GB2571068A - Improved vehicle, charging system and components - Google Patents

Abstract

An interface 12 for a vehicle 10 is configured to be displaceable by a field generated by a linear induction motor (LIM) 14 having a primary coil 16 for moving the vehicle, wherein the interface wirelessly receives electrical energy via a receiver (e.g. tertiary coil 22) for charging a power supply (e.g. battery 24) of the vehicle, the energy being transmitted from an energy transmitter (e.g. transmission coil 26). Therefore, the LIM induces movement of the interface without contact and simultaneously transfers power wirelessly to the interface. The interface may have a plate 20, made of metal that is displaceable by a magnetic field generated by the LIM, the plate functioning as a secondary coil 18. A vehicle transceiver 28a and a LIM transceiver 28b provide a communications channel for sending and/or receiving data regarding energy levels of the vehicle power supply and/or a set of instructions for the vehicle to follow. The transceivers can transmit and receive data via the coils. The vehicle may operate autonomously and perform a set of tasks in a defined zone. The vehicle may move using power from the vehicle power supply, or it may commute along a predetermined route 38 to another zone, being moved by displacement of the interface by a LIM.

Description

IMPROVED VEHICLE, CHARGING SYSTEM AND INTERFACE

The invention relates to the movement and charging of vehicles with an electric power storage, and systems for managing the charging of the vehicle. In particular, the invention relates to an interface for a vehicle that simultaneously displaces the vehicle and receives electrical power wirelessly to charge the vehicle. More specifically, the invention relates to vehicles for handling and transporting goods and freight, as well as a management system and a linear induction motor.

Background of the invention

Even in a highly-organised system for freight movement, the majority of fast moving consumer goods (FMCG) are moved in standard units, such as ISO containers, pallets, wheeled cages or even tote boxes or light containers of a similar shape and volume. These units, or people, often require different modes of transport and/or involve different transport vehicles at different stages in a journey.

Not only are different modes inefficient, but vehicles must be refuelled or recharged thus exacerbating inefficiencies. By way of example, ISO or intermodal containers arrive by ship to a port and are subsequently unloaded directly onto a Heavy Goods Vehicle (HGV) or via local, specialised port vehicles to the HGV. Containers or pallets are then transported to a regional distribution centre (RDC) by road before being unloaded from the container and moved to a pallet, and subsequently transported again by road HGV to Local Distribution Centre (LDC). Thereafter, containers or pallets can be unloaded from the pallet and sorted into a tote box, and subsequently transported by light / medium / heavy road transport to a shop or direct to the consumer.

Transport networks and systems are known but transfers between modes are time-consuming and costly. Known modes of transport that are efficient and minimise pollution are obtrusive, unsafe and cause congestion. Moreover, known modes of transport need to be refuelled or recharged.

Summary of the invention

In general terms the invention resides in an interface that enables a vehicle to be simultaneously moved and charged. A vehicle having such an interface can operate in two or more modes, such that efficiencies are improved because transfers are minimised and the vehicle can operate continuously without needing to stop to be recharged. This can be achieved by recharging, while on the move, an external and/or internal power source of the interface and/or vehicle. A system having a plurality of such vehicles operable between zones or nodes along predetermined paths can enable balanced use of the vehicles according to the tasks to be performed and the level of charge in each vehicle.

According to one aspect, the invention resides in an interface for a vehicle, said interface configured to be displaceable by a field generated by a linear induction motor having a primary coil for moving the vehicle, and wirelessly receive electrical energy via a receiver for charging a power supply of the vehicle from energy transmitted wirelessly from an energy transmitter. The wirelessly received electrical energy can be received at the same time that the interface is displaced. The energy transmitter can be a linear induction motor (LIM). The receiver can be a tertiary coil. The interface can have a component that functions as a secondary coil to be displaceable by a LIM. The component can have an iron plate having a corresponding aluminium plate on one side. The aluminium plate preferably faces the LIM, in use. Overall, the LIM functions as a stator and a charger that wirelessly transmits power, while the interface functions as the rotor and a receiver, which receives the power for storage on the interface and/or a vehicle to which the interface is attached.

Power or energy transmitted from the LIM can be transmitted from a transmission coil on the LIM and received by the secondary and/or tertiary coil on the interface. A plurality of tertiary coils can be provided on the interface. The plurality of tertiary coils can be configured to overlap and/or be arranged in a tessellated manner and/or be arranged in a plurality of layers. The tertiary coils can be configured to optimise the capture/transfer of energy from the field generated by LIM. The maximum length of the interface can be the length of the vehicle.

Overall, the interface functions to simultaneously be displaceable by a LIM and receive and store power wirelessly transmitted from the LIM. The LIM can be a static actuator and the interface can function like a reaction plate.

The interface can have a communication interface for sending and/or receiving data associated with at least one of the energy levels of a power source of the vehicle and a set of instructions for the vehicle to follow. The communication interface can be integral with the interface or wholly or partially reside in a separate module or unit.

The interface can have a planar surface and the tertiary coil can be flat and configured adjacent to the interface extend in the plane, or extend parallel to the plane, defined by the planar surface of the interface. The tertiary coil can be optimised for wireless charging, such as resonant wireless charging.

The communication interface can be configured to send and/or receive data via the tertiary coil. Additionally or alternatively the communication interface can use a separate communication coil. Additionally or alternatively the communication interface can be another wireless interface.

According to another aspect, the invention resides in a vehicle having an interface as described herein. Said vehicle is configurable to either (i) perform a set of tasks in a defined zone, wherein the vehicle is moved under power received from an on-board energy store, such as an electrical power supply, or (ii) commute along a predetermined route or path to another zone, wherein during the commute the vehicle is moved by the interface being displaced by a linear induction motor. The set of tasks can include at least one of loading or unloading freight or goods, receiving or delivering freight or goods or picking up or dropping off passengers. The route or path can be dedicated to the vehicle. The route or path can be a tunnel or passageway.

During the commute between zones, the vehicle can be configured to wirelessly receive electrical energy from a LIM via the interface and/or receive via the interface instructions to perform tasks in a defined zone.

The vehicle can be programmable to operate autonomously to perform a set of tasks in a defined zone. Said set of tasks can be determinable by the level of energy in the energy store. The vehicle can be configured with a processor that can determine the maximum number and/or type of tasks it can perform before needing recharged, or to use energy that was not received from a LIM. In other words the vehicle can determine when to commute and recharge to operate solely on the energy received via a LIM.

The vehicle can have a processer configured to monitor energy levels in the energy store and manage the performance of tasks and the frequency of the commute between zones in response thereto such that the energy store is sufficiently charged to enable the vehicle to operate continuously. The vehicle can pause/stop to recharge in a dedicated zone in which the vehicle is wirelessly charged.

The vehicle can be adapted to handle freight at a freight terminal and transport freight between a port, such as a distribution point in a first zone, and a destination such as a delivery address, such as a second zone and, at least in part, commute between the port and destination along a fixed path, during which the vehicle is primarily displaced by a linear induction motor (LIM). The LIM can be statically mounted adjacent to a track, rail, levitation path, and pathway or tunnel floor. The vehicle can be configured to operate solely on energy received via its interface and stored on the interface and/or vehicle. The energy store can be used as a back-up or fail-safe power source to drive the vehicle in the event that one or more LIMs fail to displace the interface.

The vehicle can be an autonomous guided vehicle (AGV). The AGV can be a road-vehicle when functioning in a zone and a track-guided vehicle when commuting between zones. The vehicle can have a processer configured to monitor energy levels in the energy store, and communicate said energy levels to a remote server of controller. The vehicle can have an on-board computer processor for managing automated guidance and/or functionality, such that the vehicle can select the tasks it performs according to its functionality and/or power reserve. Additionally or alternatively, management of tasks can be handled by a computer processor located in a central server.

The AGV can be configured for moving at least one of ISO containers, goods on pallets or wheeled cages, manually handleable boxes or totes.

The vehicle can have independent propulsion in a zone, and dependent propulsion on its commute between zones. In other words, the vehicle’s movement in a zone is powered from an energy store on the vehicle, which is preferably the power supply or can be additional power supply. Additionally or alternatively the vehicle can have a combustion engine and a hydrocarbon fuel store. Preferably, however, the vehicle is powered solely from one or more batteries storing electrical power. Outside the zones, on the path along which the vehicle commutes, the vehicle can be moved by a LIM.

Additionally or alternatively, a motor-generator can be attached to a wheel of the vehicle to complement the interaction with the LIM, or compensate if there is a fault in one or more LIMs. The motor-generator can be connected to an on-board energy story, such as the battery.

The motorgenerator can receive power from the battery to drive the wheel and move the vehicle.

The motorgenerator can generate electricity from movement of the wheel to charge the battery.

The motorgenerator can be used to move the vehicle in, for example, an emergency situation in which power supply to the LIM is unavailable. The motor-generator can be used to control the speed of the vehicle and, for example, provide a braking function in addition to, or as an alternative to, a braking function provided by the LIM. The motor-generator can function to provide regenerative braking that includes charging, for example, the battery.

According to another aspect, the invention resides in a vehicle management system having a vehicle as described herein. The system has a controller configured to receive information associated with tasks to be performed by a vehicle, estimate the energy required by the vehicle to perform each task, communicate with the vehicle to monitor and receive the energy level of a power source of the vehicle, determine the tasks that can be performed with the energy level of the vehicle, assign tasks to the vehicle that the vehicle is capable of performing with the vehicles can be performed by the received energy level. The controller can assign combinations of tasks and commute between zones to maintain the energy level of the vehicle power source above a threshold level, said threshold level being the minimum energy level required for a vehicle to enter a zone, perform a task and leave the zone to commute to another zone.

During the commute a vehicle can be moved by a LIM such that it does not need to power itself and is simultaneously charged so that it can perform the task when it enters a zone, therefore the combination or balance between tasks performed and the commutes made is such that the energy levels can be maintained to enable continuous operation and inhibit the need to stop and charge.

The system can have one or more vehicles configured to operate over a network of zones and commute paths, with nodes in between. The commuting path can be a freight pipeline, which preferably has rail tracks.

According to another aspect, the invention resides in a linear induction motor for engagement with an interface on a vehicle, said LIM having a primary coil for displacing the interface of a vehicle, and a means for wireless power transmission to a tertiary coil of an interface for charging a power supply of the vehicle via the tertiary coil. The LIM can be a static actuator for displacing an interface having a reaction surface or plate. The LIM can have a communication interface for sending and/or receiving data associated with at least one of the energy levels of a power source of the vehicle and a set of instructions for the vehicle to follow. The communication interface can be configured to send and/or receive data via the primary coil.

The term linear-induction motor (LIM) has been used throughout the specification, but the invention is not limited thereto. Additionally or alternatively a linear electric motor or linear synchronous motor can be used.

The LIM or equivalent has two functions. Firstly it induces movement of an interface without contact being made. The interface is typically attached to, or is even part of, a vehicle. Secondly, the FIM wirelessly transfers power to the interface for storage in the interface and/or upon the vehicle to which the interface is attached. The interface is configured to be displaced, thus displacing the vehicle while receiving power from the FIM, or equivalent, to charge the interface and/or the vehicle. The purpose is to maximise the length of time a vehicle having an interface can function on charge/power received only from the FIM. Preferably, once charged, a vehicle having an interface of the invention can operate continuously without needing to be refuelled or recharged because the interface and/or vehicle receive sufficient charge via a FIM.

In light of the teaching of the present invention, the skilled person would appreciate that aspects of the invention were interchangeable and transferrable between the aspects described herein, and can be combined to provide improved aspects of the invention. Further aspects of the invention will be appreciated from the following description.

Brief description of the Figures

Figure 1 is an end-elevation schematic of an interface of the invention positioned upon a vehicle for interaction with a linear-induction motor;

Figure 2 is a schematic view of two zones connected by a path along which a vehicle of Figure 1 can commute; and

Figure 3 is a schematic view of a system having a network having plurality of zones connected by a plurality of paths across which a plurality of vehicles can travel and function, and a remote server having a control for managing the movement and charging of vehicles on the network.

Detailed description

Figure 1 shows a vehicle 10 having an interface 12 arranged to pass a linear induction motor (FIM) 14 having a primary coil 16 for generating a magnetic field. The interface 12 has a component that functions as a secondary coil 18. Said component is typically in the form of a plate 20 having metal that is displaceable by a magnetic field generated by the LIM. The LIM and the interface have planar faces and extend in planes parallel to one another. The interface is arranged such that when a vehicle passes thereover the distance between the LIM and plate is minimal to maximise the magnetic field inducible in the plate. The vehicle runs on tracks such as rails (not shown) along a route.

Electrical power supplied to the LIM 14 can be used to displace the plate 20 of the interface 12 to propel the vehicle 10 along the route. In addition, the interface 12 has a receiver 22, such as a tertiary coil 22, configured to wirelessly receive power transmitted from the LIM 14. Electrical energy received via a tertiary coil 22 is used to charge a power supply, such as a battery 24, located on the vehicle 10 and/or forming part of the interface 12. The tertiary coil 22 can have a plurality of coils. The secondary coil, or plate 20, can be arranged separately from the tertiary coils 22. Additionally or alternatively, the secondary coil and tertiary coil can be combined. The tertiary coil or power receiving components can be displaceable by the LIM.

The LIM 14 has a means for wireless power transmission to a receiver 22 of the interface 12. The means for transmitting power can be the primary coil 16 and/or a transmission coil 26. The primary coil and transmission coil can be integrated. The integration of the coils 16, 26 can be physical, and the windings of the primary coil, which carry electrical current to induce displacement of the secondary coil 18, and the windings of the transmission coil, which transmit power to the interface 12, can be integral. When the coils are integral, they are separate and arranged adjacent or next to each other. Alternatively the electrical current that induces movement of the interface and electrical current that transfer power to the interface are transmitted by the primary coil 16 and, therefore, the primary coil can be said to incorporate the function of the transmission coil 26. In other words, the primary and transmission coil can be the same coil. The LIM, having a primary and/or transmission coil, can be formed from a plurality of coils. The coil or coils can be displaced along the length of the LIM. The coils can be arranged to overlap and/or be arranged in layers. The coils of the receiver 22 can be aligned to maximise the transfer of energy by being aligned with the field of a LIM. Said coils can be movable to optimise energy received from the LIM or be adaptable to different shaped LIMs e.g. a LIM can have U-shape cross sectional profile and the secondary coil/plate or received can have an I-shaped cross-sectional profile, or vice versa. The length of the interface 12 can be the length of the vehicle 10 in order to maximise the length of time the secondary coil 18 and tertiary coil 22 are exposed to the LIM as the vehicle passes along the route. In this way the degree of displacement and the amount or level of power transmitted between the LIM and the interface is maximised.

A vehicle transceiver 28a and a LIM transceiver 28b provide a communication channel between the vehicle 10 and the LIM 14 for sending and/or receiving data associated with at least one of the energy levels of a power source of the vehicle and a set of instructions for the vehicle to follow. The transceivers 28a and 28b can be separate modules on the vehicle or interface and LIM respectively but are preferably integral. The transceivers can be configured to transmit and receive data via the coils. The communications signals can be combined or embedded with the power transmission signal.

Overall, the interface and the LIM are configured such that when they pass each other i.e. when the vehicle is commuting along a route, the LIM 14 simultaneously displaces the interface, and vehicle connected thereto, and wirelessly transmits power that is received by the interface and stored on the interface and/or on the vehicle.

An electrical storage device used by the interface and/or the vehicle can be a battery, a capacitor or super capacitor, or mixture thereof. , such as a battery of the vehicle.

The vehicle does not need to be powered by other means because its displacement can be achieved solely by the LIM. The energy received by the vehicle is stored to power the vehicle when a LIM is neither active nor present.

The power transmission method can be can be inductive, but is preferably resonant because the receiver is not necessarily aligned with the transmitter in a LIM when the interface moves past a LIM. The vehicle can receive power transmitted through induction and/or resonance.

The vehicle 10 is, by way of example, an autonomous vehicle having a controller 30 for managing power consumption, communications, tasks and navigation required of the vehicle using sensors and/or actuators connected thereto. The vehicle can have a communication module 32 that communicates to one or more base stations 34 and or a remote server 36. The module 32 enables the vehicle to communicate and receive instructions or indicate its status when not adjacent to a LIM.

Figures 2 and 3 show the vehicle in a typical use scenario in which it commutes along paths or routes 38 between zones 40. By way of example, and only to highlight the functions the invention enables, the vehicle is an autonomous guided vehicle (AGV) that is adapted to receive goods or freight. The zone, therefore, can be a port and the AGV can receive containers off-loaded from a ship. The management of one or more AGVs tasks and movements can be monitored and controlled via the remote server 36, which holds a list of tasks to be completed in each zone and the tasks performable by each AGV according to the power remaining in its battery. The server 36 can therefore assign and manage tasks by AGVs across a number of zones 40 with routes 38 therebetween.

At present, an AGV would typically move freight around the zone or port for storage or transfer to a truck for road transportation or a carriage, such as a wagon, for rail transportation. The freight would then travel along a route to another zone, such as a distribution zone or a delivery destination. At present, the transfer of freight between transport modes and the means of powering such transport is, therefore, inefficient and polluting.

A vehicle 10 such as an AGV having an interface 12 can perform a set of tasks in a defined zone 40, such as moving freight within the zone, and do so using power stored on an on-board energy store, such as the battery 24. Other modes or power sources can additionally be provided. The vehicle can then commute along a route 38 to another zone, which avoids the need to transfer goods or freight from one mode of transport to another. During the commute the vehicle is moved by the interface 12 being displaced by linear induction motors 14 arranged along the route. The LIMs are static. In this way the vehicle is moved passively and without utilising its own power supply or fuel, which minimises pollution.

Although not shown, the route 38 can be a tunnel or passageway. The tunnel can have a road therein and/or tracks, such as rails. In the zone the AGV can manoeuvre on a conventional road surface and during the commute the AGV can move in a different manner, such as by rail.

During the commute, and while being propelled by a LIM, the vehicle wirelessly receives electrical energy from the LIM 14 via the interface 12. The vehicle can additionally or alternatively receive via the interface 12 instructions to perform tasks in a defined zone or communicate the status of the battery 24.

The vehicle 10 can be programmed according to the charge residing in the battery 24 at the time the vehicle 10 enters a zone 40. In other words, the tasks that the AGV is set, or programmed to perform, can be carried out before recharging is required. In addition to managing tasks the controller 30 can monitor energy levels of the battery and communicate with a remote server 36. Overall, the AGVs can be managed such that they perform tasks and commute between zones in response such that the energy store is sufficiently charged to enable the vehicle to operate continuously. The controller 30 of an AGV can additionally or alternatively be programmed to receive a set of tasks and manage the tasks and the commute completely autonomously to ensure that the energy store is sufficiently charged to enable the vehicle to operate continuously. This is achievable by the server 36 or controller 30 of an AGV recognising that battery levels are too low to perform another task without recharging and, therefore, ensures that the preceding task involves a commute of sufficient length and/or time for the AGV battery to recharge to a level that enables it to perform the next task. If time and capacity permits, then a vehicle having an interface can be held stationary on the route adjacent to a LIM to be recharged.

The vehicle 10 operates in two modes - a transitioning mode and a functioning mode. The transition mode involves the interface attached to the vehicle functioning to displace the vehicle along a route 38, while being able to receive wirelessly transmitted power. When travelling along the route the vehicle can do so passively i.e. without using any energy stored on the vehicle or the interface. To be clear, a LIM can displace the vehicle independently. Additionally or alternatively, the interface can be used to displace the vehicle with respect to a LIM and/or energy stored on the vehicle and/or interface can be used to displace the vehicle e.g. by driving one or more wheels of the vehicle. Such a scenario can be required if there was a power-shortage or fault resulting in a LIM being unable to displace the interface. In the functioning mode the vehicle moves under its own power in a zone 40, which can include using power stored on the interface. Preferably, the vehicle stores energy received from the LIMs such that in the zone the energy stored from wireless transmission is sufficient and the sole source of power. It is possible, however, for a vehicle to be initially or temporarily charged via a LIM while stationary at, for example, a dedicated charging station in the zone. The interface and vehicle are configured and managed during their operation such that the length of time the vehicle can function in a zone is maximised. Preferably, the vehicle can function and transition continuously. Overall, Figure 3 shows a system 42 having AGVs 10, routes 38 with LIMs 14 between zones 40 and a remote server 36 for delegating and/or controlling the execution of tasks.

The system, via a server 36, receives information associated with tasks to be performed by a vehicle, estimate the energy required by the vehicle to perform each task, communicates with the vehicle to monitor and receive the energy level of a power source of the vehicle, determine the tasks that can be performed with the energy level of the vehicle, assign tasks to the vehicle that the vehicle is capable of performing with the vehicles can be performed by the received energy level. A combination of tasks and commuting journeys is assigned to maintain the energy level of the vehicle power source above a threshold level. The threshold level is the minimum energy level required for a vehicle to enter a zone, perform a task and leave the zone to commute to another zone.

In context, elements of the invention enable or provide an alternative to complex, inefficient and polluting means of freight movement and transportation. A dual function vehicle 10 that can both receive freight in one zone 40 and deliver it to another zone minimises the transfer times and keeping the same mode improves efficiencies. LIMs arranged along the route 38, which can be over 100 kilometres long, provide an independent means of propulsion. This can inhibit or avoid depletion of the energy stored by the vehicle on route. Simultaneous movement and charging enables a vehicle to operate between different zones, with commutes therebetween, increases the length of time of continuous operation. By managing the tasks and commutes a vehicle performs it can be arranged to operate continuously.

Overall, the invention relates to an interface for a vehicle that enables the vehicle to be charged via an interface to enable it to perform tasks under its own power, and be displaced by an independent power source along a route when commuting for a period while simultaneously charging its own power store.

It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be capable of designing many alternative embodiments without departing from the scope of the invention as defined by the appended claims. In the claims, any reference signs placed in parentheses shall not be construed as limiting the claims. The word comprising and comprises, and the like, does not exclude the presence of elements or steps other than those listed in any claim or the specification as a whole. In the present specification, “comprises” means “includes or consists of’ and “comprising” means “including or consisting of’. The singular reference of an element does not exclude the plural reference of such elements and vice-versa. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In a device claim enumerating several means, several of these means may be embodied by one and the same item of hardware. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.

The present invention has been described above purely by way of example, and modifications can be made within the spirit and scope of the invention, which extends to equivalents of the features 5 described and combinations of one or more features described herein. The invention also consists in any individual features described or implicit herein.

Claims (15)

1. An interface for a vehicle, said interface configured to be displaceable by a field generated by a linear induction motor having a primary coil for moving the vehicle, and wirelessly receive electrical energy via a receiver for charging a power supply of the vehicle from energy transmitted wirelessly from an energy transmitter.

2. The interface of claim 1, further having a communication interface for sending and/or receiving data associated with at least one of the energy levels of a power source of the vehicle and a set of instructions for the vehicle to follow.

3. The interface of claim 1 or 2, wherein the interface is planar and the tertiary coil is flat and configured adjacent to the interface to extend in the plane, or extend parallel to the plane, defined by the interface.

4. An interface according to any preceding claim, wherein the communication interface is configured to send and/or receive data via the tertiary coil.

5. A vehicle having an interface according to any preceding claim, wherein said vehicle is configurable to either (i) perform a set of tasks in a defined zone, wherein the vehicle is moved under power received from an on-board energy store, or (ii) commute along a predetermined route or path to another zone, wherein during the commute the vehicle is moved by the interface being displaced by a linear induction motor.

6. A vehicle according to claim 5, wherein during the commute between zones, the vehicle is configured to wirelessly receive electrical energy from a LIM via the interface and/or receive via the interface instructions to perform tasks in a defined zone.

7. A vehicle according to claim 5 or 6, wherein said vehicle is programmable to operate autonomously to perform a set of tasks in a defined zone, said set of tasks determinable by the level of energy in the energy store.

8. A vehicle according to any of claims 5 to 7, wherein said vehicle has a processer configured to monitor energy levels in the energy store and manage the performance of tasks and the frequency of the commute between zones in response thereto such that the energy store is sufficiently charged to enable the vehicle to operate continuously.

9. A vehicle according to any of claims 5 to 8, wherein said vehicle is adapted to handle freight at a freight terminal and transport freight between a port and a destination and, at least in part, commute between the port and destination along a fixed path , during which the vehicle is primarily displaced by a linear induction motor.

10. A vehicle according to any of claims 5 to 9, wherein said vehicle has a processer configured to monitor energy levels in the energy store, and communicate said energy levels to a remote server of controller.

11. A vehicle management system having a vehicle according to any of claims 5 to 10, a controller configured to receive information associated with tasks to be performed by a vehicle, estimate the energy required by the vehicle to perform each task, communicate with the vehicle to monitor and receive the energy level of a power source of the vehicle, determine the tasks that can be performed with the energy level of the vehicle, assign tasks to the vehicle that the vehicle is capable of performing with the vehicles can be performed by the received energy level.

12. A vehicle management system according to claim 11, wherein the controller assigns a combinations of tasks and commuting between zones to maintain the energy level of the vehicle power source above a threshold level, said threshold level being the minimum energy level required for a vehicle to enter a zone, perform a task and leave the zone to commute to another zone.

13. A linear induction motor for engagement with an interface on a vehicle, said LIM having a primary coil for displacing the interface of a vehicle, and a means for wireless power transmission to a tertiary coil of an interface for charging a power supply of the vehicle via the tertiary coil.

14. The linear induction motor of claim 13, further having a communication interface for sending and/or receiving data associated with at least one of the energy levels of a power source of the vehicle and a set of instructions for the vehicle to follow.

15. The linear induction motor of claim 13 or 14, wherein the communication interface is configured to send and/or receive data via the primary coil.

Intellectual Property Office