the aggregated vehicle 3. Moreover, when one of the vehicles moves in its forward moving direction F, the other vehicle moves in its rearward moving direction R, or vice versa. This is further illustrated in FIG. 2, which depicts a schematic side view of the first exemplary embodiment of a system 1 according to the present invention with the vehicles 2 in a standalone configuration, that is to say, with the vehicles 2 detached from each other.

[0123] In FIG. 2 the forward and rearward moving directions F, R have been depicted for each vehicle 2. Contrary to the aggregated vehicle 3 shown in FIG. 1 , when the vehicles 2 operate in the standalone configuration 2 they are intended for primarily move in the respective forward moving direction F, with the rearward moving direction R being intended, mainly, for manoeuvring, as in vehicles known in the art.

[0124] In the standalone configuration, the wheel 22 of the secondary axis 21 of each vehicle 2 of this first exemplary embodiment operates in the operative position. Although there are known in the art personal mobility vehicles that have a single axis and that operate using gyroscopes, such vehicles are of much smaller dimensions than the ones of the present invention. The vehicles 2 of the present invention, either in the standalone or in the combined configuration, have at least three points of contact with the ground arranged in a way that provide sufficient stability to the vehicle 2 without the need of gyroscopes and similar devices as in known personal mobility vehicles having a single axis. This can be seen hereinbelow in the various plant views of different exemplary embodiments of a transport system 1 according to the present invention.

[0125] Although optional, the front end 10 of the vehicles 2 is preferably shaped as to improve the aerodynamic performance of the vehicle 2 when moving in the forward moving direction F. The rear ends 20 of the vehicles 2 are preferably perpendicular to the longitudinal axis of the vehicle 2, in other words, perpendicular to the ground, in order to ease mating of the vehicles 2 by the corresponding docking unit 90 in order to form an aggregated vehicle 3 as in, for example, FIG. 1 . However, other shapes of the front end 10 and of the rear end 20 of the vehicles 2 are also possible.

[0126] FIG. 3 shows a schematic side view of a second exemplary embodiment of a transport system 1 according to the present invention. Contrary to the first exemplary embodiment, in this second exemplary embodiment both vehicles 2 are intended for transporting passengers and their personal items, but not for transporting cargo. In particular, in the second exemplary embodiment each vehicle 2 is configured for transporting one passenger. A further difference of this second exemplary embodiment with the first one previously shown is that the secondary axis 21 of the vehicles 2 of this second exemplary embodiment comprises two wheels 22, one at each distal end of the secondary axis 21 , thereby resulting in a vehicle 2 having four wheels 12, 22.

[0127] The vehicles 2 of this second exemplary embodiment comprise, on their rear end 20 a docking opening 30 that is also equipped with a closing unit 31 of said docking opening 30 so that the inner space of the vehicles 2, in particular, cabins 40, can be combined in a single larger cabin 40 of the aggregated vehicle 3, when the vehicles 2 operate in the combined configuration and the closing unit 31 is open. However, if the passengers of each vehicle 2 desire more privacy, for example, the closing unit 31 can be kept closed, so that the aggregated vehicle 3 has two independent cabins 40.

[0128] In embodiments wherein the vehicles 2 have autonomous capabilities, i.e. the vehicles 2 are able to operate autonomously, the seats 50 may be facing rearward, so that when the vehicles 2 operate in the combined configuration the passengers face each other; may be facing forward, so that when the vehicles 2 operate in the standalone configuration the passengers face following the forward moving direction F; or may be rotatable, so that, for example, the seats 50 can face forward when travelling in a standalone configuration and face rearward when travelling in a combined configuration as an aggregated vehicle 3 so that passengers face each other.

[0129] In the exemplary embodiment shown, the vehicle 2 may be operated by a driver using a steering wheel 60, may operate autonomously or may be remotely operated by an operator. In this exemplary embodiment, when driving the vehicle 2 the driver must face the steering wheel 60 (see FIG. 4) and when the vehicle operates autonomously and the driver becomes a passenger, can be seated according to its choice.

[0130] In the context of the present invention, a steering wheel 60 is not considered to be limited to have a circular or substantially circular shape and other steering devices, for example, having the shape of a yoke, are also considered to be steering wheels 60 within the meaning of the present invention.

[0131] FIG. 4 shows a schematic side view of the second exemplary embodiment shown in FIG. 3, but in a standalone configuration. In the standalone configuration, the docking openings 30 are closed by the closing units 31 in order to provide a closed cabin 40, thereby increasing safety and allowing efficient climatization of said cabin 40. However, it is also possible that the docking opening 30 remains open, or at least partially open, when the vehicles 2 operate in the standalone configuration.

[0132] In the standalone configuration shown in FIG. 4 the vehicle 2 depicted on the right is being driven by the driver using the steering wheel 60 and, thus, the driver is facing towards the front end 10 of the vehicle 2. In contrast, the vehicle 2 depicted on the left is being operated autonomously and, thus, the passenger is able to be seated in any direction of its choice, which in this case, is facing towards the rear end 20 of the vehicle 2.

[0133] FIG. 5 shows a schematic top view of a third exemplary embodiment of a transport system 1 according to the present invention, in a combined configuration. In this exemplary embodiment, both vehicles 2 are intended for transporting passengers, as in the second exemplary embodiment shown in FIGS. 3 and 4, but each vehicle can carry a maximum of two passengers instead of one as in the second exemplary embodiment. Therefore, when operating as an aggregated vehicle 3 in the combined configuration, the aggregated vehicle 3 can carry up to four passengers. In this exemplary embodiment each passenger seats on its own rotatable seat 50.

[0134] As can be seen in great detail thanks to this schematic top view, each vehicle 2 of this third exemplary embodiment comprises a main axis 11 having two wheels 12 and a secondary axis

[0135] 21 having a single wheel 22 arranged so that, together with the wheels 12 of the main axis 11 , the wheels 12, 22 define a substantially isosceles triangle, thereby providing each vehicle 2 with enough stability.

[0136] In this third exemplary embodiment, all wheels 12, 22 have steering capability as illustrated by the fact that all wheels 12, 22 of both vehicles 2 are turning following a certain curvature radius. In this embodiment, the wheels 22 of the secondary axis 21 are in contact with the road, even in the combined configuration of the vehicles 3. As all wheels 12, 22 are able to turn, the aggregated vehicle 3, even if it has a wheelbase roughly twice the one of each vehicle 2, is able to have a great manoeuvrability and have a small turning circle when travelling at speeds below a certain threshold and to have a greater stability when travelling at speeds above a certain threshold. In order to increase the stability of the aggregated vehicle 3, the wheels 12,

[0137] 22 on the main and on the secondary axis 11 , 21 turn in tandem and in order to increase the manoeuvrability of the aggregated vehicle 3 the wheels 12, 22 on the main and on the secondary axis 11 , 21 turn in opposite directions. Although this has been described in the context of an aggregated vehicle 3, it is also applicable to a vehicle 2 operating in its standalone configuration, as shown in FIG. 6, which depicts a schematic top view of a vehicle of the third exemplary embodiment shown in FIG. 5, in a standalone configuration.

[0138] In FIG. 6 there also depicted the doors 70 of the vehicle 2, which in other embodiments could also be rear hinged, also known as suicide, among other possible door arrangements. By having all wheels 12, 22 with steering capability, the vehicle 2 is able to have even greater manoeuvrability at low speeds and greater stability at high speeds, when compared with a traditional vehicle of similar wheelbase having only a front axis with steering capability.

[0139] FIG. 7 shows a schematic top view of a fourth exemplary embodiment of a transport system 1 according to the present invention, in a combined configuration. In this fourth exemplary embodiment the aggregated vehicle 3 is in an asymmetric configuration, that is to say, the two vehicles 2 forming the aggregated vehicle 7 have different configurations. In particular, in this fourth exemplary embodiment the vehicle 2 depicted on the left comprises a main axis 11 with two wheels 22 and a secondary axis 21 with one wheel 22, whereas the vehicle 2 depicted on the right comprises a main axis 11 with two wheels 22, as the vehicle on the left, but comprises a secondary axis 21 with two wheels 22, so that said vehicle 2 on the right has four wheels 12, 22 in total. As in the third exemplary embodiment shown in FIGS. 5 and 6, in this fourth exemplary embodiment all wheels 12, 22 have steering capability, although it would suffice with only one of the axes 11 , 21 of each vehicle 2 to have steering capability. Besides the steering capability, all wheels 12, 22 of this fourth exemplary embodiment are also powered by a motor 140 (not shown), in particular, by a hub motor for each wheel 12, 22. In other embodiments, this arrangement may be different and only one wheel 12, 22 driven by a motor 140 may be sufficient. For example, in the case of the vehicle 2 depicted on the left, it would be enough to drive only the wheel 22 of the secondary axis 21. It is also possible to have one or more motors 140 driving a drivetrain that, in turn, drive corresponding wheels 12, 22, as typically used in vehicles known in the art.

[0140] Axes 11 , 21 having more than one wheel 12, 22 are preferably equipped with differentials to allow wheels 12, 22 at each distal end of the corresponding axis 11 , 21 to rotate at different speeds while cornering. In embodiments wherein the wheels 11 , 21 are driven by hub motors, no differential may be needed as the rotation speed of each wheel 12, 22 may be controlled independently by the corresponding hub motor.

[0141] With rotatable seats 50, as in this exemplary embodiment, passengers can be seated oriented to any direction of choice if he / she is not driving. FIG. 8 shows a schematic side view of a fifth exemplary embodiment of a transport system 1 according to the present invention, in a standalone configuration. In this fifth exemplary embodiment, each vehicle 2 comprises two wheels 12 on the main axis 11 and two wheels 22 on the secondary axis 21. Each vehicle 2 comprises a housing 23 for each wheel 22 of the secondary axis 21 , so that when the wheel 22 moves to its inoperative position, it is housed therein. Other embodiments having a single wheel 22 on its secondary axis 21 arranged substantially at the centre of the vehicle 2 can also comprise a similar housing 23.

[0142] FIG. 8 also illustrates the possibility of entering and exiting the vehicle 2 through the docking opening 30 when the vehicles 2 are not attached to each other, i.e. when the vehicles 2 are in a standalone configuration, although use of doors 70 (not depicted in FIG. 8) is preferred. Moreover, depicting passengers also gives a sense of scale to the vehicles 2.

[0143] FIG. 9 shows a schematic top view of a vehicle 2 of the fifth exemplary embodiment previously shown in FIG. 8, in a standalone configuration. In FIG. 9 it is also depicted a turning diameter D of the vehicle 2 of this exemplary embodiment, which is of 1 ,500 mm, thereby allowing the vehicle 2 to be able to drive on routes adapted for people with reduced mobility, including indoor facilities, as it able to turn substantially similar to a wheelchair. In order to do so, all four wheels 12, 22 of the vehicle 2 have steering capability. Having such turning diameter D is advantageous for passenger transportation, in particular, for persons with reduced mobility. However, it is also advantageous for cargo transportation, as it allows the vehicle to arrive up to the door of the recipient, even if it is in an apartment building. In this regard, it should be reminded that in a great number of countries common areas of new buildings must already be adapted for wheelchair use, thereby also allowing use of a vehicle 2 as the one of the fifth exemplary embodiment. In order to have such reduced turning diameter D, also known as turning circle, the control unit of the vehicle 2 is configured to turn all wheels 12, 22 in the same direction so that the centre of the turning circle defined by the vehicle 2 is located in a vertical projection of the vehicle. In other words, the vehicle 2 is able to turn around its vertical axis by turning all wheels 12, 22 in the same direction so that the centre of the turning circle substantially coincides with the vertical axis of the vehicle 2.

[0144] In this exemplary embodiment, only the wheels 12 of the main axis 11 are driven by a motor, although in other embodiments all wheels 12, 22 can be driven by a motor. Said motor is preferably, although not necessarily, a hub motor for each wheel 12, 22. In FIG. 13 can be seen a further embodiment having similar turning capabilities. Arrows T represent the turning moving direction of the vehicle 2.

[0145] FIG. 10 shows a schematic side view of a sixth exemplary embodiment of a transport system 1 according to the present invention, in a combined configuration. A difference between this seventh exemplary embodiment and the ones previously described, is that in this exemplary embodiment the vehicles 2 comprise both a cargo area 45 and a cabin 40 for passengers. In this exemplary embodiment, the vehicle 2 depicted on the left is configured to be driven by a person, for example, a delivery person, whereas the vehicle on the right operates autonomously and besides carrying cargo, is also able to transport persons in a taxi like manner, for example. As in other embodiments of the present invention, other vehicles 2 having a configuration similar to the one shown in FIG. 10 may also be able to be driven by a person and operate autonomously.

[0146] FIG. 11 shows a schematic side view of a seventh exemplary embodiment of a transport system 1 according to the present invention, in a combined configuration. In this seventh exemplary embodiment both vehicles 2 are intended exclusively fortransporting cargo, as they only have a cargo area 45, and are configured to operate only in autonomous manner. An advantage of this exemplary embodiment is that each vehicle 2 is able to drive through corridors, walkways, etc. and even pass through doors, so that it is able to arrive to the door of the recipient when operating in the standalone configuration. Each vehicle 2 is able to do so because it is able to turn around its own vertical axis (see, FIG. 13), thereby being able to turn within a circle of a turning diameter D of 1 ,500 mm. At the same time, when the vehicles 2 operate in the combined configuration forming the aggregated vehicle 3 shown in FIG. 11 , they are able to efficiently travel to and from the corresponding logistic centre, even driving on highspeed roads.

[0147] FIG. 12 shows a schematic front view of the seventh exemplary embodiment shown in FIG. 11. In particular, FIG. 12 shows that, this exemplary embodiment, is configured to tilt laterally following a tilting movement I, i.e. the vehicle 2 is configured to be able to tilt towards a lateral side thereof. This applies to when the vehicles 2 operate in the combined configuration as an aggregated vehicle 3 as shown in FIGS. 11 and 12 and to when the vehicles 2 operate in the standalone configuration. By tilting while turning, the stability of the vehicle 2 increases, allowing higher cornering speeds. A further advantage is that the vehicle 2 is able to tilt towards the recipient, or passenger in embodiments intended for the transport of persons, making it easier to pick up the parcel, or to enter or exit the vehicle 2, as the case may be. In order to be able to tilt, each vehicle 2 comprises an active suspension system, hydraulic and / or pneumatic, with a geometry that allows the vehicle 2 to tilt sideways. Said active suspension system, allow the vehicle 2 to tilt towards one of the sides thereof and to return to a position wherein the vehicle 2 is substantially perpendicular to the ground following a tilting movement I. This can be repeated to either side of the vehicle 2 depending on the needs.

[0148] In conclusion, the seventh exemplary embodiment shown in FIGS. 11 and 12 is able to increase its stability by increasing its wheelbase when the vehicles 2 operate as an aggregated vehicle 3 and by laterally tilting while turning, thereby allowing higher speeds in a safe and stable manner, even when the vehicles 2 are fully loaded.

[0149] Although the tilting mechanism has only been described in the context of the seventh exemplary embodiment, it is also applicable to any other embodiment falling within the scope of the present invention.

[0150] FIG. 13 shows a schematic top view of a vehicle 2 of the seventh exemplary embodiment previously shown in FIGS. 11 and 12, in a standalone configuration, turning on itself following a turning moving direction T. In this exemplary embodiment, the main axis 11 comprises two wheels 12 and the secondary axis 21 comprises a single wheel 22. All of said wheels 12, 22 have steering capability, but only the wheels 12 of the main axis 11 are powered. The wheel 22 of the secondary axis 21 is simply a driven wheel. As the fifth exemplary embodiment previously shown, this seventh exemplary embodiment is able to turn on itself within a circle of a turning diameter D of 1 ,500 mm, thus allowing the vehicle 2 to drive on adapted itineraries, and thus reaching the door of the recipient, even inside a building, as by having such small turning diameter the vehicle 2 is able to drive along corridors, enter lifts, etc.

[0151] It is to be understood that the aggregated vehicle 3 (see FIG. 11) is also able to turn on itself by turning and driving the wheels 12 of the main axes 11 located at the distal ends of the vehicle 2. When turning on itself, i.e. around a vertical axis of the vehicle 2, the centre of the turning circle defined by the vehicle 2 is located in a vertical projection of the vehicle, i.e., the centre of the turning circle substantially coincides with the vertical axis of the vehicle 2.

[0152] FIG. 14 shows a schematic top view of the vehicle 2 of the seventh exemplary embodiment shown in FIG. 13 performing a turn at a relatively low speed, for example, 20 km / h, in a semipedestrian area. As can be seen, the orientation of the wheels 12, 22 is different when performing a turn of a certain radius than when the vehicle 2 turns on itself, as shown in FIG. 13. FIG. 15 shows a schematic side view of a vehicle 2 of an eighth exemplary embodiment of a transport system 1 according to the present invention. The vehicle 2 shown comprises a base 80 and a removable module 81 for being attached to said base 80. The removable module 81 can be removed from the base 80, or fixed to it, by using a forklift, as shown, or any other suitable means, as for example, a crane.

[0153] The base 80 of the vehicle 2 shown comprises the main axis 11 , the secondary axis 21 , the at least one motor 140 for powering the vehicle 2, the energy source for said at least one motor 140, the docking unit 90 and the control unit of the vehicle 2. However, in other embodiments the control unit may be comprised in the removable module 81 or even both the base 80 and the removable module 81 can comprise respective control units that operate in a coordinated manner when the module 81 is attached to the base 80.

[0154] The removable module 81 can comprise the cargo area and / or the passenger area of the vehicle 2. In the case shown, the removable module 81 comprises a cargo area 45. By replacing the removable module 81 it is possible to change the configuration of the vehicle 2, that is to say, for example, the vehicle 2 can be configured for transporting passengers and after replacing the removable module 81 , can be configured for transporting cargo. In configurations of the vehicle 2 for transporting cargo, it is also possible to, easily and rapidly, replace a removable module 81 comprising an empty cargo area 45 with another module 81 comprising a previously loaded cargo area 45, thereby reducing the loading time of the vehicle 2 and thus, increasing its efficiency, among other benefits.

[0155] Among other possibilities, a cargo area 45 of a removable module 81 can comprise multiple smart lockers for parcels. In this case, for example, the vehicle 2 can transport a removable module 81 with smart lockers full of parcels from a logistic centre or similar, to a collection site, and return the removable module 81 to the logistic centre or similar once all parcels have been picked up. Due to the manoeuvrability of the vehicle 2, the collection site can be outdoors, for example, on a street or on a square, or indoors, for example, in a corridor or in a room.

[0156] Although in FIG. 15 only one of the vehicles 2 of the system 1 has been represented, it is to be understood that the eighth exemplary embodiment also comprises a second vehicle 2. Said second vehicle 2 can have a base 80 and a removable module 81 as shown in FIG. 15 or may have a configuration without said base 80 and removable module 81 , that is to say, a configuration according to the ones previously shown in FIGS. 1 to 14.

[0157] FIGS. 16 to 18 show a schematic side view of a ninth exemplary embodiment of a transport system according to the present invention in different configurations. In the first configuration shown in FIG. 16 the vehicles 2 are in their standalone configuration, with each vehicle 2 being driven by a corresponding driver facing in the forward movement direction F of the corresponding vehicle 2 using a steering wheel 60. In this standalone configuration the docking opening 30 of each vehicle is closed by the corresponding closing unit 31 and the vehicles 2 have a short wheelbase SWB.

[0158] In a vehicle 2 in a standalone configuration as shown in FIG. 16, the wheelbase of the vehicle 2 is considered to be the horizontal distance between the centre of the main axis 11 to the centre of the secondary axis 21 .

[0159] In the second and third configuration of the ninth exemplary embodiment shown in FIG. 17 and 18, the vehicles 2 are operating in their combined configuration thereby forming an aggregated vehicle 3 having a long wheelbase LWB. In an aggregated vehicle 3 the wheelbase is considered to be the horizontal distance between the centre of the main axis 11 of one of the vehicles 2 to the centre of the main axis 11 of the other vehicle 2.

[0160] In the second and third configurations of the ninth exemplary embodiment, the cabins 40 of each vehicle 2 are interconnected via the corresponding docking opening 30 creating a single cabin 40 of the aggregated vehicle 3. However, it is also be possible to close the docking opening 30 using the closing units 31 thereby having an aggregated vehicle 3 having two independent cabins 40. This may be useful, for example, for privacy purposes.

[0161] In the second configuration shown in FIG. 17 all passengers are seated facing towards the forward movement direction F of the aggregated vehicle 3, whereas in the third configuration shown in FIG. 18, the passengers of each vehicle 2 are seated facing each other. In this third configuration, the aggregated vehicle 2 is being driven autonomously or remote controlled as none of the passengers are facing towards the road, neither are facing a steering wheel 60 of the vehicles 2.

[0162] FIG. 19 shows a top view of the ninth exemplary embodiment of a transport system 1 according to the present invention in the third configuration previously shown in FIG. 18. In this ninth exemplary embodiment, the doors 70 are hinged, although in other embodiments could also be sliding.

[0163] In this ninth exemplary embodiment, the wheels 12 of the main axis 11 are driven by a corresponding axle powered by an electric motor 140. In contrast, the wheel 22 of the secondary axis 21 are not powered. However, in other embodiments the one or more wheels 22 of the secondary axis 21 may be powered, preferably using a hub motor 140, especially in embodiments wherein the secondary axis 21 has a single wheel 22 in the centre, as in the ninth exemplary embodiment, as a hub motor 140 has the advantage that uses less space, which increases the available space in the cabin 40.

[0164] In the ninth exemplary embodiment all wheels 12, 22 have steering capability and are depicted turning having a single centre of the turning circle defined by the aggregated vehicle 3. Although not shown, the centre of the turning circle of the aggregated vehicle 3 is located along the depicted turning axis TA. In the configuration shown, the turning axis TA is colinear with the symmetry axis of the vehicle, although with other turn angles of the wheels 12, 22 this will differ. The vehicles 2 of this ninth exemplary embodiment turn in a similar manner when operating in the standalone configuration.

[0165] As can be seen, in the ninth exemplary embodiment, all wheels 12, 22, and in particular, the wheels 12 of the main axis 11 and the wheels 22 of the secondary axis 21 , are in their operative position in which they are in contact with the ground. With all wheels 12, 22 in their operative position, the mechanical stresses that the docking units 90 have to withstand are greatly reduced, even though the rolling resistance of the aggregated vehicle 3 is slightly increased when compared to aggregated vehicles 3 wherein the wheels 22 of the secondary axis 21 are in their inoperative position in which they are not in contact with the ground (see, for example, FIG. 10).

[0166] FIGS. 20 to 22 show a tenth exemplary embodiment of a transport system 1 according to the present invention. In FIGS. 20 and 21 the vehicles 2 are in their combined configuration forming an aggregated vehicle 3. This aggregated vehicle 3 is in an asymmetric configuration as both vehicles 2 are of different configuration. In particular, the vehicle 2 depicted on the left is a two seater and the vehicle 2 depicted on the right is a four seater.

[0167] In FIG. 20 a schematic side view shows a first configuration of the tenth exemplary embodiment with the vehicles 2 in a combined configuration forming an aggregated vehicle 3 having a single cabin 40 as the docking opening 30 is open. In this first configuration, the aggregated vehicle 3 is driven by a driver using the steering wheel 60 of the vehicle 2 depicted on the left, with the rests of the passengers facing towards the forward movement direction.

[0168] Each vehicle 2 of this tenth exemplary embodiment comprises a so called frunk 100, a boot or trunk arranged at the front end 10 of the vehicle 2, that serves as a compartment for carrying goods, or simply, cargo area. The aggregated vehicle 3 of this tenth exemplary embodiment comprises two trunks 100, with one being arranged at the front end of the aggregated vehicle and the other being arranged at the rear end of the aggregated vehicle 3. Additionally, the aggregated vehicle 3 of this tenth exemplary embodiment is depicted with a roof box 101 to expand the available space for carrying goods. In other embodiments, instead of a roof box 101 the vehicles 2 and / or the aggregated vehicle may use a roof rack and / or a trailer to increase the available space for carrying goods.

[0169] FIG. 21 shows in a schematic top view all wheels 12, 22 of the aggregated vehicle 3 turning with a single centre of turning circle located past the rear end of the aggregated vehicle, along the depicted turning axis TA, thereby providing the aggregated vehicle 3 with great stability, which is particularly advantageous when cornering at high speeds. In contrast, in FIG. 19 the aggregated vehicle 3 of the ninth exemplary embodiment is depicted turning with a centred centre of turning circle and turning axis TA, which provides greater manoeuvrability but less stability when cornering. Embodiments of the system 1 of the present invention having all wheel steering can adapt the position of the centre of turning circle depending on the needs, in particular, type of turn, speed, etc.

[0170] The schematic top view of FIG. 21 also shows the vehicle 2 depicted on the left having the wheels 12 of the main axis 11 powered by an electric motor 140 via corresponding axles and a wheel 22 of the secondary axis 22 that is not powered, i.e. not actively driven. This vehicle 2 depicted on the left is similar to the vehicles 2 of the ninth exemplary embodiment previously described. In contrast, the vehicle 2 depicted on the right has two wheels 12 of the main axis 11 powered by corresponding hub motors 140 and the two wheels 22 of the secondary axis 21 not actively driven. Consequently, each vehicle 2 of this tenth exemplary embodiment, in the standalone configuration, is of a front wheel drive type, and the aggregated vehicle 3 is of the four wheel drive type.

[0171] The aggregated vehicle 3 of this tenth exemplary embodiment comprises seven wheels 12, 22, all of them operating in an operative position, either in the standalone or in the combined configuration, in order to reduce the mechanical stresses that the docking units 90 need to withstand. It is important to have good structural rigidity of the aggregated vehicle 3 as this results in better handling, thereby indirectly resulting in greater comfort, greater safety, etc. However, as previously described, in other embodiments the wheels 22 of the secondary axis 20 of at least one of the vehicles 2 may be movable to an inoperative position in which is not in contact with the ground.

[0172] This schematic top view also illustrates that the vehicle 2 depicted on the left has two seats and the vehicle 2 depicted on the right has four seats, thereby creating an aggregated vehicle 3 having six seats. In the configuration shown, all six seats 50 are facing towards the forward movement direction F. In the side view FIG. 22 the vehicles 2 of the tenth exemplary embodiment of a transport system 1 are depicted in their standalone configuration, with all passengers of each vehicle 2 facing the corresponding forward movement direction. In the configuration shown, each vehicle 2 is being driven by a driver via a corresponding steering wheel 60.

[0173] FIG. 23 shows in a schematic top view an eleventh exemplary embodiment of a transport system according to the present invention. This eleventh exemplary embodiment is substantially similar to the tenth exemplary embodiment described in the context of FIGS. 20 to 22, but in this tenth exemplary embodiment the vehicle 2 depicted on the left is a three seater instead of a two seater. When compared with the two seater vehicle 2 of the tenth exemplary embodiment, the three seater vehicle 2 of this eleventh exemplary embodiment comprises a foldable seat 50 arranged between the two seats 50 and above the wheel 22 of the secondary axis 21 .

[0174] The vehicle 2 depicted on the right is a four seater and has a secondary axis 21 with two wheels 22, one at each side end of the vehicle 2, thereby freeing usable space in the cabin 40 when compared to vehicles 2 having one or more wheels 22 of the secondary axis 21 arranged substantially on the centre of the vehicle 2.

[0175] In the eleventh exemplary embodiment all wheels 12, 22 of both vehicles 2 have steering capability. Turning axis TA of each vehicle 2 has been depicted in FIG. 23. As can be seen, the turning axis TA of the vehicle depicted on the left crosses the vehicle 2, whereas the turning axis TA of the vehicle depicted on the right is located behind the rear end 20 of the vehicle 2. As both vehicles 2, as well as the aggregated vehicle 3 (see FIG. 21) have all wheel steering, the turning axis TA and centre of turning circle, also known as centre of rotation, may change during a turn.

[0176] FIGS. 24 to 27 show a twelfth exemplary embodiment of a transport system 1 according to the present invention further comprising, besides the vehicles 2 as in the exemplary embodiments previously shown, a battery extraction and insertion station 120 and an energy storage device 130.

[0177] In FIG. 24 a vehicle 2 of the twelfth exemplary embodiment is shown in a schematic back and side view. In the front end 10, this vehicle 2 comprises the sensors necessary to allow for autonomous driving of the vehicle 2, even though in the side view the vehicle is being driven by a driver. In the back end 20, the vehicle 2 comprises the docking unit 90 and the docking opening 30. In this twelfth exemplary embodiment, the docking unit 90 comprises four pairs of female and corresponding mating male connectors, one pair at each corner of the back end 20 of the vehicle. Additionally, in the back end 20 the vehicle 2 comprises sensors (not shown) for autonomously connecting with another vehicle 2 to form an aggregated vehicle. However, other embodiments may lack such sensors and the connection with another vehicle 2 is done solely by the drivers of the vehicle 2, without assistance.

[0178] As in other exemplary embodiments previously shown, in this twelfth exemplary embodiment the vehicle 2 comprises two wheels at the main axis 11 and a single wheel 22 at the secondary axis 21.

[0179] The energy source of this vehicle 2 is an electric battery 110 made of two or more interconnected battery modules 111 (for more detail see, for example, FIG. 25). The interconnection between battery modules 111 may be simply electrical or both electrical and mechanical. In the side view of FIG. 24, two modules 111 (see FIG. 25) of the electric battery 110 of the vehicle 2 are being removed from their battery compartment 112 by a battery extraction and insertion station 120. Although in the back view of FIG. 24 the battery compartments 112 are depicted, this has been made only for illustrative purposes as the battery compartments 112 are usually closed by a cover or door, which are only open when battery modules 111 are being removed or inserted from / to their compartment 112.

[0180] In this embodiment, the battery extraction and insertion station 120 is manually operated, although in other embodiments it could also operate automatically. However, for safety reasons, and speed of operation, among others, it is preferred that the battery extraction and insertion station 120 to be automated, even though the costs and complexity of an automatically operated battery extraction and insertion station 120 increase. Manually operated stations 120 may be preferred in domestic use, whereas automated stations may be preferred in more demanding uses, for example, in businesses.

[0181] In order to ease in manually extracting the battery modules 111 , in this exemplary embodiment, the platform 121 comprises a plurality of rollers 122. The rollers 122 may also be present in automatic extraction and insertion stations 120.

[0182] The battery extraction and insertion station 120 of this exemplary embodiment operates in coordination with an energy storage device 130 that comprises a housing and power electronics, but that uses one or more battery modules 111 to store electric energy with the purpose to store electrical energy for self-consumption, load shifting and / or backup power, among other possibilities. In other embodiments, the energy storage device 130 can also comprise an internal, non-removable, battery so that the energy storage device 130 can continue operating, even at a lower capacity, when all battery modules 111 are in vehicles 2 that need them.

[0183] By removing battery modules 111 from the electric battery 110 of the vehicle, for example, when the distance to be travelled is small and a long range is not needed, it is possible to reduce the weight of the vehicle 2, which will result in better dynamics and energy efficiency and use it at home, office, etc. where it may be used with the energy storage device 130, for example, to store electrical energy for self-consumption, load shifting and / or simply as a power backup in case of malfunction of the power grid.

[0184] In this exemplary embodiment, the battery extraction and insertion station 120 comprises a platform 121 that aligns with a battery compartment 112 of the vehicle 2 that receives the battery modules 111 coming from the vehicle 2. The battery modules 111 are extracted from the vehicle 2, and in particular, from the battery compartment 112, and also inserted therein, by a battery extraction and insertion device (not depicted). In this twelfth exemplary embodiment, the platform 121 is hinged at an end thereof and the battery extraction and insertion station 120 places the extracted battery modules 111 into the energy storage device 130 by pivoting the platform 121.

[0185] FIG. 25 illustrates in a top schematic view the process of extracting, i.e. unloading, battery modules 11 from a vehicle 2 of this twelfth exemplary embodiment of a transport system. In particular, in FIG. 25 is illustrated a vehicle 2 having an electric battery 110 with three battery modules 111 , two of them being removable. As can be seen, the battery 110 of this twelfth exemplary embodiment is substantially U-shaped, leaving space for a centred single wheel 22 of the secondary axis 21. In other embodiments other arrangements of battery modules 111 are also possible.

[0186] By reverse parking towards the battery extraction and insertion station 120 in a way so that the vehicle 2 and the battery extraction and insertion station 120 are aligned, it is possible to extract the two removable battery modules 111 and slide them along the platform 121 with the aid of the rollers 122 (see also FIG. 24). This may be manually done by a driver, autonomously or remotely operating the vehicle 2. In embodiments wherein the vehicle 2 performs this operation autonomously or remotely operated 2, the vehicle is equipped with sensors on the rear end 20 of the vehicle that allow to do so. Even vehicles 2 that are intended to perform this operation driven by a driver may comprise sensors that guide and aid the driver in this operation.

[0187] As can be seen, due to the reduced dimensions of the vehicle 2 of the twelfth exemplary embodiment, the vehicle 2 can be parked in a parking space in a car park with the platform 121 of the battery extraction and insertion station 120 in a deployed or unfolded position, and there is still space available. For scale, ordinary cars known in the art have been depicted next to the vehicle 2 of this twelfth exemplary embodiment.

[0188] In the schematic top view of FIG. 26 the vehicle 2 of the twelfth exemplary embodiment is depicted leaving the battery extraction and insertion station 120 with only one of the three battery modules 111 that previously had, leaving the other two battery modules 111 at the battery extraction and insertion station 120 before inserting them into the energy storage device 130 (see FIG. 27).

[0189] In the side view of FIG. 27 the vehicle 2 of this twelfth exemplary embodiment is depicted leaving the battery extraction and insertion station 120 while the platform 121 is pivoting towards the energy storage device 130 so that the energy storage device 130 can use the battery modules 111 extracted from the vehicle 2 to, among other possibilities, store electricity for self-consumption, load shifting and / or backup power in case of malfunction of the electrical grid.

[0190] By pivoting the platform 121 of the battery extraction and insertion station 120 the footprint thereof is greatly reduced when it is not in operation. With such a reduced footprint, for example, the battery extraction and insertion station 120 and the energy storage device 130 can be installed in a parking space in a car park and the parking space can be still used, especially for small and medium-sized cars.

[0191] It is preferred to use the energy storage device 130 together with on-site electricity generation, as for example, photovoltaic panels. In this case, the energy storage device 130 can be used to store surplus energy of the photovoltaic panels which can be later used when their energy production is not enough.

[0192] With the energy storage device 130 it is also possible to use shift loading techniques to charge the energy storage device 130 in off-peak hours when electricity is cheaper and use the energy stored in the energy storage device 130 in peak hours when electricity is more expensive and the electrical grid is stressed.

[0193] The electrical energy stored in the energy storage device 130 can also be used if there is a fault, etc. in the electrical grid and power supply is interrupted.

[0194] Electric vehicles have a certain range, which may be excessive for the daily usage of the vehicle and its whole maximum range may only be used during occasional trips. In this case, the battery modules 111 of the electric battery 110 that are not necessary, for example, for the needed daily range, may be used with the energy storage device 130 to provide the benefits described above. When longer range of the vehicle 2 is needed, all or part of the removed modules 111 can be reinserted into the vehicle 2 thereby providing the needed range. Removing unnecessary battery modules 111 from the vehicle 2 also has the benefit that the vehicle is lighter and, thus, more efficient and has better handling. The maximum power output and / or maximum speed of the vehicle 2 allowed by the control unit may also be adjusted depending on the number of battery modules 111 installed on the vehicle.

[0195] By removing and inserting battery modules 111 , it is also possible to easily replace the battery modules 111 in case one of them is damaged or degraded, or to upgrade the battery module 111 to new ones with a more modern technology.

[0196] In other embodiments, the electric battery 110 and its battery modules 111 , the battery extraction and insertion station 120 and / or the energy storage device 130 may be different than the ones described herein in the context of FIGS. 24 to 27.

[0197] Even if the battery extraction and insertion station 120 and the energy storage device 130 have been described together with a vehicle 2 that can operate in a standalone configuration and in a combined configuration within the meaning of the present invention, the battery extraction and insertion station 120 and / or the energy storage device 130 described above can also be used with other types of electric vehicles having one or more removable battery modules. The battery extraction and insertion station 120 can also be used to swap empty battery modules 111 for charged ones, thereby providing the vehicle with range, without the waiting time necessary for charging the electric battery 110.

[0198] Additionally, the energy storage device 130 described above can also be used without the battery extraction and insertion station 120, for example, by completely manually removing and installing the battery modules 111 from the vehicle. Likewise, the battery extraction and insertion station 120 can also be used without the energy storage device 130 described above, in which case the removed battery modules 111 are stored until they are needed again. In the latter case the removed battery modules 111 may be charged while they are stored.

[0199] The energy storage device 130 may also be configured to charge the vehicles 2, or any other electric vehicle, either by a wired connection or powering wireless charging means. Vehicles can be charged by using energy stored by the energy storage device 130 or by energy coming from the electrical grid to which the energy storage device 130 is also preferably connected.

[0200] FIG. 28 illustrates in a schematic top view two vehicles 2 of a thirteenth exemplary embodiment of a transport system 1 according to the present invention connecting to one another. In order to connect the two vehicles 2, it is preferred to first horizontally align them, as illustrated in FIG. 28 with the vehicles in continuous lines. The dotted lines illustrate the starting position of each vehicle 2 in the connecting process.

[0201] FIG. 28 also illustrates the possibility of vehicles 2 having all wheel steering to move, for example, diagonally, by turning all wheels 12, 22 while keeping them parallel and advance the vehicle 2. In embodiments having all wheel steering and all-wheel drive, it is also possible to move the vehicle 2 in a direction perpendicular to the longitudinal axis thereof, i.e. towards one of the sides of the vehicle 2, by turning the wheels 12, 22 ninety degrees with respect to the longitudinal axis of the vehicle.

[0202] In the thirteenth exemplary embodiment shown, the docking units 90 of the vehicles comprise pairs of female connectors 91 and mating male connectors 92. Although they are not shown in this schematic drawing, the docking units 90 also comprise locking mechanisms configured to interfere with corresponding pairs of female and male connectors 91 , 92 to prevent uncoupling thereof. The locking mechanisms may comprise, for example, heavy duty pins, hooks, electromagnets, etc.

[0203] FIGS. 29A, 29B, 29C and 29D show, in schematic side views, the vehicles 2 of the thirteenth exemplary embodiment shown in FIG. 28 connecting one another in different scenarios. In particular, FIGS. 29A and 29B relate to a scenario wherein the ground or road is concave and FIGS. 29C and 29D relate to a scenario wherein the ground or road is convex. FIGS. 29A to 29D represent a vertical alignment of the docking units 90, which preferably succeeds the horizontal alignment represented in FIG. 28.

[0204] When the surface on which the vehicles 2 stand is concave, as in FIGS. 29A and 29B, the lower part of the rear end 20 of the vehicles 2 is the first one to enter into contact with the other vehicle. In this thirteenth exemplary embodiment, the female and male connectors 91 ,92 of the docking units 90 are self-centring, and in particular, conically shaped, so that by moving the vehicles 2 closer one another, the upper and lower pairs of connectors align until the male connectors 92 are completely inserted into the corresponding female connectors 91.

[0205] In scenarios wherein the surface on which the vehicles 2 stand is convex as in FIGS. 29C and 29D, that is to say, in the opposite scenario of FIGS. 29A and 29B, the first part of the vehicles 2 to come into contact with the other one is the upper rear end 20. Similarly, once the upper female and male connectors 91 , 92 of the upper docking unit 90 are in contact, by moving the vehicles 2 closer to one another until the rear ends 20 of both vehicles 2 are completely into contact, the pairs of female and male connectors 91 , 92 self-align. Alignment of the female and male connectors 91 , 92, besides by a preferred self-centring design, may also be aided by the travel of the suspension of the vehicles 2.

[0206] Although a scenario wherein the ground or road is substantially flat has not been depicted, it is to be understood that in this scenario, once the vehicles 2 are horizontally aligned, as shown in FIG. 28, it is only necessary to advance at least one of them towards the other until the rear ends 20 and docking units 90 of the vehicle 2 are in contact and the male connectors 92 are completely inserted in the corresponding female connector 91 .

[0207] In embodiments wherein the at least one wheel 22 of the secondary axis 21 is movable between an operative and an inoperative position, the mechanism to lift and lower said at least one wheel 22 can also be used to vertically level the rear ends 20 of the vehicles 2 in order to ease the connection thereof.

[0208] The connection of the vehicles 2 to form an aggregated vehicle 3 described above can be done with the vehicles 2 being operated autonomously, remotely controlled or driven by a driver.

[0209] Disconnection of an aggregated vehicle 3 so that the vehicles 2 operate in their standalone configuration 2 is the opposite of what has been described above.

[0210] FIG. 30 shows a schematic side view of a fourteenth exemplary embodiment of a transport system 1 according to the present invention. This fourteenth exemplary embodiment is configured to transport solely goods and is particularly advantageous for what is known as “last mile delivery”. However, as the vehicles 2 of the transport system 1 object of the present invention are able to arrive until the door of the recipient, “last inch delivery” may be a more appropriate term to describe the advantages of the present invention.

[0211] In this fourteenth exemplary embodiment, each vehicle 2, as well as the aggregated vehicle 3 in the combined configuration shown, are fully autonomous vehicles. In order to be so, the vehicles 2 comprise at the front end 10 thereof a plurality of sensors 150 for aiding the control units of the vehicles 2 to drive them autonomously. The sensors 150 may comprise, among others, ultrasound sensors, LIDAR sensors, video cameras, etc. or any combination thereof. Although not depicted in this schematic drawing, the rear ends of each vehicle 2 also comprises sensors for autonomously operating each vehicle 2 when travelling in a rearward movement direction R, four autonomously moving from the combined to the standalone configuration, and vice versa, and for connecting the vehicles 2 to a battery extraction and insertion station 120 as shown in FIGS. 24 to 27.

[0212] In the fourteenth exemplary embodiment, each vehicle 2 comprises a base 80 and a removable module 81 that serves as a cargo area 45 of the vehicle 2 and that can have multiple different configurations. In this particular case, the removable module 81 of the vehicle 2 depicted on the left comprises a plurality of smart lockers for delivering relatively small products, whereas the vehicle 2 on the right comprises two smart lockers for delivering big products. The type of removable module 81 can be easily changed depending on the needs for each use (see, for example, FIG. 36 hereinbelow).

[0213] In this embodiment, the sensors 150 are located in the base 80, although in other embodiments may be located in the removable module 81 or in both the base 80 and the removable module 81 . Having the sensors 150 in the base 80 lowers the cost of the removable module 81 , among other benefits. Having the sensors 150 in the removable module 81 , for example, eases the replacement of the sensors 150 in case of malfunctioning or in order to upgrade them for a newer and better ones.

[0214] In the combined configuration shown, the aggregated vehicle 3 has the wheels 22 of the secondary axes 21 in an inoperative position in which they are not in contact with the ground. However, the wheels 22 of the secondary axes 21 of the aggregated vehicle 3 may also operate in the operative position if needed, for example, in case the load on the vehicles 2 exceeds a certain threshold.

[0215] As in the other exemplary embodiments previously shown, in the combined configuration, the aggregated vehicle has a long wheelbase LWB.

[0216] FIG. 31 shows in a top schematic view the aggregated vehicle 3 of the fourteenth exemplary embodiment shown in FIG. 30 travelling around a curve. In the case shown, the wheels 22 of the secondary axes 21 are in an inoperative position and all four wheels 12 of the main axes 11 are turning so that the turning axis TA and the centre of the turning circle TC are located colinear with the symmetry axis of the aggregated vehicle 3.

[0217] FIG. 32 shows in a schematic front view the aggregated vehicle 3 laterally tilting when travelling around a curve in order to increase the stability of the aggregated vehicle 3. By laterally tilting the aggregated vehicle 3, the centre of gravity of the aggregated vehicle 3 is shifted in such a way that reduces the risk of tipping over and the cornering speed of the aggregated vehicle 3 can be increased, among other benefits. Although this has been described in relation to an aggregated vehicle 3, the same applies to individual vehicles 2 having a suspension configured to allow tilting towards a side thereof.

[0218] FIG. 33 shows in a schematic top view the aggregated vehicle 3 of the fourteenth exemplary embodiment shown in FIGS. 30 to 32 while travelling around a curve, but with a different turning axis TA than what is depicted in FIG. 31. While in FIG. 31 the turning axis TA is centred in relation to the aggregated vehicle 3, in FIG. 33 the turning axis TA is located behind the vehicle, thereby increasing its stability when cornering at high speeds. The centred turning axis TA of FIG. 31 provides greater manoeuvrability.

[0219] FIG. 34 shows a schematic side view of the vehicles 2 of the fourteenth exemplary embodiment previously shown in FIGS. 30 to 33 in their standalone configuration in which the wheel 2 of the secondary axis 21 of each vehicle 2 is in its operative position, thereby the vehicle 2 having a short wheelbase SWB.

[0220] In FIG. 34 a person has been depicted after picking a parcel up from the smart locker located in the removable module 81 of the vehicle 2 depicted on the left. Due to its reduced dimensions, great manoeuvrability, restricted power of its at least one motor 140, etc. the vehicle 2 is able to reach almost any destination, and even drive along corridors inside buildings and enter lifts. In contrast, when the vehicles 2 operate in their combined configuration (see, for example, FIG. 30) its long wheelbase and power output of the motors 140 of the vehicles 2 adapted to the combined configuration, the aggregated vehicle 3 is able to travel on roads, at high speeds, in a safe manner and carrying relatively high loads.

[0221] In FIG. 35 the vehicles 2 of the fourteenth exemplary embodiment previously shown in FIGS. 30 to 34 are depicted travelling around a curve in their standalone configuration. In this exemplary embodiment, all wheels 12, 22 of both the first and secondary axes 11 , 21 have steering capability and therefore each vehicle 2 is able to adjust the position of the turning axis TA according to their needs. In particular, the vehicle 2 depicted on the left has its turning axis TA and its centre of turning circle TC located substantially centred with respect to the vehicle 2, whereas in the vehicle depicted on the right the turning axis TA is located behind the vehicle 2, i.e., distanced from the rear end 20 of the vehicle 2.

[0222] In FIG. 36 a vehicle 2 of the fourteenth exemplary embodiment can be seen in a warehouse wherein a forklift is placing a removable module 81 into the base 80 of the vehicle 2. In logistic centres the use of removable modules 81 is really advantageous as, for example, it allows to load the articles to be delivered or transported in a module 81 while the vehicle 2 is away delivering or transporting the previous order and when the vehicle 2 returns to the warehouse, preferably in a combined configuration with another vehicle 2, rapidly replace the empty module 81 with the previously prepared module 81 , thereby greatly reducing the time needed to load the articles on the cargo area 45 when compared with a vehicle 2 not equipped with removable modules 81. In order to ease management of the modules 81 , these can be configured to be moved by a forklift, a crane, or any other equipment of common use in a warehouse.

[0223] Additionally, the base 80 of the vehicle 2 can also be used to move modules 81 inside the warehouse, thereby acting as mobile robots, also known as Automated Guided Vehicles (AGV) or Autonomous Mobile Robots (AMR) in the technical field of logistics.

[0224] FIG. 37 depicts a vehicle 2 of the fourteenth exemplary embodiment previously shown turning in a turning moving direction T with the centre of the turning circle TC located in a vertical projection of the vehicle 2, and in particular, substantially in the centre thereof. This provides the advantage of turning within a turning circle having a diameter D of 1.5, one and a half, meters, thereby allowing the vehicle to turn in corridors, lifts, etc.

[0225] FIG. 38 shows a schematic side view of a vehicle 2 of a fifteenth exemplary embodiment of a transport system 1 according to the present invention. The vehicle 2 of this fifteenth exemplary embodiment comprises two motor powered rotors 160, one at each side thereof. In particular, in this exemplary embodiments, the rotors 160 are foldable so that when they are not in use, can be folded arranged substantially parallel to the side of the vehicle 2, as seen in FIGS. 38 and 39.

[0226] The motor powered rotors 160 allow the vehicle 2 to fly from one place to another, while maintaining all the benefits of the exemplary embodiments previously described. For example, the vehicle 2 of this fifteenth exemplary embodiment can drive from a warehouse until an intermediate location wherein vehicles 2 are allowed to fly and then fly to the final destination. Flying, the whole route, or part thereof, may be particularly advantageous in remote locations, with poor road communication and low density of population, although the vehicle 2 of this fifteenth exemplary embodiment is not limited to this particular use.

[0227] As in other exemplary embodiments previously described, the vehicle 2 of this fifteenth exemplary embodiment also comprises one wheel 22 in the secondary axis 21 that can be moved from an operative position to an inoperative position, and vice versa. Likewise, the vehicle 2 shown also comprises sensors 150 to allow the control unit of the vehicle 2 to drive it autonomously and / or remotely operated.

[0228] FIGS. 39 and 40 show from a schematic top view the vehicle 2 of this fifteenth exemplary embodiment shown in 38. In both FIGS. 39 and 40 the vehicle 2 is depicted driving on the road, in FIG. 39 following a straight line and in FIG. 40 travelling around a curve. In FIG. 39 the rotors 160 are folded and as can be seen, barely protrude from the vehicle 2, thereby allowing the vehicle 2 to safely drive as it did not have the rotors 160. FIG. 40 illustrates that the vehicle 2 is also able to drive on a road with the rotors 160 in a deployed or unfolded position, although this situation should be used, preferably, only when the vehicle 2 is about to take off or immediately after landing as with the rotors 160 deployed the width of the vehicle 2 is greatly increased, which negatively affects the dynamics of the vehicle 2 and may cause a collision with other elements or vehicles.

[0229] In FIG. 40 the turning axis TA and the centre of turning circle TC have also been depicted.

[0230] FIG. 41 shows a schematic back view of the vehicle 2 of the fifteenth exemplary embodiment previously shown in FIGS. 38 to 40, with its motor powered rotors 160 deployed and in operation, allowing the vehicle 2 to fly. The vehicle 2 shown comprises a removable module 81 having a cargo area 45 with smart lockers for different sizes of parcels.

[0231] Although in this exemplary embodiment the vehicle 2 comprises two motor powered rotors 160, other embodiments may have a different number of them.

[0232] The at least one powered rotor 160 may be powered by the battery 110 powering the at least one motor 140 that drives the vehicle 2 or by a separate dedicated battery. In the latter case, in embodiments having a base 80 and a removable module 81 , the dedicated battery can be placed in the base 80, in the removable module 81 or even in both. Depending on the location of the at least one power rotor 160 and the battery powering it, the at least one rotor 160 may lift and fly the whole vehicle 2 or only a removable module 81 , provided said module 81 , besides the cargo and / or passenger area, has all the elements needed to safely fly it.

[0233] It is preferred that a vehicle 2 having at least one motor powered rotor 160 forms an aggregated vehicle 3 with another vehicle 2 also having at least one motor powered rotor 160. However, this is not necessary and a vehicle 2 having at least one motor powered rotor 160 can also be paired with a vehicle 2 without rotor 160.

[0234] A vehicle 2 according to the present invention can comprise a positioning unit for locating the vehicle 2. Said positioning unit is operatively connected to a control unit of the vehicle 2 and to the power electronics of the at least one motor 140, so that the control unit is able to adapt at least the power output of said at least one motor 140, and optionally also the maximum speed of the vehicle 2, according to the regulations applicable to the location of the vehicle 2. This is particularly advantageous in locations wherein the use of vehicles is restricted to a certain maximum power, in addition to the more usual speed limits, thereby allowing the vehicle 3 to drive in said restricted areas and return to its nominal power once it exits such restricted areas, as for example, in semi pedestrian or pedestrian areas, or inside buildings. This is also applicable when two vehicles 2 operate in a combined configuration as an aggregated vehicle

[0235] 3.

[0236] Although the vehicles 2 of the system 1 object of the present invention can use any kind of motor 140, including internal combustion engines, electric motors are preferably used as they are more compact than internal combustion engines and emit no emissions. Said electric motors can be powered by an electric battery or by a fuel cell, for example. In embodiments using electric motors 140 powered by at least one electric battery 110, the control units of each vehicle 2 may be configured to, in the combined configuration of the vehicles 2 as an aggregated vehicle 3, determine the battery level of each vehicle 2 and transfer energy from the battery 110 of one vehicle to the battery 110 of the other, thereby allowing charging the battery 110 of one of the vehicles 2 using energy stored in the battery of the other vehicle. Although it is usually the most depleted battery 110 that is charged, it is also possible, for example, to charge the battery 110 of the vehicle 2 that will travel further, thereby increasing its range.

[0237] Even if doors 70 are not depicted in some of the exemplary embodiments illustrated above, it should be understood that this has been done with illustrative purposes and that the vehicles configured for carrying passengers preferably have doors 70 for allowing passengers to entry and to exit the cabin 40. Although it is not preferred, passengers can also enter and exit the cabin 40 through the docking opening 30 when the vehicles 2 are in the standalone configuration, as illustrated in FIG. 8.

[0238] Unless otherwise provided, features described in relation to a certain exemplary embodiment are also applicable to other embodiments of the present invention and can be freely combined unless otherwise explicitly stated.

[0239] References to directions up, down, left, right, clockwise, counterclockwise, etc. are based on the orientation and position of the elements as represented in the aforementioned drawings. However, such terms are not intended to limit the embodiments or claims to structures having a particular global orientation.

[0240] Any of the subject matter disclosed above is subject to be subsequently prosecuted in a divisional application.

[0241] It will be understood that various parts of one embodiment of the invention can be freely combined with parts described in other embodiments, even being said combination not explicitly described, provided that such combination is within the scope of the claims and that there is no harm in such combination.

Claims

CLAIMS1. Transport system (1) comprising two vehicles (2), wherein each vehicle (2) comprises:- A front end (10) having a main axis (11) and a rear end (20) having a secondary axis (21) of the vehicle (2), the main axis (11) comprising two wheels (12) and the secondary axis (21) comprising at least one wheel (22); the vehicle having a forward moving direction (F) and a rearward moving direction (R); at least one of the wheels (12, 22) of the vehicle being powered by at least one motor (140); at least the wheels (12, 22) of the main or of the secondary axes (11 , 12) having steering capability;- An energy source for powering the at least one motor (140);- A passenger and / or a cargo area;- A control unit for controlling the vehicle (2), and being configured to adapt the power output of the at least one motor (140) of the vehicle (2);- A docking unit (90) for being connected to a docking unit (90) of another vehicle (2) of the transport system (1); wherein the vehicles (2) are configured to operate in a standalone configuration, in which each vehicle (2) operates independently from the other one, and in a combined configuration, in which the vehicles (2) are rigidly connected to each other, thereby forming an aggregated vehicle (3), by respective docking units (90) so that the main axes (11) of the connected vehicles (2) are arranged at distal ends of the aggregated vehicle (3); in the combined configuration one of the vehicles (2) being configured to move in a forward movement direction (F) and the other vehicle (2) being configured to move in a rearward movement direction (R), the control units of the vehicles (2) being configured to operate them synchronously; and the control units of the vehicles (2) being configured to adapt the power outputs of the motors (140) of the vehicles (2) depending on whether the vehicles (2) operate in the standalone or in the combined configuration.

2. Transport system (1), according to claim 1 , wherein the control units of the vehicles (2) are also configured to adapt the maximum speed of the vehicles (2) depending on whether the vehicles (2) operate in the standalone or in the combined configuration.

3. Transport system (1), according to claim 1 or 2, wherein the wheels (12, 22) of the main and secondary axes (11 , 21) have steering capability.

4. Transport system (1), according to claim 3, wherein the control unit of at least one vehicle (2) is configured to turn all wheels (12, 22) thereof in the same direction so that a centre of a turning circle of the vehicle (2) is located in a vertical projection of the vehicle (2).

5. Transport system (1), according to claim 3 or 4, wherein all wheels (12, 22) of the vehicles (2), in either the standalone or in the combined configuration, are configured to turn defining a single centre of a turning circle.

6. Transport system (1 ), according to any preceding claim, wherein each vehicle (2) comprises one or more of the following sensors (150): cameras, ultrasound sensors, LIDAR sensors; and wherein the control unit of each vehicle (2) is configured to operate the vehicle (2) autonomously, remote controlled by an operator or driven by a driver.

7. Transport system (1), according to any preceding claim, wherein at least one of the vehicles (2) comprises a base (80) and a removable module (81), said removable module (81) comprising the passenger and / or cargo area, and wherein said base (80) comprises the main axis (11), the secondary axis (21), the at least one motor (140) and the energy source for said at least one motor (140).

8. Transport system (1), according to any preceding claim, wherein each vehicle (2) further comprises a positioning unit for locating the vehicle (2), said positioning unit being operatively connected to the control unit of the vehicle (2), said control unit being configured to adapt at least the power output of the at least one motor (140) and / or themaximum speed of the vehicle (2) according to the regulations applicable to the location of the system (1).

9. Transport system (1), according to any preceding claim, wherein the energy source of each vehicle (2) is an electric battery (110), and the control units of each vehicle (2) are configured to, in the combined configuration of the vehicles (2), determine the battery level of the battery (110) of each vehicle (2), and transfer energy from the battery (110) of one vehicle (2) to the battery (110) of the other vehicle (2).

10. Transport system (1), according to any preceding claim, wherein the energy source of each vehicle is an electric battery (110) comprising two or more interconnected battery modules (111), at least one of the modules (111) being removable.

11. Transport system (1), according to claim 10, further comprising a housing for receiving at least one of the removable modules (111) of the electric battery (110) of the at least one vehicle (2) and comprising power electronics, thereby defining an energy storage device (130) electrically connected to a consumer and configured to store electricity for self-consumption, load shifting and / or backup power.

12. Transport system (1), according to any preceding claim, wherein the at least one wheel (22) of the secondary axis (21) is movable between an operative position in which is in contact with the ground and an inoperative position in which it is not in contact with the ground.

13. Transport system (1), according to claim 12, wherein the at least one wheel (22) of the secondary axis (21) is configured to operate in its inoperative position when the vehicles (2) operate in the combined configuration and to operate in its operative position when the vehicles operate in the standalone configuration.

14. Transport system (1), according to any one of claims 1 to 11 , wherein the wheels (12) of the main axis (11) and the at least one wheel (22) of the secondary axis (21) areconfigured to operate in an operative position, in which they are in contact with the ground, in the standalone and in the combined configuration of the vehicles (2).

15. Transport system (1), according to any preceding claim, wherein each vehicle (2) comprises a suspension system configured to allow tilting of the vehicles (2) in the standalone and / or in the combined configuration towards a side thereof.

16. Transport system (1), according to any preceding claim, wherein the docking units (90) of the vehicles (2) comprise a plurality of pairs of female connectors (91) and corresponding mating male connectors (92), and a plurality of locking mechanisms configured to interfere with the corresponding pairs of female and male connectors (91 , 92) to prevent uncoupling thereof.

17. Method for transporting cargo and / or passengers, the method comprising the steps of:Providing two vehicles (2) of a transport system (1) according to any one of claims 1 to 16;Rigidly connecting one vehicle (2) to the other vehicle (2) so that they form an aggregated vehicle (3) and operate in a combined configuration with the main axes (11) of the vehicles being arranged at distal ends of the aggregated vehicle (3);- Adjusting at least the power output of the at least one motor (140) of each vehicle (2) to the combined configuration;Travelling a first distance with the vehicles (2) in the combined configuration so that one of the vehicles (2) travels in a forward movement direction (F) and the other vehicle (2) travels in a rearward movement direction (R);Reaching a first destination;Disconnecting one vehicle (2) from the other one;- Adjusting at least the power output of the at least one motor (140) of each vehicle (2) to their standalone configuration;Travelling a second distance with one vehicle (2) and a third distance with the other vehicle (2);Reaching a second destination with one vehicle (2) and a third destination with the other vehicle (2).

18. Method, according to claim 17, wherein the step of adjusting at least the power output of the at last one motor (140) of the vehicles (2) also comprises adjusting the maximum speed of the vehicles (2) to the standalone and / or combined configuration.

19. Method, according to claim 18, wherein reaching a second or a third destination includes turning the vehicle (2) within a circle of 2 meters in diameter or less.

20. Method, according to any claim 17 to 19, wherein the aggregated vehicle (3) and / or any of the vehicles (2) operate autonomously and / or under human control, either in person or remotely.

21. Method, according to any claim 17 to 20, further comprising the step of determining location of the vehicles (2), either in standalone or combined configuration, and adjusting the power output of the at least one motor (140) of each vehicle (2) and / or the maximum speed of the vehicles (2) to the regulations applicable to their location.

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