U.S. patent application number 12/656517 was filed with the patent office on 2010-08-19 for public highway system.
Invention is credited to William D. David, JR..
Application Number | 20100211238 12/656517 |
Document ID | / |
Family ID | 42560638 |
Filed Date | 2010-08-19 |
United States Patent
Application |
20100211238 |
Kind Code |
A1 |
David, JR.; William D. |
August 19, 2010 |
PUBLIC HIGHWAY SYSTEM
Abstract
The public highway system includes automated, elevated single
lane throughways having wide and narrow gauge rail track arranged
in various combinations. A control system regulates spacing of
bimodal vehicles while maintaining a uniform speed for all vehicles
on the system. The bimodal vehicles perform as conventional
automobiles on conventional roadways and as fully automated safe
high speed vehicles on elevated single lane, single speed,
high-density electric rail guideways using static vertical
switching accomplished by operation of variable gauge rail wheels
on the vehicle to engage with or disengage from a wide gauge track
portion wider than the bimodal vehicles. Vehicles enter/leave the
mainline on the narrower gauge track. The wider gauge is for
passing over off-ramps or in switching systems. A single lane can
handle 15,800 veh/hr including mixed use such as mail, freight,
mass transit in captive driverless vehicles with exclusive
off-ramps to federal, commercial, industrial and public
terminals.
Inventors: |
David, JR.; William D.;
(Rolling Hills Estate, CA) |
Correspondence
Address: |
LITMAN LAW OFFICES, LTD.
POST OFFICE BOX 41200, SOUTH STATION
ARLINGTON
VA
22204
US
|
Family ID: |
42560638 |
Appl. No.: |
12/656517 |
Filed: |
February 2, 2010 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
61202295 |
Feb 17, 2009 |
|
|
|
Current U.S.
Class: |
701/20 ; 104/124;
105/215.2; 191/45R; 238/123; 701/19 |
Current CPC
Class: |
E01B 25/00 20130101;
B61B 5/02 20130101; B61B 15/00 20130101; B60L 5/38 20130101; B60L
2200/26 20130101; B60L 5/04 20130101 |
Class at
Publication: |
701/20 ; 701/19;
238/123; 105/215.2; 104/124; 191/45.R |
International
Class: |
G05D 1/00 20060101
G05D001/00; B61F 13/00 20060101 B61F013/00; B61F 7/00 20060101
B61F007/00; E01B 25/00 20060101 E01B025/00; B60L 5/38 20060101
B60L005/38 |
Claims
1. A public highway system, comprising: a narrow-gauge pair of
rails and a wide-gauge pair of rails, the rails forming a guideway
that begins on a roadway; means for grading without utilizing track
bed sections of the wide-gauge pair of rails and sections of the
narrow-gauge pair of rails above the roadway; an ascending grade
on-ramp portion of the guideway formed solely from the wide-gauge
rail pair; an elevated throughway transition portion of the
guideway having the wide-gauge rail pair in parallel with the
narrow-gauge rail pair; an elevated throughway portion of the
guideway having solely the narrow-gauge rail pair, the elevated
throughway portion extending from the elevated throughway
transition portion; an off-ramp portion of the guideway having a
descending grade of the narrow-gauge rail pair of the throughway
transition portion, the wide-gauge rail pair continuing at least at
an initial height of the throughway transition portion; means for
determining speed, acceleration, location and separation distance
of vehicles utilizing said public highway system; and a computer in
operable communication with the means for determining speed,
acceleration, location and separation distance of vehicles
utilizing the public highway system, the computer adjusting speed
of the vehicles and separation distance of the vehicles on the
highway system responsive to the information from the means for
determining speed, acceleration, location and separation distance
of vehicles; wherein a vehicle adapted for manually controlled
travel on the roadway and automatically controlled travel on the
guideway can transition from the roadway to automatically
controlled travel on the guideway and can transition from the
guideway to manually controlled travel on the roadway.
2. The public highway system according to claim 1, wherein the
public highway system is bimodal, the bimodal system transporting
freight, mail, and mass transit in a fully automated
terminal-to-terminal driverless mode utilizing captive vehicles
having exclusive on and off ramps leading to federal, commercial,
industrial, and public terminals.
3. The public highway system according to claim 1, wherein said
means for determining speed, acceleration, location and separation
distance of vehicles utilizing said public highway system
comprises: means for passively coding information for display in
said guideway; means for disseminating the information displayed in
said guideway to the vehicles; and means for maintaining separation
distances of vehicles utilizing GPS, radar, laser, and other
distance measuring technologies.
4. The public highway system according to claim 1, further
comprising: a plurality of vertical guideway supports, each of the
vertical guideway supports holding one side of said pairs of rails;
a vertical support beam elevating a portion of the public highway
system; and a tiltable, bilateral support structure extending from
the vertical support beam, the tiltable bilateral support structure
holding the vertical guideway supports proximate each lateral end
of the bilateral support structure.
5. The public highway system according to claim 4, further
comprising wheel supports extending laterally inward from the
guideway supports below the rails, the wheel supports catching a
derailed vehicle.
6. The public highway system according to claim 4, further
comprising a protective cap extending inward from a top lateral
portion of said vertical guideway supports, the protective cap
deflecting strong cross winds from the moving vehicles and
providing weather shielding for system power cables and control
cables.
7. The public highway system according to claim 1, wherein said
means for determining speed, acceleration, location and separation
distance of said vehicles comprises location information displayed
on intervals of said guideway.
8. The public highway system according to claim 1, further
comprising teeth disposed in a high gradient section of rails, the
teeth allowing accessory wheel teeth on the vehicle to engage the
high gradient section for greater traction, the high gradient
guideway being a third rail system which blends seamlessly with a
standard guideway directing vehicles to split off the main line
into multiple off ramps, reducing speed commensurate with the third
rail high gradient multiple systems permitting non-stop traffic
flow over mountainous terrain.
9. The public highway system according to claim 1, further
comprising a vertically stacked parking structure adapted for
receiving vehicles having wheel and drive assemblies required for
travel over the public highway system.
10. A motor vehicle, comprising: means for travel on a conventional
roadway; a stationary, narrow-gauge set of wheels engaging a
portion of a variable gauge rail guideway; a variable-gauge set of
wheels selectively engaging narrow-gauge and wide-gauge portions of
the variable-gauge rail guideway; a scanner adapted for receiving
location and target speed information from said variable-gauge rail
roadway; an onboard computer accepting the location information
received by the scanner; and onboard speed, navigation and
diagnostic controllers in operable communication with the onboard
computer; wherein the onboard computer, in combination with the
controllers, adjusts a speed of the vehicle and sets a
configuration of the variable-gauge set of wheels engaging the
variable-gauge rail guideway.
11. The motor vehicle, according to claim 10, further comprising a
public highway system having: a narrow-gauge pair of rails and a
wide-gauge pair of rails, the rails forming a guideway beginning on
a roadway; means for grading without utilizing track bed sections
of the wide-gauge pair of rails and sections of the narrow-gauge
pair of rails above the roadway; an ascending grade on-ramp portion
of the guideway formed solely from the wide-gauge rail pair; an
elevated throughway transition portion of the guideway having the
wide-gauge rail pair in parallel with the narrow-gauge rail pair;
an elevated throughway portion of the guideway having solely the
narrow-gauge rail pair, the elevated throughway portion extending
from the elevated throughway transition portion; an off-ramp
portion of the guideway having a descending grade of the
narrow-gauge rail pair of the throughway transition portion, the
wide-gauge rail pair continuing at least at an initial height of
the throughway transition portion; and means for determining speed,
acceleration, location and separation distance of vehicles
utilizing the public highway system; wherein said motor vehicle
manually travels on the roadway and automatically travels on the
guideway, transitioning from the roadway to automatically
controlled travel on the guideway and transitioning from the
guideway to manually controlled travel on the roadway based on an
itinerary set by the navigation controller.
12. The motor vehicle according to claim 11, wherein the guideway
has a plurality of passive coded bar graphs encoded with location
information and vehicle speed directives, and for informing
vehicles when they are in locations permitting wide wheel
adjustments.
13. The motor vehicle according to claim 10, wherein the scanner
reads passive bar graphs encoded with location information and
vehicle speed directives and transition information.
14. The motor vehicle according to claim 10, wherein the diagnostic
controller includes means for determining whether a vehicle and
associated systems are healthy enough to proceed on said
guideway.
15. The motor vehicle according to claim 14, further comprising
means for commanding said vehicle to proceed onto said guideway or
alternatively proceed to the nearest off-ramp based on said vehicle
health determination.
16. The motor vehicle according to claim 10, further comprising
means for limiting speed of said vehicle based on determination of
track and vehicle wheel conditions while said vehicle is traveling
on said guideway.
17. The motor vehicle, according to claim 10, wherein a nominal
speed of said motor vehicle on said guideway is approximately 120
MPH.
18. The motor vehicle according to claim 10, further comprising
means for automatically stopping said vehicle and all other
vehicles traveling proximate said vehicle simultaneously and then
directing said vehicles to the next off-ramp at slow speed.
19. The motor vehicle according to claim 11, wherein said
throughway portion of said guideway has up to a three percent
grade.
20. The motor vehicle according to claim 11, further comprising
means for accepting electrical power from the guideway for
operation of said vehicle and electronic subsystems of said
vehicle.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application claims the benefit of U.S. Provisional
Patent Application Ser. No. 61/202,295, filed Feb. 17, 2009.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The present invention relates to vehicle traffic systems,
and particularly to a public highway system that uses dual use
vehicles and vertical switching guideways.
[0004] 2. Description of the Related Art
[0005] There is a need for a unique design for an alternative mode
of transportation to supplement our automobile freeway systems,
which have become grossly overcrowded in the urban and suburban
environment. Until now there has never been a concept that
demonstrates that a practical, viable, economical, bimodal
guideway/vehicle system can be developed with current
state-of-the-art knowledge to supplement our 100 year old crumbling
highway system. It would be desirable to have dual use vehicles
that are a new form of automobile that integrates an additional but
separate operating subsystem. There is a need for a system that, in
addition to its conventional street operating mode, utilizes a dual
use vehicle that can operate on elevated (grade separated) single
lane dedicated guideways. The guideway mode of operation should be
fully automated, electric, safe, non-polluting, offering vehicle
speeds of 120 mph. With this country's addiction to oil, the world
wide demand for oil, the anticipated shortage of oil and the
pollution created by burning fossil fuels, we are long overdue for
a new system of transportation which can supplement our current
system with a much safer, electric portal-to-portal system.
[0006] Thus, a public highway system solving the aforementioned
problems is desired.
SUMMARY OF THE INVENTION
[0007] The public highway system includes an automated, elevated
single lane throughway comprised of wide and narrow gauge rail
track arranged in various combinations. A control system within
each vehicle regulates spacing of dual use vehicles while
maintaining a uniform speed for all vehicles on the system. The
rail switching is vertical and is accomplished by operation of
variable gauge rail wheels on the vehicle to engage with or avoid
engaging with a wide gauge track portion of the rail guide.
On-ramps are taken by the vehicle temporarily engaging with a
rising wide gauge section of track that begins in parallel with the
narrow gauge track to separate tested vehicles from the abort
track. Off-ramps are taken by the vehicle avoiding engagement with
a wide gauge section of throughway track initially in parallel with
the narrow gauge track, the narrow gauge track descending to remove
the vehicle from the throughway. Staying on the throughway involves
engagement of the variable gauge wheels with the wide gauge
track.
[0008] There will be multiple entrance and exit gated areas at each
mainline, i.e., throughway switch permitting smooth access or
egress to and from these dual mode systems. Alternatively, a system
using magnetic levitation or aerodynamic levitation in lieu of
wheels is contemplated.
[0009] There also will be special parking structures designed to
handle large numbers of these vehicles automatically by assigning
each vehicle to a space using a modified guideway to deliver, store
and retrieve said vehicle.
[0010] These and other features of the present invention will
become readily apparent upon further review of the following
specification and drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] FIG. 1 is an environmental, perspective view of a public
highway system according to the present invention.
[0012] FIG. 2 is a bottom perspective view of a vehicle with
retractable variable gauge rail wheels in a narrow gauge
configuration according to the present invention.
[0013] FIG. 3 is a bottom perspective view of a vehicle with
retractable variable gauge rail wheels in a wide gauge
configuration according to the present invention.
[0014] FIG. 4 is a front view, partially in section, of the rail
support and vehicle of the public highway system according to the
present invention.
[0015] FIG. 5 is a perspective view of the vehicle selectively
engaging an on-ramp section of the public highway system according
to the present invention.
[0016] FIG. 6A is a perspective view of the vehicle selectively
engaging an off-ramp section of the public highway system according
to the present invention.
[0017] FIG. 6B is a perspective view of the vehicle selectively
engaging a through section of the public highway system according
to the present invention.
[0018] FIG. 7 is a perspective view of the vehicle traveling along
a throughway portion of the public highway system according to the
present invention.
[0019] FIG. 8 is a partial section view of the track in relation to
the vehicle wheel assembly according to the present invention.
[0020] FIG. 9A is a plan view of a parking structure for vehicles
of the public highway system according to the present
invention.
[0021] FIG. 9B is a side view of a parking structure for vehicles
of the public highway system according to the present
invention.
[0022] FIG. 10 is a block diagram of a control system of the public
highway system according to the present invention.
[0023] FIG. 11 is a perspective view of the vehicle selectively
engaging a grade assist portion of the public highway system
according to the present invention.
[0024] Similar reference characters denote corresponding features
consistently throughout the attached drawings.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0025] As shown in FIGS. 1, 5, 6A, 6B, and 7, the public highway
system includes an automated, elevated single lane throughway
comprised of wide and narrow gauge rail track arranged in various
combinations. As shown in FIG. 10, a control system regulates
spacing of dual use vehicles 12 while maintaining a uniform speed
for all vehicles on the system. As shown in FIGS. 2,3, and 5,
vertical rail switching is accomplished by operation of variable
gauge rail wheels 25 on the vehicle 12 to engage with or avoid
engaging with a wide gauge track portion 512 of the rail guide.
On-ramps 505a are taken by the vehicle 12 temporarily engaging with
a rising wide gauge section of track 512 that begins in parallel
with the narrow gauge track 511 at entrance area 510. Off-ramps
505b are taken by the vehicle avoiding engagement with a wide gauge
section 512 of throughway track initially in parallel with the
narrow gauge track 511, the narrow gauge track 511 descending
through open space between rails of the wide gauge track 512 to
remove the vehicle 12 from the throughway. Staying on the
throughway involves engagement of the variable gauge wheels 25 with
the wide gauge track 512. As shown in FIGS. 2, 3, and 8, dual use
vehicle 12 is an automobile specially designed and manufactured to
meet rigid specifications and safety tests to allow it to operate
on a grade separated, preferably electric high speed automated
guideway having narrow gauge rails 511 and wide gauge rails 512.
Features of a conventional automobile are maintained in that the
vehicle still has conventional wheels 15 for street and highway
use.
[0026] For use in automated highway system 10, the vehicle 12 has
the ability to extend a front and rear pair of variable gauge
flanged rail engagement wheels 25. Additionally a front and rear
pair of fixed gauge (narrow gauge) flanged rail engagement wheels
30 are extended for operation with guideway system 10. Left and
right portions of hydraulic actuation system H independently
control the variable gauge rail wheels 25 and the fixed gauge rail
wheels 30. All eight of these wheels are driven by electric motor
system M, either individually, in pairs or by one common motor. All
eight wheels can be totally withdrawn into the vehicle 12 or
extended horizontally out of the vehicle 12. When operating in the
street mode the wheels 25 and 30 are in the withdrawn position.
[0027] When operating on the guideway system 10 the narrow gauge
wheels 30 are fixedly extended to engage narrow gauge track 511
wherever narrow gauge track 511 is positioned in the system 10. The
variable gauge rail wheels 25 are extended to either a narrow gauge
position or a wide gauge position that engage either narrow gauge
track 511 or wide gauge track 512 depending on navigation control
commands from a vehicle navigation computer 1016.
[0028] As shown in FIG. 7, throughway areas of the guideway utilize
only the narrow gauge track 511. As shown in FIG. 6a, the narrow
gauge track 511 is also used to take an off-ramp 505b. The wide
gauge track 512 is used for over-passing off ramps 505b, as shown
in FIG. 6b, and for entering the system 10, as shown in FIG. 5. The
vehicle 12 rides between two rails mounted on top of concrete beams
on either side of the vehicle 12. When the steel wheels 25, and/or
30 contact the steel rails, electric power is picked up from the
guideway and the vehicle 12 begins to move on the guideway 10 under
electric power. At the first few feet of every on-ramp area 510,
the system 10 performs an automated inspection of the bi-modal,
i.e., dual use vehicle 12 to verify the vehicle's ability to meet
predetermined automated guideway system operating criteria. The
vehicle 12 is permitted to proceed to a holding area to await an
assignment to a position in the traffic pattern if the vehicle 12
meets the predetermined automated guideway system operating
criteria.
[0029] After receiving a guideway signal that an open position is
available, the system 10 assigns a position on the guideway for the
vehicle and then causes the vehicle 12 to accelerate at a precise
rate to assume the position within traffic on the guideway. The
system 10 causes all traffic on the guideway to flow at a constant
speed. Each guideway in the overall system 10 may be set by the
system 10 to flow traffic at a system specified speed for that
particular guideway, i.e., 60 mph for urban with frequent on/off
ramps, 90 mph for suburban with less frequent ramps, and 120 mph
for interurban with the fewest ramps. These are merely exemplary
speed values since analysis will determine the optimum velocity for
each individual guideway on a case-by-case basis. All on/off ramps
are designed for vertical rather than horizontal switching. With
the exception of the vehicle 12, there are preferably no moving
parts in the guideway 10. FIG. 10 illustrates a possible control
system 1000 utilized by automated public highway system 10.
Responsive to commands from control system 1000, switching is
performed by the vehicle 12 rather than by the track.
[0030] Passive coded bar graphs 11 for the bimodal system vehicles
may be disposed at regular intervals within the guideway 10, e.g.,
on a portion of the vertical guideway supports 45, or on some other
structure in proximity with the guideway 10. Electro-optical laser
scanners (Sensors 1012) in the vehicle receive data from the
guideway bar graphs to determine speed and location of vehicle 12
so that the system 10 can place vehicle 12 in an unassigned
position. Sensing devices 1012 may employ technologies such as
laser, radar, GPS and/or interaction with the guideway to provide
precise vehicle location and velocity at all times. The sensors
1012 report vehicle speed and acceleration so that control portion
of the system, e.g., processor 1010 can determine whether to permit
the vehicle 12 to continue on the guideway of system 10. If the
test performed by the system 10 detects an anomaly in any of the
vehicle's bimodal components, the system 10 causes the vehicle 12
to withdraw the variable gauge wheels 25 to the narrow gauge
position in order to continue to an off ramp via narrow gauge rails
511 to abort entry into throughway portion of the highway system
10.
[0031] If the vehicle 12 passes the test it continues with its
wheels 25 still in the wide gauge position. At this point a wide
gauge track 512 initially adjacent and parallel to the narrow gauge
511 rises up to meet the thoroughfare via a transition zone where
narrow gauge track 511 is again disposed between the wide gauge
rails 512 and the vehicle 12 again rides the narrow gauge 511 and
wide gauge 512 rails for a short distance until the wide gauge 512
terminates as the narrow gauge 511 in transition zone 505a (as
shown in FIG. 1) continues upward to meet a thoroughfare portion of
the rail guide system 10.
[0032] Riding only on the narrow gauge the vehicle 12 is commanded
to withdraw the variable gauge wheels 25 to the narrow gauge
position prior to continuing up the ramp and joining the main line
at transition zone 505a. Thus the vehicle will proceed to join the
main guideway of system 10 while riding on the narrow gauge 511.
Vehicles ahead of and behind this vehicle that were already on the
main guideway would be riding on the outer gauge as well as the
inner gauge after it rejoined the main line of system 10. Once the
inner gauge 511 and outer gauge 512 tracks are running at the same
level and parallel to each other the outer gauge 512 fades away and
all vehicles are riding on the inner gauge 511 in a throughway
portion of system 10.
[0033] As shown in FIG. 6B, if the vehicle 12 is to remain on main
thoroughfare of the guideway and not exit at the next off ramp the
vehicle 12 must be directed to extend the variable gauge wheels 25
to the wide gauge position so that the wide gauge wheels 25 will
pick up the outer gauge track 512 and travel across off-ramp 505b.
With the variable gauge wheels 25 in the wide gauge position the
vehicle 12 will remain on the main thoroughfare portion of the
guideway of system 10 indefinitely. Moreover, as shown in FIG. 11
if there is a requirement for a high vertical gradient that might
cause the vehicle to slip while trying to advance along the track
system 10, outer rail 511 may have teeth 1100 instead of a smooth
rail surface thereby allowing accessory wheel teeth 1105 on vehicle
12 to engage the wide track 511 for greater traction.
[0034] For each vehicle on the automated guideway 10, sensors 1012
of control system 1000 (shown in FIG. 10) communicate information
about vehicle location to processor 1010. The processor 1010 is in
operable communication with vehicle speed controller VSC 1014,
vehicle navigation controller VNC 1016 and vehicle diagnostic
controller VDC 1018 to permits high-speed vehicles to operate at
close headways when exiting or entering the system.
[0035] Speed limitations on the highway system 10 may be determined
by the coefficient of friction between the wheel systems 25 and 30
and the track systems 511 and 512 during, e.g., bad weather, the
maximum grade of a specific guideway, and the power available in
each of the vehicles 12. Under nominal conditions a preferred speed
for vehicle 12 is approximately 120 mph. A preferred nominal grade
is approximately 2%, and nominal headwinds are less than 60
mph.
[0036] By eliminating major intersections/clover-leafs between
separate guideways the system 10 eliminates the potential for an
entire system blockage. All transfers between guideways of system
10 are performed while the vehicle is on a roadway, i.e., a first
guideway can be exited, while a second guideway can be entered
which will take the driver closer to his/her destination. In case
of emergency, all vehicles can be stopped simultaneously and then
directed to the next off-ramp at slow speed.
[0037] The vertical switching of automated guideway system 10 uses
considerably less land space since the space directly under the
elevated portion of the guideway can be used for switching and
other purposes.
[0038] The vertical switch is designed to effectively handle
continuous high speed loading or off-loading a guideway by
incrementally splitting ramps such as ramps 505a and 505b. Each
pair of ramps would increase or decrease vehicle velocity by 50%.
Thus a high traffic area on-ramp could have as many as 8 starting
on-ramps operating at 15 mph combining the 8 into 4 ramps
increasing vehicle velocity to 30 mph, these combining into 2 ramps
at 60 mph and combining this traffic into one on-ramp at 120
mph.
[0039] Design of guideway system 10 provides the ability to add on
and off-ramps to an existing guideway with minimum down time,
thereby offering additional flexibility to a guideway planning
commission.
[0040] The vertical switching of guideway system 10 makes it
possible to design a single lane guideway which can handle more
traffic than a four lane highway, with great savings in lives, land
use, reduced pollution, and less construction costs. The average
four-lane highway handles approximately 10,000 vehicles per hour at
60 mph. A single lane bimodal guideway of system 10 is designed to
handle over 15,000 vehicles per hour at 120 mph.
[0041] The system provides enhanced safety through automated
control system 1000, which can also be redundant with redundant
versions of processor 1010, redundant controllers 1014, 1016, and
1018, as well as redundant sensors 1012. Due to the automated
control system 1000, upon receipt of a signal from the guideway
that an empty position is available, the vehicle 12 will proceed to
accelerate at a specified rate until it reaches the design speed.
The information transfer from guideway to vehicle sensors
determines that the space allocated and speed of the vehicle 12 are
compatible and the vehicle continues to enter the flow of traffic.
Each vehicle maintains a preferably 40-foot electrical/mechanical
space when it enters the system 10. All spaces or positions are
maintained by the vehicle interfacing with the track and front and
rear distance sensors.
[0042] Each vehicle maintains its position at the center of the
40-foot space through redundant locating systems. The entire
guideway system relies heavily on: redundant subsystems, high
reliability critical parts, and thorough testing at all phases of
development as well as at every on-ramp. Safety and reliability are
the main reasons for determining that the guideway mode should be a
separate subsystem from the rest of the automobile. This mode needs
to be protected by the automobile such that it cannot be damaged
except in the most destructive types of street/highway accidents.
The subsystems, such as controllers 1012, 1014, 1016, and 1018, are
fully enclosed in the body of vehicle 12 and may also be enclosed
in a heavy metal jacket. Safety and reliability are the two most
important features of the fully automated high-speed transportation
system 10 described herein.
[0043] Once on the guideway, full automation of the system 10
safely relieves the driver from a requirement of attentiveness. The
operator sets the NAV controller 1016 to exit at the desired
off-ramp. Prior to arriving at the designated off-ramp an alarm
will notify the occupants to prepare to exit. The operator must
prepare to take control of the automobile 12 in the street mode. At
a predetermined location on the narrow gauge track 511 the vehicle
12 will place the variable gauge wheels 25 in the narrow gauge
mode. This will permit the vehicle to ride only on the narrow gauge
and exit the system while those vehicles having wheels 25 in the
wide gauge mode will continue on the main line having connected
with the wide gauge track before reaching the exit ramp 505b.
[0044] Down the off-ramp the exiting vehicle may transfer to other
off-ramps, reducing speed all the time, from 120 mph, to 60 mph, to
30 mph, and finally to 15 mph and down a gently sloping ramp to the
street where the driver takes over. The driver may then guide
vehicle 12 into a parking facility 900 (shown in FIGS. 9A-9B) that
is specially designed to store parked cars in columns using their
rail wheels. The parking structure is rectangular and has a
plurality of elevator shafts 905 disposed between a plurality of
rail guided passageways 907. A vehicle 12 may be manually and/or
automatically guided into one of the spaces 907 for storage on its
rail wheels. For each elevator-passageway combination there is an
entrance path 909. The parking facility 900 advantageously utilizes
the rail wheels of vehicles 12 to store the vehicles in a compact
manner while maximizing office/retail area of the building.
[0045] Referring now to FIGS. 4 and 8 it is shown that the vehicles
12 travel on steel wheels 25 and 30, riding steel rails 511 or 512,
the rails being supported by prefabricated, steel reinforced
concrete support structures 40 and 45 attached to vertical support
beam 39, which extends from the ground over right-of-way of system
10. It is next to impossible to fall off the guideway unless the
aforementioned support structures 39, 40 and 45 fail. To ensure
that vehicle 12 does not accidentally fall away from the support
system, a pair of wheel supports 800 may be attached to and
laterally extend away from the vertical guideway supports 45.
[0046] The vehicles 12 can still have large conventional gasoline
engines, or may be all-electric or hybrids of the two propulsion
systems for the off-guideway street mode. Accessories of vehicle 12
may include, but not be limited to television, telephones, food
support, workstations, and the like, since the vehicles are
automatically driven on the guideway of system 10, leaving the
occupants to engage in activities other than watching the road.
System power cables, control cables, and the like may be disposed
under protective cap 50.
[0047] Preferably, the system 10 supplies electric power to the
vehicles 12 through electrified rails and/or high-speed pantographs
or shoes extending from the vehicles 12.
[0048] Guideway construction is of a preformed, pre-cast,
pre-stressed/post stressed steel reinforced guideway support base
40. Vertical guideway supports 45 extend from guideway support base
40 and house the rails 511 and 512. The support post, stanchion 39
is also steel reinforced and extends from the ground, supporting
guideway support base 40 at top of the stanchion 39. The support
base 40 may be adjustably pivotal with respect to stanchion 39 to
allow maintenance and construction crews to fine tune a tilt angle
of the guideway for perfect alignment of guideway sections.
[0049] Specially designed guideway construction trains can be
designed for laying down the guideway tracks and their supporting
structures. These trains may have a self-propelled railroad type
crane at the front end followed by a type of flatbed for receiving
pre-fabricated stanchions or beams and rails from the central
constructing site. A construction site or sites will be selected
along a planned guideway corridor, determined primarily by land
availability, environmental and pollution assessments. A relatively
short guideway of twenty miles or less may only require a single
construction site. Inter-city, interstate guideways may require
several such temporary sites.
[0050] The stanchions and beams for the guideway are fabricated,
molded/preformed at the site. The site is the starting point and
supply center for a portion of the guideway. The elevated track can
be extended from a site in any direction. The concept of laying
down the track/guideway ahead of the train relies heavily on
railroad construction technology. The major differences between the
two systems to be taken into account when comparing them are
Weight; the bimodal vehicle weighs approximately one fortieth (
1/40) the weight of a loaded railroad car, track gauge; the bimodal
uses a much wider track gauge and rides between the tracks rather
than above them, thus a much lower center of gravity (track gauge
is over six feet versus four feet eight 1/2 inches for railroads),
track support; bimodal will be almost entirely elevated with the
tracks riding on concrete and steel beams whereas most railroad
rails ride on wooden ties laid on rock ballast, land use; bimodal
requires minimal land use using previously established rights of
ways whereas railroads require wide fenced right of ways and
controlled road crossings which often conflict with surface
traffic, portal-to-portal; as with the automobile bimodal has the
unique ability to deliver its passengers/driver direct from
departure point to destination point. No other form of
transportation is required.
[0051] All braking on the system 10 is energy efficient,
recuperative or dynamic electric braking with mechanical backup
using braking energy to generate electric power back into the power
grid.
[0052] The public highway system also contemplates the use of
magnetic levitation (maglev), air cushion/air bearings in place of
steel wheels on rails and using linear induction motors (LIM)
rather than rotary electric motors. Also, a variety of wheel-rail
configurations are contemplated by the public highway system.
Moreover, the system would also allow for transportation of freight
and mail and mass transit in fully automated terminal-to-terminal
driverless captive vehicles.
[0053] It is to be understood that the present invention is not
limited to the embodiment described above, but encompasses any and
all embodiments within the scope of the following claims.
* * * * *