APM (Automated People Mover) systems have been built primar- ily for transporting people and their baggage at airports and in their adjacent areas, including hotels these areas contain, as well as for transporting people at amusement parks or other such locales. In addition, the APM system is suitable as a transport system in industrial estates and hospital areas, or similar areas, as well as for new or re- planned areas in towns and cities where the urban area de- velopment plan can incorporate these types of transport sys- tems before the construction stage. APM systems have also been used in some applications to handle mainline traffic, notably the VAL metro in Lille, France, and SkyTrain in Van- couver, Canada.

APM systems generally consist of electrically-driven, driverless vehicles, which may be either discrete or inter- linked, that travel on rails or on a planar guideway. The systems also include control computers, which control the movements of the vehicles on the travelways. The energy sup- ply is generally obtained from the electricity network, but systems in which the vehicles contain chargeable lead accu- mulators also exist.

One of the problems is the transfer of energy to the elec- tric motor and to the other electrical equipment of the ve- hicle. Traditionally electrical energy has been transferred with, for example, open-wire circuits, as is it still is in trolleybuses, trams and electric trains. One of the draw- backs of open-wire circuits is that the slides or brushes that rub against the open-wire circuit to bring electrical energy to the drive motor of the vehicle wear in use and

need both adjustment and maintenance. Another drawback in using open-wire circuits or similar is the problems formed by the branching points of the track. There must be suitable mechanical switch structures according to a known technology in the switch points to enable receiving an unbroken or oth- erwise flexible energy supply when the vehicle changes its track at a branching point. Mechanical switching structures are also parts subject to wear and malfunction, which re- quire adjustments, servicing and repairs. Furthermore, in winter conditions ice and snow cause additional problems in mechanical switch structures. One of the problems in open- wire circuits is also the danger of injury, if animals or people gain access to the track area.

Correspondingly, one of the problems of accumulator drives is that it is not easy to recover energy returning from braking. Another problem is the sufficiency of accumulator charging places for many vehicles, which when moving simul- taneously often need charging also simultaneously. A further problem is the recharging of accumulators, because accumula- tors deteriorate in use. After a thousand deep discharges an accumulator can be unfit for use. In addition, in wide use the disposal of unusable accumulators, which must be done in an environmentally friendly manner, can become a problem.

Accumulator drives also have the drawback that the accumula- tors do not work well in low temperatures.

The object of the present invention is to overcome the above-mentioned drawbacks and achieve a practical, effi- cient, safe and, insofar as possible, maintenance-free en- ergy supply arrangement in an automatic transport system.

The object is to achieve a reliably operating energy supply for vehicles running on a travelway such that the vehicles also store energy in order to be able to run a part of the journey without an external energy supply and such that, for example, some of the braking energy is recovered for elec- trical energy. The solution of the invention is character-

ized by what is disclosed in the characterization part of claim 1. Other embodiments of the invention are character- ized by what is disclosed in the other claims.

One advantage of the invention is that the energy arrange- ment according to the invention enables a contactless energy supply to the vehicle, which is not vulnerable to disturbing environmental factors such as mechanical disruptions, tem- peratures, snow and ice. A further advantage is that the energy supply arrangement according to the invention is maintenance-free. In addition, one advantage is the simple, safe and reliable implementation of the energy supply for the branching points of the travelway. Furthermore, another advantage is the safety of outsiders, because the energy supply has no dangerous open places where animals or people who have gained access to the travelway would receive elec- tric shocks. Furthermore, the transport system according to the invention can easily be visually adapted to its environ- ment. The supercapacitors used in the vehicles also improve the efficiency and environmental friendliness of the system, because they are in practice non-wearing, frost-resistant and replace lead accumulators as the reserve power supply of the vehicle. In addition, the available energy returning from braking is easy to store in the supercapacitors. Also, an advantage of the arrangement is that the transport system knows the position of each vehicle on the travelway at every moment, so consequently an energy supply consisting of suc- cessive loops can be implemented such that current is only in those loops in which there are vehicles at that time.

In the following, the invention will be described in more detail by the aid of an embodiment example with reference to the attached drawings, wherein Fig. 1 presents a vehicle of the automatic transport system according to the invention on its travel- way and viewed from the side,

Fig. 2 presents in diagrammatic and simplified form a vehicle of the automatic transport system ac- cording to the invention on its travelway and viewed from the rear, Fig. 3 presents a diagrammatic and simplified top view of a vehicle of the automatic transport system according to the invention, including the steer- ing and drive systems, Fig. 4 presents a detail of one section of the travel- way according to the invention viewed from the top and Fig. 5 presents in diagrammatic and simplified form the current supply arrangement of the automatic transport system according to the invention, Fig. 6 presents a simplified top view of the travelway arrangement of the automatic transport system according to the invention, Fig. 7 presents a diagrammatic and simplified top view of a branching point of the travelway according to the invention and Fig. 8 presents a diagrammatic and simplified top view of the navigation solution of the arrangement according to the invention at a branching point of the travelway.

The figures present one vehicle 1, suitable for using on the automatic transport system of the invention, which is on its travelway 2. The travelway 2 has one or more travel surfaces equipped with rails or similar, along which the vehicle moves on its wheels. The vehicle 1 is equipped with a steer- ing and drive system 3, the computer of which is in contact with a central control unit 17 for the transport system, said central control unit consisting of at least one com- puter, via a suitable network such as a public and/or pri- vate mobile phone network or the Internet network. The vehi- cle has connection-making means 11 for communication con- tact. In addition, each vehicle 1 contains suitable means

for receiving, processing and actuating operating instruc- tions issued by the central control unit 17 and arriving from a mobile phone network or similar, as well as means for notifying the central control unit 17 of the position, status and speed of the vehicle via a mobile phone network or similar. The vehicle is suitable for 3-8 passengers, for example, in terms of size.

Figure 2 presents in diagrammatic and simplified form one embodiment of the vehicle 1 according to the invention on its travelway 2, which in this case is a uniform and planar track. The figure also shows the drive motor 6 of the vehi- cle, which acts on the rear wheels, and the brakes 7. In addition, the figure shows the primary loop 12, which is sunk into the travelway 2, from which the vehicle 1 receives its energy by means of an energy pickup unit 13 in the vehi- cle. The pickup unit 13 forms a secondary loop and moves right above the primary loop, near the upper surface of the travelway 2. The figure also shows the power source 14 of the vehicle. In front of the vehicle, near the upper surface of the travelway 2, is also a navigation means 10, which monitors indicators 16, which are located in the travelway at regular intervals and which can be for example RFID tags.

The figure also shows the monitoring elements 24 of the travelway, which are for example coils that function as measuring sensors, which observe the magnetic field created around the conductors of the primary loop 12. The monitoring elements monitor and supervise the position of the vehicle 1 on the travelway 2 in the lateral direction of the vehicle.

Figure 3 presents in diagrammatic and simplified form one embodiment of the steering and drive system 3 of the vehicle 1 according to the invention, which consists of at least the operating and steering appliances and means listed below.

The vehicle 1 has, in addition to the drive motor 6, two other types of main motor, namely, a door motor 8 that han- dles the opening and closing motion of the door and one or

more steering motors 9 acting on the front wheels. The con- trol of all the motors is based on frequency converters and especially on inverter drives, which receive their drive energy from the primary loop 12 in the travelway 2. The ve- hicle 1 has a supercapacitor 18 as an energy storage for storing energy and for recovering energy returning from braking, by means of which the vehicle is able to travel short journeys at, for example, the branching points of travelway loops.

The steering and drive system 3 also includes the computer 4 of the vehicle, in which computer can be a display, a key- board and for example a master module for a suitable field- bus. The actuating appliances and means that steer the vehi- cle are connected to each other by means of the above- mentioned fieldbus such that the master module of the com- puter 4 is connected to the fieldbus controller of the drive part 5 of the steering and drive system, via which all the above-mentioned actuating appliances and means are connected to the fieldbus. The drive part 5 has, in addition to the above-mentioned controller, at least the frequency convert- ers of the vehicle for the actuating appliances of the vehi- cle.

Of the actuating appliances of the vehicle, at least the drive motor 6, brakes 7, door motor 8 and one or more steer- ing motors 9 are connected by means of the above-mentioned fieldbus to the drive part 5 of the vehicle 1. In addition, the navigation means 10 that collects position and speed data of the vehicle and that is equipped with navigation sensors is connected by means of said fieldbus to the drive part 5 of the vehicle 1. Correspondingly, a contact means 11, such as a GSM modem or other means of contact that sup- ports a wireless phone or data connection, is also connected to the computer 4 of the vehicle, and the vehicle is wire- lessly in contact with the central control unit 17 via said contact means.

Figure 4 presents in simplified form the navigation arrange- ment of the travelway 2, by means of which the vehicle 1 monitors its position on the travelway at all times and no- tifies its position and speed to the central control unit 17. Individually identifiable indicators 16, such as RFID tags or magnets, are located at regular intervals on the travelway 2 below the vehicle, and the central control unit 17 knows the exact position of said RFID tags or magnets from the calculated zero point of each travelway loop. The navigation means 10 in the vehicle 1 identifies and regis- ters the indicators 16 and notifies the central control unit 17 of each indicator that said navigation means passes.

Based on this information the central control unit knows the position of the vehicle and is also able to calculate the speed of the vehicle, because the distances between the in- dicators are known. Based on the position information of the vehicle, the central control unit 17 supervises the vehicles such that the vehicles keep a defined minimum distance from each other that is appropriate to the situation in substan- tially all situations, also when changing the travelway loop.

The steering and drive system 3 of the vehicles 1 also has safety means, which guide the vehicle to the nearest stop or parking area if a defect occurs in the vehicle or if the vehicle loses contact with the central control unit 17.

Correspondingly, when the vehicles are not in use, they go to parking areas to wait, from where they can be put into service quickly.

Figure 5 presents one embodiment of the energy supply cir- cuit according to the invention, which is connected to the electricity network 19 through primary inverters 20. Each primary inverter 20 gives power to one substantially long primary loop. There are numerous adjacent long primary loops on the travelway, for example each a few hundred me-

tres in length. At a short distance after the end of one primary loop is another, and so on. The primary loop can be on the surface of the travelway, but its wires can also be sunk into the travelway with the wires insulated. The en- ergy supply of the vehicles is contactless, resulting in the above-mentioned advantages.

Figure 6 presents in diagrammatic and simplified form one embodiment of the travelway arrangement according to the invention. In the figure, one configuration has been divided into three travelway loops 2a, 2b and 2c, and in each of these travelway loops the vehicles only drive in one direc- tion. The arrows in the figure indicate that in loop 2a the vehicles 1 drive counterclockwise, in loop 2b clockwise and in loop 2c, once again, counterclockwise. At the intersec- tions of loops 2a and 2b, as well as of loops 2b and 2c, the vehicle 1 can switch from one loop to another without disturbing the traffic in the other loop. The vehicle can also continue directly along its original loop, if the des- tination station of the journey is located along that loop.

The steering and drive system 3 of the vehicles, in con- junction with the central control unit 17 for the transport system, supervises the transfer of a vehicle from one loop to another or the vehicle staying in its original loop. The steering and drive system 3 also supervises the speed of the vehicles and controls the speed through a speed control system. The control system also supervises the speed of the vehicles according to the instructions of the central con- trol unit 17 and controls the speed through a speed control system.

The stations 22,23 are in practice small travelway loops, from which the central control unit 17 initiates a departure synchronously such that a vehicle leaving the station is synchronized with the other vehicles of the travelway loop.

The leaving of a vehicle from loop to the station happens in a similar manner.

Only 1 or 2 stations 22,23 have been drawn in Figure 6 for each travelway loop, and in addition Figure 6 presents a parking area 21 for the vehicles in travelway loops 2a and 2c, to which vehicles not in service drive themselves to wait. Maintenance and repair facilities are also located in the parking areas, or in other suitable places. In the parking areas, the vehicles move in one direction of circu- lation only, in the same way as they do in each travelway loop.

In accordance with the idea of the invention, the travelway 2 is activated as long pieces of primary loop as the vehi- cle 1 moves along the travelway. Thus, only the primary loop 12 of the part of the travelway that the vehicle is moving on at that particular time is activated. This local activation is possible because the system knows the posi- tion of the vehicle all the time by means of the previously mentioned navigation arrangement. Electricity is not in the travelway at any given time except in those loops in which there are vehicles at that time.

The double layer supercapacitor 18 that functions as an energy storage in the vehicle 1 enables sections to be left in the travelway 2 in which there is no external current supply, i. e. the primary loop 12. The vehicle 1 drives these sections by means of its energy storage. This is an advantage when building the branching points of the travel- way, at which branching points primary loops have been cast into the travelway such that the loops are completely sepa- rated from each other. In that case no mechanical switch solutions of any kind are needed for the energy supply but instead the vehicle can go to whichever branch and receive sufficient energy all the time. Figure 7 presents in sim- plified form 7 one branching point of the travelway 2. The main branch at this spot has one primary loop 12a, which follows the course of the main branch. The side branch that branches off has its own separate primary loop 12b, the

starting end of which is a distance from the primary loop 12a of the main branch.

Figure 8 presents in more detail the monitoring of the lat- eral movement of the vehicle and the crossing over of a junction. The vehicle 1 has monitoring elements 24 near the surface of the travelway 2 situated such that one monitor- ing element is on the first side of the primary loop 12a of the main branch and the other monitoring element is on the other side of the primary loop 12a. The distance between the magnet coils of the monitoring elements 24 is suitably larger than the width of the primary loop 12a.

The magnet coils of the monitoring element 24 are connected by means of a full wave rectifier 25 to the computer 4 of the steering and drive system 3 of the vehicle, to which computer the position information 27 received from the RFID tags is also led, and the regulation logic 26 of the vehi- cle, which drives the steering motor 9 that turns the front wheels, is connected to the computer 4.

The magnet coils of the monitoring element 24 measure the magnetic field of the wires of the primary loop 12a such that the first magnet coil delivers a negative reference value for the steering angle through the full wave recti- fier 25 and the second magnet coil correspondingly a posi- tive reference value. When both magnet coils are exactly symmetrically on both sides of the primary loop 12a, the magnetic fields are also of equal magnitude, and conse- quently the sum of the reference values is zero. This means that also the steering angle needed is zero; in other words, the vehicle can drive straight ahead without turning the front wheels. If the vehicle drifts in the lateral di- rection of the travelway, the difference between the above- mentioned reference values grows and depending on the po- larity the steering and drive system 3 of the vehicle steers the vehicle in the necessary direction to place the

vehicle in right position with respect to the lateral di- rection.

Figure 8 also presents, in addition to the primary loop 12a of the main branch, both the primary loop 12b of the side branch turning to the right and the primary loop 12c of the side branch turning to the left. The figure also shows the RFID tags 16 on the surface of the travelway. The last RFID tag of the primary loop is marked with the reference number 16v and correspondingly the first of the primary loop with the reference number 16e. At the branching point of the travelway the vehicle passes the last RFID tag 16v of the primary loop 12a, whereupon the steering system receives a command to drive a fixed, computer-controlled steering an- gle along the route leading to the correct station ; in this case towards the branch formed by the primary loop 12c.

When the vehicle 1 passes the first RFID tag 16e of the branch formed by primary loop 12c, the steering system re- ceives information of the fact and monitoring of the vehi- cle in the lateral direction returns to normal functioning and operates by means of monitoring element 24. In this way junctions in which there are no primary loops can be crossed safely.

It is obvious to the person skilled in the art that the invention is not limited to the embodiment example pre- sented above, but that it may vary within the scope of the claims to be presented below. Thus, the structure and prop- erties of the vehicles may deviate from those presented above. Likewise, the layout of the travelway and its loops may be different. The vehicles can also move in reverse where necessary, for instance during servicing and repair operations.

Likewise, it is obvious to the person skilled in the art that the energy supply can be implemented following the idea of the invention in a number of different ways. The

primary loops can be sunk into the travelway 2 or on the surface of the travelway. Also another suitable energy storage, for example accumulators, can be used instead of the supercapacitor 18.

It also is obvious to the person skilled in the art that instead of the monitoring elements 24, the indicators 16 can also, if necessary, be used to monitor the position of the vehicle 1 on the travelway 2 in the lateral direction of the vehicle. The navigation means 10 can have a number of adjacent sensors, on the basis of which the lateral po- sition of the vehicle in relation to the indicator 16 can be observed and if necessary measured.