U.S. patent application number 15/831606 was filed with the patent office on 2018-06-14 for brake module for submersible autonomous vehicle.
The applicant listed for this patent is AQUA PRODUCTS, INC.. Invention is credited to William Londono Correa, Ethan Hanan, Aleksandr Klebanov, Glenn Weissman.
Application Number | 20180162508 15/831606 |
Document ID | / |
Family ID | 60629521 |
Filed Date | 2018-06-14 |
United States Patent
Application |
20180162508 |
Kind Code |
A1 |
Weissman; Glenn ; et
al. |
June 14, 2018 |
BRAKE MODULE FOR SUBMERSIBLE AUTONOMOUS VEHICLE
Abstract
A brake module for submersible autonomous vehicles is disclosed.
The brake module is operatively coupled to a fluid propulsion
system of an autonomous vehicle and includes a braking mechanism
configured to selectively engage a wheel of the autonomous vehicle.
The braking mechanism allows or restricts the wheel to rotate when
the fluid propulsion system operates with an operating parameter
above a parameter threshold.
Inventors: |
Weissman; Glenn; (Cedar
Grove, NJ) ; Hanan; Ethan; (Teaneck, NJ) ;
Correa; William Londono; (Wayne, NJ) ; Klebanov;
Aleksandr; (Bloomfield, NJ) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
AQUA PRODUCTS, INC. |
Cedar Grove |
NJ |
US |
|
|
Family ID: |
60629521 |
Appl. No.: |
15/831606 |
Filed: |
December 5, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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62431689 |
Dec 8, 2016 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
E04H 4/1663 20130101;
B63H 25/50 20130101; B63H 19/08 20130101; E04H 4/1654 20130101 |
International
Class: |
B63H 19/08 20060101
B63H019/08; B63H 25/50 20060101 B63H025/50 |
Claims
1. A submersible autonomous vehicle, comprising: a fluid propulsion
system; a wheel assembly; and a brake module that is operatively
connected to the fluid propulsion system and configured to allow or
restrict the wheel assembly from rotating when the fluid propulsion
system operates with an operating parameter above a parameter
threshold.
2. The submersible autonomous vehicle of claim 1, wherein the brake
module is configured to, at least momentarily, rotationally lock
the wheel assembly to allow the submersible autonomous vehicle to
pivot around the wheel assembly.
3. The submersible autonomous vehicle of claim 1, wherein the brake
module is configured to rotationally lock the wheel assembly for a
predetermined amount of time to allow the submersible autonomous
vehicle to execute a specific turn while pivoting around the wheel
assembly.
4. The submersible autonomous vehicle of claim 1, wherein the brake
module further comprises: an actuator; and a braking mechanism that
selectively engages or disengages the wheel assembly in response to
an actuation of the actuator, wherein engagement between the
braking mechanism and the wheel assembly restricts the wheel
assembly from rotating and disengagement between the braking
mechanism and the wheel assembly allows the wheel assembly to
rotate freely.
5. The submersible autonomous vehicle of claim 4, wherein the
actuation of the actuator causes the braking mechanism to engage
the wheel assembly.
6. The submersible autonomous vehicle of claim 4, wherein the
actuation of the actuator causes the braking mechanism to disengage
from the wheel assembly.
7. The submersible autonomous vehicle of claim 6, wherein the
braking mechanism is biased into engagement with the wheel
assembly.
8. The submersible autonomous vehicle of claim 4, wherein the
actuator comprises: a bladder that distends past an expansion
threshold to cause the actuation.
9. The submersible autonomous vehicle of claim 8, wherein the
bladder is in fluid communication with the fluid propulsion system
and distends when the fluid propulsion system operates with the
operating parameter above the parameter threshold.
10. The submersible autonomous vehicle of claim 9, wherein the
fluid communication between the bladder and the fluid propulsion
system is provided via a connection element that is mechanically or
electrically linked to the fluid propulsion system.
11. The submersible autonomous vehicle of claim 4, wherein the
actuator comprises: an electromagnetic element that causes the
actuation in response to an output of the fluid propulsion
system.
12. The submersible autonomous vehicle of claim 4, wherein the
wheel assembly comprises: a brake engagement portion that the
braking mechanism selectively engages or disengages; and an outer
tread with a coefficient of friction that allows the outer tread to
engage a support surface to create a pivot point for the
submersible autonomous vehicle when the braking mechanism engages
the brake engagement portion.
13. The submersible autonomous vehicle of claim 1, wherein the
fluid propulsion system is a sole source of propulsion for the
submersible autonomous vehicle.
14. The submersible autonomous vehicle of claim 1, wherein the
wheel assembly is a first wheel assembly and the submersible
autonomous vehicle further comprises: a second wheel assembly, the
brake module being configured to simultaneously engage the first
wheel assembly and the second wheel assembly.
15. The submersible autonomous vehicle of claim 1, wherein the
operating parameter is power consumed by the fluid propulsion
system and the parameter threshold is a power threshold.
16. A fluid-actuated brake module for a submersible autonomous
vehicle, comprising: a fluid-actuated actuator that is operatively
coupleable to a fluid propulsion system of an autonomous vehicle;
and a braking mechanism that selectively engages or disengages a
wheel assembly included in the autonomous vehicle in response to an
actuation of the fluid-actuated actuator, wherein engagement
between the braking mechanism and the wheel assembly restricts the
wheel assembly from rotating and disengagement between the braking
mechanism and the wheel assembly allows the wheel assembly to
rotate.
17. The fluid-actuated brake module of claim 16, wherein the
fluid-actuated actuator comprises: an electromagnetic element
configured to cause the actuation based on a voltage supplied to
the fluid propulsion system of the autonomous vehicle to cause the
fluid propulsion system to pump fluid through the autonomous
vehicle.
18. The fluid-actuated brake module of claim 16, wherein the
fluid-actuated actuator is in fluid communication with the fluid
propulsion system and distends past an expansion threshold, in
response to operations of the fluid propulsion system, to cause the
actuation.
19. The fluid-actuated brake module of claim 18, wherein the
fluid-actuated actuator distends when water is pumped through the
autonomous vehicle, by the fluid propulsion system, at or above a
predetermined parameter threshold
20. The fluid-actuated brake module of claim 19, wherein the
braking mechanism comprises: a first segment that is configured to
engage the bladder; a second segment that is coupled to the first
segment via a fulcrum and configured to selectively engage the
wheel assembly; and a biasing member that biases the braking
mechanism into engagement with the wheel assembly until the water
is pumped through the autonomous vehicle, by the fluid propulsion
system, at or above the predetermined parameter threshold.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority to and the benefit of U.S.
Provisional Patent Application No. 62/431,689, filed Dec. 8, 2016,
and entitled "Brake Module for Submersible Autonomous Vehicles,"
the disclosure of which is incorporated herein by reference in its
entirety.
FIELD OF INVENTION
[0002] The present invention relates to the field of autonomous
vehicles and, in particular, to a brake or brake system for a
submersible autonomous vehicle.
BACKGROUND
[0003] Autonomous vehicles are being introduced into an ever
increasing number of facets of daily life in order to automate
various tasks, such as cleaning a pool, cleaning an indoor space,
and maintaining a lawn. Many of these autonomous vehicles and, in
particular, submersible autonomous vehicles, such as pool cleaners,
use jet or fluid propulsion (e.g., an impeller and/or propeller) to
drive or propel the autonomous vehicle along a surface (e.g., the
surface of a pool).
[0004] Since pool cleaners often require a pump or suction system
to clean a pool, it is often economically efficient (and efficient
in terms of space and size) to utilize the pump system for both
cleaning and propulsion (e.g., as opposed to including a
dedicated/second drive system). As an example, U.S. Pat. No.
8,273,183, which is incorporated by reference herein, discloses an
autonomous pool cleaner with a water jet propulsion system that
draws in water for both cleaning and propulsion. In order to
utilize the drawn-in water to propel or move the pool cleaner along
a surface, the pump system discharges the drawn-in water, as a
pressurized stream, at an acute angle with respect to the surface.
In the particular example of U.S. Pat. No. 8,273,183, the
pressurized stream may be discharged in different directions to
control steering of the submersible autonomous vehicle.
[0005] However, even as the number and configuration of discharge
directions is updated, a jet or fluid propulsion drive system may
still only offer limited steering control. For example, a
submersible autonomous vehicle with a jet propulsion system may
have a limited turning radius and may not be able to turn or pivot
about a specific point on a surface. In some instances, a second
drive system can be added to the autonomous pool cleaner; however,
this may be expensive and inefficient.
[0006] In view of at least the aforementioned issues, a brake
module or system that is driven or actuated by an existing fluid
propulsion drive system while also providing increased steering
control is desirable.
SUMMARY
[0007] The present invention relates to a brake system or module
for a submersible autonomous vehicle. The brake module may include
a switch (for an electrical embodiment of the brake module) or
lever (for a mechanical embodiment of the brake module) that is
configured to selectively engage a wheel included on the
submersible autonomous vehicle. In at least some embodiments, the
lever will be biased to engage the wheel, thereby preventing the
wheel from rotating until the lever is actuated. Then, when the
lever is actuated, the lever will disengage from the wheel,
allowing the wheel to rotate freely. The biasing of the lever may
cause the lever to re-engage the wheel when the lever is no longer
actuated.
[0008] In at least some embodiments, the switch or lever is
actuated when the internal pump system of the submersible
autonomous vehicle is run at or above a certain speed or power
threshold. Consequently, at higher pump speeds and/or pump power
(directly related to the voltage supplied to the pump), where the
submersible autonomous pool cleaner is presumably propelled in a
straight line, a wheel including the brake module will be free to
rotate and the pool cleaner may be propelled, unimpeded, by the
pump system (since the switch or lever is actuated to a position
that disengages the brake module from the wheel). Then, when the
pump system is run below the speed or power threshold, the brake
module may re-engage the wheel. When the brake module is engaged
with the wheel, the wheel is fixed (stopped from rotating) and the
submersible autonomous pool cleaner may be able to turn or pivot
about the fixed wheel. Consequently, the brake module may provide
the submersible autonomous pool cleaner with fine-tuned steering
control, as well as tight turning and maneuvering.
[0009] The present invention avoids problems posed by known
submersible autonomous vehicles with jet or fluid propulsion (e.g.,
turning, steering, and size/space efficiency issues) by providing a
brake module that allows for fine-tuned steering movements without
adding a secondary drive system or other expensive and complicated
steering components or assemblies. In fact, the brake module may,
in at least some embodiments, be utilized with pre-existing jet
propulsion systems with only minor modifications. Consequently, the
brake module presented herein provides a cost-efficient steering
improvement for jet or fluid propelled submersible autonomous
vehicles, such as submersible autonomous pool cleaners. Note
however, that the brake module presented herein could also be
selectively applied to motor driven (as opposed to fluid driven)
submersible autonomous vehicles.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] To complete the description and in order to provide for a
better understanding of the present invention, a set of drawings is
provided. The drawings form an integral part of the description and
illustrate an embodiment of the present invention, which should not
be interpreted as restricting the scope of the invention, but just
as an example of how the invention can be carried out. The drawings
comprise the following figures:
[0011] FIG. 1 is a side view of an example submersible autonomous
swimming pool cleaner including at least one brake module
configured in accordance with an exemplary embodiment of the
present invention.
[0012] FIG. 2 is a side, perspective view, from a first side, of
the brake module included in the submersible autonomous swimming
pool cleaner of FIG. 1.
[0013] FIG. 3 is an exploded, side perspective view of the brake
module included in the submersible autonomous swimming pool cleaner
of FIG. 1.
[0014] FIG. 4 is a bottom perspective view of the brake module
included in the submersible autonomous swimming pool cleaner of
FIG. 1.
[0015] FIG. 5 is a rear perspective view of the brake module
included in the submersible autonomous swimming pool cleaner of
FIG. 1.
[0016] FIG. 6 is an exploded, side perspective view of the wheel
assembly included in FIG. 1.
[0017] FIGS. 7 and 8 are side views, from a second side, of the
brake module included in the submersible autonomous swimming pool
cleaner of FIG. 1, with the brake module shown engaged and
disengaged with a portion of a wheel assembly, respectively.
[0018] FIG. 9 is a combined rear, sectional view and schematic
diagram illustrating fluid flow through the submersible autonomous
swimming pool cleaner including the brake module of FIG. 1.
DETAILED DESCRIPTION
[0019] The following description is not to be taken in a limiting
sense but is given solely for the purpose of describing the broad
principles of the invention. Embodiments of the invention will be
described by way of example, with reference to the above-mentioned
drawings showing elements and results according to the present
invention.
[0020] Generally, the brake module presented herein includes a
braking mechanism configured to allow or prevent a wheel of a
submersible autonomous vehicle from rotating. In at least some
embodiments, a piston diaphragm or bladder acts similar to a
bellows to actuate or control the braking mechanism. More
specifically, the piston diaphragm/bellows/bladder distends when
water is pumped, by a fluid or jet propulsion system of a
submersible autonomous robot, through the autonomous robot at or
above a predetermined parameter threshold (e.g., a rate of speed or
pressure threshold). In at least some embodiments, distention of
the piston diaphragm/bellows/bladder causes the braking mechanism
to move out of engagement (e.g., out of contact) with a wheel of
the submersible autonomous vehicle, thereby freeing the wheel to
rotate. However, in other embodiments, distention of the piston
diaphragm/bellows/bladder causes the braking mechanism to move into
engagement (e.g., into contact) with a wheel of the submersible
autonomous vehicle, thereby preventing the wheel from rotating.
[0021] In other words, generally, the brake module presented herein
provides a fluid-actuated switch or lock configured to restrict or
lock (or, alternatively, free or unlock) the rotation of a wheel of
a submersible autonomous vehicle during operation of the autonomous
vehicle (where the phrase "fluid-actuated" means that the switch is
actuated at least because of movement of fluid through the
submersible autonomous vehicle). However, the braking mechanism
need not be directly actuated by a fluid-based bladder/piston
diaphragm and may also be generally based on other
elements/parameters associated with pumping fluid through the
submersible autonomous vehicle. For example, in some embodiments,
the braking mechanism may be actuated by electromagnetic elements
configured to move into or out of engagement with a wheel of the
submersible autonomous vehicle based on the voltage supplied to a
pump system of the submersible autonomous vehicle. Thus, in at
least these embodiments, the braking mechanism is fluid-actuated
because the braking mechanism is actuated based on voltage drawn
into a pump system configured to pump fluid through the submersible
autonomous vehicle.
[0022] Advantageously, the fluid-actuated braking mechanism can be
actuated during operation of a submersible autonomous vehicle to
provide fine-tuned steering control of the submersible autonomous
vehicle. For example, the fluid-actuated braking mechanism can
momentarily rotationally lock a wheel of the submersible autonomous
vehicle to allow the submersible autonomous vehicle to pivot around
a locked wheel. This allows the autonomous vehicle to make
approximately 90 degree turns, hair-pin turns, and other such
maneuvers that a fluid propulsion system generally does not
typically allow (due to the typically circuitous navigation
provided by fluid propulsion). Moreover, the fluid-actuated braking
mechanism can be actuated for a precise amount of time (via a
control system of the submersible autonomous vehicle) and, thus, a
wheel can be locked for a precise amount of time to cause the
autonomous vehicle to execute a specific turn (e.g., 30 degrees).
This allows for specific and/or specialized navigational
programming.
[0023] Now referring to FIG. 1 for a high-level description of a
submersible autonomous vehicle 10 including an exemplary brake
module 100 in accordance with the present invention. In the
depicted embodiment, the brake module 100 is installed on a side of
the submersible autonomous vehicle 10, adjacent to and in
communication with a particular wheel assembly 200 of the
submersible autonomous vehicle 10. More specifically, the brake
module 100 is installed on a housing or support 20 configured to
support two wheel assemblies 200 of the submersible autonomous
vehicle 10. As will be explained in further detail below, the brake
module 100 is configured to selectively engage a particular wheel
assembly 200 to selectively prevent (or allow) rotational movement
of the wheel assembly 200. This may allow the submersible
autonomous vehicle 10 to use the particular wheel assembly 200 as a
pivot point for turning and/or for more fine-tuned steering
control.
[0024] In the particular embodiment of FIG. 1, the submersible
autonomous vehicle 10 is a pool cleaning robot with a fluid or jet
propulsion system. Consequently, the wheels are free-wheeling
wheels that roll along a surface (e.g., a pool surface) as the
autonomous vehicle is propelled by the jet propulsion system, as is
explained in further detail below in connection with FIG. 9.
However, in other embodiments, the brake module 100 may be
implemented with any type of propulsion element, such as an endless
track. In embodiments that include drive motors for the propulsion
elements, the drive motors may need to include or be retrofitted to
include a clutch to prevent a breakdown of the drive system during
effectuation of the brake module 100, as well as a system for
actuating the brake module 100.
[0025] Additionally, in FIG. 1, the brake module 100 is interacting
(e.g., able to selectively engage) a single wheel assembly 200
included on the submersible autonomous vehicle 10. However, in
other embodiments, the brake module 100 may be configured to
simultaneously and/or independently engage multiple wheel
assemblies 200. Additionally or alternatively, a submersible
autonomous vehicle 10 may include two or more brake modules 100. In
these embodiments, each brake module 100 may be individually
controllable (e.g., each brake module 100 may be actuated by
different settings or by different characteristics of a fluid
propulsion system). Still further, a brake module 100 may be
configured to engage two portions or components of a propulsion
element (e.g., two gears driving an endless track).
[0026] Now referring to FIGS. 2 and 3, but with continued reference
to FIG. 1, the exemplary brake module 100 includes a base 102 (also
referred to as a piston base or bladder base), a piston diaphragm
or bladder 160, and a braking mechanism 170 (also referred to as
lever or switch 170). However, in other embodiments, the brake
module 100 may include other components or elements configured to
selectively engage a wheel of a submersible autonomous vehicle. For
example, in other embodiments, the brake module 100 may comprise an
output circuit of an electromagnetic relay or solenoid and, thus,
may not require a bladder 160. Instead, the braking mechanism 170
could be actuated when voltage in an input circuit of an
electromagnetic relay or solenoid included in the pump system (or
any other power circuit included in the submersible autonomous
vehicle) actuates an output circuit of the electromagnetic relay or
solenoid included in the brake module 100. Consequently, the
bladder 160 may also be referred to as actuator 160.
[0027] That being said, in FIGS. 2 and 3, the piston base 102
includes a top cover 104 and a bottom cover 120, and the bladder
160 is generally secured therebetween. More specifically, the top
cover 104 includes an exterior wall 108 and a bottom surface 106
(see FIG. 3), and the bottom cover 120 includes a top surface 122
and a bottom surface 124. The bottom surface 106 of the top cover
104 is configured to mate with the top surface 122 of the bottom
cover 120 to define an interior cavity 130 configured to receive
the bladder 160, or at least a portion thereof. The bottom cover
120 also includes an opening 126 that allows the bladder 160 to
extend out of the base 102 (beneath the bottom surface 124 of the
bottom cover 120) as the bladder 160 expands. In particular, the
bladder 160 may include an expandable portion 162 configured to
extend out of the opening 126 as the pressure and/or volume of
fluid disposed within the bladder increases (e.g., due to the
introduction of pressurized fluid and/or additional fluid).
[0028] The lever or braking mechanism 170 includes a first segment
172 and a second segment 182 that extend from opposite sides of a
pivot point or fulcrum 188. The braking mechanism 170 also includes
a resilient or biasing member 190 that extends from or
approximately from the fulcrum 188. In this particular embodiment,
the distal end of the first segment 172 (e.g., the end of the
segment 172 that is a distance from the fulcrum 188) includes teeth
174 separated by a cavity 176 formed therebetween. As is shown and
described below in connection with FIGS. 7-8, these features (the
teeth 174 and cavity 176) may be configured to selectively engage a
corresponding portion of a wheel assembly 200. However, in other
embodiments, the distal end of the first segment 172 may include
any features configured to selectively engage a wheel assembly 200
(thereby selectively preventing rotation of the wheel assembly
200). Additionally, the biasing member 190 may bias the braking
mechanism 170 to a position where the teeth 174 and cavity 176 of
the first segment 172 are engaged with a wheel assembly, as is also
explained in further detail below.
[0029] Still referring to FIGS. 2 and 3, but now with reference to
FIG. 4 as well, the distal end of the second segment 182 of the
braking mechanism 170 includes a flange 184 that is configured to
extend into or at least adjacent to the opening 126 included in the
bottom cover 120 (e.g., as illustrated in FIG. 4). The flange 184
may also include an engagement member 186 configured to extend
across the opening 126, perpendicular to a direction of expansion
of the bladder 160. Consequently, as the expandable portion 162 of
the bladder 160 expands from the opening 126, the bladder 160 may
push or drive the engagement member 186 downwards, thereby pivoting
or rotating the braking mechanism 170 about the fulcrum 188, as is
described in further detail below in connection with FIGS. 7-8. The
biasing member 190 may bias the braking mechanism 170 to a position
where the distal end of the second segment 182 (or at least the
engagement member 186) is disposed within the opening 126, as is
also explained in further detail below.
[0030] Still referring to FIGS. 2-4, in this particular embodiment,
the piston base 102 is secured to the fulcrum 188 via a flange 140
with a mating element 141. This flange 140 is sized (e.g.,
dimensioned) to position or orient the piston base 102 with respect
to the braking mechanism 170 so that the engagement member 186
extends into the opening 126 in a desired manner. However, in other
embodiments, the piston base 102 need not include a flange 140 and
the base 102 may be positioned appropriately with respect to the
braking mechanism 170 during installation of the brake module 100
onto an autonomous vehicle.
[0031] Now referring to FIG. 5, but with continued reference to
FIGS. 2-4, the piston base 102 and, in particular, the exterior
wall 108 of the top cover 104 defines an inlet or receptacle 110
that provides access to/communication with the bladder 160. For
example, the receptacle 110 may be configured to secure tubing or
piping therein to connect the bladder 160 to a jet or fluid
propulsion system of a host submersible autonomous vehicle (e.g.,
the autonomous vehicle on which the brake module 100 is installed
or included). Additionally or alternatively, the receptacle 110 may
receive wiring or other such elements (e.g., an output circuit of
an electromagnetic relay) configured to facilitate an electric or
electromagnetic connection between the jet or fluid propulsion
system of a host submersible autonomous vehicle and the brake
module 100. The connection provided by or facilitated by receptacle
110 may ensure that the bladder is operatively connected to a fluid
or jet propulsion system of a host submersible autonomous
vehicle.
[0032] Now referring to FIG. 6, an exemplary wheel assembly 200 is
illustrated in an exploded view. The wheel assembly 200 includes an
outer tread 202, a main body 204, and a brake engagement portion
206. The outer tread is configured to engage a support surface
(e.g., a surface of a pool such as the walls or floor), the main
body 204 connects the brake engagement portion 206 and the outer
tread 202, and the brake engagement portion 206 is configured to
interact with the brake module 100 presented herein. In this
particular embodiment, an outer surface of the brake engagement
portion 206 is encircled with teeth 208. As is explained below in
connection with FIGS. 7-8, the brake module 100 is configured to
selectively engage the teeth 208 on the brake engagement portion
206, thereby preventing rotation of the wheel 200. In at least some
embodiments, the outer tread 202 may be manufactured from a tacky
material with a relatively high coefficient of friction (e.g.,
higher than the other parts or the wheel 200). Thus, when the brake
module 100 engages the brake engagement portion 206 to prevent
rotation of the wheel assembly 200, the outer tread 202 may engage
a support surface to create a pivot point for an autonomous
vehicle.
[0033] Now turning to FIGS. 7 and 8, the brake module 100 is shown
engaged and disengaged, respectively, from the brake engagement
portion 206 of the wheel assembly 200. Generally, upon actuation,
the braking mechanism 170 is configured to rotate out of engagement
with a wheel assembly 200. This frees the wheel assembly 200 to
rotate, so that the outer tread 202 can roll along a surface and/or
be driven by a drive system (e.g., a fluid propulsion system) of
the submersible autonomous vehicle to which it is coupled. Then,
when the braking mechanism 170 is no longer actuated (or
de-actuated), the braking mechanism 170 rotates back into
engagement with the wheel assembly 200 (in particular, the brake
engagement portion 206) to restrict or lock the wheel assembly 200
and provide a pivot point for the autonomous vehicle to turn
about.
[0034] FIGS. 7 and 8 illustrate one exemplary embodiment of the
action of the brake module 100. In this particular embodiment,
distention of the bladder 160 causes the bladder 160 to expand from
the base 102 and actuate the braking mechanism/switch 170. The, as
the bladder/piston diaphragm 160 deflates, the braking mechanism
170 rotates back into engagement with wheel assembly 200 to
restrict (i.e., begin or attempt to stop/lock) or lock the wheel
assembly 200 (e.g., the braking mechanism 170 is no longer
actuated). However, in other embodiments, the braking mechanism 170
may function in an opposite manner (e.g., the braking mechanism 170
may rotate into engagement with the wheel assembly 200 when
actuated and rotate out of engagement when no longer actuated).
Moreover, in other embodiments, the braking mechanism 170 may be
actuated by other components or elements instead of the bladder
160, such as an electrical or electromagnetic linkage. In
embodiments with an electromagnetic linkage, the linkage may
actuate the braking mechanism 170 when voltage in a parallel
take-off (e.g., a branch or voltage tap) of a power line delivering
power to internal systems of a host submersible autonomous vehicle
(e.g., the pump system) is above or below a predetermined
threshold.
[0035] In FIG. 7, the bladder 160 is in a position P1 where the
bladder/piston diaphragm 160 is disposed substantially within the
piston base 102 (e.g., the piston diaphragm 160 is not extended).
Consequently, the braking mechanism 170 is in an unactuated
position P3 (e.g., the braking mechanism 170 has not been actuated
by movement of the piston diaphragm 160). In the unactuated
position P3, the first end 172 of the braking mechanism 170 is
engaged with the brake engagement portion 206 of the wheel assembly
200 to prevent rotational movement of the wheel assembly 200. More
specifically, the teeth 174 and cavity 176 of the first end 172 of
the braking mechanism 170 are secured around a tooth included in
the teeth 208 of the brake engagement portion 206. This engagement
prevents the wheel assembly 200 from rotating.
[0036] In at least some embodiments, the biasing member 190 of the
braking mechanism 170 is resilient, insofar as the resiliency of
the biasing member urges the biasing member 190 back to a natural
or resting position P5. In its natural or resting position P5, the
biasing member 190 rests against a biasing support 22 (which may be
included in the brake module 100 or the housing 20 of the
submersible autonomous vehicle 10 as shown, for example, in FIG. 1)
and biases the braking mechanism 170 towards position P3. More
specifically, the biasing member 190 may bias the braking mechanism
170 against rotating in direction D4. The combination of this
biasing and the position of the braking mechanism 170 with respect
to both the wheel assembly 200 and the bladder 160 may cause the
braking mechanism 170 to be biased to engage the wheel assembly 200
(and, thus, prevent rotational movement of wheel assembly 200).
However, in other embodiments, the braking mechanism 170 may be
biased to position P3 in any manner. For example, in some
embodiments, the braking mechanism 170 may be biased to position P3
by appropriately weighting the segments 172, 182 of the braking
mechanism 170 to gravitationally urge the braking mechanism 170
towards position P3 when the piston diaphragm 160 is in position
P1.
[0037] Additionally, the piston diaphragm 160 may be biased to
position P1. In some embodiments, the piston diaphragm 160 may be
configured to be disposed substantially within the piston base 102
(e.g., be in position P1) under normal pressure and volume
conditions (e.g., when the pressure and volume are beneath certain
thresholds), essentially biasing itself to position P1.
Additionally or alternatively, the braking mechanism 170 may
retain, push, or urge the piston diaphragm 160 in or to position
P1, such that biasing member 190 essentially biases the braking
mechanism 170 to position P3 and the piston diaphragm 160 to
position P1.
[0038] Still referring to FIGS. 7 and 8, as or after the piston
diaphragm 160 receives fluid that increases the pressure and/or
volume within the piston diaphragm 160, the piston diaphragm 160
will begin to expand in direction D1. Once the piston diaphragm 160
expands past a certain expansion threshold (position P2 illustrates
a position of the diaphragm 160 subsequent to expansion past the
expansion threshold), the piston diaphragm 160 will engage the
engagement member 186 included at the distal end of the second
segment 182 of the braking mechanism 170 and begin to move the
engagement member 186 downwards in direction D1. This movement
causes the braking mechanism 170 to rotate in direction D4, thereby
moving braking mechanism 170 to an actuated position P4 (also
referred to as a disengaged position P4). In position P4, the
distal end of the first segment 172 (including teeth 174 and cavity
176) is disengaged with the brake engagement portion 206 of the
wheel assembly 200 and, thus, the wheel assembly is free to rotate
(e.g., roll along a surface). As is explained below in connection
with FIG. 9, in at least some embodiments, the piston diaphragm 160
will expand past the expansion threshold (e.g., to position P2),
when a fluid propulsion system of a host autonomous vehicle
satisfies certain parameters (e.g., components of a pump system are
run at or above certain speeds).
[0039] As is shown in FIG. 8, when the switch 170 is in position
P4, the biasing member 190 is in a position P6. In position P6, the
biasing member 190 is generating a rotational force in direction
D3. For example, the biasing member 190 may be flexed against the
biasing support 22 and may be urged towards its rest or natural
position P5 due the material composition of the biasing member 190
and/or natural resiliency. Consequently, as pressure and/or volume
within the piston diaphragm 160 decreases, the braking mechanism
170 may automatically begin to rotate in direction D3, back towards
position P3. If the piston diaphragm 160 is resilient, the volume
of the piston diaphragm 160 may decrease (e.g., fluid is drawn or
pushed out) and the piston diaphragm 160 may move in direction D2
on its own. Thus, the piston diaphragm 160 and biasing member 190
may, in essence, work together to rotate the braking mechanism 170
in direction D3, back to position P3. Alternatively, the biasing
member 190 may cause the braking mechanism 170 to rotate in
direction D3 while the engagement member 186 included at the distal
end of the second segment 182 of the braking mechanism 170 pushes
the piston diaphragm 160 in direction D2. Consequently, the switch
170 may decrease the volume of the piston diaphragm 160 as the
braking mechanism 170 rotates in direction D3, back to position
P3.
[0040] Now referring to FIG. 9 for an explanation of fluid flow
through a submersible autonomous vehicle (in the illustrated
embodiment, a pool cleaner 10) including the brake module 100
presented herein, according to an exemplary embodiment of the
present invention. As mentioned, the brake module 100 is installed
on a pool cleaner 10 that includes a fluid propulsion system 11
with a pump mechanism 14, such as a propeller, impeller, or
impeller/propeller combination that is configured to draw fluid
into the autonomous vehicle via intake 12. The pump mechanism 14
expels fluid that is drawn into the autonomous vehicle 10 (at
intake 12) as a pressurized stream via vent 16A and/or 16B, as
shown by flow F1 and flow F2, respectively. Typically, vents 16A
may then be controlled or utilized to steer the autonomous vehicle.
For example, in some embodiments, the autonomous vehicle may be
able to direct flow through either vent 16A or vent 16B in order to
turn the autonomous vehicle. Additionally or alternatively, vent
16A and vent 16B may be selectively angled and/or redirect the
pressurized streams for steering.
[0041] The brake mechanism 100 is in operatively coupled to the
pump mechanism 14 and/or a portion of the fluid propulsion system
11 that transfers the pressurized streams from the pump mechanism
14 to vent 16A and vent 16B. For example, in the embodiment
depicted in FIG. 9, a tube 18 connects the brake module 100 (in
particular, the piston diaphragm 160 of the brake module 100) to
the pump mechanism 14 and/or a section of the fluid propulsion
system 11 directly above the pump mechanism 14.
[0042] In some embodiments, the tube 18 is connected directly to
the pump mechanism 14 and/or a section of the fluid propulsion
system 11, but in other embodiments, the tube 18 is connected via a
connection element 19. For example, the connection element 19 may
comprise a pump or impeller coupled to the pump mechanism 14 and/or
a power line providing power to the pump mechanism and/or a seal
connecting the tube 18 to an exhaust or other such element that can
deliver pressure generated by the pump mechanism 14 to the brake
module 100. Additionally or alternatively, the connection element
19 may comprise an input circuit of an electromagnetic linkage
coupled to the brake module 100 (where the tube 18 would not be
required).
[0043] In embodiments where the connection element 19 comprises a
pump or impeller, the pump or impeller may be mechanically and/or
electrically linked with the pump mechanism 14 and/or the power
delivered to the pump mechanism 14. Thus, the pump or impeller may
generate pressure proportionally to the speed/power/pressure of the
pump mechanism 14. For example, the pump or impeller may take power
off the shaft of a motor driving the pump mechanism 14 (such as via
a power-take-off unit (PTO) or gearbox) and, thus, be run at a
speed that is proportional to the speed of the pump mechanism 14
(e.g., some ratio). The pump or impeller may be coaxial to the
motor of the pump mechanism 14, connected thereto via a gearbox
(and, thus, run proportionally to the motor speed), or connected in
any other manner. Regardless of how the pump or impeller is
connected to the jet propulsion system 11 and the tube 18, running
the pump or impeller may generate pressure in tube 18 causing a
flow down tube 18 as illustrated by flow F3. Flow F3 may increase
the volume and/or pressure of fluid in the piston diaphragm 160 of
the brake module 100, thereby actuating the braking mechanism 170,
as discussed above in connection with FIGS. 7 and 8.
[0044] Alternatively, in some embodiments, the tube 18 may be in
direct or indirect fluid communication with the fluid propulsion
system 11 (e.g., via a venturi created by connection 19) and, thus
a pressurized stream of fluid generated by the pump mechanism 14
may propel fluid down tube 18, as illustrated by flow F3. As
mentioned, flow F3 may increase the volume of fluid in the piston
diaphragm 160 of the brake module 100. In yet other embodiments,
the flow F3 into tube 18 from the fluid of the fluid propulsion
system 11 may be selectively regulated (e.g., by an optional valve
19). In this configuration, increased output from the pump
mechanism 14 may selectively increase the flow into the piston
diaphragm 160 of the brake module 100 (based on the position of
valve 19).
[0045] Regardless of how the brake module 100 is in communication
with the fluid propulsion system 11, running the fluid propulsion
system 11 above certain parameter thresholds will actuate the
braking mechanism 170 (e.g., by mechanically or electromagnetically
rotating a lever or by actuating an electromagnetic pin or by
actuating a solenoid) of the brake module 100, thereby freeing an
associated wheel assembly 200 to rotate.
[0046] More specifically, in the depicted embodiment, when voltage
is provided to the pump mechanism 14 above a certain power
threshold, the motor of the pump mechanism 14 may increase the
pressure and/or volume directed towards the piston diaphragm 160 of
the brake module 100 (e.g., by increasing the speed of a connected
pump or impeller 19, thereby increasing pressure directed down tube
18), causing the piston diaphragm 160 to distend and move to a
position beyond the expansion threshold (e.g., position P2). This
expansion, in turn, actuates the braking mechanism 170 to disengage
from the wheel assembly 200 (e.g., the braking mechanism 170 moves
to position P4).
[0047] Then, as the voltage delivered to the pump mechanism 14 of
the fluid propulsion system 11, or components thereof, decreases,
these components will begin to run below the parameter thresholds
and the pressure being directed towards the piston diaphragm 160
begins to decrease (e.g., the pump or impeller 19 may shut-off when
the power delivered to the pump mechanism 14 is below a power
threshold and pressure may begin to disperse along the length of
tube 18), causing the piston diaphragm 160 to begin to deflate
(due, at least in part, to the biasing of piston diaphragm 160).
This deflation causes the braking mechanism 170 to reengage the
wheel assembly (e.g., the braking mechanism 170 moves to position
P3). This restricts (i.e., begins or attempts to stop/lock) the
wheel or locks the wheel in place and provides a pivot point for
tight turns or other such maneuvers. In at least some embodiments,
fluid flow F3 may reverse its direction as the piston diaphragm 160
deflates.
[0048] In different embodiments, the parameter thresholds can be
determined or configured in order to allow for precise steering
control in a particular environment. For example, a speed/voltage
threshold may be determined based on performance of a particular
robot in a particular pool. Once a speed/voltage threshold is set
appropriately, the brake module 100 may be configured to disengage
from the wheel 200 at pump motor speeds (e.g. the pump motor from
the motor mechanism 14) associated with straight line movements and
engage the wheel 200 at pump motor speeds associated with turning
movements. Then, using this knowledge, the pump motor 14 may be
programmed to drop to turning speeds for certain amount of times in
order to turn a certain angle. For example, the pump motor may run
below the speed threshold for approximately one second to
effectuate a turn of approximately 30 degrees (e.g., one second
below the speed threshold causes a one second pivot about the wheel
associated with the brake module 100, which results in a 30 degree
turn of the submersible autonomous vehicle).
[0049] To summarize, in one form, a brake module for autonomous
vehicles is disclosed. The brake module includes a bladder in fluid
communication with a fluid propulsion system of an autonomous
vehicle (or some other source of control) and an engagement element
configured to selectively engage a wheel of the autonomous vehicle.
The engagement element prevents movement of the wheel when engaged
with the wheel and is configured to disengage from the wheel when
the fluid propulsion system (or other control system) is run at a
setting that exceeds a disengagement threshold.
[0050] In another form, a submersible autonomous vehicle is
disclosed, the submersible autonomous vehicle comprising: a fluid
propulsion system; a wheel assembly; and a brake module that is
operatively connected to the fluid propulsion system and configured
to allow or restrict the wheel assembly from rotating when the
fluid propulsion system operates with an operating parameter above
a parameter threshold.
[0051] In yet another form, a fluid-actuated brake module for a
submersible autonomous vehicle is provided herein, the
fluid-actuated brake module comprising: a fluid-actuated actuator
that is operatively coupleable to a fluid propulsion system of an
autonomous vehicle; and a braking mechanism that selectively
engages or disengages a wheel assembly included in the autonomous
vehicle in response to an actuation of the fluid-actuated actuator,
wherein engagement between the braking mechanism and the wheel
assembly restricts the wheel assembly from rotating and
disengagement between the braking mechanism and the wheel assembly
allows the wheel assembly to rotate.
[0052] While the invention has been illustrated and described in
detail and with reference to specific embodiments thereof, it is
nevertheless not intended to be limited to the details shown, since
it will be apparent that various modifications and structural
changes may be made therein without departing from the scope of the
inventions and within the scope and range of equivalents of the
claims. In addition, various features from one of the embodiments
may be incorporated into another of the embodiments. Accordingly,
it is appropriate that the appended claims be construed broadly and
in a manner consistent with the scope of the disclosure as set
forth in the following claims.
[0053] It is also to be understood that the brake module described
herein, or portions thereof may be fabricated from any suitable
material or combination of materials, such as plastic, foamed
plastic, wood, cardboard, pressed paper, metal, supple natural or
synthetic materials including, but not limited to, cotton,
elastomers, polyester, plastic, rubber, derivatives thereof, and
combinations thereof. Suitable plastics may include high-density
polyethylene (HDPE), low-density polyethylene (LDPE), polystyrene,
acrylonitrile butadiene styrene (ABS), polycarbonate, polyethylene
terephthalate (PET), polypropylene, ethylene-vinyl acetate (EVA),
or the like. Suitable foamed plastics may include expanded or
extruded polystyrene, expanded or extruded polypropylene, EVA foam,
derivatives thereof, and combinations thereof.
[0054] Finally, it is intended that the present invention cover the
modifications and variations of this invention that come within the
scope of the appended claims and their equivalents. For example, it
is to be understood that terms such as "left," "right," "top,"
"bottom," "front," "rear," "side," "height," "length," "width,"
"upper," "lower," "interior," "exterior," "inner," "outer" and the
like as may be used herein, merely describe points of reference and
do not limit the present invention to any particular orientation or
configuration. Further, the term "exemplary" is used herein to
describe an example or illustration. Any embodiment described
herein as exemplary is not to be construed as a preferred or
advantageous embodiment, but rather as one example or illustration
of a possible embodiment of the invention.
[0055] Similarly, when used herein, the term "comprises" and its
derivations (such as "comprising", etc.) should not be understood
in an excluding sense, that is, these terms should not be
interpreted as excluding the possibility that what is described and
defined may include further elements, steps, etc. Meanwhile, when
used herein, the term "approximately" and terms of its family (such
as "approximate", etc.) should be understood as indicating values
very near to those which accompany the aforementioned term. That is
to say, a deviation within reasonable limits from an exact value
should be accepted, because a skilled person in the art will
understand that such a deviation from the values indicated is
inevitable due to measurement inaccuracies, etc. The same applies
to the terms "about" and "around" and "substantially".
* * * * *