U.S. patent application number 11/382753 was filed with the patent office on 2007-02-08 for dual mode vehicle and system for high speed surface transportation.
Invention is credited to Keith A. Langenbeck.
Application Number | 20070028798 11/382753 |
Document ID | / |
Family ID | 37023009 |
Filed Date | 2007-02-08 |
United States Patent
Application |
20070028798 |
Kind Code |
A1 |
Langenbeck; Keith A. |
February 8, 2007 |
DUAL MODE VEHICLE AND SYSTEM FOR HIGH SPEED SURFACE
TRANSPORTATION
Abstract
A dual-mode vehicle system for surface transportation comprising
a cab, first and second independently-driven hubs coupled to the
cab, and an inclined plane extending from a first surface to a
second surface. The first and second independently-driven hubs each
have first and second portions wherein the first portion of the
second independently-driven hub propels the cab along a third
surface at least until the second portion of the first
independently-driven hub cooperates with the inclined plane to
propel the cab up to said second surface. A dual-mode vehicle for
surface transportation and a method of manufacturing the dual-mode
vehicle is also provided.
Inventors: |
Langenbeck; Keith A.;
(Richardson, TX) |
Correspondence
Address: |
HITT GAINES P.C.
P.O. BOX 832570
RICHARDSON
TX
75083
US
|
Family ID: |
37023009 |
Appl. No.: |
11/382753 |
Filed: |
May 11, 2006 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60679728 |
May 11, 2005 |
|
|
|
60695915 |
Jul 2, 2005 |
|
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Current U.S.
Class: |
105/72.2 |
Current CPC
Class: |
B60F 1/02 20130101; B61B
15/00 20130101; Y02T 30/30 20130101; Y02T 30/00 20130101; B61B
13/00 20130101 |
Class at
Publication: |
105/072.2 |
International
Class: |
B61C 15/00 20060101
B61C015/00 |
Claims
1. A dual-mode vehicle system for surface transportation,
comprising: a cab; first and second independently-driven hubs
coupled to said cab, said first and second independently-driven
hubs each having first and second portions; and an inclined plane
extending from a first surface to a second surface wherein said
first portion of said second independently-driven hub propels said
cab along a third surface at least until said second portion of
said first independently-driven hub cooperates with said inclined
plane to propel said cab up to said second surface.
2. The system as recited in claim 1 wherein said third surface is a
guided roadway and said second surface is an unguided roadway.
3. The system as recited in claim 1 wherein said third surface is
an elevated roadway.
4. The system as recited in claim 1 further comprising first and
second motors coupled to each of said first and second
independently-driven hubs, respectively.
5. The system as recited in claim 1 further comprising an
autonomous power system within said cab coupled to and driving said
first and second independently-driven hubs.
6. The system as recited in claim 1 further comprising an
aerodynamic control surface coupled to said cab and configured to
control an effective weight of said cab.
7. The system as recited in claim 6 further comprising a system
computer coupled to said first and second independently-driven hubs
and said aerodynamic control surface.
8. The system as recited in claim 1 further comprising an active
suspension system coupled between said cab and said first and
second independently-driven hubs.
9. The system as recited in claim 1 wherein said cab has a
substantially flat bottom surface.
10. The system as recited in claim 1 wherein each of said first and
second independently-driven hubs comprise a single piece.
11. A dual-mode vehicle for surface transportation, comprising: a
cab; and first and second independently-driven hubs coupled to said
cab, said first and second independently-driven hubs each having
first and second portions comprising a single piece.
12. The dual-mode vehicle as recited in claim 11 further comprising
first and second motors coupled to each of said first and second
independently-driven hubs, respectively.
13. The dual-mode vehicle as recited in claim 11 further comprising
an autonomous power system within said cab coupled to and driving
said first and second independently-driven hubs.
14. The dual-mode vehicle as recited in claim 11 further comprising
an aerodynamic control surface coupled to said cab and configured
to control an effective weight of said cab.
15. The dual-mode vehicle as recited in claim 14 further comprising
a system computer coupled to said first and second
independently-driven hubs and said aerodynamic control surface.
16. The dual-mode vehicle as recited in claim 11 further comprising
an active suspension system coupled between said cab and said first
and second independently-driven hubs.
17. A method of manufacturing a vehicle for surface transportation
on both a guided and unguided roadway, comprising: providing a cab;
and coupling first and second independently-driven hubs to said
cab, said first and second independently-driven hubs each having
first and second portions comprising a single piece.
18. The method as recited in claim 17 further comprising: coupling
first and second motors to each of said first and second
independently-driven hubs, respectively; and coupling an autonomous
power system within said cab to drive said first and second
independently-driven hubs.
19. The method as recited in claim 17 further comprising coupling
an aerodynamic control surface to said cab and configuring said
aerodynamic control surface to control an effective weight of said
cab.
20. The method as recited in claim 17 further comprising coupling a
system computer to said first and second independently-driven hubs
and said aerodynamic control surface.
21. The method as recited in claim 17 further comprising coupling
an active suspension system between said cab and said first and
second independently-driven hubs.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This Application claims the benefit of U.S. Provisional
Application Ser. No. 60/679,728 filed on May 11, 2005, entitled
"DUAL MODE VEHICLE AND SYSTEM FOR HIGH SPEED SURFACE
TRANSPORTATION," and U.S. Provisional Application Ser. No.
60/695,915 filed on Jul. 2, 2005, entitled "ACTIVE AERODYNAMIC
DEVICES FOR DUAL MODE VEHICLE AND OTHER SURFACE VEHICLES," commonly
owned with the present invention and incorporated herein by
reference.
TECHNICAL FIELD OF THE INVENTION
[0002] The present invention is directed, in general, to surface
transportation vehicles and, more particularly, to a dual-mode
vehicle that operates on both guided and unguided roadways.
BACKGROUND OF THE INVENTION
[0003] Many types of alternative transportation systems have been
proposed for moving passengers and freight. The concept of a
dual-mode vehicle and track system that would use the existing
surface roads for collection and distribution of people and freight
in conjunction with a dedicated pathway for safe, controlled,
high-speed transit from origination to destination has been sought
for decades. To date, no dual-mode transportation system has
offered the combination of low vehicle cost, low cost guided track
system, flexibility of freight and passenger use on the same
system, simultaneous local and express service on the same track
system, simple transition to and from the guided track, high-speed
transit rates and ease of accommodation with the current modes of
transportation.
[0004] Conventional trains, consisting of multiples of passenger or
freight cars connected with separate engine cars, have limitations
such as: limited-to-nonexistent service depending on origin and
destination, high infrastructure cost to increase capacity, high
acquisition cost of the track bed right-of-way, collision danger
with road traffic at grade crossings, high overall cost for
introducing new service, high electrification costs of existing
lines for using current high-speed train technology, scheduling
conflicts between freight and passenger use of existing single line
tracks, high per-passenger seat costs for the vehicles, scheduling
conflicts between local and express passenger service, inflexible
balancing of vehicle capacity with passenger demand, difficulty in
redeploying vehicle assets, long turn around time at destination,
long lead time to deliver additional capacity and many others.
[0005] Conventional jet airplane travel also has limitations such
as: limited service depending on origin and destination, security
concerns create delays or interrupt service, high noise from jet
engines, susceptibility to weather interruptions and catastrophe,
high fuel consumption, high infrastructure cost to increase
capacity, high per-passenger seat costs for the vehicles,
inflexible balancing of vehicle capacity with passenger demand,
long delays, excessive portal times diminishing the utility of the
high-speed transit, passenger security examinations are a deterrent
to use, and others.
[0006] Conventional surface vehicles also have limitations such as:
low transit speeds, open and uncontrolled operating environment,
traffic delays, relatively less safety, high fuel consumption per
vehicle, very low seat utilization per trip, high operator error
rate, widely variable vehicle maintenance, high cost of additional
infrastructure, inability in some areas to increase infrastructure
capacity, near term potential for grid lock, and others.
[0007] Accordingly, what is needed in the art is a fast,
transportation system for passengers and medium weight cargo that
does not suffer from the deficiencies of the prior art.
SUMMARY OF THE INVENTION
[0008] To address the above-discussed deficiencies of the prior
art, the present invention provides, in one aspect, a dual-mode
vehicle system for surface transportation comprising a cab, first
and second independently-driven hubs coupled to the cab, and an
inclined plane extending from a first surface to a second surface.
The first and second independently-driven hubs each have first and
second portions wherein the first portion of the second
independently-driven hub propels the cab along a third surface at
least until the second portion of the first independently-driven
hub cooperates with the inclined plane to propel the cab up to said
second surface. A dual-mode vehicle for surface transportation and
a method of manufacturing the dual-mode vehicle is also
provided.
[0009] Another intention of the invention is to minimize the total
aggregate travel time from door to door as experienced by the
passenger or payload.
[0010] Another intention of the invention is for the vehicle to
operate on the open road surface and the dedicated track system
with a minimal compromise of performance and minimal complexity
during transition.
[0011] Another intention of the invention is to minimize fuel
consumption on per passenger basis.
[0012] Another intention of the invention is to minimize the per
seat cost of the vehicle.
[0013] Another intention of the invention is for the vehicle to
passively transition from the road onto the track and back on to
the road without having to change its operating configuration or
have need for an external operating mechanism.
[0014] Another intention of the invention is to utilize groups of
autonomously powered vehicles operating in unison via communication
means in lieu of being mechanically linked, thus allowing for
flexible deployment of vehicles and more precise matching of
deployed seating capacity to actual passenger demand.
[0015] Another intention of the invention is for the vehicle to be
capable of fully manual and fully automated operation.
[0016] Another intention of the invention is for the vehicle to be
autonomously powered and not need or use power rails, buss bar or
other type of external collector means for receiving or storing
electrical power, thus simplifying the vehicle design and reducing
overall infrastructure cost.
[0017] Another intention of the invention is for the vehicle design
and shape to minimize aerodynamic drag with a low coefficient of
drag and a smooth bottom surface.
[0018] Another intention of the invention is to utilize
positionable aerodynamic devices to enhance the performance and
safety of the vehicle by improving vehicle stability at speed,
improving vehicle stability when operating in curves and
supplementing the mechanical braking systems.
[0019] Another intention of the invention is to utilize active
suspension technology in conjunction with the positionable
aerodynamic surfaces to tilt the vehicle inward while operating in
the curves.
[0020] Another intention of the invention is for groups of vehicles
operating simultaneously on a common track to be arranged in
descending order with the farthest destination vehicle leading,
thus allowing for the shorter destination vehicles to slow down and
stop without impeding the travel of the other vehicles.
[0021] Another intention of the invention is for the track system
to be above the surface roads to eliminate grade crossing
collisions, increase vehicle security and minimize vandalism.
[0022] Another intention of the invention is for the track system
design and construction to reflect the lower weight of the vehicle
and allow for reduced cost of manufacture and shorter, easier
installation.
[0023] Another intention of the invention is for the track system
design to maximize off-site automated manufacturing work and
minimize in-field construction, thus reducing the cost of the track
infrastructure and the time of installation.
[0024] Another intention of the invention is for the track system
to potentially be mounted above existing railroad lines, thus
utilizing current rights-of-way and the existing surface rail track
for mechanized delivery and assembly trains to install the overhead
track system.
[0025] Another intention of the invention is for the track system
superstructure to anticipate the use of pairs of parallel tracks,
vertical or horizontal or both, thus allowing for bi-directional
travel along the same pathway without interruption.
[0026] The foregoing has outlined preferred and alternative
features of the present invention so that those skilled in the
pertinent art may better understand the detailed description of the
invention that follows. Additional features of the invention will
be described hereinafter that form the subject of the claims of the
invention. Those skilled in the pertinent art should appreciate
that they can readily use the disclosed conception and specific
embodiment as a basis for designing or modifying other structures
for carrying out the same purposes of the present invention. Those
skilled in the pertinent art should also realize that such
equivalent constructions do not depart from the spirit and scope of
the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0027] For a more complete understanding of the invention,
reference is now made to the following descriptions taken in
conjunction with the accompanying drawing, in which:
[0028] FIG. 1 illustrates a plan view of a dual-mode vehicle while
engaged on a guided roadway;
[0029] FIG. 2 illustrates an elevation view of the dual-mode
vehicle of FIG. 1 while engaged on steel track;
[0030] FIG. 3 illustrates an end view of the dual mode vehicle of
FIG. 1 while engaged on the steel track;
[0031] FIG. 4 illustrates an end elevation sectional view of the
dual-mode vehicle while engaged on the steel track along plane 4-4
of FIG. 1;
[0032] FIG. 5 illustrates a side elevation view of two dual-mode
vehicles on elevated, guided roadways stacked vertically above a
conventional steel railway on the ground;
[0033] FIG. 6 illustrates an end elevation view of the two
dual-mode vehicles of FIG. 5 on elevated, guided roadways stacked
vertically above the conventional steel railway on the ground;
[0034] FIG. 7 illustrates a side elevation view of the dual-mode
vehicle in transition up and off of the guided roadway and onto a
road surface;
[0035] FIG. 8 illustrates a side elevation view of the dual-mode
vehicle in transition down and onto the guided roadway and off of
the unguided road surface;
[0036] FIG. 9 illustrates an end view of dual-mode vehicle with the
annular steel surfaces of dual-function hubs fully engaged with the
steel rails;
[0037] FIG. 10 illustrates an end view of the dual-mode vehicle
with the annular steel surfaces of dual-function hubs fully
disengaged from the steel rails;
[0038] FIG. 11 illustrates a road-only vehicle in plan, elevation,
and end views with the positionable aerodynamic devices; and
[0039] FIG. 12 illustrates a road-only vehicle in plan, elevation,
and end views with the positionable aerodynamic devices shown as
opposing pairs.
DETAILED DESCRIPTION
[0040] Referring now to the drawings, the purpose of which is to
illustrate the invention only and not to limit the invention in any
sense, a preferred embodiment of the dual-mode surface
transportation system is shown in FIGS. 1-12. The dual-mode
transportation system consists of a number of related mechanisms or
concepts, some of which are pre-existent and may be used with
modification. Others may be known in the art but have not been
configured in this manner, or arranged to function as a unified
system of transportation.
[0041] Referring initially to FIG. 1, illustrated is a plan view of
a dual-mode vehicle 10 while engaged on a guided roadway 30
including positionable aerodynamic devices, generally referenced as
200, which are individually shown as opposing pairs 202, 206 and
204, 208. One who is of skill in the art will recognize that a
light-rail type system constitutes a guided roadway, and that
conventional surface roads constitute an unguided roadway.
Therefore, reference using either terminology, as appropriate, may
be made throughout the remainder of this description.
[0042] The dual-mode vehicle 10 is the core of the invention and is
an autonomously powered vehicle that is designed to operate without
the need of electrical connection means for receiving motive power,
either dynamically, as in an electric train or subway, or
statically, as in a rechargeable electric car. A typical dual-mode
vehicle 10, as illustrated in FIGS. 1-4, is anticipated to carry
from 10 to 30 passengers each over moderate distances of 200 to 800
miles on steel track 30 at speeds exceeding 200 mph without
refueling. This operational speed requires the vehicle shape to be
as aerodynamically efficient as possible. The aggressively pointed
front of the vehicle 10, shown in FIGS. 1 and 2, along with an
uncluttered flat bottom 11, as shown in FIGS. 2 and 3, minimize the
induced drag at high operational speeds. The actual shape,
configuration, and range of performance of the dual-mode vehicle 10
will vary depending upon the intended use and other
considerations.
[0043] Referring now to FIG. 2, illustrated is an elevation view of
the dual-mode vehicle 10 of FIG. 1 while engaged on steel track 30
and including the positionable aerodynamic devices 200 in the
neutral or horizontal position. The dual-mode vehicle 10 comprises
a cab 81, pneumatic tires 27 mounted on first and second
dual-function hubs 21, 22 (collectively referenced as 20). The
pneumatic tires 27 are shown straddling an outside of the steel
rail 30. First and second dual-function hubs 21, 22 and pneumatic
tires 27 are mounted near front and rear ends of the cab 81. A
lower surface 28, or tangent point, of pneumatic tires 27 is
clearly above a bottom edge of the steel rail 30
[0044] In the neutral position, each positionable aerodynamic
surface 200 has an aerodynamic cross section that generates zero
lift. The design of the aerodynamic cross section is performed
using conventional low-speed aerodynamics available to one who is
of skill in the art and would likely be a symmetrical airfoil. The
positionable aerodynamic devices 200 are mechanically constrained
such that only zero or negative lift can be induced when they are
operated. The neutral position will be the position for most low
speed operation of the vehicle 10. Downward force applied to the
vehicle 10 will be generated at higher speeds when the positionable
aerodynamic surface 200 is rotated so that a leading edge 211 is
down relative to its trailing edge 212. This will result in the
vehicle 10 having an effective weight that may be more than its
actual static weight. The amount of downward force can and will
vary depending on the amount the positionable aerodynamic surface
200 is rotated and the vehicle speed. Although located in sets
along the main axis of the vehicle 10, the positionable aerodynamic
surfaces may be operated as lateral or longitudinal sets, or each
independently, as required for a given operating condition.
[0045] Referring now to FIG. 3, illustrated is an end view of the
dual mode vehicle 10 of FIG. 1 while engaged on the steel track 30
and includes the positionable aerodynamic devices 200 in the
neutral or horizontal position. Pneumatic tires 27 mounted on the
dual-function hubs 20 are shown straddling the outsides of the
steel rails 30. The lower surface 28 or tangent point of the
pneumatic tires 27 are clearly above the surface on which the steel
rail 30 is mounted.
[0046] The end view of the dual-mode vehicle 30 shows the upper
left and upper right sidewalls 80A, 80B, respectively, of the
vehicle 10 having been angled toward a center of the overhead wall
of the vehicle 10. The inward angling of the upper left and upper
right sidewalls 80A, 80B reduces the cross sectional area of the
vehicle 10 as compared to a vehicle with the same overall height
and right angle corners. The inward angling of the upper left and
upper right sidewalls 80A, 80B of the vehicle 10 provides space for
mounting of the positionable aerodynamic devices 200 extending
outwardly from the upper center of the vehicle 10. The positionable
aerodynamic devices 200 are capable of operating independently, but
will function primarily as left and right pairs identified as 202
with 204, and 206 with 208, as shown in FIG. 1. One who is of skill
in the art will readily understand how the positionable aerodynamic
devices 200 are implemented.
[0047] Referring now to FIG. 4, illustrated is an end elevation
sectional view of the dual-mode vehicle 10 while engaged on the
steel track 30 along plane 4-4 of FIG. 1. In a preferred
embodiment, each dual-function hub 20 is a single piece of steel
having first and second portions 24, 25, respectively. The first
portion 24 comprises an annular surface 23 for riding on the steel
rails 30 and the second portion 25 comprises a conventional rim
profile for mounting of the pneumatic rubber road tires 27. Because
of the singular and integral construction of the dual-function hubs
20, the annular surface 23 and the conventional rim profile 25 are
driven simultaneously by the same driving force 40.
[0048] In one embodiment, the dual-mode vehicle 10 further
comprises an autonomous drive means 55, for example, an on-board,
internal combustion engine, coupled to an electrical generator 57
to produce electrical power routed to independent motors 40 located
at, and coupled to, each of the dual-function hubs 20. The electric
motors 40 are independently coupled to, monitored, and controlled
by an on-board computer system 60 for speed matching or speed
variation between the dual-function hubs 20. This capability
enables directional control of the vehicle 10 through differential
motor speeds.
[0049] With all of the dual-function hubs 20 being separately
driven and independently controlled for speed, the need for
differential wheel speeds when going through curves or turning the
vehicle 10 can be accomplished without gear-type differentials and
without conventional pivotal steering mechanisms. A four-wheel
driven vehicle 10 with independent, electrically-driven
dual-function hubs 20, while operating in surface transport, can
turn corners by simply varying the speed of each electric motor 40.
This is similar to the manner in which tracked vehicles (tractors,
tanks, cranes, etc.) change directions. In this drive
configuration, vehicle 10 would be able to essentially rotate about
its center by having the left side dual-function hubs 20 rotate at
the same speed as the right side dual-function hubs 20, but the
pairs would operate in opposite directions. Alternatively, the
vehicle 10 can also be driven by direct mechanical means from an
on-board, internal combustion engine (not shown) through
conventional transmissions and gear differentials 50 with direction
changing accomplished by conventional steering of the front wheels
(not shown).
[0050] The vehicle 10 further comprises an active suspension system
42 coupled between the cab 81 and the independently-driven hubs 20.
The suspension system 42 for each dual-function hub 20 is
preferably an active system that monitors the vehicle speed,
vehicle load, road surface or track pathway, and adjusts the
suspension setting and vehicle attitude for the conditions. It
would not be a conventional or passive system of reactive springs
and shock absorbers. This active suspension system 42 will also be
capable of leaning or tilting the vehicle toward the center of a
curve when traveling at high speeds on the guided railway type
surface 30. This capability minimizes the perceived effects of
centripetal force on the passengers. This active suspension also
eliminates the need for a separately articulated passenger
compartment that tilts to the center of a curve as found on some
conventional high-speed passenger trains.
[0051] One of the functions of the positionable aerodynamic devices
200 will be to assist in vehicle stability by supplying a downward
force, i.e., negative lift, thereby creating a perceived weight of
the vehicle 10 controlled by the system computer 60 while operating
the vehicle 10 at high speeds. The amount of downward force will be
automatically adjusted by the system computer 60 depending on the
rate of travel, whether on a straight or curved section of track,
when being used as aerodynamic drag brakes, and upon sensing
unusual track, weather, or surface conditions.
[0052] For example, if the left positionable aerodynamic devices
202 and 204 were on the inside of a curve at relatively high speed,
then the left positionable aerodynamic devices 202, 204 would be
rotated relatively more than the respective right positionable
aerodynamic devices 206, 208. The downward force supplied by the
positionable aerodynamic devices 202, 204 would be greater,
respectively, than the downward force supplied by the right
positionable aerodynamic devices 206, 208. As the vehicle 10 exits
the curve and rolls onto a straight section of track, the amount of
downward force supplied by the left positionable aerodynamic
devices 202 and 204 would be reduced and made equal to the amount
of down force supplied by the right positionable aerodynamic
devices 206 and 208.
[0053] The positionable aerodynamic surfaces 200 will also be used
as aerodynamic drag brakes in coordination with and to assist the
other mechanical braking features of the vehicle 10. When being
used as aerodynamic drag brakes, the positionable aerodynamic
surfaces 200 would be rotated with the leading edge 211 downward
and the trailing edge 212 upward by as much as 90 degrees from the
horizontal position. This results in the trailing edge 212 being
located directly above the leading edge 211 of the positionable
aerodynamic surface 200. This function is similar to the speed
brakes/spoilers found on the wings and fuselages of commercial and
military jet aircraft.
[0054] The on-board computer system 60 is coupled to the active
suspension system 42, the engine 55, and the generator 57.
Electrical power generated by the generator 57 is also used to:
operate the active suspension system 42, operate the positionable
aerodynamic devices 200, power the vehicle environmental functions,
operate the vehicle control systems, power internal and external
communications, power the internal entertainment systems, etc.
[0055] Given the expected operational speed of over 200 mph of
dual-mode vehicle 10, the preferred embodiment is for it to operate
on elevated tracks typically above existing railroad rights-of-way
at high speeds. Referring now to FIGS. 5 and 6, illustrated are
side elevation and end elevation views, respectively, of two
dual-mode vehicles 10 on elevated, guided roadways 6 stacked
vertically above a conventional steel railway 32 on the ground. The
elevated track system 5 comprises pairs of vertical columns 7,
horizontal members 8, roadways 6, and steel track 30. The
horizontal members 8 couple the pairs of vertical columns 7 across
the conventional steel railway 32 on the ground. Roadways 6 are
coupled to the horizontal members 8 and mounted between sequential
pairs of vertical columns 7. The steel track 30 is then mounted to
the roadways 6. The current design for the elevated track system 5
envisions the installation of two vertically-stacked, rail-type
roadways 6 for simultaneous, bi-directional operation of the two
dual-mode vehicles 10 along the same route. It is also anticipated
that the elevated track system 5 could be arranged with the
roadways 6 at the same elevated level and spaced apart. A portion
7A of the vertical column 7 is buried in the ground in what is
commonly known as a footing. A portion of the roadway 6 of the
elevated track system 5 has been removed to reveal the full length
of the dual-mode vehicles 10. The upper dual mode vehicle 10 is
shown going away from the viewer and the lower dual mode vehicle 10
is shown approaching the viewer illustrating simultaneous
bi-directional operation of the system.
[0056] At first, the track systems 5 are envisioned to be installed
directly above existing railway tracks 32. Installing the stacked,
elevated roadway system 5 over the existing railways 32 generally
eliminates the cost and need to acquire new property rights-of-way.
The existing, ground-level, railway tracks 32 will be used to
deliver pre-fabricated components of the elevated track system 5 to
the desired assembly locations on dedicated assembly trains (not
shown) progressively down existing railway tracks 32. The dedicated
assembly trains will also be used for the drilling of piers,
pouring of concrete footings, setting of vertical columns 7 at
given intervals with connecting horizontal members 8, and the
raising and installation of the roadway 6 sections and tracks 30.
Use of pre-fabricated components carried directly to the point of
installation allows for reduced capital costs per mile of installed
track and shorter installation time periods. The current
configuration of the track system 5 anticipates and includes the
ability to heat the steel track 30 surface allowing for all weather
use and eliminating concerns for frozen precipitation accumulating
on the track surface and thereby preventing use.
[0057] It is anticipated that the specific ordering of groups of
autonomously-powered dual-mode vehicles 10 will allow for the
simultaneous mingling of local and express vehicles 10 traveling on
the same track. Packs or groups of vehicles leaving from the same
origin can be ordered such that the vehicles traveling the farthest
will be at the front of the group. The remaining vehicles 10 will
then be arranged in descending order with the vehicle traveling the
least distance being positioned at the end of the group. When the
last vehicle 10 in any group approaches its destination it simply
slows down and stops without impeding the progress of the vehicles
10 in front of it. Exiting vehicles will remotely operate, or call
for the operation of, a conventional railway switch that shunts the
exiting vehicle off onto a siding having the transition area to be
described below. Operating groups of vehicles 10 will use commonly
known inter-communication methods between the vehicles 10 such as
adaptive cruise control, radar or laser positioning between the
vehicles 10, GPS positioning transceivers, and other methods that
are known in the art.
[0058] The elevation of track system 5 allows the dual-mode vehicle
10 to travel unimpeded and not only decreases transit time, but
improves safety by eliminating grade crossing collisions with
surface cars, trucks, vans, buses and etc. Therefore, the safety of
conventional surface traffic and high-speed rail-type
transportation are both enhanced by the use of dedicated elevated
track system 5 and the dual-mode vehicle 10.
[0059] Transition from guided roadway 30 to unguided roadway 100
requires no external mechanism to lift the vehicle 10 off of the
track 30. Referring now to FIG. 7, illustrated is a side elevation
view of the dual mode vehicle 10 in transition up and off of the
guided roadway 30 and onto a road surface 100. The dual-mode
vehicle 10, with its dual function hubs 20, allows the vehicle 10
to passively enter and exit a light-rail type track 30 from a
surface road 100. In practice, exiting the guided roadway 30 is
achieved by both the front and rear dual function hubs 21, 22
propelling the vehicle 10 through hub contact with the guided
roadway 30 until the front pneumatic tires 27 contact an inclined
plane 110. The inclined plane 110 is an extension of the road
surface 100 and a gradually inclined smooth surface, located both
outside of the steel rails 30 and between the steel rails 30. The
rear dual-function hub 22 with pneumatic tire 27 is shown at the
point of transition of coming off of the steel rail 30 and onto the
inclined plane 110. The front dual-function hub 21 with pneumatic
tire 27 is fully off steel rail 30 and onto the road surface 100.
At that point, the pneumatic tires 27 of both the front and rear
dual-function hubs 21, 22 are driving the vehicle 10.
[0060] Likewise, transition from unguided roadway 100 to guided
roadway 30 requires no external mechanism to lift the vehicle 10
onto the track 30. Referring now to FIG. 8, illustrated is a side
elevation view of the dual mode vehicle 10 in transition down and
onto the guided roadway 30 and off of the unguided road surface
100. The front dual-function hub 20 with pneumatic tire 27 is shown
at the point of transition of coming off the road surface 100 and
onto the steel rails 30. The transition is substantially the
reverse process of exiting the unguided roadway 100 and entering
the guided roadway as explained above with reference to FIG. 7. In
this case, the pneumatic tires 27 propel the vehicle 10 until the
first portions (annular steel surface) 23 of the rear hubs 22
contact the rails 30.
[0061] Referring now to FIG. 9, illustrated is an end view of
dual-mode vehicle 10 with the annular steel surfaces 23 of
dual-function hubs 20 fully engaged with the steel rails 30. As can
be seen, the lower surfaces 28 of the pneumatic tires 27 attached
to the dual-function hubs 20 are clearly not in contact with any
surface.
[0062] Referring now to FIG. 10, illustrated is an end view of the
dual-mode vehicle 10 with the annular steel surfaces 23 of
dual-function hubs 20 fully disengaged from the steel rails 30. The
lower surfaces 28 of the pneumatic tires 27 attached to
dual-function hubs 20 are in full contact with the road surface 100
which is equal to, or greater in height than the upper edge of the
steel rails 30. When the vehicle 10 has transitioned fully to the
road surface 100, vehicle 10 can then exit the transition area by
steering across the steel track 30 as at a conventional railroad
crossing. Once off the guided roadway 30, the ability of the
dual-mode vehicle 10 to steer or change direction, while operating
on the surface roads 100 allows for quick turn around times and
re-direction of the vehicle 10 without the need for turntable-type
systems found in the marshalling yards of conventional train
operations.
[0063] It is anticipated that the active aerodynamic surfaces 200
could also be integrated into vehicles that operate exclusively on
unguided roadways as shown in FIGS. 11-12. Referring now to FIG.
11, illustrated is a road-only vehicle 500 in plan, elevation, and
end views with the positionable aerodynamic devices 200
individually shown as opposing pairs 252, 256, and 254, 258. The
implementation of the positionable aerodynamic surfaces 252 paired
with 256, and 254 paired with 258, could be cantilever-mounted from
the upper center of the vehicle 500 in a similar manner as in the
dual-mode vehicle 10.
[0064] Referring now to FIG. 12, illustrated is a road-only vehicle
600 in plan, elevation, and end views with positionable aerodynamic
devices 200 shown as opposing pairs 262 with 266, and 264 with 268.
Each positionable aerodynamic device 200 is individually supported
at the respective upper edge of the vehicle 600 and the center of
vehicle 600. The mounting of full-width, positionable aerodynamic
devices 262, 266, and 264, 268 as found on vehicle 600, could be
completely across the vehicle with or without a center support 270.
Vehicle 600 shows center supports 270 between sets of positionable
aerodynamic surfaces 200 located along the major axis of the
vehicle 600.
[0065] It may be seen that the invention covers a wide variety of
disciplines, including structures, power transmission, variable
speed control, data communication, subsystem communication,
logistics, aerodynamics, etc., all of which are not described in
complete detail as this disclosure is for an overall system. Each
area not specifically disclosed is within the ability of those
skilled in the art and familiar with transportation technology and
the underlying engineering backgrounds. Developmental details and
improvements are expected.
[0066] Although the present invention has been described in detail,
those skilled in the pertinent art should understand that they can
make various changes, substitutions and alterations herein without
departing from the spirit and scope of the invention in its
broadest form.
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