U.S. patent application number 11/367988 was filed with the patent office on 2006-09-14 for transportation system with increased capacity.
Invention is credited to Georges Brigham.
Application Number | 20060201376 11/367988 |
Document ID | / |
Family ID | 36969448 |
Filed Date | 2006-09-14 |
United States Patent
Application |
20060201376 |
Kind Code |
A1 |
Brigham; Georges |
September 14, 2006 |
Transportation system with increased capacity
Abstract
A transport system for providing increased capacity to move
individuals and freight while still accommodating the individual
needs of passengers and freight movers to travel to unique
destinations. The transit system including a car including a set of
switching wheels that are designed to engage with a set of
switching rails, the switching wheels being moveable to selectively
engage with the switching rails to either maintain the car on the
track or switch the car off of the track. The car having to
capability to travel on the relatively high-speed track and on a
conventional surface street.
Inventors: |
Brigham; Georges; (New
Canaan, CT) |
Correspondence
Address: |
ST. ONGE STEWARD JOHNSTON & REENS, LLC
986 BEDFORD STREET
STAMFORD
CT
06905-5619
US
|
Family ID: |
36969448 |
Appl. No.: |
11/367988 |
Filed: |
March 3, 2006 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
60658730 |
Mar 4, 2005 |
|
|
|
Current U.S.
Class: |
104/130.07 |
Current CPC
Class: |
B61B 15/00 20130101;
Y02T 30/30 20130101; Y02T 30/00 20130101; E01B 25/28 20130101; B62D
1/265 20130101 |
Class at
Publication: |
104/130.07 |
International
Class: |
E01B 25/12 20060101
E01B025/12 |
Claims
1. A method for driving a car along a stationary track in a
mass-transit system comprising the steps of: propelling the car
along a length of the track, the car propelled by driving wheels
engaging with a surface of the track; maintaining the car
substantially centered on the track with a set of guide wheels that
engage with guide walls positioned along the length of the track;
positioning switching wheels on the car perpendicular to the
driving wheels; and switching the car to another track or
maintaining the car on the current track by variously engaging sets
of switching wheels on the car with switching rails on the
track.
2. The method according to claim 1 wherein the switching wheels are
provided as two sets of switching wheels to alternately engage with
two sets of switching rails on the track.
3. The method according to claim 2 wherein when the first set of
switching wheels engages with a first set of substantially straight
switching rails, the car is maintained on the track.
4. The method according to claim 3 wherein said first set of
substantially straight switching rails comprises two substantially
parallel switching rails positioned a distance apart in series.
5. The method according to claim 3 wherein when the second set of
switching wheels engages with a second set of curved switching
rails along a transition, the car is switched off of the track.
6. The method according to claim 5 wherein said second set of
curved switching rails comprises two substantially parallel curved
switching rails positioned a distance apart in series.
7. The method according to claim 5 wherein said first and second
set of switching wheels are interconnected such that when said
first set of switching wheels is in a down position, said second
set of switching wheels is in a raised position.
8. The method according to claim 5 wherein when the second set of
switching wheels is in a lowered position, one of said second set
of switching wheels initially engages with one of said curved
switching rails at a first portion of the transition, and a second
one of said second set of switching wheels engages with a second
one of said curved switching rails at a second portion of the
transition.
9. The method according to claim 8 wherein at a point (p) along the
transition, said switching wheels are simultaneously engaged with
their respective switching rails such that both switching wheels
are simultaneously providing switching for the car.
10. The method according to claim 1 wherein, when a track curvature
exceeds a threshold value, the car is guided along the track via
the switching wheels and/or the driving wheels.
11. A car for mass-transport system comprising: a elongated body
section for holding persons and/or freight; a set of ground
engaging driving wheels, positioned at the corners of said
elongated body section for supporting the weight of and providing a
driving force to said body section; a set of guide wheels,
positioned essentially perpendicular to said set of driving wheels,
said guide wheels provided to engage with guide walls of a track to
maintain said elongated body section substantially centered in the
track; and a set of switching wheels, positioned on an underside of
said elongated body section, said switching wheels provided to
engage with a set of switching rails on the track.
12. The car according to claim 11 wherein the switching wheels are
provided as two sets of switching wheels to alternately engage with
two sets of switching rails on the track.
13. The car according to claim 12 wherein, when the first set of
switching wheels engages with a first set of substantially straight
switching rails, the car is maintained on the track.
14. The car according to claim 13 wherein, when the second set of
switching wheels engages with a second set of curved switching
rails, the car is switched off of the track.
15. The car according to claim 14 wherein said first and second set
of switching wheels are interconnected such that when said first
set of switching wheels is in a down position, said second set of
switching wheels is in a raised position.
16. A switching node for a track for a mass-transport system
comprising: a driving surface, extending along a length of the
track, for engaging with driving wheels of a car; a set of guide
walls, extending along the length of the track, for engaging with
guide wheels of the car to maintain the car substantially centered
within the track; a set of switching rails, positioned at a node,
for engaging with switching wheels of the car to either maintain
the car on the track or allow the car to transfer off of the track,
said set of switching rails including: two substantially straight
rails extending along a length of the track and staggered relative
to each other, said two substantially straight rails designed to
engage with a first set of switching wheels to maintain the car on
the track when the first set of wheels is lowered to engage with
said substantially straight rails; two curved rails extending along
a transition to another track, said two curved rails designed to
engage with a second set of switching wheels to switch the car to
another track when the second set of wheels is lowered to engage
with said curved rails.
17. The switching node according to claim 16 wherein said first and
second set of switching wheels are interconnected such that when
said first set of switching wheels is in a down position, said
second set of switching wheels is in a raised position.
18. The switching node according to claim 16 wherein when the
second set of switching wheels is in a lowered position, one of
said second set of switching wheels initially engages with one of
said curved rails at a first portion of the transition, and a
second one of said second set of switching wheels engages with a
second one of said curved rails at a second portion of the
transition.
19. The switching node according to claim 16 wherein at a point (p)
along the transition, said switching wheels are simultaneously
engaged with their respective switching rails such that both
switching wheels are simultaneously providing switching for the
car.
20. The method according to claim 16 wherein, when a track
curvature exceeds a threshold value, the car is guided along the
track via the switching wheels and/or the driving wheels.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of the filing date of
U.S. Provisional Patent Application Ser. No. 60/658,730 filed Mar.
4, 2005.
FIELD OF THE INVENTION
[0002] The present invention relates to transportation systems
intended to reduce highway congestion and crowding, with
flexibility and independent control of vehicles.
BACKGROUND OF THE INVENTION
[0003] Traffic congestion is a significant problem in the United
States as well as in many countries throughout the world, costing
many billions of dollars annually. Although some people have and
will in the future alter their commuting preferences in view of the
state of traffic congestion problems, there is limited willingness
of many people to do so. While "telecommuting" may reduce some
traffic, workers and freight inevitably will need to be transported
from one location to another. The transportation system should be
improved to meet the needs of today's society.
[0004] Ground transportation systems typically comprise three major
entities: links, nodes and vehicles. Links are the corridors, which
may comprise for example, highways or railroads, mostly on the
ground but occasionally in tunnels or elevated. Nodes may comprise
for example, connections between two roadways or tracks, between a
track and a side-track leading to a station or stop-off, or access
to open roads and streets. Vehicles are automobiles, buses, trucks
and freight cars, providing both person and freight
transportation.
[0005] A single lane of traffic can carry 2000 cars or more an hour
as the peak builds up, usually at commuting time. At this
throughput level, any disturbance causes a severe disruption in
traffic flow. Such disturbances may include traffic incidents (even
in the opposite lanes), a driver slowing down, something taking
away the drivers' attention and, in any case, an increase in
traffic volume feeding in from other roads. The shortest achievable
average headway (the time interval between two cars) in normal
traffic, corresponding to a flow of 2000 vehicles per hour is 1.8
seconds. The headway does not imply any particular speed. But two
extremes of speed should be noted.
[0006] First, at 200 mph, race drivers routinely maintain a
separation of one car length or less, equivalent to a headway of
1/15 sec, some 25 times shorter than on the highway. The minimum
headway on the road is dictated by what might be called the
"average human reaction time" of two thousand people who drive
often under normal road conditions. The reduced headway for race
drivers is inconceivable for today's highway configuration, but is
entirely conceivable on a special track utilizing automatic
controls.
[0007] Second, at 10 mph or 15 ft/sec, a car 15 feet long would
barely have time to get by a particular point on the road,
requiring 1 second headway; a 40 foot coach would require a minimum
speed of 27 mph (40 ft/sec); a 60 ft tractor trailer combination,
41 mph (60 ft/sec). At the lower speeds, traffic capacity is
necessarily lower because the headway is necessarily longer to
allow time for the vehicle itself to pass by. This is the speed
barrier. Above this speed, capacity can increase, of course, but
the controlling factor is then the headway.
[0008] In considering the implications of this data, assume that,
with automated vehicle control, headway is halved to 0.9 second,
allowing 4000 cars per hour (and from now on we shall refer to any
vehicles in this context as "cars", whether automobiles, coaches,
trucks or freight cars of any capacity). If all cars are freight
cars carrying a 20 ton load, one track has a freight capacity of
80,000 tons per hour; if all cars carry 50 passengers, the track
capacity is 200,000 passengers per hour; or a mix of the two.
[0009] Congestion is the result of passenger cars carrying on
average 1.6 persons per car. At today's maximum per-lane capacity
of 2000 vehicles per hour, this amounts to just over 3,000
passengers per hour, in contrast with possibly 200,000 as stated
above or even more. Therefore, one response to traffic congestion
is use of mass transport; however, mass transport today comprises
the railroad systems. Railroads have specific drawbacks, namely,
they do not typically go where individual passengers or freight
businesses want to go. Rather, the railroad may generally go from
one area to another area, but additional transport is needed to get
to and from the railroad station. Such additional transportation
can be expensive and time-consuming; this is especially the case
for freight businesses. As a result, the railroads have lost
freight business to trucking, and passenger traffic to
automobiles.
[0010] One common response to traffic congestion is simply to build
more roads. However, adding one lane carrying 3000 passengers
maximum or perhaps 1500 per hour on average for 24 hours, yields
approximately 1.3.times.10.sup.7 passenger miles a year. This is
less than one thousandth of 1 percent of the total of
1.9.times.10.sup.12 passenger-miles a year totaled for the United
States. As a result, adding 1000 lane segments in 1000 critical
areas would yield approximately a 1% increase in the total, a
marginal improvement at best. Furthermore, obtaining right-of-ways
to build new roads or even widen existing roads is a difficult and
sometimes, almost an impossible task.
[0011] Therefore, what is desired is a system that reduces traffic
congestion while still accommodating the individual needs of
individuals.
[0012] It is further desired to provide a system that increases the
number of passengers and/or amount of freight that can be
transported at any particular time.
[0013] It is still further desired to provide a system that
provides a flexible approach to mass-transit by increasing the flow
of cars moving along a track while still providing for transport of
persons and/or freight from and to individual destinations.
SUMMARY OF THE INVENTION
[0014] These and other objects are achieved in one advantageous
embodiment by the provision of multi-passenger, coach-like vehicles
("cars") and freight cars, operated on a track with greatly
increased capacity compared to standard vehicle traffic on a
roadway. The cars are provided such that they may operate both on a
high-speed track and upon standard surface streets.
[0015] The reduced headways for the cars operating on the track
require automatic controls accommodating enhanced forms of freight
cars and passenger coaches. While the speed of the cars may be
increased above the speed of typical highways and railways today,
speed is not the critical factor of the system. Rather, capacity of
cars and track is the critical factor that is improved.
[0016] The improved headway is achieved by use of a specialized
track for the car to run upon. In one advantageous embodiment, the
track is provided with two horizontal riding surfaces spaced for
stability (8.5 feet to conform to highway rules), and two vertical
guide walls against which ride horizontal wheels, to provide
absolute directional control in all conditions. The track is
advantageously provided with a switching mechanism that allows cars
to enter and leave the track without any movement of the track
itself. The ability of cars to enter and leave the main track
without any movement of the track itself has provided for
significant improvement in headway. It is the ability for any car
to switch to any other track, or off or onto the track that creates
a high capacity, high-speed network.
[0017] It is further contemplated that in one advantageous
embodiment, the cars are provided with twenty wheels for various
applications. For example, eight of the wheels may be provided as
driving wheels placed in pairs in tandem at the four corners. These
are the wheels that support the weight of the car both on and off
of the track and are provided to steer the cars when off of the
track. Four of the wheels are horizontal guide wheels, which are
positioned horizontal to the driving wheels and ride against the
guide walls when the car is in the track. Additionally, eight of
the wheels may be provided as switching wheels, which are
positioned in the same horizontal orientation as the guide wheels.
The switching wheels are used to steer the car when the car is in a
switch area. The switching wheels are provided in linked pairs that
straddle the center of the track. These pairs of wheels are raised
or lowered individually and opposite to each other to either
maintain the car on the main track or turn the car to exit the main
track, whether into a station or onto another track. In this
manner, rather than having the track move, the car is provided with
switching wheels to transfer the car on to and off of the main
track.
[0018] It is further contemplated that in another advantageous
embodiment, the cars are 81/2 ft wide, the normal maximum width for
a vehicle on the road. The cars may, in one advantageous
embodiment, be 50 feet or so long so as to accommodate a relatively
large number of passengers, and may be even longer for freight
applications. Cars may be provided double-ended, having two
identical ends. The cars are further self-propelled and may use any
form of engine that is suitable, such as for example, a combustion
engine, electric, hybrid, fuel cell or the like. The cars operate
bi-modally, on track most of the time, but on the ground as well
and may be steered or operated from either end of the vehicle. For
example, it is helpful for a passenger coach to extend its range
somewhat beyond the track station, such as to an office building or
an airline terminal or special venue. For freight applications, it
is highly desirable for the freight car to reach the factory door,
the distribution dock, the produce field, etc. thereby eliminating
the need to transfer the freight to yet another transporting
vehicle.
[0019] In one advantageous embodiment, a method for driving a car
along a stationary track in a mass-transit system is provided
comprising the steps of propelling the car along a length of the
track, the car propelled by driving wheels engaging with a surface
of the track, and maintaining the car substantially centered on the
track with a set of guide wheels that engage with guide walls
positioned along a length of the track. The method further
comprises the steps of positioning switching wheels on the car
perpendicular to the driving wheels and switching the car to
another track or maintaining the car on the current track by
variously engaging sets of switching wheels on the car with
switching rails on the track.
[0020] In another advantageous embodiment, a car for mass-transit
system is provided comprising, an elongated body section for
holding persons and/or freight, and a set of ground engaging
driving wheels, positioned at the corners of the elongated body
section for supporting the weight of and providing a driving force
to the body section. The car further comprises a set of guide
wheels positioned essentially perpendicular to the set of driving
wheels, the guide wheels provided to engage with guide walls of a
track to maintain the elongated body section substantially centered
in the track, and a set of switching wheels, positioned on an
underside of the elongated body section, the switching wheels
provided to engage with a set of switching rails on the track.
[0021] In still another advantageous embodiment, a switching node
for a track for a mass-transit system is provided comprising, a
driving surface, extending along a length of the track, for
engaging with driving wheels of a car, and a set of guide walls,
extending along a length of the track, for engaging with guide
wheels of the car to maintain the car substantially centered within
the track. The switching node further comprises a set of switching
rails positioned at a node, for engaging with switching wheels of
the car to either maintain the car on the track or allow the car to
transfer off of the track. The switching rails include two
substantially straight rails extending along a length of the track
and staggered relative to each other, the two substantially
straight rails designed to engage with a first set of switching
wheels to maintain the car on the track when the first set of
wheels is lowered to engage with the substantially straight rails.
The switching rails further include two curved rails extending
along a transition to another track, the two curved rails designed
to engage with a second set of switching wheels to switch the car
to another track when the second set of wheels is lowered to engage
with the curved rails.
[0022] Other objects of the invention and its particular features
and advantages will become more apparent from consideration of the
following drawings and accompanying detailed description.
BRIEF DESCRIPTION OF THE DRAWINGS
[0023] FIG. 1 is an illustration of one advantageous embodiment
depicting an end of a car.
[0024] FIG. 2 is an illustration of the underside of the car
according to FIG. 1.
[0025] FIG. 3 is an illustration of the operation of the switching
wheels of the car according to FIG. 1.
[0026] FIG. 4 is an illustration of the interaction of the
switching wheels with the track according to FIG. 3.
[0027] FIG. 5A is an illustration of a side track for the car
according to FIG. 1.
[0028] FIG. 5B is an illustration of another side track for the car
according to FIG. 1.
[0029] FIG. 5C is an illustration of still another side track for
the car according to FIG. 1.
[0030] FIG. 6 is an illustration of a station for the car according
to FIG.
DETAILED DESCRIPTION OF THE INVENTION
[0031] Referring now to the drawings, wherein like reference
numerals designate corresponding structure throughout the
views.
[0032] FIG. 1 is an illustration of an advantageous embodiment of
one end of a car 100 that may be used in connection with the
present invention. It is contemplated that both ends of car 100 may
be identical. Car 100 is depicted with a number of sets of wheels.
For example, a set of two driving wheels 102 is illustrated to
engage with the ground. It is contemplated that a total of eight
driving wheels 102 may be provided at the corners of car 100 in a
tandem arrangement. In this manner, not only is the weight carrying
capacity increased, but in case one of the tires bursts, an
additional wheel is provided to carry car 100 until car 100 can
come to a stop for replacement of the damaged driving wheel 102. It
is further contemplated that while eight driving wheels 102 are
selected for an advantageous embodiment, any number of driving
wheels 102 may be selected depending upon the application. For
example, for relatively heavy freight applications, it may be
desirable to provide car 100 with sixteen driving wheels for
bearing the additional weight.
[0033] The tires may be designed for normal operation up to, for
example, 200 mph, with a normal load of 8,000 lb, so that a freight
car at 32 tons fully loaded conforms on the street to the usual
limit of 16,000 lbs per axle. Additionally, on the street, the
tires must deflate automatically to avoid damage to warm asphalt in
the summer.
[0034] In still another advantageous embodiment, the driving wheels
102 provide all-wheel steering. While on the track 200 (FIG. 2),
the steering provided by driving wheels 102 is nominal, however,
for street applications, the steering of driving wheels 102 is the
primary means for steering car 100.
[0035] Also illustrated in FIG. 1 is an example of a guide wheel
104, which is designed to engage with guide walls 202 to maintain
car 100 substantially centered in track 200. As suggested in FIG.
2, four guide wheels 104 are mounted to car 100 in a horizontal
mounting position and ride against the guide walls 202. The guide
wheels 104 project about 0.5 foot outside body 101 of car 100, to
provide clearance, and retract when the car 100 operates on a
conventional road. Guide wheels 104 spin freely, as fast or slowly
as the car speed requires. The track may curve, so that these guide
wheels must press against the walls up to a point.
[0036] Guide wheels 104 are mounted to the frame of the car 100 so
that the guidance provided by the guide walls 202 is transferred to
car 100 and car 100 is kept centered on the track 200.
[0037] There is a limit to the degree of curvature that can be
permitted in the construction of track 200. The limit of the
curvature of the turn is defined by the location of the guide
wheels and the length of the car. The curvature of the track cannot
be any greater than that where the outside guide wall would be
touching the front and rear corners of the car and both the guide
wheels on the same side. The coordinate axis of the curvature of a
circle is taken along the front and one side of the car, with the
origin at 0. From plane geometry, fitting a circle to these four
points leads to its center having its X coordinate at L/2 Formula 1
where L is the length of the car, and its Y coordinate at
((B.times.L)-+/P B*2)/2.times.P Formula 2 (formulas utilize APL
notation) where P is the protrusion of the guide wheels outside the
car, and B is the setback from the end of the car. The radius is
therefore the square root of the sum of both of these squared. In
one statement, letting RO be the radius: RO.rarw.(+/((L/2),
((B.times.L)-+/P B*2)/2.times.P)*2)*0.5 Formula 3
[0038] For a typical case of a car 60 ft long and a guide wheel
protruding 6'' and set back 4 ft, the tightest radius of curvature
is approximately 226 ft. The corresponding speed can then be
calculated, for a centrifugal acceleration A, as: (A.times.RO)*0.5
Formula 4 Allowing a g-force of 1/4 of gravity, or 8 ft/sec.sup.2,
this is 43 ft/sec or 29 mph.
[0039] The curvature of the track is similarly limited by the
curvature of the inside wall so as not to touch the side of the car
between the two guide wheels on the same side. In one statement,
letting RI be the radius: RI.rarw.(+/P(B-L/2)*2)/2.times.P Formula
5
[0040] For the same typical car, the tightest radius of curvature
is approximately 676 ft. and the corresponding speed is 74 ft/sec
or 50 mph. It should be noted that variations are possible to suit
different track layouts.
[0041] Since the tighter turns require the elimination of one or
both guide walls, steering must revert first to the driving wheels.
But, for safety reasons, the switch wheels and rails can also come
into play, substituting for the lack of guide walls for as long as
these have to be removed. They can cease, as soon as the curvature
returns to a sufficiently low value.
[0042] Also illustrated in FIGS. 1-3 are switching wheels 106. In
this advantageous embodiment, eight switching wheels 106 are
provided as four sets of linked pairs (106', 106'', 106''',
106'''') that straddle a center of the track 100. These pairs of
wheels are raised or lowered individually and opposite to each
other. For each pair of switching wheels 106, when one pair is up,
the other pair must be down and vice versa. These pairs operate for
right or left switching will be discussed further in connection
with FIGS. 3 and 4.
[0043] When car 100 is not on track 200, all of the switching
wheels are raised to avoid hitting any obstruction on the standard
roadway. In addition to a raising mechanism 108, these wheels need
a small electric motor (not shown) to bring their rotation speed to
match the speed of the car 100, so that there is no shock when
engaging a switch rail as discussed hereafter.
[0044] When car 100 comprises a passenger car, car 100 may be
provided with fifteen rows of seats, double on one side and single
on the other, with an aisle in between. This would, for example,
comfortably accommodate 45 people for trips of relatively long
duration and up to 75 for short commuter trips with three in the
double seat and a jump seat in the isle.
[0045] It is contemplated that a single track 100 in each direction
in a geographic area can provide a significant increase in the
capacity of today's transit system. However, to create a network of
tracks 200, there must be a switching location 250 between tracks
200; and automatic controls (not shown) interacting with the cars
100.
[0046] The pairs of switching wheels 106 seen in FIGS. 3 and 4, are
labeled "R" and "L". The pairs are linked and operate as one.
Either can be raised or lowered, but they are interlocked so that
both cannot be lowered together. Switching is performed entirely by
each car 100, according to its ultimate destination. Each switching
node 250 is predetermined, subject only to overall traffic
control.
[0047] The guide walls 202 define this switching node 250. As an
example, for a top speed of 60 mph and 0.2 g lateral acceleration,
the switch location 250 is 150 ft between points A and H (FIG. 4);
for a top speed of 200 mph and 0.25 g, this changes to 450 ft.
[0048] An example of switching node 250 will now be discussed with
reference to FIGS. 3 and 4. Guide walls 202 are illustrated for
engaging with guide wheels 104. Also, switch rails 204 are
illustrated including substantially straight switch rails 206, 206'
and curved switch rails 208, 208'. The right pair of switching
wheels 106 is down and in use, the left is up and unused at this
instant. Switching node 250 begins at points I and H of rails 206'
and 208. R1 having been lowered catches first switch rail 208 (I-E)
and forces the car 100 to the right branch 210, compensating for
the guide wall 202, from which the right branch 210 is diverging.
R2 was lowered simultaneously, so that it catches the second switch
rail 208' (C-B) just before first switch rail 208 (I-E) ends,
thereby maintaining full directional control on the left of the car
100. The right guide wall 202 keeps right-hand guidance at all
times. By the time second switch rail 208' (C-B) ends, the left
guide wall 202 of the right branch 210 of the fork appears at A, to
resume left directional control.
[0049] The switch rails 204 are designed with a height that will
allow for clearance of switching wheels 106 when in a raised
position. For example, switch rails 264 may be selected to have a
height of 12 inches, however, the height will vary depending upon
the design and clearance of the car 100 and switching wheels
106.
[0050] Switching to the left branch operates similarly, except, of
course, for using the left switch wheels 106 against switch rails
206 (F-G) and 206' (H-D).
[0051] It should be noted that, while various functions and methods
have been described and presented in a sequence of steps, the
sequence has been provided merely as an illustration of one
advantageous embodiment, and that it is not necessary to perform
these functions in the specific order illustrated. It is further
contemplated that any of these steps may be moved and/or combined
relative to any of the other steps. In addition, it is still
further contemplated that it may be advantageous, depending upon
the application, to utilize all or any portion of the functions
described herein.
[0052] Referring now to FIGS. 5A-6, various stations 240 are
illustrated. It is contemplated that in one advantageous
embodiment, the stopping time may be 1 minute, generally sufficient
to load and unload passengers in one car, or for a driver to take
over or release a freight car. These stops may be intermediate
stations or terminals, large or small. A few representative cases,
starting with freight are described as follows.
[0053] A freight station 240 serves freight cars 100 as the
interchange to the general road network, which freight cars 100
must use to complete delivery or to pick up new loads. Two
ramps--one on, one off--may make the connection. The "yard" need
only provide a brief stopping area at the end of each ramp and some
open space to satisfy whatever traffic uses that stop. As a car 100
arrives, empty or loaded, a driver must be available to take over
either to drive off directly or at least to park the car. The
reverse applies for cars getting onto the system. The area must be
large enough to accommodate the vagaries of pick-up and deliveries.
It amounts to a parking lot, with minimal facilities for waiting
drivers. While it is contemplated that in one embodiment the limit
is 1 car per minute if the cars stop at the end of the access ramp,
the track 200 may be separated into two tracks and double the
capacity and so on.
[0054] Passenger stations 240 may vary widely, primarily as to
size. For discussion purposes, consider through stations (FIGS.
5A-5C) versus terminals (FIG. 6) (the latter require a reversal of
direction of the cars). The volume of traffic will dictate the
number of individual berths 242, one berth 242 serving one car 100.
More berths are possible along one platform (FIG. 5C).
[0055] The simplest station 240--serving the smallest traffic
volume--requires one set of switching nodes 250 to leave the main
track 200 and return (FIG. 5A).
[0056] The curves in the track 200 are squared off for discussion
purposes and one berth 242 corresponds to one car 100, shown by an
X. FIG. 5A is broken to reflect D, the distance for the car to
decelerate from, and to accelerate to, the speed of travel on the
main track 200. It is contemplated that if a stop takes 1 minute,
cars 100 can arrive at most once a minute, 60 an hour, giving a
maximum capacity of 2,700 passengers per hour at the usual seating
or 4,500 at commuting capacity.
[0057] For greater volume, the station 240 needs two switching
nodes 250, on and off as illustrated in FIG. 5B. For example, cars
100 can arrive at 30 sec. intervals, the maximum capacity doubles
to 2 cars per minute, 120 per hour, 5,400 (9,000 commuting
capacity) passengers per hour. It is also possible with two
switching nodes 250 (in and out) to put berths 242 in tandem along
each platform (FIG. 5C), to yield a capacity of 180 cars per hour
and so forth.
[0058] Terminals are another form of station 240, but they require
cars 100 to reverse their travel direction in some fashion rather
than to continue along the original track 200. One possible layout
with 8 berths, for instance, is illustrated in FIG. 6.
[0059] For example, cars 100 come in from the south, on the left
(northbound) track and switch up to three times to stop at one of
eight berths 242. After unloading, loading or both, a car 100 goes
through and switches to the right into the cross track 200, turns
right once more and goes out on the rightmost (southbound) track
200. While multiple switching nodes 250 and berths 242 are
provided, it is contemplated that two tracks 200 as illustrated can
feed and empty the terminal.
[0060] In this example, eight berths 242 would accommodate eight
cars 100 per minute, a headway of 7.5 secs, which for cars 100 of
60 ft lengths corresponds to a speed barrier of 8 ft/sec or 5 mph.
Even relatively tight turns would accommodate this.
[0061] Another form of station 250 is the open station, similar to
a freight yard, to serve, for instance, a large sports arena which
already has a large parking area. Two tracks 200 are required, as
usual, inbound and outbound. As an example, it is desired to bring
all the attendants to an arena of 100,000 in a relatively short
time frame, say 40 minutes. This means 2,500 people per minute,
requiring 55 cars 100 per minute at normal seating or 33 cars at
commuter seating. The track 200 can handle this as a headway of 1.1
sec. (at normal seating), which is only a little less than the
current 1.8 sec. for cars under human control. With 1 minute
stopping time, there must be room on the ground for either 55 or 33
cars 100 at any moment, which in turn requires the same number of
ramps, in and out. Any open ground can serve to hold the cars 100,
since there is no need for platforms.
[0062] It is further contemplated that the system may further be
used, not only to transport a large number of individuals to a
particular location, but may further be used to evacuate a
relatively large number of individuals from a location in an
emergency. For example, the evacuation of 100,000 people in a span
of approximately 40 minutes.
[0063] Although the invention has been described with reference to
a particular arrangement of parts, features and the like, these are
not intended to exhaust all possible arrangements or features, and
indeed many other modifications and variations will be
ascertainable to those of skill in the art.
* * * * *