U.S. patent application number 10/925647 was filed with the patent office on 2005-08-11 for omini direction vehicle.
Invention is credited to Hammonds, Carl L..
Application Number | 20050173163 10/925647 |
Document ID | / |
Family ID | 22829447 |
Filed Date | 2005-08-11 |
United States Patent
Application |
20050173163 |
Kind Code |
A1 |
Hammonds, Carl L. |
August 11, 2005 |
Omini direction vehicle
Abstract
An omni direction vehicle with a frame having a round surface
about its perimeter with no apparatus mounted on the frame
extending beyond the perimeter. Two independent drive wheels
located on an axis through the center of the frame are mounted at
the same distance from a central vertical axis through the frame.
Each wheel is powered independently of the other and can rotate at
variable speeds in either direction. The vehicle is capable of
movement in any direction by rotating the axis of the drive wheels
to a position which is perpendicular to the desired direction of
travel. The vehicle can spin about its vertical axis such that the
axis of the drive wheels can be oriented at any direction without
changing the original footprint of the space that the frame
occupies over the ground. Thus, the vehicle requires a zero turning
radius and requires only the space it occupies to change its
forward orientation.
Inventors: |
Hammonds, Carl L.; (Humble,
TX) |
Correspondence
Address: |
ANDREWS & KURTH, L.L.P.
600 TRAVIS, SUITE 4200
HOUSTON
TX
77002
US
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Family ID: |
22829447 |
Appl. No.: |
10/925647 |
Filed: |
August 25, 2004 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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10925647 |
Aug 25, 2004 |
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10371328 |
Feb 20, 2003 |
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6860345 |
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10371328 |
Feb 20, 2003 |
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09919653 |
Jul 31, 2001 |
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6581703 |
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60221802 |
Jul 31, 2000 |
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Current U.S.
Class: |
180/6.5 ;
180/904 |
Current CPC
Class: |
B66F 9/07568 20130101;
B62D 11/06 20130101; B66F 9/07545 20130101; B62D 61/00 20130101;
B66F 9/07572 20130101; B64D 1/22 20130101; B64F 1/324 20200101 |
Class at
Publication: |
180/006.5 ;
180/904 |
International
Class: |
B62D 006/00 |
Claims
1. (canceled)
2. (canceled)
3. (canceled)
4. (canceled)
5. (canceled)
6. (canceled)
7. (canceled)
8. (canceled)
9. A service vehicle comprising, a frame supported on the ground by
wheels and with an outer rail periphery which is in the shape of a
circle defined by a radius about a central vertical axis through
said frame, said frame having no apparatus mounted thereon which
extends beyond the radius of said circle of said outer rail
periphery, said vehicle having a power source mounted on said frame
with operation controls and being arranged and designed when
powered by said power source to turn about said central vertical
axis, with said wheels including drive wheels mounted on said frame
along a horizontal axis which intersects said vertical axis, said
drive wheels coupled to said power source and arranged and designed
to rotate independently in forward and backward directions,
whereby, said vehicle can be rotated such that its outer rail turns
in a turning circle about said vertical axis wherein said turning
circle is substantially the same as the circle shape of said outer
rail.
10. (canceled)
11. (canceled)
12. (canceled)
13. (canceled)
14. (canceled)
15. (canceled)
16. (canceled)
17. (canceled)
18. (canceled)
19. A mowing machine comprising, a frame supported on the ground by
wheels and with an outer rail which is in the shape of a circle
defined about a vertical axis through said frame, said frame having
no apparatus mounted thereon which extends beyond the circular
radius of said outer rail when said frame turns about said vertical
axis, said vehicle having a power source mounted on said frame with
operation controls and being arranged and designed when powered by
said power source to turn about said vertical axis with no
apparatus mounted on said frame extending outwardly beyond said
circular radius such that said outer rail turns in a turning circle
about said vertical axis that is substantially the same as the
circle shape of said outer rail, with drive wheels mounted on said
frame along a horizontal axis which intersects said vertical axis,
said drive wheels coupled to said power source and arranged and
designed to rotate independently in forward and backward
directions, and a plurality of cutting blade assemblies mounted on
said frame, each assembly powered by said power source, said
assemblies mounted inside said circle so that no part of any
cutting blade extends beyond said circle.
20. The mowing machine of claim 19, wherein said cutting blade
assemblies are mounted along an arc inside said circle and are
arranged and positioned on said frame to provide cutting coverage
along substantially the entire diameter of said frame.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] This non-provisional application claims priority under 35
USC 119(e) from Provisional Application 60/221,802 filed on Jul.
31, 2000.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] This invention relates generally to a wheeled vehicle
designed to turn about a vertical axis. In particular, the
invention relates to powered utility riding vehicles of the type
useful for aircraft servicing operations, airport passenger
vehicles, lawnmowers, warehouse utility vehicles, wheelchairs, or
in any vehicle where rotation-in-place steering is
advantageous.
[0004] 2. Description of Prior Art
[0005] Prior art vehicles are known for turning with a zero turning
radius, or so called "turning on the spot." U.S. Pat. No. 3,938,608
describes a vehicle with a single center mounted pivoting drive
motor that is rotated about a vertical axis in order to change
directions of the vehicle. The '608 vehicle is supported with three
or more swivel wheels located at equal radial distances from the
center wheel. The '608 outer profile is in the shape of a rectangle
and has appendages that make close proximity maneuvering impossible
next to another object such as a post or another vehicle.
Furthermore, the '608 vehicle lacks tractive force because of the
single drive wheel. Furthermore, a single drive wheel must be
rotated in order to change the vehicle direction, and although the
single drive wheel can be turned to direct the vehicle in any
direction, it does not provide directional stability for the case
where a force is exerted on the vehicle from an angle to the line
of intended travel. For example, a force against the '608 vehicle
at a 20.degree. angle to the right or left of the line of travel
would force the single '608 wheel to skid, causing loss of
directional control.
[0006] The prior art concerning aircraft service vehicles has not
fundamentally changed in the last fifty years. Conventional tow
vehicles for aircraft, often called tractors, are typically
configured with two axles, one in front, the other in the rear. The
rear axle is fixed to the vehicle and provides motive force; two
additional wheels are located at the front end of the vehicle, each
being steerable and connected together to provide steering of the
vehicle. Since there is a distance between the fixed rear drive
wheels and the axis of the steerable wheels at the front end of the
vehicle, a turning radius is required that far exceeds the space
actually occupied by the vehicle itself. The longer the distance
between front and rear axles, the larger the turning radius that is
required to change directions of the vehicle. A large turning
radius makes maneuvering around crowded airport ramp areas
difficult and often dangerous. Operators are required to look over
their shoulders in order to back up, and congestion is commonplace
at airport and air service facilities. All the vehicles around an
airport ramp share these common shortcomings. A need exists for a
service vehicle that requires less square footage for its
footprints as well as the space required for maneuvering so that
operator safety and the safety of the aircraft are enhanced.
[0007] Mowing vehicles share common problems with those of aircraft
service vehicles. Commercial mowers used to mow highways and large
areas commonly use row-crop tractors to pull the mowers. Such
tractors are designed to pull heavy loads such as plows in a
straight line with few turns, but mowing requires maneuvering
around obstacles such as post, rails, and curbs. Furthermore,
mowing must be for ravines, ditches and on hillsides. Rolling over
or tipping of such equipment is a common problem and safety hazard.
A vehicle that requires no more room than it occupies in area for
maneuvering and having a low center of gravity would be very
advantageous for all commercial mowing applications.
[0008] 3. Identification of Objects of the Invention.
[0009] A primary object of this invention is to provide a service
vehicle that has enhanced maneuverability.
[0010] Another object of the invention is to provide a service
vehicle that can turn on the spot and be of the smallest physical
size relative to the space it occupies.
[0011] Another object of the invention is to provide a service
vehicle which reduces the risk of accidents which result in damage
or injury to equipment or operating personnel.
[0012] Another object of the invention is to provide a service
vehicle having an outer perimeter that defines an outer imaginary
cylinder that encloses any equipment or appendages mounted on the
vehicle thereby enhancing its capability to maneuver the vehicle
without hanging up on objects external to the vehicle.
[0013] Another object of the invention is to provide a service
vehicle with structures mounted thereon for materials handling or
people transport.
[0014] Another object of the invention is to provide a service
vehicle that can be used for towing, pushing or handling aircraft
equipment.
[0015] Another object of the invention is to provide a mowing
machine that can turn on the spot and maneuver easily about
obstructions.
[0016] Another object of the invention is to provide a
people-moving cart for use at an airport, where the cart can turn
around on the spot and be of the smallest physical size relative to
the space it occupies.
SUMMARY OF THE INVENTION
[0017] The objects identified above along with other features and
advantages of the invention are incorporated in a vehicle that, due
to a combination of its characteristics including its shape and the
configuration of its drive wheels, provides unique maneuverability
and efficiency. When the vehicle is combined with a radial movable
hitch to its circular frame, such combination provides for free
circumferential attachment to and movement of other vehicles for
transport of such vehicles with minimal space required for
maneuverability and safety of operation. Such vehicles include
aircraft baggage loading equipment, baggage carts, tractors and
other wheeled equipment adapted for aircraft and airport
operations.
[0018] The vehicle according to the invention has a frame with a
perfectly round outer surface about its perimeter with no external
appendages. That outer surface is characterized as a perfect,
unobstructed smooth circle defined by a vertical axis of the
vehicle. The vehicle has two independent drive wheels located on a
horizontal axis which intersects the vertical axis. Each wheel is
at exactly the same distance from the vertical axis, with each
wheel having the capability to move independently and at infinitely
variable speeds in either direction. Thus, the vehicle is capable
to move in any direction by rotating the axis of the drive wheels
perpendicular to the desired direction of travel. By applying
motive force to the wheels in the appropriate direction and speed,
the vehicle can turn and move in any direction perpendicular to the
axis of the drive wheels within the area covered by its
circumference. Rotating about the vertical axis to any radial
position without changing its original footprint, the vehicle
requires a true zero turning or maneuvering radius, and thus
requires only the space that it occupies in which to maneuver in
any direction. The "footprint" is the area on the ground below the
vehicle when it is at rest.
[0019] The capability to maneuver with a zero turning radius in
addition to having a perfectly round and smooth perimeter with no
apparatus which is mounted on the frame of the vehicle which
extends beyond the outer perimeter of the frame provides for
virtually unlimited directional movement and requires no
maneuvering space beyond the area or footprint covered by the
vehicle itself. The space required of the vehicle is no greater
than that of a conventional vehicle with a drive axle and a
steering axle.
[0020] One embodiment of the invention is in a vehicle capable of
pulling single or multiple pieces of equipment such as trailers or
various sized objects such as aircraft. In this configuration as a
tow vehicle or tractor, the vehicle is equipped with a smooth outer
ring including upper and lower rails which support a trolley. The
trolley includes a plurality of precision wheels or rollers that
are rotatably coupled to the upper and lower rails of the outer
ring and enable the trolley to move freely around the entire
circumference of the outer rim of the vehicle. The trolley can be
rotated either manually, or through the use of a motor, for
positioning the trolley to the desired position at any point about
the circumference of the vehicle prior to connection to the object
to be moved. Attached to the trolley or "truck assembly," via a
hitch is a pivoting arm that can be stored in the vertical position
perpendicular to the ground, or when in use, lowered to a position
approximately parallel to the ground where it may then be attached
to either a towable trailer or another object to be moved such as
an airplane. The connecting arm is capable of movement about an arc
vertically from its pivot point, but not laterally relative to the
pivot point.
[0021] When the connecting arm is then connected to the object to
be moved, and after the axis of the tow vehicle drive wheels is
positioned (by operator action) perpendicular to the desired
direction of movement, the tow vehicle exerts a pushing or pulling
motive force against the object (e.g., trailer or airplane) being
towed or pushed. The direction of travel of the towed or pushed
object can be changed by adjusting the angle of the connecting arm
or hitch relative to the direction of travel of the axis of the tow
vehicle drive wheels. This is accomplished by rotating the axis of
the drive wheels of the tow vehicle radially to any desired angle
relative to the object being towed or pulled and then exerting
forward or reverse power to the drive wheels. Because the trolley
assembly to which the connecting arm is attached is capable of
movement freely about the circumference of the tow vehicle, the
angle of the connecting arm or hitch can constantly be adjusted to
achieve the desired direction of travel of the object being pulled
or pushed. This changing of relative angle and direction does not
transmit any stress to the object being pushed or pulled, because
the speeds of the drive wheels are continuously variable from zero
to maximum and the trolley and arm move about the circumference of
the tow vehicle with very little if any friction.
[0022] The arrangement of a substantially outer circular shape of a
vehicle with a smooth and unobstructed outer perimeter in
combination with two, independently variable speed bi-directional
drive wheels located on a single axis through the exact center of
the vehicle and mobile connecting point or hitch that is free to
move about the full circumference of the vehicle working in
conjunction with a perpendicularly fixed connecting bar results in
a tow vehicle characterized by the ability to move
omni-directionally about a given point, change directions with zero
maneuvering room beyond the physical footprint of the vehicle, and
push or pull other mobile vehicles with precise control. Such
characteristics reduces the operating space on the ground required
to move or handle an object being manipulated thus increasing
operating efficiency. Safety is increased because the operator of
such a vehicle, positioned directly at the center of the tow
vehicle, can always be facing the direction the vehicle is moving,
never having to back up and look backward.
[0023] Whether pushing or pulling another object such as an
aircraft or trailer or cart, the field of vision of the operator of
the tow vehicle is always facing the direction of movement of the
vehicle. In operation, the operator rotates the axis of the drive
wheels until it is perpendicular to the direction of the desired
travel by rotating one wheel in one direction and the other in the
opposite direction. Once the desired drive axle orientation is
reached (perpendicular to the desired direction of travel), both
wheels are given power equally, causing the vehicle to move in the
direction perpendicular to the drive wheel axis of the tow vehicle
axle. The vehicle being towed or pushed is then steered in the new
direction and the angular attitude between the tow vehicle and the
steering axle of the vehicle being towed or pushed automatically
comes into an appropriate geometry as the radial hitch travels
about the perimeter of the tow vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
[0024] The invention is described below with reference to preferred
embodiments which are illustrated by drawings of which:
[0025] FIGS. 1A and 1B are top and side views of the Omni Direction
Vehicle (ODV) according to the invention schematically showing
major drive components, a circular rail about the frame of the ODV,
and a trolley rotatably mounted on the rail;
[0026] FIGS. 2A and 2B are side and top views of a hitch mounted on
the trolley with a more detailed illustration of rotatable mounting
of the trolley on the circular rail of the ODV;
[0027] FIGS. 3A and 3B are illustrations of the ODV pushing an
airplane such that airplane is caused to turn while being
pushed;
[0028] FIG. 4 illustrates an ODV pulling trailers which are
configured in the same manner as the ODV but without drive power
capability to their wheels;
[0029] FIGS. 5A and 5B illustrate, with top and side views, an ODV
according to the invention configured as a baggage vehicle for
transporting and loading baggage to and from the baggage
compartment of an airplane as illustrated by FIG. 6;
[0030] FIGS. 7A and 7B are top and side views of an ODV according
to the invention configured as a hydrant vehicle for fueling an
aircraft;
[0031] FIGS. 8A and 8B are top and side views of an ODV according
to the invention configured as a sanitary service tank truck for
servicing an aircraft;
[0032] FIG. 9 is a top view of an ODV without a trolley according
to the invention configured as a mowing machine; and
[0033] FIGS. 10A and 10B are top and side views of an ODV according
to the invention configured as a passenger cart for airport
operations to transport passengers between locations in an
airport.
DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION
[0034] FIGS. 1A and 1B illustrate an Omni Directional Vehicle
(hereafter ODV) according to the invention which includes primary
wheels 2 mounted on a frame 1 which has an outer perimeter in the
shape of a circle. The circular frame has a vertical axis 110,
illustrated in FIG. 1B and which is perpendicular to the plane of
the top view of FIG. 1A. The wheels 2 (powered in the powered
version of FIGS. 1A, 1B, 3A, 3B, etc., but unpowered in the trailer
version of FIG. 4) are mounted along a horizontal axis 120 which is
perpendicular to the vertical axis 110 and intersects the vertical
axis 110 as shown in FIGS. 1A and 1B. Two swivel castor wheels are
pivotably mounted to the frame at the rear of the ODV 100.
[0035] In the powered version of the ODV 100, a power source 4
mounted on the frame 1 is provided for driving hydraulic pumps 5.
The power source 4 may be a diesel or gasoline engine or an
electric motor/battery assembly. The pump 5 provides balanced
pressurized hydraulic fluid to separate hydraulic motor 6 gearbox
assemblies, one for each wheel 2. The speed and direction of
rotation of motors 5 and wheels 2 is controlled by control levers 7
which operate hydraulic control valves (not illustrated) coupled to
hydraulic motors 6. The control levers 7 and valves operate exactly
the same for each of the left and right wheels 2. Each lever 7 and
valve has a neutral position, such that when a lever is at such
neutral position, a wheel associated with that lever is
hydraulically braked. If a lever is moved forward, the wheel motor
6 begins to move slowly forward for turning a respective wheel 2.
The greater distance that a lever 7 is pushed or pulled from its
neutral position, the faster the wheel motor 6 turns, thereby
causing the wheel 2 to which it is coupled to increase in speed. A
seat 13 for the operator is mounted on frame 1 with the vertical
axis 110 passing through it.
[0036] If both levers 7 are moved in the same direction and amount
and at the same time, both drive wheels 2 move at the same speed,
thereby causing straight-ahead movement of the ODV over the ground.
That movement is perpendicular to the horizontal axis 120. If the
levers 7 are pushed forward or backward at an unequal distance from
each other, a lever moved the greatest distance will produce a
greater speed of rotation than the other one, causing the vehicle
to turn with the vehicle turning about the wheel that is turning
slower. For example, if the right control lever 7 is pushed farther
forward than is the left lever 7, the ODV 100 turns to the left,
and vice versa.
[0037] If the right lever 7 is moved forward and the left lever 7
is moved backward, and both lever positions are the same in amount
and opposite in direction, the left wheel turns backward, the right
wheel turns forward both at the same rate of rotation and the ODV
100 turns in its own space or footprint without moving from that
footprint while it is turning. The footprint over the ground is the
area of the ground beneath the circular frame 1. The counter
clockwise rotation described above, becomes a clockwise rotation
when the right wheel 2 rotates backward at the same rate as the
forward rotation of the left wheel 2. Thus, the ODV 100 in its
basic form can change its heading while not varying its footprint
over the ground during such a change of heading. That means that if
the ODV does not interfere with any object on the ground, with one
heading, that heading can be changed without fear of interfering
with any object on the ground, because the ODV footprint does not
change during heading correction.
[0038] The two wheels 2 (or main wheels of the trailer of FIG. 4)
are located in the exact center axis of the vehicle. Two additional
swivel wheels or castors 3 (as best illustrated in FIGS. 1A, 1B)
are mounted at the rear of the vehicle. The castors 3 provide
support for balancing the weight of the vehicle, because the power
source 4 and other ballast weight (if desired) is used to
counterbalance the ODV 100 and keep the frame 1 substantially
level. The rear swivel castors 3 support this counterbalanced
weight. The swivel castors 3 are mounted on the frame 1 at
positions so as not to protrude from the outer circumference of the
vehicle when the vehicle is turning about itself (i.e., spinning)
about vertical axis 110 in order to assure that there are no
external appendages on the vehicles that could touch or catch other
objects while the ODV 100 is spinning about axis 110. When the ODV
100 moves forward, the castors trail outside the outer
circumference of the ODV frame 1 without any substantial effect on
the obstruction free characteristics of the vehicle. One or more
swivel castors 3 may be employed depending on weight and
application of vehicle 100.
[0039] The hitch rail 8 is mounted to the frame 1, for example via
a plurality of mounting plates or stanchions 26 (see FIGS. 2A, 2B).
The hitch rail 8 provides a smooth running surface for at least one
hitch trolley assembly 9. Where the ODV is arranged and designed as
airport service operations, for example, two or more trolley
assembly may be designed for different hitch arrangements, one for
pushing an aircraft to or away from the terminal, another for
service trailers, and so on. The hitch assemblies may be manually
rotated about rail 8 or they may be rotated by powered assemblies
with electric or hydraulic motors for example. Plural trolleys 9
(only one of which is illustrated in FIGS. 1A, 1B) may be coupled
together so that they move in tandem or separately depending on the
application.
[0040] FIG. 2A illustrates a side view of the hitch rail 8 and its
attachment to the main frame 1 with stanchions 26 spaced around the
circumference of the vehicle. Trolley cams 27 located on the side
of the rail 8 on the top and the bottom of the rail 8 support the
trolley 9 and provide a mounting platform for various hitches and
connections to the ODV 100. The cams are positioned preferably with
one upper and lower cam set 27 outboard of the rail 8, and with two
upper and lower cam sets 27 inboard of the rail 8. The mounting
positions of the outboard cams and the inboard cams are with
respect to the trolley 9 so that the radius of curvature from
inboard cam set 27 to the outboard cam set 27 is substantially the
same as the radius of curvature of the rail 8, thus allowing the
trolley to rotate smoothly with minimum friction and resistance
about rail 8. This freedom of movement reduces stress on the
vehicles being moved, such as aircraft that typically have delicate
landing gear. FIG. 2B illustrates the trolley 9 from a top view.
The two cams 27 located inboard of the rail 8 and one cam 27
located outboard of the rail 8 trap the rail 8 with substantially
no looseness.
[0041] FIG. 3A illustrates the ODV 100 pushing an airplane 150 by
rotating wheels 2 of the ODV 100 such that the forward direction of
the ODV 100 as depicted by the arrow F. The forward direction is
perpendicular to the horizontal axis running through the wheels 2.
The arrow F is directed to the left of the centerline of the
airplane and with both wheels moving forward at the same rate, the
nosewheel of the airplane is turned to the left, causing the
airplane to move in a counter clockwise arc as it is pushed
rearward. FIG. 3B shows the opposite maneuver, when the ODV 100 is
rotated to the right in the same manner, causing the opposite
movement of the nosewheel and a clockwise rotation of the airplane
150 as it is pushed rearward. In this manner, the ODV 100 is
capable of controlling the direction of movement of the airplane in
a smooth, uninterrupted manner. Because the controls 7 of the drive
wheels 2 of the ODV 100 are continuously variable, and very smooth,
it is possible to move at only creeping speeds up through maximum
travel speeds without changes in gears or interrupting the movement
of the airplane 150 or other object being pushed.
[0042] FIG. 4 illustrates a powered ODV 100 pulling a series of
trailers 29 each configured with the same round shape and hitch
trolley as the ODV tractor 100. The main wheels 2A are located on
the center axis 120A of the perfectly round trailers and have
castors like the ODV. The hitches 9 working in concert with the
tractor 100 enable the train of trailers to move in very close
proximity and use very little maneuvering room.
[0043] The description of the ODV 100 above shows its usefulness as
a pushing or pulling vehicle for airport operation. The ODV of the
invention described above can also serve as the basis for other
service vehicles.
[0044] FIGS. 5A and 5B illustrate a baggage loading/unloading
vehicle 200 which utilizes a similar frame and undercarriage as
illustrated in FIGS. 1A and 1B but a trolley hitch is not
necessarily required. The upper surface of the vehicle 200 supports
an annular carousel or conveyor 11 that is used to support baggage
and other freight as it is being unloaded off an airplane. The
operator sits in the center of the carousel 11 for moving the
vehicle 200 from the aircraft to a baggage room, etc. When the
carousel 11 of the vehicle 200 reaches the side of the aircraft, it
is hydraulically elevated by hydraulic pistons 12 (as illustrated
in FIG. 6) to accept baggage from the floor of the aircraft 15 and
transport the baggage to ground level where it may be loaded onto
waiting trailers or carts for transport. Because the carousel 11 is
of an annular shape and without end, freight handlers are able to
continue loading its flat surface as it rotates until it is full.
Unlike straight conveyor belts that become full and dump freight
off the end onto the ground, the ODV carousel accepts baggage until
there is no further room, but when full, the rotating movement of
the carousel does not dump the baggage to the ground. The
arrangement of FIG. 6 can be built on any scale with segmented and
hinged carousel surfaces for transport as required for larger
aircraft.
[0045] FIGS. 7A and 7B illustrate the ODV principle as described
above in a vehicle outfitted as a hydrant refueler 300. In this
arrangement, the same undercarriage is used as the ODV tow vehicle
of FIGS. 1A, 1B; however, on the top of the chassis or frame 1,
several elements are mounted: one or more hose reels 17 with single
point nozzles 18, a filter separator 16, a meter 20 and a hydrant
connection 19 with an articulated hard pipe arm 21 that allows for
connection to underground hydrant fuel systems. Maneuvering of
hydrant refuelers around crowded airport ramps under the wings of
commercial aircraft can be difficult and dangerous due to the
flammable nature of fuel. The ODV hydrant refueler of FIGS. 7A, 7B
enables safer maneuvering without maneuvering space other than that
that the vehicle occupies.
[0046] FIGS. 8A and 8B illustrate the ODV principle as described
above configured as a tank vehicle 400 that is used to service the
sanitary discharge of commercial aircraft, or to deliver fresh
potable water during servicing at the gates between flights. The
entire chassis 23 is constructed as a cylindrical tank for holding
liquid. The outside of the tank is round and to be dimensioned to
be within the circular radius of the frame of the vehicle.
Appropriate drive wheel capacity and hose 24 connections are
provided with hydraulically driven pumps (not shown) to move the
various liquids. The maneuverability of the vehicle 400 makes it
easier to navigate crowded ramp areas of airports.
[0047] FIG. 9 illustrates a mowing tractor 500 based upon the ODV
principle described above. A plurality of appropriately sized and
spaced rotor cutting blades 22 provide for a full cutting swath
equal to the maximum diameter of the vehicle. The unique
maneuvering capabilities of the ODV make mowing around signs,
posts, railing, curbs and other obstacles much more efficient.
Because the vehicle has an extremely low center of gravity,
rollover is virtually eliminated. Accessory items such as full
gimbal mounting of the driver's seat make hillside operation safe.
The main chassis can be segmented from front to rear making
navigation of uneven surfaces possible. Such uneven surfaces
include sides of ditches or ravines.
[0048] FIGS. 10A and 10B illustrate a passenger cart 600 for air
terminal passenger transport based upon the ODV principle discussed
above. An annular shaped bench 80 is secured to the frame of the
vehicle. The operators seat 8 and control levers 7 are mounted
higher on the vehicle to enable the operator to view the airport
terminal over the passenger seated on the bench 80. In operation,
the operator loads passengers for seating on the bench 80.
Preferably the passenger seat faces outwardly from the center of
the vehicle. When the operator must turn the cart 600 around, the
vehicle turns on the spot and after turning 180.degree., for
example, is capable of turning around with zero turning radius.
[0049] As described above, an ODV vehicle of the invention is
characterized by a perfectly round outer perimeter with no
appendages extending radially from that outer perimeter that can
hang up or catch on objects or equipment on the ground. The ODV
arrangement with drive or main wheels positioned along a horizontal
axis that runs through the center of the circular frame, and where
both wheels function independently of each other in forward and
rearward directions provides a basis for many service vehicles,
some of which are described above.
[0050] The invention as described above is defined by the claims
which follow.
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