BRAKE MODULE FOR SUBMERSIBLE AUTONOMOUS VEHICLE

FIELD OF INVENTION

The present invention relates to the field of autonomous vehicles and, in particular, to a brake or brake system for a submersible autonomous vehicle.

BACKGROUND

Autonomous vehicles are being introduced into an ever increasing number of facets of daily life in order to automate various tasks, such as cleaning a pool, cleaning an indoor space, and maintaining a lawn. Many of these autonomous vehicles and, in particular, submersible autonomous vehicles, such as pool cleaners, use jet or fluid propulsion (e.g., an impeller and/or propeller) to drive or propel the autonomous vehicle along a surface (e.g., the surface of a pool).

Since pool cleaners often require a pump or suction system to clean a pool, it is often economically efficient (and efficient in terms of space and size) to utilize the pump system for both cleaning and propulsion (e.g., as opposed to including a dedicated/second drive system). As an example, U.S. Pat. No. 8,273,183, which is incorporated by reference herein, discloses an autonomous pool cleaner with a water jet propulsion system that draws in water for both cleaning and propulsion. In order to utilize the drawn-in water to propel or move the pool cleaner along a surface, the pump system discharges the drawn-in water, as a pressurized stream, at an acute angle with respect to the surface. In the particular example of U.S. Pat. No. 8,273,183, the pressurized stream may be discharged in different directions to control steering of the submersible autonomous vehicle.

However, even as the number and configuration of discharge directions is updated, a jet or fluid propulsion drive system may still only offer limited steering control. For example, a submersible autonomous vehicle with a jet propulsion system may have a limited turning radius and may not be able to turn or pivot about a specific point on a surface. In some instances, a second drive system can be added to the autonomous pool cleaner; however, this may be expensive and inefficient.

In view of at least the aforementioned issues, a brake module or system that is driven or actuated by an existing fluid propulsion drive system while also providing increased steering control is desirable.

SUMMARY

The present invention relates to a brake system or module for a submersible autonomous vehicle. The brake module may include a switch (for an electrical embodiment of the brake module) or lever (for a mechanical embodiment of the brake module) that is configured to selectively engage a wheel included on the submersible autonomous vehicle. In at least some embodiments, the lever will be biased to engage the wheel, thereby preventing the wheel from rotating until the lever is actuated. Then, when the lever is actuated, the lever will disengage from the wheel, allowing the wheel to rotate freely. The biasing of the lever may cause the lever to re-engage the wheel when the lever is no longer actuated.

In at least some embodiments, the switch or lever is actuated when the internal pump system of the submersible autonomous vehicle is run at or above a certain speed or power threshold. Consequently, at higher pump speeds and/or pump power (directly related to the voltage supplied to the pump), where the submersible autonomous pool cleaner is presumably propelled in a straight line, a wheel including the brake module will be free to rotate and the pool cleaner may be propelled, unimpeded, by the pump system (since the switch or lever is actuated to a position that disengages the brake module from the wheel). Then, when the pump system is run below the speed or power threshold, the brake module may re-engage the wheel. When the brake module is engaged with the wheel, the wheel is fixed (stopped from rotating) and the submersible autonomous pool cleaner may be able to turn or pivot about the fixed wheel. Consequently, the brake module may provide the submersible autonomous pool cleaner with fine-tuned steering control, as well as tight turning and maneuvering.

The present invention avoids problems posed by known submersible autonomous vehicles with jet or fluid propulsion (e.g., turning, steering, and size/space efficiency issues) by providing a brake module that allows for fine-tuned steering movements without adding a secondary drive system or other expensive and complicated steering components or assemblies. In fact, the brake module may, in at least some embodiments, be utilized with pre-existing jet propulsion systems with only minor modifications. Consequently, the brake module presented herein provides a cost-efficient steering improvement for jet or fluid propelled submersible autonomous vehicles, such as submersible autonomous pool cleaners. Note however, that the brake module presented herein could also be selectively applied to motor driven (as opposed to fluid driven) submersible autonomous vehicles.

BRIEF DESCRIPTION OF THE DRAWINGS

To complete the description and in order to provide for a better understanding of the present invention, a set of drawings is provided. The drawings form an integral part of the description and illustrate an embodiment of the present invention, which should not be interpreted as restricting the scope of the invention, but just as an example of how the invention can be carried out. The drawings comprise the following figures:

FIG. 1 is a side view of an example submersible autonomous swimming pool cleaner including at least one brake module configured in accordance with an exemplary embodiment of the present invention.

FIG. 2 is a side, perspective view, from a first side, of the brake module included in the submersible autonomous swimming pool cleaner of FIG. 1.

FIG. 3 is an exploded, side perspective view of the brake module included in the submersible autonomous swimming pool cleaner of FIG. 1.

FIG. 4 is a bottom perspective view of the brake module included in the submersible autonomous swimming pool cleaner of FIG. 1.

FIG. 5 is a rear perspective view of the brake module included in the submersible autonomous swimming pool cleaner of FIG. 1.

FIG. 6 is an exploded, side perspective view of the wheel assembly included in FIG. 1.

FIGS. 7 and 8 are side views, from a second side, of the brake module included in the submersible autonomous swimming pool cleaner of FIG. 1, with the brake module shown engaged and disengaged with a portion of a wheel assembly, respectively.

FIG. 9 is a combined rear, sectional view and schematic diagram illustrating fluid flow through the submersible autonomous swimming pool cleaner including the brake module of FIG. 1.

DETAILED DESCRIPTION

The following description is not to be taken in a limiting sense but is given solely for the purpose of describing the broad principles of the invention. Embodiments of the invention will be described by way of example, with reference to the above-mentioned drawings showing elements and results according to the present invention.

Generally, the brake module presented herein includes a braking mechanism configured to allow or prevent a wheel of a submersible autonomous vehicle from rotating. In at least some embodiments, a piston diaphragm or bladder acts similar to a bellows to actuate or control the braking mechanism. More specifically, the piston diaphragm/bellows/bladder distends when water is pumped, by a fluid or jet propulsion system of a submersible autonomous robot, through the autonomous robot at or above a predetermined parameter threshold (e.g., a rate of speed or pressure threshold). In at least some embodiments, distention of the piston diaphragm/bellows/bladder causes the braking mechanism to move out of engagement (e.g., out of contact) with a wheel of the submersible autonomous vehicle, thereby freeing the wheel to rotate. However, in other embodiments, distention of the piston diaphragm/bellows/bladder causes the braking mechanism to move into engagement (e.g., into contact) with a wheel of the submersible autonomous vehicle, thereby preventing the wheel from rotating.

In other words, generally, the brake module presented herein provides a fluid-actuated switch or lock configured to restrict or lock (or, alternatively, free or unlock) the rotation of a wheel of a submersible autonomous vehicle during operation of the autonomous vehicle (where the phrase “fluid-actuated” means that the switch is actuated at least because of movement of fluid through the submersible autonomous vehicle). However, the braking mechanism need not be directly actuated by a fluid-based bladder/piston diaphragm and may also be generally based on other elements/parameters associated with pumping fluid through the submersible autonomous vehicle. For example, in some embodiments, the braking mechanism may be actuated by electromagnetic elements configured to move into or out of engagement with a wheel of the submersible autonomous vehicle based on the voltage supplied to a pump system of the submersible autonomous vehicle. Thus, in at least these embodiments, the braking mechanism is fluid-actuated because the braking mechanism is actuated based on voltage drawn into a pump system configured to pump fluid through the submersible autonomous vehicle.

Advantageously, the fluid-actuated braking mechanism can be actuated during operation of a submersible autonomous vehicle to provide fine-tuned steering control of the submersible autonomous vehicle. For example, the fluid-actuated braking mechanism can momentarily rotationally lock a wheel of the submersible autonomous vehicle to allow the submersible autonomous vehicle to pivot around a locked wheel. This allows the autonomous vehicle to make approximately 90 degree turns, hair-pin turns, and other such maneuvers that a fluid propulsion system generally does not typically allow (due to the typically circuitous navigation provided by fluid propulsion). Moreover, the fluid-actuated braking mechanism can be actuated for a precise amount of time (via a control system of the submersible autonomous vehicle) and, thus, a wheel can be locked for a precise amount of time to cause the autonomous vehicle to execute a specific turn (e.g., 30 degrees). This allows for specific and/or specialized navigational programming.

Now referring to FIG. 1 for a high-level description of a submersible autonomous vehicle 10 including an exemplary brake module 100 in accordance with the present invention. In the depicted embodiment, the brake module 100 is installed on a side of the submersible autonomous vehicle 10, adjacent to and in communication with a particular wheel assembly 200 of the submersible autonomous vehicle 10. More specifically, the brake module 100 is installed on a housing or support 20 configured to support two wheel assemblies 200 of the submersible autonomous vehicle 10. As will be explained in further detail below, the brake module 100 is configured to selectively engage a particular wheel assembly 200 to selectively prevent (or allow) rotational movement of the wheel assembly 200. This may allow the submersible autonomous vehicle 10 to use the particular wheel assembly 200 as a pivot point for turning and/or for more fine-tuned steering control.

In the particular embodiment of FIG. 1, the submersible autonomous vehicle 10 is a pool cleaning robot with a fluid or jet propulsion system. Consequently, the wheels are free-wheeling wheels that roll along a surface (e.g., a pool surface) as the autonomous vehicle is propelled by the jet propulsion system, as is explained in further detail below in connection with FIG. 9. However, in other embodiments, the brake module 100 may be implemented with any type of propulsion element, such as an endless track. In embodiments that include drive motors for the propulsion elements, the drive motors may need to include or be retrofitted to include a clutch to prevent a breakdown of the drive system during effectuation of the brake module 100, as well as a system for actuating the brake module 100.

Additionally, in FIG. 1, the brake module 100 is interacting (e.g., able to selectively engage) a single wheel assembly 200 included on the submersible autonomous vehicle 10. However, in other embodiments, the brake module 100 may be configured to simultaneously and/or independently engage multiple wheel assemblies 200. Additionally or alternatively, a submersible autonomous vehicle 10 may include two or more brake modules 100. In these embodiments, each brake module 100 may be individually controllable (e.g., each brake module 100 may be actuated by different settings or by different characteristics of a fluid propulsion system). Still further, a brake module 100 may be configured to engage two portions or components of a propulsion element (e.g., two gears driving an endless track).

Now referring to FIGS. 2 and 3, but with continued reference to FIG. 1, the exemplary brake module 100 includes a base 102 (also referred to as a piston base or bladder base), a piston diaphragm or bladder 160, and a braking mechanism 170 (also referred to as lever or switch 170). However, in other embodiments, the brake module 100 may include other components or elements configured to selectively engage a wheel of a submersible autonomous vehicle. For example, in other embodiments, the brake module 100 may comprise an output circuit of an electromagnetic relay or solenoid and, thus, may not require a bladder 160. Instead, the braking mechanism 170 could be actuated when voltage in an input circuit of an electromagnetic relay or solenoid included in the pump system (or any other power circuit included in the submersible autonomous vehicle) actuates an output circuit of the electromagnetic relay or solenoid included in the brake module 100. Consequently, the bladder 160 may also be referred to as actuator 160.

That being said, in FIGS. 2 and 3, the piston base 102 includes a top cover 104 and a bottom cover 120, and the bladder 160 is generally secured therebetween. More specifically, the top cover 104 includes an exterior wall 108 and a bottom surface 106 (see FIG. 3), and the bottom cover 120 includes a top surface 122 and a bottom surface 124. The bottom surface 106 of the top cover 104 is configured to mate with the top surface 122 of the bottom cover 120 to define an interior cavity 130 configured to receive the bladder 160, or at least a portion thereof. The bottom cover 120 also includes an opening 126 that allows the bladder 160 to extend out of the base 102 (beneath the bottom surface 124 of the bottom cover 120) as the bladder 160 expands. In particular, the bladder 160 may include an expandable portion 162 configured to extend out of the opening 126 as the pressure and/or volume of fluid disposed within the bladder increases (e.g., due to the introduction of pressurized fluid and/or additional fluid).

The lever or braking mechanism 170 includes a first segment 172 and a second segment 182 that extend from opposite sides of a pivot point or fulcrum 188. The braking mechanism 170 also includes a resilient or biasing member 190 that extends from or approximately from the fulcrum 188. In this particular embodiment, the distal end of the first segment 172 (e.g., the end of the segment 172 that is a distance from the fulcrum 188) includes teeth 174 separated by a cavity 176 formed therebetween. As is shown and described below in connection with FIGS. 7-8, these features (the teeth 174 and cavity 176) may be configured to selectively engage a corresponding portion of a wheel assembly 200. However, in other embodiments, the distal end of the first segment 172 may include any features configured to selectively engage a wheel assembly 200 (thereby selectively preventing rotation of the wheel assembly 200). Additionally, the biasing member 190 may bias the braking mechanism 170 to a position where the teeth 174 and cavity 176 of the first segment 172 are engaged with a wheel assembly, as is also explained in further detail below.

Still referring to FIGS. 2 and 3, but now with reference to FIG. 4 as well, the distal end of the second segment 182 of the braking mechanism 170 includes a flange 184 that is configured to extend into or at least adjacent to the opening 126 included in the bottom cover 120 (e.g., as illustrated in FIG. 4). The flange 184 may also include an engagement member 186 configured to extend across the opening 126, perpendicular to a direction of expansion of the bladder 160. Consequently, as the expandable portion 162 of the bladder 160 expands from the opening 126, the bladder 160 may push or drive the engagement member 186 downwards, thereby pivoting or rotating the braking mechanism 170 about the fulcrum 188, as is described in further detail below in connection with FIGS. 7-8. The biasing member 190 may bias the braking mechanism 170 to a position where the distal end of the second segment 182 (or at least the engagement member 186) is disposed within the opening 126, as is also explained in further detail below.

Still referring to FIGS. 2-4, in this particular embodiment, the piston base 102 is secured to the fulcrum 188 via a flange 140 with a mating element 141. This flange 140 is sized (e.g., dimensioned) to position or orient the piston base 102 with respect to the braking mechanism 170 so that the engagement member 186 extends into the opening 126 in a desired manner. However, in other embodiments, the piston base 102 need not include a flange 140 and the base 102 may be positioned appropriately with respect to the braking mechanism 170 during installation of the brake module 100 onto an autonomous vehicle.

Now referring to FIG. 5, but with continued reference to FIGS. 2-4, the piston base 102 and, in particular, the exterior wall 108 of the top cover 104 defines an inlet or receptacle 110 that provides access to/communication with the bladder 160. For example, the receptacle 110 may be configured to secure tubing or piping therein to connect the bladder 160 to a jet or fluid propulsion system of a host submersible autonomous vehicle (e.g., the autonomous vehicle on which the brake module 100 is installed or included). Additionally or alternatively, the receptacle 110 may receive wiring or other such elements (e.g., an output circuit of an electromagnetic relay) configured to facilitate an electric or electromagnetic connection between the jet or fluid propulsion system of a host submersible autonomous vehicle and the brake module 100. The connection provided by or facilitated by receptacle 110 may ensure that the bladder is operatively connected to a fluid or jet propulsion system of a host submersible autonomous vehicle.

Now referring to FIG. 6, an exemplary wheel assembly 200 is illustrated in an exploded view. The wheel assembly 200 includes an outer tread 202, a main body 204, and a brake engagement portion 206. The outer tread is configured to engage a support surface (e.g., a surface of a pool such as the walls or floor), the main body 204 connects the brake engagement portion 206 and the outer tread 202, and the brake engagement portion 206 is configured to interact with the brake module 100 presented herein. In this particular embodiment, an outer surface of the brake engagement portion 206 is encircled with teeth 208. As is explained below in connection with FIGS. 7-8, the brake module 100 is configured to selectively engage the teeth 208 on the brake engagement portion 206, thereby preventing rotation of the wheel 200. In at least some embodiments, the outer tread 202 may be manufactured from a tacky material with a relatively high coefficient of friction (e.g., higher than the other parts or the wheel 200). Thus, when the brake module 100 engages the brake engagement portion 206 to prevent rotation of the wheel assembly 200, the outer tread 202 may engage a support surface to create a pivot point for an autonomous vehicle.

Now turning to FIGS. 7 and 8, the brake module 100 is shown engaged and disengaged, respectively, from the brake engagement portion 206 of the wheel assembly 200. Generally, upon actuation, the braking mechanism 170 is configured to rotate out of engagement with a wheel assembly 200. This frees the wheel assembly 200 to rotate, so that the outer tread 202 can roll along a surface and/or be driven by a drive system (e.g., a fluid propulsion system) of the submersible autonomous vehicle to which it is coupled. Then, when the braking mechanism 170 is no longer actuated (or de-actuated), the braking mechanism 170 rotates back into engagement with the wheel assembly 200 (in particular, the brake engagement portion 206) to restrict or lock the wheel assembly 200 and provide a pivot point for the autonomous vehicle to turn about.

FIGS. 7 and 8 illustrate one exemplary embodiment of the action of the brake module 100. In this particular embodiment, distention of the bladder 160 causes the bladder 160 to expand from the base 102 and actuate the braking mechanism/switch 170. The, as the bladder/piston diaphragm 160 deflates, the braking mechanism 170 rotates back into engagement with wheel assembly 200 to restrict (i.e., begin or attempt to stop/lock) or lock the wheel assembly 200 (e.g., the braking mechanism 170 is no longer actuated). However, in other embodiments, the braking mechanism 170 may function in an opposite manner (e.g., the braking mechanism 170 may rotate into engagement with the wheel assembly 200 when actuated and rotate out of engagement when no longer actuated). Moreover, in other embodiments, the braking mechanism 170 may be actuated by other components or elements instead of the bladder 160, such as an electrical or electromagnetic linkage. In embodiments with an electromagnetic linkage, the linkage may actuate the braking mechanism 170 when voltage in a parallel take-off (e.g., a branch or voltage tap) of a power line delivering power to internal systems of a host submersible autonomous vehicle (e.g., the pump system) is above or below a predetermined threshold.

In FIG. 7, the bladder 160 is in a position P1 where the bladder/piston diaphragm 160 is disposed substantially within the piston base 102 (e.g., the piston diaphragm 160 is not extended). Consequently, the braking mechanism 170 is in an unactuated position P3 (e.g., the braking mechanism 170 has not been actuated by movement of the piston diaphragm 160). In the unactuated position P3, the first end 172 of the braking mechanism 170 is engaged with the brake engagement portion 206 of the wheel assembly 200 to prevent rotational movement of the wheel assembly 200. More specifically, the teeth 174 and cavity 176 of the first end 172 of the braking mechanism 170 are secured around a tooth included in the teeth 208 of the brake engagement portion 206. This engagement prevents the wheel assembly 200 from rotating.

In at least some embodiments, the biasing member 190 of the braking mechanism 170 is resilient, insofar as the resiliency of the biasing member urges the biasing member 190 back to a natural or resting position P5. In its natural or resting position P5, the biasing member 190 rests against a biasing support 22 (which may be included in the brake module 100 or the housing 20 of the submersible autonomous vehicle 10 as shown, for example, in FIG. 1) and biases the braking mechanism 170 towards position P3. More specifically, the biasing member 190 may bias the braking mechanism 170 against rotating in direction D4. The combination of this biasing and the position of the braking mechanism 170 with respect to both the wheel assembly 200 and the bladder 160 may cause the braking mechanism 170 to be biased to engage the wheel assembly 200 (and, thus, prevent rotational movement of wheel assembly 200). However, in other embodiments, the braking mechanism 170 may be biased to position P3 in any manner. For example, in some embodiments, the braking mechanism 170 may be biased to position P3 by appropriately weighting the segments 172, 182 of the braking mechanism 170 to gravitationally urge the braking mechanism 170 towards position P3 when the piston diaphragm 160 is in position P1.

Additionally, the piston diaphragm 160 may be biased to position P1. In some embodiments, the piston diaphragm 160 may be configured to be disposed substantially within the piston base 102 (e.g., be in position P1) under normal pressure and volume conditions (e.g., when the pressure and volume are beneath certain thresholds), essentially biasing itself to position P1. Additionally or alternatively, the braking mechanism 170 may retain, push, or urge the piston diaphragm 160 in or to position P1, such that biasing member 190 essentially biases the braking mechanism 170 to position P3 and the piston diaphragm 160 to position P1.

Still referring to FIGS. 7 and 8, as or after the piston diaphragm 160 receives fluid that increases the pressure and/or volume within the piston diaphragm 160, the piston diaphragm 160 will begin to expand in direction D1. Once the piston diaphragm 160 expands past a certain expansion threshold (position P2 illustrates a position of the diaphragm 160 subsequent to expansion past the expansion threshold), the piston diaphragm 160 will engage the engagement member 186 included at the distal end of the second segment 182 of the braking mechanism 170 and begin to move the engagement member 186 downwards in direction D1. This movement causes the braking mechanism 170 to rotate in direction D4, thereby moving braking mechanism 170 to an actuated position P4 (also referred to as a disengaged position P4). In position P4, the distal end of the first segment 172 (including teeth 174 and cavity 176) is disengaged with the brake engagement portion 206 of the wheel assembly 200 and, thus, the wheel assembly is free to rotate (e.g., roll along a surface). As is explained below in connection with FIG. 9, in at least some embodiments, the piston diaphragm 160 will expand past the expansion threshold (e.g., to position P2), when a fluid propulsion system of a host autonomous vehicle satisfies certain parameters (e.g., components of a pump system are run at or above certain speeds).

As is shown in FIG. 8, when the switch 170 is in position P4, the biasing member 190 is in a position P6. In position P6, the biasing member 190 is generating a rotational force in direction D3. For example, the biasing member 190 may be flexed against the biasing support 22 and may be urged towards its rest or natural position P5 due the material composition of the biasing member 190 and/or natural resiliency. Consequently, as pressure and/or volume within the piston diaphragm 160 decreases, the braking mechanism 170 may automatically begin to rotate in direction D3, back towards position P3. If the piston diaphragm 160 is resilient, the volume of the piston diaphragm 160 may decrease (e.g., fluid is drawn or pushed out) and the piston diaphragm 160 may move in direction D2 on its own. Thus, the piston diaphragm 160 and biasing member 190 may, in essence, work together to rotate the braking mechanism 170 in direction D3, back to position P3. Alternatively, the biasing member 190 may cause the braking mechanism 170 to rotate in direction D3 while the engagement member 186 included at the distal end of the second segment 182 of the braking mechanism 170 pushes the piston diaphragm 160 in direction D2. Consequently, the switch 170 may decrease the volume of the piston diaphragm 160 as the braking mechanism 170 rotates in direction D3, back to position P3.

Now referring to FIG. 9 for an explanation of fluid flow through a submersible autonomous vehicle (in the illustrated embodiment, a pool cleaner 10) including the brake module 100 presented herein, according to an exemplary embodiment of the present invention. As mentioned, the brake module 100 is installed on a pool cleaner 10 that includes a fluid propulsion system 11 with a pump mechanism 14, such as a propeller, impeller, or impeller/propeller combination that is configured to draw fluid into the autonomous vehicle via intake 12. The pump mechanism 14 expels fluid that is drawn into the autonomous vehicle 10 (at intake 12) as a pressurized stream via vent 16A and/or 16B, as shown by flow F1 and flow F2, respectively. Typically, vents 16A may then be controlled or utilized to steer the autonomous vehicle. For example, in some embodiments, the autonomous vehicle may be able to direct flow through either vent 16A or vent 16B in order to turn the autonomous vehicle. Additionally or alternatively, vent 16A and vent 16B may be selectively angled and/or redirect the pressurized streams for steering.

The brake mechanism 100 is in operatively coupled to the pump mechanism 14 and/or a portion of the fluid propulsion system 11 that transfers the pressurized streams from the pump mechanism 14 to vent 16A and vent 16B. For example, in the embodiment depicted in FIG. 9, a tube 18 connects the brake module 100 (in particular, the piston diaphragm 160 of the brake module 100) to the pump mechanism 14 and/or a section of the fluid propulsion system 11 directly above the pump mechanism 14.

In some embodiments, the tube 18 is connected directly to the pump mechanism 14 and/or a section of the fluid propulsion system 11, but in other embodiments, the tube 18 is connected via a connection element 19. For example, the connection element 19 may comprise a pump or impeller coupled to the pump mechanism 14 and/or a power line providing power to the pump mechanism and/or a seal connecting the tube 18 to an exhaust or other such element that can deliver pressure generated by the pump mechanism 14 to the brake module 100. Additionally or alternatively, the connection element 19 may comprise an input circuit of an electromagnetic linkage coupled to the brake module 100 (where the tube 18 would not be required).

In embodiments where the connection element 19 comprises a pump or impeller, the pump or impeller may be mechanically and/or electrically linked with the pump mechanism 14 and/or the power delivered to the pump mechanism 14. Thus, the pump or impeller may generate pressure proportionally to the speed/power/pressure of the pump mechanism 14. For example, the pump or impeller may take power off the shaft of a motor driving the pump mechanism 14 (such as via a power-take-off unit (PTO) or gearbox) and, thus, be run at a speed that is proportional to the speed of the pump mechanism 14 (e.g., some ratio). The pump or impeller may be coaxial to the motor of the pump mechanism 14, connected thereto via a gearbox (and, thus, run proportionally to the motor speed), or connected in any other manner. Regardless of how the pump or impeller is connected to the jet propulsion system 11 and the tube 18, running the pump or impeller may generate pressure in tube 18 causing a flow down tube 18 as illustrated by flow F3. Flow F3 may increase the volume and/or pressure of fluid in the piston diaphragm 160 of the brake module 100, thereby actuating the braking mechanism 170, as discussed above in connection with FIGS. 7 and 8.

Alternatively, in some embodiments, the tube 18 may be in direct or indirect fluid communication with the fluid propulsion system 11 (e.g., via a venturi created by connection 19) and, thus a pressurized stream of fluid generated by the pump mechanism 14 may propel fluid down tube 18, as illustrated by flow F3. As mentioned, flow F3 may increase the volume of fluid in the piston diaphragm 160 of the brake module 100. In yet other embodiments, the flow F3 into tube 18 from the fluid of the fluid propulsion system 11 may be selectively regulated (e.g., by an optional valve 19). In this configuration, increased output from the pump mechanism 14 may selectively increase the flow into the piston diaphragm 160 of the brake module 100 (based on the position of valve 19).

Regardless of how the brake module 100 is in communication with the fluid propulsion system 11, running the fluid propulsion system 11 above certain parameter thresholds will actuate the braking mechanism 170 (e.g., by mechanically or electromagnetically rotating a lever or by actuating an electromagnetic pin or by actuating a solenoid) of the brake module 100, thereby freeing an associated wheel assembly 200 to rotate.

More specifically, in the depicted embodiment, when voltage is provided to the pump mechanism 14 above a certain power threshold, the motor of the pump mechanism 14 may increase the pressure and/or volume directed towards the piston diaphragm 160 of the brake module 100 (e.g., by increasing the speed of a connected pump or impeller 19, thereby increasing pressure directed down tube 18), causing the piston diaphragm 160 to distend and move to a position beyond the expansion threshold (e.g., position P2). This expansion, in turn, actuates the braking mechanism 170 to disengage from the wheel assembly 200 (e.g., the braking mechanism 170 moves to position P4).

Then, as the voltage delivered to the pump mechanism 14 of the fluid propulsion system 11, or components thereof, decreases, these components will begin to run below the parameter thresholds and the pressure being directed towards the piston diaphragm 160 begins to decrease (e.g., the pump or impeller 19 may shut-off when the power delivered to the pump mechanism 14 is below a power threshold and pressure may begin to disperse along the length of tube 18), causing the piston diaphragm 160 to begin to deflate (due, at least in part, to the biasing of piston diaphragm 160). This deflation causes the braking mechanism 170 to reengage the wheel assembly (e.g., the braking mechanism 170 moves to position P3). This restricts (i.e., begins or attempts to stop/lock) the wheel or locks the wheel in place and provides a pivot point for tight turns or other such maneuvers. In at least some embodiments, fluid flow F3 may reverse its direction as the piston diaphragm 160 deflates.

In different embodiments, the parameter thresholds can be determined or configured in order to allow for precise steering control in a particular environment. For example, a speed/voltage threshold may be determined based on performance of a particular robot in a particular pool. Once a speed/voltage threshold is set appropriately, the brake module 100 may be configured to disengage from the wheel 200 at pump motor speeds (e.g. the pump motor from the motor mechanism 14) associated with straight line movements and engage the wheel 200 at pump motor speeds associated with turning movements. Then, using this knowledge, the pump motor 14 may be programmed to drop to turning speeds for certain amount of times in order to turn a certain angle. For example, the pump motor may run below the speed threshold for approximately one second to effectuate a turn of approximately 30 degrees (e.g., one second below the speed threshold causes a one second pivot about the wheel associated with the brake module 100, which results in a 30 degree turn of the submersible autonomous vehicle).

To summarize, in one form, a brake module for autonomous vehicles is disclosed. The brake module includes a bladder in fluid communication with a fluid propulsion system of an autonomous vehicle (or some other source of control) and an engagement element configured to selectively engage a wheel of the autonomous vehicle. The engagement element prevents movement of the wheel when engaged with the wheel and is configured to disengage from the wheel when the fluid propulsion system (or other control system) is run at a setting that exceeds a disengagement threshold.

In another form, a submersible autonomous vehicle is disclosed, the submersible autonomous vehicle comprising: a fluid propulsion system; a wheel assembly; and a brake module that is operatively connected to the fluid propulsion system and configured to allow or restrict the wheel assembly from rotating when the fluid propulsion system operates with an operating parameter above a parameter threshold.

In yet another form, a fluid-actuated brake module for a submersible autonomous vehicle is provided herein, the fluid-actuated brake module comprising: a fluid-actuated actuator that is operatively coupleable to a fluid propulsion system of an autonomous vehicle; and a braking mechanism that selectively engages or disengages a wheel assembly included in the autonomous vehicle in response to an actuation of the fluid-actuated actuator, wherein engagement between the braking mechanism and the wheel assembly restricts the wheel assembly from rotating and disengagement between the braking mechanism and the wheel assembly allows the wheel assembly to rotate.

While the invention has been illustrated and described in detail and with reference to specific embodiments thereof, it is nevertheless not intended to be limited to the details shown, since it will be apparent that various modifications and structural changes may be made therein without departing from the scope of the inventions and within the scope and range of equivalents of the claims. In addition, various features from one of the embodiments may be incorporated into another of the embodiments. Accordingly, it is appropriate that the appended claims be construed broadly and in a manner consistent with the scope of the disclosure as set forth in the following claims.

It is also to be understood that the brake module described herein, or portions thereof may be fabricated from any suitable material or combination of materials, such as plastic, foamed plastic, wood, cardboard, pressed paper, metal, supple natural or synthetic materials including, but not limited to, cotton, elastomers, polyester, plastic, rubber, derivatives thereof, and combinations thereof. Suitable plastics may include high-density polyethylene (HDPE), low-density polyethylene (LDPE), polystyrene, acrylonitrile butadiene styrene (ABS), polycarbonate, polyethylene terephthalate (PET), polypropylene, ethylene-vinyl acetate (EVA), or the like. Suitable foamed plastics may include expanded or extruded polystyrene, expanded or extruded polypropylene, EVA foam, derivatives thereof, and combinations thereof.

Finally, it is intended that the present invention cover the modifications and variations of this invention that come within the scope of the appended claims and their equivalents. For example, it is to be understood that terms such as “left,” “right,” “top,” “bottom,” “front,” “rear,” “side,” “height,” “length,” “width,” “upper,” “lower,” “interior,” “exterior,” “inner,” “outer” and the like as may be used herein, merely describe points of reference and do not limit the present invention to any particular orientation or configuration. Further, the term “exemplary” is used herein to describe an example or illustration. Any embodiment described herein as exemplary is not to be construed as a preferred or advantageous embodiment, but rather as one example or illustration of a possible embodiment of the invention.

Similarly, when used herein, the term “comprises” and its derivations (such as “comprising”, etc.) should not be understood in an excluding sense, that is, these terms should not be interpreted as excluding the possibility that what is described and defined may include further elements, steps, etc. Meanwhile, when used herein, the term “approximately” and terms of its family (such as “approximate”, etc.) should be understood as indicating values very near to those which accompany the aforementioned term. That is to say, a deviation within reasonable limits from an exact value should be accepted, because a skilled person in the art will understand that such a deviation from the values indicated is inevitable due to measurement inaccuracies, etc. The same applies to the terms “about” and “around” and “substantially”.

BRAKE MODULE FOR SUBMERSIBLE AUTONOMOUS VEHICLE

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