DESC:FIELD OF THE INVENTION

This disclosure is related to new hybrid rail-road transit in which at least one automated vehicle is either top guided or bottom guided. A novel top guide, bottom guide, and three-way switching mechanism is used to navigate the at least one automated vehicle, also referred to as rove (robotic vehicle), along a path and off-line stations.

BACKGROUND

Mass rapid public transport systems are not being patronized to an expected level for want of reliable feeder systems. The motorized modes of feeder system such as personal vehicles, taxi/cab services, etc., adds volume to the already congested road networks in the urban cities. Further, it is widely recognized that the remarkable increase in traffic congestion, air pollution, energy consumption, and road accidents is produced by the large increase of private motorized vehicles. A growing concern for public transit is the inability to shift the passenger’s mode from private to public transport. Some of the reasons being, lack of proper dedicated pedestrian footpaths, cycling tracks, skate board paths etc. discourages the public from using such facilities and subsequently compromising on the comfort, health and safety of the citizens.

Autonomous guided vehicles are being proposed to overcome present traffic congestions and increase orderly movement of vehicles. Such track guided vehicles can be implemented with a light weight infrastructure and with less headway. Track guided vehicles are easy to be autonomously operated. Track switches (‘turnouts’ or ‘points’) are a necessary element of any rail network. Switches enable vehicles to take many different routes through the network. It is quite often necessary to switch the routes for main line movements, parking berths, platformshifting etc. In autonomous guided vehicles also, this requirement exists. In auto guidedapplications the vehicles are generally guided by tracks through which they move. Such guidedvehicles are not very big and much smaller in size and volume compared to conventional railway rolling stocks. They have very low braking distance and hence capable of moving much closer and improve through put. Conventional railways use track switching schemes which have verylong history of development and experience. However, these track-based switches are bulky andheavy. Their response times are very big and cannot meet auto guided vehicles requirements.

In view of the limitations associated with conventional systems, they are not useful for automated transit system because these vehicles move at very close headways and short time intervals. Hence there exists a need for an intelligent guided rapid transit system having an intelligent switching system along with guide track

SUMMARY OF INVENTION
This summary is provided to introduce a selection of concepts in a simplified format that are further described in the detailed description of the present disclosure. This summary is not intended to identify key or essential inventive concepts of the present disclosure, nor is it intended for determining the scope of the present disclosure.

In an embodiment of the present disclosure, an automated guided transit system may be disclosed. The automated guided transit system may comprise at least one automated vehicle comprising a plurality of ground-engaging wheels disposed at a bottom portion of the at least one automated vehicle. The automated vehicle may further comprise a plurality of guiding units disposed at a top portion of the at least one automated vehicle and drivably coupled to the plurality of ground engaging members, with each of the plurality of guiding units comprising a plurality of guiding wheels adapted to guide the movement of the at least one automated vehicle. Furthermore, the automated vehicle may comprise a plurality of switching units disposed at the top portion of the at least one automated vehicle, wherein each of the plurality of switching units may comprise a plurality of switching wheels adapted to switch a direction of movement of the at least one automated vehicle in one of a left direction and a right direction with respect to the movement of the at least one automated vehicle. The automated guided transit system may also comprise an elevated guiding structure comprising a truss and a plurality of main guides supported on an upper portion of the truss and adapted to be engaged with the plurality of guiding wheels to guide the movement of the at least one automated vehicle. It may further comprise a plurality of switching guides adapted to be engaged with the plurality of switching wheels of the at least one automated vehicle, wherein the plurality of switching guides adapted to switch the direction of the movement of the at least one automated vehicle.
In another embodiment, an automated guided transit system is disclosed. The automated guided transit system comprises at least one automated vehicle having a plurality of ground-engaging wheels disposed at a bottom portion of the at least one automated vehicle. Further, the at least one automated vehicle includes a plurality of guiding units disposed at the bottom portion of the at least one automated vehicle and drivably coupled to the plurality of ground engaging members. Each of the plurality of guiding units comprises a plurality of guiding wheels adapted to guide the movement of the at least one automated vehicle. The automated guided transit system includes a plurality of switching units disposed at the bottom portion of the at least one automated vehicle. Each of the plurality of switching units comprises a plurality of switching wheels adapted to switch a direction of movement of the at least one automated vehicle in one of a left direction and a right direction with respect to the movement of the at least one automated vehicle. Furthermore, the automated guided transit system includes an elevated guiding structure having a truss and a plurality of main guides supported on a bottom portion of the truss. The plurality of main guides adapted to be engaged with the plurality of guiding wheels to guide the movement of the at least one automated vehicle. Further, the elevated guiding structure includes a plurality of switching guides adapted to be engaged with the plurality of switching wheels of the at least one automated vehicle, wherein the plurality of switching guides adapted to switch the direction of the movement of the at least one automated vehicle.
In yet another embodiment, an automated guided transit system may be disclosed. The system may comprise a plurality of automated guided vehicle adapted to be individually guided in the automated guided transit system, wherein each of the plurality of automated guided vehicle comprising. Further, the system may comprise at least one vehicle processor and a navigation unit in communication with the at least one vehicle processor and configured to determine information associated with movement of each of the plurality of automated guided vehicle and presence of neighbouring automated vehicles. Further, it may comprise an obstacle detection unit in communication with at least one vehicle processor and configured to identify obstacles in front of the each of the plurality of automated guided vehicle and an absolute positioning system in communication with at least one vehicle processor and configured to correct/calibrates a position of the automated vehicle with a magnetic reference point fixed on a plurality of main guides. The system may further comprise a navigation control system in communication with the navigation unit and the at least one processor of each of the plurality of automated vehicles and configured to navigate the plurality of automated vehicles in the automated guided transit system. The said navigation control system may comprise a plurality of communication towers configured to communicate with the navigation unit of the plurality of automated vehicles via at least one of Vehicle-to-everything (V2X) communication and Dedicated short-range communications (DSRC) and a data and central control server in communication with the plurality of communication towers and configured to monitor real-time movement of each of the plurality of automated vehicles and to control trip parameters and emergency control.
To further clarify advantages and features of the present disclosure, a more particular description of the disclosure will be rendered by reference to specific embodiments thereof, which is illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the disclosure and are therefore not to be considered limiting of its scope. The disclosure will be described and explained with additional specificity and detail with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
To further clarify advantages and features of the present disclosure, a more particular description of the disclosure will be rendered by reference to specific embodiments thereof, which is illustrated in the appended drawing. It is appreciated that these drawings depict only typical embodiments of the disclosure and are therefore not to be considered limiting its scope. The disclosure will be described and explained with additional specificity and detail with the accompanying drawings in which:
Figure 1 illustrates a schematic view of TINS (Tietran Intelligent Navigation System) scheme for an automated guided transit system, with operational description of a Tietran Network according to an embodiment of the present invention;
Figure 2 illustrates a schematic view of an overall architecture of an on-board unit of ROVE, i.e., an automated vehicle, according to an embodiment of the present invention;
Figure 3 illustrates a Central Data Control of the ROVE and a Passenger Application interface according to an embodiment of the present invention;
Figure 4 illustrates a plan view of a 30C ROVE for seating and standing of the passengers according to an embodiment of the present invention;
Figure 5 illustrates a plan view of a 60C ROVE for seating and standing of the passengers according to an embodiment of the present invention;
Figure 6 illustrates a block diagram representing APOS sensor and the interfacing between sensor arrays, slave register IC, master microcontroller, and transmission of data to a vehicle processor of the automated vehicle, according to an embodiment of the present invention;
Figure 7 illustrates a block diagram of an internal sensor architecture of the Tietran Network according to an embodiment of the present invention;
Figure 8 illustrates an overall guiding a steering system of the ROVE, according to an embodiment of the present invention;
Figure 9 illustrates a schematic view of an elevated top guiding structure for the ROVE according to an embodiment of the present invention;
Figure 10 illustrates a cross-sectional view of the supporting structure for elevated top guiding of the ROVE, according to an embodiment of the present invention;
Figure 11 illustrates a schematic view of switching areas for top guiding and switching ROVE, according to an embodiment of the present invention;
Figure 12 illustrates a schematic view of a single point swinging type switching mechanism for top guided ROVE, according to an embodiment of the present invention;
Figure 13 illustrates a schematic view of switching wheel position for a swinging mechanism for straight mode for ROVE, according to an embodiment of the present invention;
Figure 14 illustrates a schematic view of switching wheel position for swinging mechanism at right mode for ROVE according to an embodiment of the present invention;
Figure 15 illustrates a schematic view of switching wheel position for swinging mechanism at left mode for ROVE according to an embodiment of the present invention;
Figure 16 illustrates a cross sectional view of guides at end of switching zones, according to an embodiment of the present invention;
Figure 17 illustrates a cross sectional view of guides at entry of switching zone and conductor rail, according to an embodiment of the present invention;
Figure 18 illustrates a schematic view of bottom guiding and switching mechanism for straight mode for ROVE according to another embodiment of the present invention;
Figure 19 illustrates a schematic view of bottom guiding and switching mechanism with steering system in ROVE according to an embodiment of the present invention;
Figure 20 and 22 illustrates a schematic view of bottom guiding and switching mechanism with anti-lift guide wheels in ROVE according to an embodiment of the present invention;
Figure 21 illustrates an overall view of the bottom guiding and switching mechanism according to an embodiment of the present invention;
Figure 23 illustrates a guiding and steering mechanism for bottom guided ROVE according to an embodiment of the present invention;
Figure 24 illustrates a top view of a bottom guide for bottom guided ROVE at switch location according to an embodiment of the present invention;
Figure 25 illustrates a schematic view of a bottom guided system with guided mounted above the ground for bottom guided ROVE according to an embodiment of the present invention; and
Figure 26 illustrates a schematic view of the structure and mounting arrangement of conductor rail.
DETAILED DESCRIPTION OF FIGURES

For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilled in the art to which the invention relates. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skilled in the art to which this invention belongs. The system, methods, and examples provided herein are illustrative only and not intended to be limiting.

The term “some” as used herein is defined as “none, or one, or more than one, or all.” Accordingly, the terms “none,” “one,” “more than one,” “more than one, but not all” or “all” would all fall under the definition of “some.” The term “some embodiments” may refer to no embodiments or to one embodiment or to several embodiments or to all embodiments. Accordingly, the term “some embodiments” is defined as meaning “no embodiment, or one embodiment, or more than one embodiment, or all embodiments.” The terminology and structure employed herein is for describing, teaching and illuminating some embodiments and their specific features and elements and does not limit, restrict or reduce the spirit and scope of the claims or their equivalents.

More specifically, any terms used herein such as but not limited to “includes,” “comprises,” “has,” “consists,” and grammatical variants thereof do NOT specify an exact limitation or restriction and certainly do NOT exclude the possible addition of one or more features or elements, unless otherwise stated, and furthermore must NOT be taken to exclude the possible removal of one or more of the listed features and elements, unless otherwise stated with the limiting language “MUST comprise” or “NEEDS TO include.” Whether or not a certain feature or element was limited to being used only once, either way, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do NOT preclude there being none of that feature or element, unless otherwise specified by limiting language such as “there NEEDS to be one or more . . . ” or “one or more element is REQUIRED.”

Unless otherwise defined, all terms, and especially any technical and/or scientific terms, used herein may be taken to have the same meaning as commonly understood by one having ordinary skills in the art.

Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements presented in the attached claims. Some embodiments have been described for the purpose of illuminating one or more of the potential ways in which the specific features and/or elements of the attached claims fulfil the requirements of uniqueness, utility and non-obviousness.

Use of the phrases and/or terms such as but not limited to “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or variants thereof do NOT necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or alternatively in the context of more than one embodiment, or further alternatively in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.

Any particular and all details set forth herein are used in the context of some embodiments and therefore should NOT be necessarily taken as limiting factors to the attached claims. The attached claims and their legal equivalents can be realized in the context of embodiments other than the ones used as illustrative examples in the description below.

Detail sub-systems / components
a. Guide - Guide is top or bottom mounted continues structure which can be in the form of different geometry or grove on which guide wheels are moved and guides the vehicle throughout pre-defined path.

b. Switch - Switch is a location where we have to diverge or converge from one route to two or three routes, It contains switching guides to which switching wheels gets engaged and guides the vehicle through desired pre-defined path.

c. Vehicle with Guide wheels - Top or bottom guiding system which is connected to steering system of the vehicle contains several sets of wheels of different geometry suiting to respective guide geometry. Guiding wheels moves on guide to follow pre define path and gives input to steering mechanism which steers the vehicle on desired path.
Guiding Mechanism also houses Switching wheels, which engages with switching guide and helps vehicle to switch from one guide to another. The switching wheel can be of different geometry with respect to switching guide.
Guiding mechanism is mounted on vehicle chassis through active suspension or passive independent type suspension to minimise load coming on guiding wheels.

d. TINS–TINS which stands for Tietran Intelligent Navigation control System is a control strategy originally designed for ROVE (ROboticVEhicles) to transport passengers autonomously from one place to another within the Tietran era. This strategy inherits the cutting edge technologies for communication, control, route planning, accessibility and safety. Communication technology offers the next generation V2X technology which provides peer to peer connections between the ROVEs and DCC (Data & Central Control).

e. APOS – APOS (Absolute Positioning) sensor intelligently provides the exact position measurement of a given guided track. This data is acquired by sensing magnetic pattern array on the guided track which indicates a unique position identification used by the TieTran ROVE for navigation.

f. OD0S/ODiS– TieTranROVE operates in the two modes of operation i.e OD0S(Origin to destination with zero stop) which ensures the journey from source to destination without stop in between, Where as in other mode ODiS (Origin to destination in one stop) which ensures the journey from source to destination with one stop.

Figure 1 illustrates overall scheme of the automated guided rapid transit system in accordance with an embodiment of the present disclosure. The automated guided transit system may interchangeably be referred to as one of the automated transit system and system, without departing from the scope of the present disclosure.The roves are autonomously navigated on guide tracks as per central server navigation commands.The system may comprise a plurality of intelligent vehicles (hereinafter ROVE and interchangeably used as one of intelligent vehicles or automated vehicles). The plurality of ROVE 1000, also referred to as the plurality of automated vehicles 1000, may be connected to each other. Further, each of the plurality of ROVE may be connected to a central server 4000.
In an embodiment, referring to Figure 1 and Figure 2,the plurality of automated vehicle1000is adapted to be individually guided in the automated transit system. Each of the plurality of automated vehicle comprises at least one vehicle processor 1800 (also referred to as the vehicle processor 1800). Further, the plurality of automated vehicle includes a navigation unit 1005 in communication with the at least one vehicle processor 1800 and configured to determine information associated with movement of each of the plurality of automated vehicle and presence of neighboring automated vehicles. Further, the automated vehicle 1000 includes an obstacle detection unit1007 in communication with at least one vehicle processor 1800 and configured to identify obstacles in front of the each of the plurality of automated vehicle.Furthermore, the automated vehicle 1000 includes an absolute positioning system 1101 in communication the at least one vehicle processor 1800 and configured to determine position of each of the plurality of automated vehicle 1000 with respect to a plurality of main guides (explained in later sections of the disclosure) of the elevated guiding structures. The absolute positioning system 1101is also configured to correct/calibrates a position of the automated vehicle with a magnetic reference point (explained in later sections of the disclosure) fixed on the plurality of main guides.Further, the absolute positioning system 1101 is provided to recalibrate readings associatedwith a wheel encoder 1108 based the absolute positions of the automated vehicle obtained from magnetic reference points 1104. The wheel encoder 1108 is mounted on an axle of the ROVE 1000 and responsible for sensing the speed of ROVE (1000) during running.

Further, the automated vehicle 1000 includes an ultrasound sensor 1109 to detect the obstacle on a back side,a left side, and a right side of the automated vehicle 100, i.e., the ROVE.This also ensures that there is no passenger left nearby while ROVE is about to move from rest. Microcontroller M1 & M2 are the main brains of the ROVE OBU (On-Board Unit) (3001), which performs all the end to end decision for the ROVE from starting to stopping and during the journey. This is capable of reading all the sensors and communication modules output and passing the command to the actuator. Processor P3 processor handles all the computations from the camera including the detection task and gives the output to Vehicle Processor (1800).The automated guided transit system includes a navigation control system 1001 in communication with the navigation unit 1005 and the at least one processor of each of the plurality of automated vehicles 1000 and configured to navigate the plurality of automated vehicles in the automated transit system 100.

Further, the automated transit system includes a navigation control system 1001 comprisinga plurality of communication towers 3002 configured to communicate with the navigation unit 1005 of the plurality of automated vehicles 1000 via at least one of Vehicle-to-everything (V2X) communication and Dedicated short-range communications (DSRC) (3000. Further, the navigation control system 1001 includes a data and central control server 4000 (also referred to as the control server, central server, or data and central control) in communication with the plurality of communication towers and configured monitor real-time movement of each of the plurality of automated vehicles. Further, as shown in Figure 3, the data and central control server 4000 is also configured to control trip parameters and emergency control which is explained in later sections of the present disclosure.

In an embodiment of the present invention, the communication between the ROVE, i.e., the automated vehicle, and the central server may be facilitated through V2X and V2V 3000 which enables synchronized and fast movement of the plurality of ROVE in an orderly fashion. In another embodiment, wireless communication such as conventional Wi-Fi connection may be used to facilitate data communication between the central server and the plurality of ROVE. For the purpose of communication, one or more routers may be installed alongside the guide track in the system. However, limited RF range of router makes it necessary to plant more number of routers. The number of routers to be installed in a system may be directly proportional to the length of the guide track for the ROVE. Also, changeover to next routers causes latency. Initiation of scanning for devices and authentication of each new transceiver requires specific time and data transmission is inhibited. For low density traffic this latency is workable but leads to limit the capacity utilisation of infrastructure. For economic viability of the system, Wi-Fi poses serious limitation. Referring to Figure 1 and Figure 2, the navigation unit 1005 comprise a Global Positioning System/Inertial Measurement Unit (GPS/IMU) module 1107, a C-V2X/DSRC module 3003, a Antenna module 7004, a 4G/5G network module. A Controller Area Network (CAN) transceiver 3005 sends and receives the data between each and every modules in the OBU 3001. The Cellular Vehicle-to-Everything(C-V2X)module 3003 is responsible for handling the communication between the OBU 3001and the RSU 3002, i.e.,(Server/Tower). This includes the handling of commands from the server. Antenna module 7004extends the range of the V2X and 4G communication module for best possible. 4G/5G network module adds one more layer to the V2X module as an immediate backup for faster V2X communication.

Autonomous operation occurs by mutual flow of data between Data and Central Control 4000 and Rove 1000 which uses C-V2X/DSRC 3003 along with 4G/5G modules as a medium at both side. In an embodiment, it may also illustrate the sensing range of camera 1110 and RADAR 1106 for obstacle avoidance, RSUs with its range at each stoppage for server based station platform management. The plurality of ROVE may move autonomously on guide tracks as per central server navigation commands.

Figure 2 the schematic view of an overall architecture of ROVE on-board unit according to an embodiment of the present invention. The system architecture of TieTran ROVE may include two parallel vehicle processors 1800 for continuous operation of ROVE with one additional processor 1801for camera 1110 and RADAR 1106 sensing operation. In an embodiment, sensors in the rove may be distributed in such a way that the sensors serve three level of safety for autonomous operation, i.e., in level 1 –wheel encoder 1108 and APOS (Absolute Positioning System) 1101 may serve for the localization of rove and correction of position in the infrastructure. In level 2 – C-V2X/DSRC 3003 along with 4G/5G module may handle the data and communication for the journey as well as detection of neighboring vehicles through their positions with respect to current ROVE. Further, in level 3- Camera 1110 and RADAR 1106 may serve for the nearby obstacle detection which makes the system Robust and safe. In an embodiment, the obstacle detection unit comprises the camera 1110 positioned at a front end of each of the automated vehicle 1000 and RADAR 1106 configured to identify obstacles in front of the each of the plurality of automated vehicle 1000.Camera (1110) captures the frames with the speed not less than 60 fps and transfers to Processor V3, i.e., camera , which analyze the frame for detection of ROVE and other foreign objects inside the infrastructure. RADAR (1106) is responsible for detection of obstacles in the front as well as to reference the objects detected by cameras (1110), this ensures the 3rd level of safety along with the camera especially for obstacle detection.
In an embodiment, the CAN bus may serve internal communication between the each modules of sensors, actuators and Processors. The power to the modules and devices may be supplied by the battery pack through power distribution module. The ROVE may be equipped with high performance traction motor 1607 with drive for running. The ROVE may also be equipped with twin linear switch actuator 1605 which may be 2 linear actuators working in rocker function (i.e. one will be extended while other retracts) to provide bi direction on-board guide switching mechanism.
Further, referring to Figure 2, the automated vehicle 1000 includes guide Forced Assist actuator 1606 is linear actuator which keeps the center wheel calibrated to the guide. A guide Force Assist Actuator 1606 may apply the pressure on the centre guide wheel mechanism to maintain contact with the guide when rove is running on uneven surface. A door motor and drive 1302 may open and close the door while boarding and de-boarding which also uses the 1109 ultrasonic distance sensor to scan passenger distance from door for safety. Twin Linear Switch Actuator with Driveris a combination of 2 linear actuator which works as one extends while other retracts and vice-versa, this ensures the vehicle movement on the correct guide while on-board switching either on left or right. Brake Actuator (1604) is a linear actuator which operates the master cylinder of the hydraulic disc brake for braking operation based on the vehicle processor commands. In an embodiment, a brake actuator 1604 may be coupled with a hydraulic disc brake cylinder of the ROVE and may operate the brake as per command received from vehicle processor 1800. An Antenna module 7004 may be used as a remote data logger for recording the data for diagnostics purpose. Traction Motor (1607) acts as a propulsion system and moves the Rove to the desired speed decided by the vehicle processor (1800) based on server commands. Door motors are responsible for opening and closing the door while stopping. Battery is the main source of the vehicle for running and BMS ensures the safety to battery while in use as well as in charging. Power Distribution Unit converts and distributes the power from the battery to the each module of the ROVE and ensures the safe power transmission.
Figure 3 illustrates a Central Data Control of ROVE and a Passenger Application interface according to an embodiment of the present invention. As mentioned earlier, the central data control server 4000 is configured to control trip parameters and emergency control.A passenger may register his plan of movement through a dedicated mobile application 7000 designed for this project. Central server 4000 receives this request on RF mobile link accepts the request and if in order, calculates the fare and responds with payment demand. On receipt of electronic payment, server registers and generates authentication code for the passenger. On arrival of passenger with authentication code to the nearest/specific embarking station he/she will be given berth number and rove information.
Simultaneously the rove is commanded with navigation details and the passengers will be able to enter the rove with his authentication code. After settling with hand bag and comfortable in the seat he/she can give consent on the HMI mounted on rove. Doors are opened and closed automatically. Journey starts with close coordination from central station. Continuous data communication occurs between central server 4000 and other vehicles on the guide plate. Rove moves as per the preloaded navigation parameters from main sever at the time of start. Rove vehicle processor 1800 takes over motion controller 1607 and completes journey to the destination. During journey, vehicle motion is controlled as per the feedback sensor signals. Central sever keeps track of movement of all vehicles on guide track.

In an embodiment, the passenger interface may be completely separated from the central control interface since the passenger is obscured from the details of the internal processes. The passenger app interface may only enable the usage of ticketing/booking of ROVE, Authentication and ETA etc. In an embodiment, the passenger App server 7003 may dictate and monitor each and every single changes of the app. This service may remind the user of notifications, app updates and maintenance issues and alerts, etc. The Operation Analysis service running in the backend side of the passenger app 7000 may be collecting all the data of the current number of users logged into the passenger app server7003, and this may be sent via the internet to the Customer App cloud database 7002 of the passenger service app. This information may be useful for performing various operations analysis and to understand the passenger density and how the central server should manage and authenticate the requests made from the passenger app 7000. Based on this data, the passenger may be assigned the ROVE and other internal processes will be handled by the central control based on the data. According to an embodiment, the Payment Gateway API may be required to perform the payment for booking the ROVE for his/her journey. This interface may completely handle the payment gateway and authentication of the payment received.

In an embodiment of the present disclosure, the Passenger App 7000 may request handling, authentication and ride details. This service may allocate the ROVE 1000 to the passenger who has completed the payment. The allocated ROVE may be arriving to the passenger’s source station. According to an embodiment, the details for the passenger viewed may be seen on the passenger app, which may give all the ride details such as name of the passenger, source station to destination and complete route of the ROVE journey. The authentication for the passenger may be in OTP generated from the central control. This authentication may be handled by the central control once the passenger gives the input of the OTP to the display. Other App Services may include additional options to the passenger in case of any help or assistance required. The services may also include Passenger Service, refunds, complaints, feedback etc.

Integrated intelligent distributed control system may be used to auto navigate the fleet of self-balanced Roves for urban mobility on a given fixed guide plate network. Guide plates may be separate for forward and reverse direction movement except at switching locations. Roves are designed to move in either direction. The control system hardware is incorporated with a vehicle processor 1800, e-drive and motion controller 1607 along with set of feedback sensors for auto navigation. A variety of sensors may be mounted on the vehicle which provides information about speed, acceleration, location from reference point. Wheel encoders 1108 and commutation sensors provide feedback to motion controller 1607. Apart from these sensors, guide plate may be fixed with guide sensors at specific locations to indicate starting location, switching regions, embarking and disembarking locations, platform bay no’s, merging and demerging locations. Other set of sensors on rove are RADAR 1106, IMU 1107 and APOS sensors 1101. RADAR 1106 provides information about distance from front vehicle and measurement is very instantaneous and real time. This scheme allows making collision avoidance control without depending on communication channel under all circumstances. Also, there is continuous dual way communication from central server 4000 and station servers with all roves on the track. Position data of all roves is updated at frequent interval and exchanged.

In another embodiment, control system of the guided rapid transit system is designed with multi-levels of architecture, which consists of a central controller, various zone controllers, on-board vehicle controllers 1800 and motor controller 1607. The transmission of critical control and status messages between the control system and roves is handled by means of latest state of art communication systems.

Cooperative adaptive cruise control realises longitudinal automated vehicle control. Feedback loop uses front vehicle range provided by RADAR 1106 measurements and also preceding vehicles acceleration is used in feed forward control loop. The vehicles are unmanned and the movement in the network is as per the passenger’s requirement. The software consists of two classes one controls for movement of vehicles in the guide plate and another for management of vehicles. Control algorithm makes secure and safe movement of vehicle in the guide track network. It preserves minimum safe distance from front vehicle, resolves conflicts in intersections and provides proper movement of vehicle approaching and leaving. The management algorithm deals with other aspect of network operation, such as dynamic routing, empty vehicle management, etc. This module works in finding the optimal route between the origin and destination taking into consideration the changing traffic conditions. One or more module deals with vehicles which are not actively used by passengers at a given moment. Empty vehicles can passively wait in stations where they were leaved after completing the last trip, but they have to be sent elsewhere if the berth must be freed. Also, they can be called from other stations whenever there is no empty vehicle available for new arriving passengers etc. Therefore, the whole fleet management software includes many modules which are interdependent. In operation, Rove moves from origin to destination at shortest possible time using dynamic routing and intelligent operation algorithm, serving all stops in the network but individual Rove moves from Origin to Destination with either one-stop or non-stop while serving a particular subject demand. Subject demand is the requirement of Rove at an origin stop and associated destination stop by an individual request. Thus ROVE movement over network is continuous but any individual passenger or group of passengers move from Origin to Destination non-stop or one-stop.
TINS operates in the two modes of operation, i.e., OD0S(Origin to destination with zero stop) which ensures the journey from source to destination without stop in between, Where as in other mode ODiS (Origin to destination in one stop), Data and Control Centre 4000 decides the single or multiple intermediate stop based on the seat availability in the currently running rove and the density of passenger waiting at the particular stoppage for the same direction or destination of the rove. The ODiS feature also executes in case of any emergency in the network. The operation of OD0S or ODiS can also be set to manual from automatic operation by the operator sitting at DCC room. The rove based system may also be configured with closed loop guide track all along the route. ROVE may move along the guide plate with time difference of less than 3 seconds between front and rear vehicles. Fast and quick movement is basic for any PRT schemes to achieve maximum through put and availability of service on demand. A tight, secure and reliable communication system between rolling stock and control and command servers is essential.

Figure 6 illustrates a block diagram representing APOS sensor and the interfacing between sensor arrays, slave register IC, master microcontroller, and transmission of data to vehicle processor according to an embodiment of the present invention. In an embodiment, the absolute positioning system 1101 may interchangeably be referred to as APOS module, APOS sensor or APOS system, without departing from the scope of the present disclosure. The absolute positioning system 1101 comprises a magnetic hall sensor array 1111 configured to detect magnetic field associated with a plurality of magnets positioned at a plurality of magnetic reference points 1104on the plurality of main guides, wherein each of the plurality of magnetic reference points 1104 is provided with the plurality of magnets arranged in a pattern of north pole and south pole. Further, the absolute positioning system 1101 may include a master microcontroller 6001 in communication with the magnetic hall sensor array 1111 and the vehicle processor 1800. The master microcontroller 6001may be configured to receive information indicative of polarity of each of the plurality of magnets at one of the plurality of magnetic reference points 1104 from each hall sensor from among the magnetic hall sensor array 1111. Further, the master microcontroller 6001 may be configured to determine a value corresponding to polarity of each of the plurality of magnets based on the received information, wherein a value ‘0’ corresponds to south pole of a magnet and a value ‘1’ corresponds to north pole of a magnet. Further, the master microcontroller 6001 may be configured to determine a unique position code corresponding to the plurality of magnets positioned at one of the plurality of reference points based on the determined value. The unique position code is indictive of the position of each of the plurality of automated vehicles.
In particular, an on-board unit may include an Absolute positioning sensor 1101 developed to determine the exact position of the ROVE on the track. The overview for the module may consist of magnetic hall sensor array 1111 and magnets which contain magnetic series with unique value and position arranged in patterns fitted on the guided track. When the vehicle moves on track, and crosses a Magnetic Reference Point 1104, it may get triggered and read the data from magnets and send to the main processor, for which the exact position of the vehicle on track can be obtained from the magnetic database.
In another embodiment, the on-board unit may include a hall sensor 1111 planned in an array used to detect the magnet series fixed on the track at defined positions. The Magnetic Reference Point 1104 may consist of magnets arranged in a specific pattern of north and south poles. The North Pole may indicate the bit number ‘1’ and South Pole may indicate the bit number ‘0’. The combinations may be in 6 bit numbers, i.e., the unique position code. The design may be upgraded to even 8-bits or more for increasing the unique position designations. In an embodiment, one of the hall sensors may be used for the triggering using a single magnet, where as other six may be used for unique position sensing. The hall sensor array 1111 may be superimposed correctly while sensing over the individual magnet patterns. This may allow better sensing accuracy and position identification. The total position combination may be 26 = 64 in an embodiment of the present disclosure but may be upgradable to higher number. This APOS sensor may be used to check the absolute position at every certain distance including entry and exit of station, at the time of switching, at bay, and in the main loop.
Figure 7 illustrates a block diagram of the internal sensor architecture of the APOS module according to an embodiment of the present invention. This sensor may be mounted on the ROVE and then passes through the magnet reference point situated on the track. The Hall sensor may trigger on the APOS module and then senses the trigger from the magnet reference point and the on-board microcontroller may process the acquired data from the reference point. The trigger may generate an interrupt which then tells the Parallel in Serial out shift register to load in all the other hall sensor readings into the IC. The data may be in 0’s and 1’s based on the magnet polarity for the hall sensor. Eg: 100101, i.e., the unique position code. This may give unique position codes for the track till 64 position combinations. This may always be represented in 6-bit data. Then the data may be shifted and read in the register IC and sent out serially to the Microcontroller via SSI communication. The microcontroller may transmit the processed data to the main vehicle processor 1800 via the CAN Bus.
Figure 4 and Figure 5 illustrate different views of a 30C ROVE and 60C ROVE respectively for seating and standing of the passengers according to embodiments of the present invention. The 30C ROVE may include passenger cabin for accommodating 30 passengers while the 60C ROVE may include passenger cabin for accommodating 60 passengers. The front view of the ROVE may display a front look through glass 1003 at the front upper part of the ROVE. The front look through glass may help the better operation and visibility of the path. A headlight unit 1004 may be placed below the front look through glass. The headlight unit 1004 may light the way path during the dark hours of the day or night. It may also facilitate indication of the ROVE running on a particular track. In an embodiment the ROVE may be accompanied with a top guide 2000 running across the length of the track.
In an embodiment, the cabin may include seating arrangement 1400 with set of seats that may be distributed at front end and a rear end of the passenger cabin. In an embodiment, each of the set of seats may be adapted to accommodate at least 6 passengers. Further, a standing space 1401 may be provided underneath each of the seats to accommodate luggage. The ROVE may be designed to accommodate a standing space between the front end and the rear end of the passenger cabin and side look through glass 1002 at the sides of the cabin providing visibility of surrounding to the passengers. The ROVE may include an automatic door 1300 at one of the sides of the cabin for allowing passengers into the cabin. The ROVE automated doors may be controlled by ROVE Processor, based on auto-navigation and routing details from the DCC (Data and Control Centre). The automatic doors 1300 may be powered by the electrical actuators for their opening and closing movements. Further, separate electrical actuators may be provided for inter-locking of the automatic doors 1300. In an embodiment, the doors may be equipped with obstacle sensor between them to detect any obstacle or passenger between the door and ensuring safety of passengers. In an embodiment, the ROVE may have a floor at a level of approximately 200 mm from the track for comfortable entry and exit of the passengers in the cabin. According to an embodiment, the dimensions of ROVE may include width of approximately 1800 mm, height approximately 2200 mm, and length approximately 5950 mm.
In an embodiment, the ROVE may have a front steerable axle 1501 and a rear steerable axle 1502 such that the ROVE may be steered both ways, i.e., to and fro depending on the direction it is required to travel.
Figure 8 illustrates the internal configuration of the ROVE along with a top guiding unit according to an embodiment of the present invention. The ROVE may include a plurality of ground engaging wheels that may further include a set of front ground engaging wheels 1505 coupled to the front steerable axle 1501 of the at least one automated vehicle. The system may further include a set of rear ground engaging wheels 1504 coupled to a rear axle 1502 of the automated vehicle. In an embodiment, the system may include a front guiding unit drivably coupled to the set of front ground-engaging wheels 1505 through a front steering column 2216 and a rear guiding unit coupled to the set of rear ground-engaging wheels 1504 through a rear steering column 2215. The front steering column may transfer a movement of the plurality of guiding wheels of the front guiding unit on the plurality of main guides to the front ground-engaging wheels. Similarly, a movement of the plurality of guiding wheels of the rear guiding unit on the plurality of main guides may be transferred to the rear ground-engaging wheels 1504 through the rear steering column 2215.
Figure 9 illustrates a schematic view of a supporting structure 6000 for an elevated top guiding structure for ROVE according to an embodiment of the present invention. The supporting structure 6000 may be at a predefined height from the ground. The supporting structure 6000 may have a rectangular truss 6006 which may be rectangular in shape and made up of tubular frame 6006 according to an embodiment of the present invention. The supporting structure 6000 may include a wheel support at the bottom of the structure that may offer support to the wheels of the ROVE. Further, the supporting structure may include a top guide support for providing top guiding and switching mechanism to the ROVE 1000. The supporting structure may be provided with steel deck plates distributed at bottom portion of guiding frame structure. Each of the steel deck plates may be made with orthotropic steel. The steel plate spreads all along the track path on the support of truss. The steel deck plates may be asphalt coated to form drive path for the wheels of rove. Owing to asphalt coating, the overall friction grip between the wheels of rove and track path may substantially increase. This method may also reduce the overall weight and depth of the structure. Further, the overall stiffness and strength may be substantially improved due to asphalt coating on steel deck plate. In an embodiment of the present disclosure, one or more emergency walk way (not shown in the figure) may also be included in the steel deck plate thereby allowing the passengers to walk to nearest exit in case of emergency break down of the ROVE. The emergency walk way may be available on both sides of the track for each side of the ROVE in an embodiment.
A guiding structure may be suspension mounted on the upper portion of truss. These suspension guides may be provided on the truss one for each side ROVE. The suspension guides may be referred as guide track, guide ways or guide assembly. Each of the guides may be mounted on upper portion of truss all along the track path and aligned with guide path. Each of the guides may be adapted to steer the ROVE along the guide within the guiding structure. The entire track structure may be provided with two guides for to and fro movement of ROVE all along the entire track path.
Figure 10 illustrates a cross-sectional view of the supporting structure 6000 for elevated top and bottom guiding of the ROVE according to an embodiment of the present invention. According to an embodiment of the present invention, the automated transit system may have a plurality of ROVE top guided at and/or a plurality of ROVE bottom guided. The plurality of the top guided ROVE may be at an elevation or on ground. According to an embodiment of the present disclosure, the elevated ROVE may be at around 8 ft height from the ground while it may be at 2-3 ft from the ROVE at ground.
Figure 11 illustrates a schematic view of switching areas for top guiding and switching ROVE according to an embodiment of the present invention. The guiding structure may comprise one or more switching zones to switch the direction of the movement of the at least one automated vehicle. The guising and switching mechanism may comprises a main guide and a switch guide wherein the main guide may be for the continuous movement of the ROVE while the switch guide may facilitate changing the direction of the movement of the ROVE. The one or more switching zones may comprise a right-main guide 2207 from among the plurality of main guides which may diverge from the switching zone and may be adapted to be engaged with the plurality of guiding wheels to guide the vehicle in the right direction. Further, the guiding and switching mechanism may comprise a left-main guide 2206 from among the plurality of main guides which may diverge from the switching zone and adapted to be engaged with the plurality of guiding wheels to guide the vehicle in the right direction. In an embodiment, a straight-main guide 2015 from among the plurality of main guides may converge to the switching zone and another straight-main guide 2015 from among the plurality of main guides may diverge from the switching zone. In an embodiment, a longitudinal gap may be defined between the straight-main guide 2015 and another straight-main guide 2015. A pair of straight-switch guide 2013 may be positioned parallel to each other and in proximity to the longitudinal gap between the straight-main guide 2015 and another straight-main guide 2015, wherein each of the pair of straight-switch guide 2013 may be parallel to the straight main guide 2015 and another straight-main guide 2015. A ROVE may be moving straight on the parallel straight main guide 2015 and may have to switch to any of the left or the right directions through the respective switch guides. A left-switch guide 2004 may extend from the straight-main guide 2015 to the left-main guide 2206, wherein a first portion of the left-switch guide 2004 may be parallel to the straight-main guide 2015 and a second portion of the left-switch guide 2004 may be parallel to the left-main guide (2206). Further, a right-switch guide 2005 may extend from the straight-main guide 2015 to the right-main guide 2207, wherein a first portion of the right-switch guide 2005 may be parallel to the straight-main guide 2015 and a second portion of the right-switch guide 2005 may be parallel to the right-main guide 2207.
Further, the switching mechanism may be one of a rotating or a swinging type of switch. Figure 12 illustrates a schematic view of a single point swinging type switching mechanism for top guided ROVE according to an embodiment of the present invention. The figure illustrates a semi-circular tube frame that may be a straight main guide frame housing straight main guide 2015. The straight main guide frame may be suspended mounted from top of the supporting structure 6000 using anchoring tubes. The straight main guide frame may be the only guide frame required for major length of straight track movement of the ROVE. The switching mechanism may further comprise a plurality of guiding wheels adapted to be engaged with the straight main guide 2015 from among the plurality of main guides, wherein the straight-main guide 2015 may have a semi-circular tube frame adapted to support movement of the plurality of guiding wheels. At switching zones, two semi-circular curved groove frames may be mounted on either side wall of the supporting structure 6000 for top guided ROVE 1000. These two groove frames may act as mainline switch guides. In an embodiment, there may be two set of customized guides- one side parabolic and another side tubular shape cylindrical frame may be mounted from the top frame at switching zones. The parabolic shape side frame may act as left and right switch guides 2004, 2005. A steering column including a front and a rear steering column may be adapted to be mounted with a fixed structure consisting a plurality of arms extending along an axis parallel to a pitch axis of the at least one ROVE, wherein the plurality of arms is adapted to be attached with the plurality of guiding wheels. In an embodiment, the switching unit may include four main guiding wheels. According to an embodiment, the extreme cross arms of the plurality of arms may be mounted with four main guide wheels 2203 with two of the other arms of the plurality of arms being fixed with four supporting wheels (left and right switching fixed wheels 2210, 2211.
Figure 13 illustrates a schematic view of switching wheel position for a swinging mechanism for straight mode for ROVE according to an embodiment of the present invention. Figure 14 illustrates a schematic view of switching wheel position for swinging mechanism at right mode for ROVE according to an embodiment of the present invention, and Figure 15 illustrates a schematic view of switching wheel position for swinging mechanism at left mode for ROVE according to an embodiment of the present invention. A switching actuator (shown in figure 13) may be mounted on the steering column 2212 with the axis of the switching actuator being along the roll axis of the ROVE. The swing arm of the plurality of arms may be pivoted to the shaft of actuator and rotate around the roll axis of the ROVE. In an embodiment, the swing arm may be a u-shaped bent pipe at the end of the respective arm with set of two wheels being pivoted on both sides. The bent arm may be rotated around the centre of u pipe. As the arm swings, one of the wheels may go up and another wheel (placed opposite to the earlier) may go down by means of rotary actuator. The actuator may move fixed three step angles. The swing angle may be adjusted to match a groove track for each mode of switching, i.e., left or right.
In normal straight mode, as illustrated in Figure 13, only the straight main guide 2015 may be laid from the top frame. The Four main guide wheels 2203 (of fig 12) and straight main guide 2215 may interact for steering along track. During straight mode travelling of the ROVE along the track, the two set four main guide wheels 2203 may interface with main guide 2015 and make the ROVE move along track (straight path). However, during the switching of the ROVE to left or right, the two fixed wheels may latch with the tubular surface of the respective switch guides. This dynamic interface may provide counter force to parabolic guide and make it robust. In other words, switch guides 2004, 2005, 2013 may be installed on outside of left and right main guides 2015, 2206, 2207 just before the switching zones. The right switch guide 2005 may be placed parallel along the main track just before switch point. Later, it may be curved gradually till it reaches the next straight main guide 2015 on the other side. Before it takes bend, a straight main guide 2015 may be discontinued. The curvature may be made parallel to another end of the straight main guide 2015 gradually.
Similar scheme may be adopted for right guides also. In converging movement from the left track, the right switch guide 2005 may bend gradually towards the right main guide and after certain distance runs parallel. Before entering the switching zone, a left switch wheel is rotated by actuator to top direction under the command of vehicle processor. As the rove approaches the switch point left switch guide latches to left guide track. Both straight guide wheel and left switch wheel move on the respective guides till they reach switch point. During this travel both straight and guide track run parallel and rove move with both guides. Afterwards the straight guide discontinues and main guide wheel unlatches from main guide while left switch wheel continues to move on the left switch guide and rove is properly guided in smooth bend track. After little distance the switch track straightens and runs parallel to converged left main guide. At this location main guide wheel latches to left main guide. Thereafter the left switch wheel move together and finally detaches from left switch guide. Thereafter switch guide discontinues and only main guide remains.
Figure 16 illustrates a cross sectional view of guides at end of switching zones. Further, Figure 17 illustrates a cross sectional view of guides at entry of switching zone. At the switching zones, the switching wheel may be coupled to the second end of the switching arm may be adapted to be engaged with the left switch guide 2005 to switch the direction of movement of the at least one automated vehicle to the left direction. The rotary actuator may be adapted to switch the swinging arm towards the left switch guide 2004, the right switch guide 2005 may include a first engaging side having a parabolic contour and a second engaging side having a semi-circular contour, the first engaging side may be adapted to be engaged with the switching wheel coupled to the second end of the switching arm. The second engaging side of the right switch guide 2005 may be adapted to be engaged with a plurality of right switching fixed wheels and the second engaging side of the left switch guide 2005 may be adapted to be engaged with a plurality of right switching fixed wheels.
Figure 18 illustrates a schematic view of switching wheel position for rotating mechanism for straight mode for ROVE according to an embodiment of the present invention. A movable guide and switch wheel assembly may be fixed on the top of ROVE in synchronism for the ROVE to be guided automatically. Rotary switch wheels may be configured in this scheme. According to an embodiment, a differential guide contour wheel may interface with top guide track. This arrangement may lead to reduced number of wheels and track guides.
In an embodiment, the switching unit may comprise a pair of straight switch wheel mount 2018 adapted to support a set of straight switch wheels 2205 from among the plurality of switching wheels. Further, the unit may comprise a right switch wheel mount 2012 that may be adapted to support a set of right switch wheels from among the plurality of switching wheels and a left switch wheel mount 2011 adapted to support a set of left switch wheels from among the plurality of switching wheels. The switching actuator 2209 coupled to the steering column 2212 may be adapted to be coupled to each of the straight switch wheel mount 2018, the right switch wheel mount 2012, the left switch wheel mount 2011, and to one of a front steering column 2216 and a rear steering column 2215. The switching actuator 2209 may be in communication with a vehicle processor and adapted to receive an input indicative of a switching direction of movement of the at least one automated vehicle from the vehicle processor. In an embodiment, based on the input, the switching actuator 2209 may be adapted to rotate one of the right switch wheel mount and the left switch wheel mount to switch the direction of movement of the ROVE.A stable and smooth guiding may be possible for the ROVE in accordance with the embodiment of the present disclosure.The wheels mounted on the guide wheel mount mechanism may not transfer any vertical or lateral load to top guide and move smoothly along guide track. The guide wheels may be mounted on the steering column 2212and rotate aroundpitch axis of the ROVE. Most of the distance may be travelled in this mode. The track guide may be very simple, economical and easily installable. In an embodiment, the switching unit may consist of 16 wheels- 4 wheels may be mounted on guide wheel mount 2010 with the axis of rotation aligning with the pitch axis of the ROVE. The guide wheels 2203 may move on the main guide 2015path. These are main straight guide wheels and may not be switchable. The curved wheels flange may butt against opposite edges of inverted-T main straight guide. Due to differential nature of push and pull reactions from guide track may make the steering column 2212 rotate as per the curvature of the track and keeps exact compliance for steering. The steering column 2212 may be coupled to power assist steering mechanism of ROVE or gives input to steer by wire system.
Figure 18 illustrates a schematic view of bottom guiding and switching mechanism for straight mode for ROVE according to an embodiment of the present invention. A bottom groove track may be suspended in the ground for guiding the movement of the ROVE. According to an embodiment, a two-wheel switch guide assembly may switch from one track to another in the groove track. The wheel guide assembly may be directly coupled to power assisted steering mechanism of ROVE moving on the track. A set of switch wheels may be attached on either side of guide wheel mechanism. These switch wheels may be moved up and down through processor commands. At cross over point location, two additional groove tracks may be incorporated in the track path. One groove may bend to left side and other one to right side. By selecting one of the switch wheels to move up and down, the ROVE may switch to either left or right direction.
Figure 19 illustrates a schematic view of bottom guiding and switching mechanism with steering system in ROVE according to an embodiment of the present invention. Conventionally, the vehicle track may be tarmac finished on which four wheel ROVE may be driven. The track may also be customized with guide and switch metallic grooves. The ROVE main wheels 1505 may be connected with propulsion axle and steering mechanism 2221. The Switching and steering control unit 2220 may be used for ground-based vehicle as illustrated inFigure 19. It may consist of six-wheel assemblyattached to steering mechanism2221 of the ROVE. The two left switch wheels 2201and two straight switch wheels 2205 may be smaller in size compared to straight switching and guide wheels. The right and left switch wheels may be on either side of the bottom main guide wheel2016 and attached together in an actuator assembly 2209. The main guide wheel 2016 may be fixed and switch wheels 2201, 2205 may be movable by that actuator. The straight and left switching wheels may be attached to up and down moving linear actuators. These actuators may move the wheels up and down by command from vehicle processor. There may be one groove on the road track 2015 through which main guide wheel 2016 moves. This groove may be metallic and inserted while making the track. In an embodiment, during straight movement of ROVE, main guide wheel set may interfaces with groove and makes the steering to follow the groove. The switch wheels may be lifted up and may not exert any steering control. In an embodiment, the assembly of guiding and switching mechanism may be attached to vehicle chassis through active suspension, which senses the pressure difference occurred due to variation in load or obstacles in the path or due to centrifugal force during cornering and this may actuate the pressure control valve of active suspension system to maintain equal pressure on guiding mechanism throughout the journey .
In an embodiment, the automated vehicle may comprise a plurality of ground-engaging wheels disposed at a bottom portion of the ROVE. Further, the ROVE may comprise a plurality of guiding units disposed at the bottom portion of the ROVE and drivably coupled to the plurality of ground engaging members, each of the plurality of guiding units may comprise a plurality of guiding wheels adapted to guide the movement of the at least one automated vehicle. The ROVE may further comprise a plurality of switching units disposed at the bottom portion of the ROVE, with each of the plurality of switching units comprising a plurality of switching wheels adapted to switch a direction of movement of the ROVE in one of a left direction and a right direction with respect to the movement of the rove. In an embodiment, the automated guided transit system100 may comprise an elevated guiding structure comprisinga truss, and a plurality of main guides supported on a bottom portion of the truss and adapted to be engaged with the plurality of guiding wheels to guide the movement of the at least one automated vehicle. The automated transit system 100 may further comprise a plurality of switching guides adapted to be engaged with the plurality of switching wheels of the ROVE, wherein the plurality of switching guides may be adapted to switch the direction of the movement of the ROVE.
In another embodiment, in the automated transit system 100, the plurality of ground engaging wheels may include a set of front ground-engaging wheels 1505 and a set of rear ground engaging wheels 1504, wherein each of the set of front ground-engaging wheels 1505 and a set of rear ground-engaging wheels 1504 may be adapted to be driven on a ground of the elevated guiding structure. Further, the plurality of guiding units may include a front guiding unit drivably coupled to the set of front ground-engaging wheels 1505 and a rear guiding unit drivably coupled to the set of rear ground-engaging wheels 1504. Furthermore, the plurality of switching units may include a front switching unit drivably coupled to the set of front ground-engaging wheels 1505 and a rear switching unit drivably coupled to the set of rear ground-engaging wheels 1504.
In yet another embodiment, each of the plurality of main guides may be positioned below the ground and adapted to be engaged with a bottom guiding wheel 2016 from among the plurality of guiding wheels. In a further embodiment, each of the plurality of main guides may be positioned above the ground and adapted to be engaged with a bottom guiding wheel 2016 from among the plurality of guiding wheels.
Figure 20 and 22 illustrate a schematic view of bottom guiding and switching mechanism with anti-lift guide wheels in ROVE according to an embodiment of the present invention. The automated guided transit system100 may comprise each of the plurality of guiding wheels as an anti-lift guiding wheel 2222 oriented at an angle with respect to the ground and adapted to be engaged with the bottom main guide 2003, wherein the anti-lift guiding wheel 2222 may be adapted to restrict movement of ROVE in a vertical direction due to vertical load. In other words, figure 20 shows the bottom guided mechanism with anti-lift guiding wheels 2222. In an embodiment, these wheels may be latched to bottom guide and do not come out from the guide for any kind of uplift force, switching, steering and suspension. In an embodiment, each of the plurality of switching units in the automated guided transit system100 may comprise a switching and steering control unit 2220 adapted to be coupled to a frame of the at least one automated vehicle via an active suspension unit 1701. Further, the switching unit may comprise a pair of switching linear actuators 2209 movably coupled to the switching and steering control unit 2220, wherein the pair of switching linear actuators 2209 may be coupled to the left switching wheel 2201 and the straight switching wheel 2205. Further, one of the pair of switching linear actuators 2209 may be adapted to move the left switching wheel 2201 in a downward direction to engage the left switching wheel 2201 with the bottom left switch guide 2017 to guide the ROVE in the left direction. Furthermore, one of the pair of switching linear actuators 2209 may be adapted to move the straight switching wheel 2205 in a downward direction to engage the straight switching wheel 2201 with the bottom straight switch guide 2002 to guide the ROVE in a straight direction.
Figure 21 illustrates an overall view of the bottom guiding and switching mechanism according to an embodiment of the present invention. In an embodiment, figure 21 may illustrate an assembly of antilife guiding system where 3 single flange guiding wheels 2222 may be arranged which engages with guide and run through guide to steer the vehicle by giving input to power assisted steering system 2220. In an embodiment, two pairs of switching wheels 2201, 2205 may be provided for left and straight switching. In an embodiment, APOS sensors 1101 may also be mounted on this assembly. A cleaning knife 2223 may be mounted ahead of guiding system to clean the obstacles in the guide, if any. The switching and steering control unit 2220 may take input from guiding mechanism and control the steering angle of ROVE.
Figure 23 illustrates a guiding and steering mechanism for bottom guided ROVE according to an embodiment of the present invention. One or more of switching groves may be inserted adjacent to the main groove. The switching grooves may be laid only for few meters in the path. These grooves may extend in two different directions for some distance. At start, the switch guide and main guide may run parallel and then deviate to the required direction (as shown in figure 23). For example, for turning left corresponding actuator may be operated to push wheel down in to the groove. After some distance, the main guide wheel may disengage from the guide. Further, the left switch guide wheel may take over steering and make the rove to move towards the left direction. Again, after turning to left direction, the main guide track may latch with guide wheel. The switching actuator may lift up the switch wheel and track may discontinue.
Figure 24 illustrates a top view of a bottom guide for bottom guided ROVE at switch location according to an embodiment of the present invention. The automated guided transit system100 may comprise the elevated guiding structure with a switching zone to switch the direction of the movement of ROVE. Further, a bottom-left guide 2017 from among the plurality of main guides may diverge from the switching zone and adapted to be engaged with one of the plurality of guiding wheels to guide the ROVE in the right direction. The guiding structure may further comprise a bottom main guide 2003 from among the plurality of main guides that may converge to the switching zone and a bottom straight main guide 2001 from among the plurality of main guides. In another embodiment, the switching zone may comprise a plurality of switching guides with a bottom straight switch guide 2002 positioned parallel to the bottom main guide 2003 and adapted to be engaged with a straight switching wheel 2205 from among the plurality of switching wheels. Further, the switching guides may also comprise a bottom left switch guide 2017 adapted to be engaged with a left switching wheel 2201 from among the plurality of switching wheels.
Figure 25 illustrates a schematic view of a bottom guided system for ROVE with guide mounted above the ground according to an embodiment of the present invention. As shown in the figure, the bottom guide may also be mounted above the ground. Figure 26 illustrates a schematic view of the structure and mounting arrangement of conductor rail. The conductor rail assembly may comprise an insulated conductor rail 2401 below the guide. In an embodiment, adjacent to the insulated conductor rail, may be current collector brush 2402. The current collector brush may be further connected to a current collector bracket 2403 that may be adapted to collect the current. The said current collector bracket may be connected to the vehicle.
The figures and the forgoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment. For example, orders of processes described herein may be changed and are not limited to the manner described herein. Moreover, the actions of any flow diagram need not be implemented in the order shown; nor do all of the acts necessarily need to be performed. Also, those acts that are not dependent on other acts may be performed in parallel with the other acts. The scope of the embodiments is by no means limited by these specific examples. Numerous variations, whether explicitly given in the specification or not, such as differences in structure, dimension, and use of material, are possible. The scope of the embodiments is at least as broad as given by the following claims.
,CLAIMS:1. An automated guided transit system(100) comprising:
at least one automated vehicle comprising:
a plurality of ground-engaging wheels disposed at a bottom portion of the at least one automated vehicle;
a plurality of guiding units disposed at a top portion of the at least one automated vehicle and drivably coupled to the plurality of ground engaging members, each of the plurality of guiding units comprises a plurality of guiding wheels adapted to guide the movement of the at least one automated vehicle; and
a plurality of switching units disposed at the top portion of the at least one automated vehicle, each of the plurality of switching units comprises a plurality of switching wheels adapted to switch a direction of movement of the at least one automated vehicle in one of a left direction and a right direction with respect to the movement of the at least one automated vehicle; and
an elevated guiding structure comprising:
a truss;
a plurality of main guides supported on an upper portion of the truss and adapted to be engaged with the plurality of guiding wheels to guide the movement of the at least one automated vehicle; and
a plurality of switching guides adapted to be engaged with the plurality of switching wheels of the at least one automated vehicle, wherein the plurality of switching guides adapted to switch the direction of the movement of the at least one automated vehicle.

2. The automated guided transit system (100) as claimed in claim 1, wherein:
the plurality of ground engaging wheels includes a set of front ground-engaging wheels (1505) coupled to a front axle (1501) of the at least one automated vehicle and a set of rear ground engaging wheels (1504) coupled to a rear axle (1502) the at least one automated vehicle;
the plurality of guiding units includes a front guiding unit drivably coupled to the set of front ground-engaging wheels (1505) through a front steering column (2216) and a rear guiding unit drivably coupled to the set of rear ground-engaging wheels (1504) through a rear steering column (2215),
wherein:
a movement of the plurality of guiding wheels of the front guiding unit on the plurality of main guides is transferred to the front ground-engaging wheels (1505) through the front steering column (2216),
a movement of the plurality of guiding wheels of the rear guiding unit on the plurality of main guides is transferred to the rear ground-engaging wheels (1504) through the rear steering column (2215); and
the plurality of switching units includes a front switching unit drivably coupled to the front ground-engaging wheels (1505) through a front steering column (2216) and a rear switching unit drivably coupled to the rear ground-engaging wheels (1504) through a rear steering column (2215),
wherein:
a movement of the plurality of switching wheels of the front switching unit on one of plurality of switching guides is transferred to the front ground-engaging wheels (1505) through the front steering column (2216), and
a movement of the plurality of switching wheels of the rear switching unit on one of the plurality of switching guides is transferred to the rear ground-engaging wheels (1504) through the rear steering column (2216).

3. The automated guided transit system(100) as claimed in claim 1, wherein:
the elevated guiding structure comprises a switching zone to switch the direction of the movement of the at least one automated vehicle, wherein:
a right-main guide (2207) from among the plurality of main guides diverges from the switching zone and adapted to be engaged with the plurality of guiding wheels to guide the vehicle in the right direction;
a left-main guide (2206) from among the plurality of main guides diverges from the switching zone and adapted to be engaged with the plurality of guiding wheels to guide the vehicle in the right direction;
a straight-main guide (2015) from among the plurality of main guides converges to the switching zone and another straight-main guide (2015) from among the plurality of main guides diverges from the switching zone,
wherein a longitudinal gap is defined between the straight-main guide (2015) and another straight-main guide (2015),
wherein the switching zone having the plurality of switching guides comprises:
a pair of straight-switch guide (2013) positioned parallel to each other and in proximity to the longitudinal gap between the straight-main guide (2015) and another straight-main guide (2015), wherein each of the pair of straight-switch guide (2013) is parallel to the straight main guide (2015) and another straight-main guide (2015);
a left-switch guide (2004) extending from the straight-main guide (2015) to the left-main guide (2206), wherein a first portion of the left-switch guide (2004) is parallel to the straight-main guide (2015) and a second portion of the left-switch guide (2004) is parallel to the left-main guide (2206); and
a right-switch guide (2005) extending from the straight-main guide (2015) to the right-main guide (2207), wherein a first portion of the right-switch guide (2005) is parallel to the straight-main guide (2015) and a second portion of the right-switch guide (2005) is parallel to the right-main guide (2207).

4. The automated guided transit system(100) as claimed in claim 1, wherein each of the plurality of switching units comprises:
a swinging arm having a first end and a second end distal to the first end and coupled to one of a front steering column and a rear steering column of the at least one automated vehicle, wherein the each of the first end and the second end is adapted to be pivotably coupled to a switching wheel from among the plurality of switching wheels; and
a rotary actuator coupled to the swinging arm and adapted to move the swinging arm to engage the switching wheel with one of the plurality of switching guides, wherein the rotary actuator adapted to swing the swinging arm around an axis parallel to a roll axis of the at least one automated vehicle,
wherein the rotary actuator is in communication with a vehicle processor and adapted to receive an input indicative of a switching direction of movement of the at least one automated vehicle from the vehicle processor, wherein, based on the input, the rotary actuator is adapted to swing the swinging arm to switch the direction of movement of the at least one automated vehicle.

5. The automated guided transit system(100) as claimedin any of claims3 and 4, wherein:
one of the front steering column and the rear steering column is adapted to be mounted with a fixed structure consisting a plurality of arms extending along an axis parallel to a pitch axis of the at least one automated vehicle, wherein the plurality of arms is adapted to be attached with the plurality of guiding wheels; and
the plurality of guiding wheels is adapted to be engaged with the straight-main guide (2015) from among the plurality of main guides, wherein the straight-main guide (2015) has a semi-circular tube frame adapted to support movement of the plurality of guiding wheels.

6. The automated guided transit system(100) as claimed in any of claims 3 and 4, wherein:
at the switching zone, the switching wheel coupled to the first end and the switching wheel coupled to the second end of the swinging arm are adapted to be engaged with the pair of straight-switch guide (2013) to guide the at least one automated vehicle from the straight main-guide (2015) to another straight main-guide (2015);
at the switching zone, the switching wheel coupled to the first end of the switching arm is adapted to be engaged with the right switch guide (2005) to switch the direction of movement of the at least one automated vehicle to the right direction, wherein:
the rotary actuator is adapted to swing the swinging arm towards the right switch guide (2005), the right switch guide (2005) includes a first engaging side having a parabolic contour and a second engaging side having a semi-circular contour, the first engaging side is adapted to be engaged with the switching wheel coupled to the first end of the switching arm; and
at the switching zone, the switching wheel coupled to the second end of the switching arm is adapted to be engaged with the left switch guide (2005) to switch the direction of movement of the at least one automated vehicle to the left direction, wherein:
the rotary actuator is adapted to switch the swinging arm towards the left switch guide (2004), the right switch guide (2005) includes a first engaging side having a parabolic contour and a second engaging side having a semi-circular contour, the first engaging side is adapted to be engaged with the switching wheel coupled to the second end of the switching arm.

7. The automated guided transit system(100) as claimed in any of claims 6, wherein the second engaging side of the right switch guide (2005) is adapted to be engaged with a plurality of right switching fixed wheels and the second engaging side of the left switch guide (2005) is adapted to be engaged with a plurality of right switching fixed wheels.

8. The automated guided transit system(100) as claimed in claim 1, wherein each of the plurality of switching units comprises:
a pair of straight switch wheel mount (2018) adapted to support a set of straight switch wheels (2205) from among the plurality of switching wheels;
a right switch wheel mount (2012) adapted to support a set of right switch wheels from among the plurality of switching wheels;
a left switch wheel mount (2011) adapted to support a set of left switch wheels from among the plurality of switching wheels;
a switching actuator (2209) adapted to be coupled each of the straight switch wheel mount (2018), the right switch wheel mount (2012), the left switch wheel mount (2011), and to one of a front steering column (2216) and a rear steering column (2215);
wherein the switching actuator (2209) is in communication with a vehicle processor and adapted to receive an input indicative of a switching direction of movement of the at least one automated vehicle from the vehicle processor, wherein, based on the input, the switching actuator (2209) is adapted to rotate one of the right switch wheel mount and the left switch wheel mount to switch the direction of movement of the at least one automated vehicle.

9. The automated guided transit system(100) as claimed in any of claims 3 and 8, wherein:
at the switching zone, the set of straight switch wheels (2205) mounted on the pair of straight switch wheel mount (2011) is adapted to be engaged with the pair of straight-switch guide to guide the at least one automated vehicle from the straight main-guide (2015) to another straight main-guide (2015), wherein each of the pair of straight-switch guide has an inverted T-shaped cross-section;
at the switching zone, the set of right switch wheels supported on the right switch wheel mount (2012) is adapted to be engaged with the right switch guide (2005) to switch the direction of movement of the at least one automated vehicle to the right direction, wherein:
the switching actuator (2209) is adapted to rotate the right switch wheel mount (2012) to engage the set of right switch wheels with the right switch guide (2005), the right switch guide (2005) has an inverted T-shaped cross-section.
at the switching zone, the set of left switch wheels supported on the left switch wheel mount (2011) is adapted to be engaged with the left switch guide (2004) to switch the direction of movement of the at least one automated vehicle to the left direction, wherein:
the switching actuator (2209) is adapted to rotate the left switch wheel mount (2011) to engage the set of left switch wheels with the left switch guide (2004), the left switch guide (2004) has an inverted T-shaped cross-section.

10. An automated guided transit system (100) comprising:
at least one automated vehicle comprising:
a plurality of ground-engaging wheels disposed at a bottom portion of the at least one automated vehicle;
a plurality of guiding units disposed at the bottom portion of the at least one automated vehicle and drivably coupled to the plurality of ground engaging members, each of the plurality of guiding units comprises a plurality of guiding wheels adapted to guide the movement of the at least one automated vehicle; and
a plurality of switching units disposed at the bottom portion of the at least one automated vehicle, each of the plurality of switching units comprises a plurality of switching wheels adapted to switch a direction of movement of the at least one automated vehicle in one of a left direction and a right direction with respect to the movement of the at least one automated vehicle; and
an elevated guiding structure comprising:
a truss;
a plurality of main guides supported on a bottom portion of the truss and adapted to be engaged with the plurality of guiding wheels to guide the movement of the at least one automated vehicle; and
a plurality of switching guides adapted to be engaged with the plurality of switching wheels of the at least one automated vehicle, wherein the plurality of switching guides adapted to switch the direction of the movement of the at least one automated vehicle.

11. The automated guided transit system(100) as claimed in claim10, wherein:
the plurality of ground engaging wheels includes a set of front ground-engaging wheels (1505) and a set of rear ground engaging wheels (1504), wherein each of the set of front ground-engaging wheels (1505) and a set of rear ground-engaging wheels (1504) adapted to be driven on a ground of the elevated guiding structure;
the plurality of guiding units includes a front guiding unit drivably coupled to the set of front ground-engaging wheels (1505) and a rear guiding unit drivably coupled to the set of rear ground-engaging wheels (1504); and
the plurality of switching units includes a front switching unit drivably coupled to the set of front ground-engaging wheels (1505) and a rear switching unit drivably coupled to the set of rear ground-engaging wheels (1504).

12. The automated guided transit system(100) as claimed in any of claims 10 and 11, wherein each of the plurality of main guides is positioned below the ground and adapted to be engaged with a bottom guiding wheel (2016) from among the plurality of guiding wheels.

13. The automated guided transit system(100) as claimed in any of claims 10 and 11, wherein each of the plurality of main guides is positioned above the ground and adapted to be engaged with a bottom guiding wheel (2016) from among the plurality of guiding wheels.

14. The automated guided transit system(100) as claimed in any of claims 10 and 11, wherein the elevated guiding structure comprises a switching zone to switch the direction of the movement of the at least one automated vehicle, wherein:
a bottom-left guide (2017) from among the plurality of main guides diverges from the switching zone and adapted to be engaged with one of the plurality of guiding wheels to guide the at least one automated vehicle in the right direction; and
a bottom main guide (2003) from among the plurality of main guides converges to the switching zone and a bottom straight main guide (2001) from among the plurality of main guides,
wherein the switching zone having the plurality of switching guides comprises:
a bottom straight switch guide (2002) positioned parallel to the bottom main guide (2003) and adapted to be engaged with a straight switching wheel (2205) from among the plurality of switching wheels; and
a bottom left switch guide (2017) adapted to be engaged with a left switching wheel (2201) from among the plurality of switching wheels.

15. The automated guided transit system(100) as claimed in any of claims 10 and 14, wherein each of the plurality of switching units comprises:
a switching and steering control unit (2220) adapted to be coupled to a frame of the at least one automated vehicle via an active suspension unit (1701);
a pair of switching linear actuators (2209) movably coupled to the switching and steering control unit (2220), wherein the pair of switching linear actuators (2209) is coupled to the left switching wheel (2201) and the straight switching wheel (2205),
wherein:
one of the pair of switching linear actuators (2209) is adapted to move the left switching wheel (2201) in a downward direction to engage the left switching wheel (2201) with the bottom left switch guide (2017) to guide the at least one automated vehicle in the left direction, and
one of the pair of switching linear actuators (2209) is adapted to move the straight switching wheel (2205) in a downward direction to engage the straight switching wheel (2201) with the bottom straight switch guide (2002) to guide the at least one automated vehicle in a straight direction.

16. The automated guided transit system(100) as claimed in claim 18, wherein each of the plurality of guiding wheels is an anti-lift guiding wheel (2222) oriented at an angle with respect to the ground and adapted to be engaged with the bottom main guide (2003), wherein the anti-lift guiding wheel (2222) is adapted to restrict movement of the at least one automated vehicle in a vertical direction due to vertical load.

17. An automated guided transit system (100) comprising:
a plurality of automated guided vehicle (1000)adapted to be individually guided in the automated guided transit system, wherein each of the plurality of automated guided vehicle comprising:
at least one vehicle processor (1800);
a navigation unit (1005) in communication with the at least one vehicle processor (1800) and configured to determine information associated with movement of each of the plurality of automated guided vehicle (1000) and presence of neighbouring automated vehicles:
an obstacle detection unit (1007) in communication with at least one vehicle processor (1800) and configured to identify obstacles in front of the each of the plurality of automated guided vehicle (1000); and
an absolute positioning system (1101)in communication with at least one vehicle processor (1800) and configured to correct/calibrates a position of the automated vehicle with a magnetic reference point fixed on a plurality of main guides;
a navigation control system(1001)in communication with the navigation unit and the at least one processor of each of the plurality of automated vehicles and configured to navigate the plurality of automated vehicles in the automated guided transit system (100), the navigation control system comprising:
a plurality of communication towers (3002)configured to communicate with the navigation unit of the plurality of automated vehicles via at least one of Vehicle-to-everything (V2X) communication and Dedicated short-range communications (DSRC) (3000); and
a data and central control server (4000) in communication with the plurality of communication towers 3002 and configured to monitor real-time movement of each of the plurality of automated vehicles and to control trip parameters and emergency control.

18. The automated guided transit system (100) as claimed in claim 17, wherein:
the navigation unit (1005) comprising:
a GPS/IMU module (1107);
a C-V2X/DSRC module (3003);
a Antenna module (7004); and
a 4G/5G network module; and
the obstacle detection unit (1007) comprises at least one of a camera (1110) positioned at a front end of each of the automated vehicle and RADAR (1106) configured to identify obstacles in front of the each of the plurality of automated guided vehicle.

19. The automated guided transit system (100) as claimed in claim 17, wherein the absolute positioning system (1101)comprising:
a magnetic hall sensor array (1111) configured to detect magnetic field associated with a plurality of magnets positioned at a plurality of magnetic reference points (1104)on the plurality of main guides, wherein each of the plurality of magnetic reference points (1104) is provided with the plurality of magnets arranged in a pattern of north pole and south pole;
a master microcontroller (6001) in communication with the magnetic hall sensor array (1111) and the vehicle processor (1800), wherein the master microcontroller may be configured to:
receive information indicative of polarity of each of the plurality of magnets at one of the plurality of magnetic reference points (1104) from each hall sensor from among the magnetic hall sensor array (1111);
determine a value corresponding to polarity of each of the plurality of magnets based on the received information, wherein a value ‘0’ corresponds to south pole of a magnet and a value ‘1’ corresponds to north pole of a magnet; and
determine a unique position code corresponding to the plurality of magnets positioned at one of the plurality of reference points based on the determined value, wherein the unique position code is indictive of the position of each of the plurality of automated vehicles.