U.S. patent application number 13/670301 was filed with the patent office on 2013-05-23 for automated vehicle conveyance apparatus transportation system.
The applicant listed for this patent is Keith Andrew LaCabe. Invention is credited to Keith Andrew LaCabe.
Application Number | 20130125778 13/670301 |
Document ID | / |
Family ID | 48290518 |
Filed Date | 2013-05-23 |
United States Patent
Application |
20130125778 |
Kind Code |
A1 |
LaCabe; Keith Andrew |
May 23, 2013 |
AUTOMATED VEHICLE CONVEYANCE APPARATUS TRANSPORTATION SYSTEM
Abstract
The Personal Mass Transit (PMT) system utilizes a removable
vehicle conveyance apparatus and method for conveying transit
vehicle car-pods and their contents from one transit station to
another autonomously. Vehicle conveyance apparatus are stored
off-line in storage silos and other areas awaiting on-demand
transit system instruction to pickup vehicles at loading points and
convey them to different stations as requested by occupants or
pre-programmed instructions. The PMT system further utilizes a
number of transmitter-receivers nodes and control computers to
manage all aspects of operation of the transportation system. Any
number of different types of PMT vehicles could ride the transit
system when equipped with the correct coupling points and remain
under the maximum combined curb weight of any particular area or
type of transit track in order to be transported on the PMT
system.
Inventors: |
LaCabe; Keith Andrew; (San
Francisco, CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
LaCabe; Keith Andrew |
San Francisco |
CA |
US |
|
|
Family ID: |
48290518 |
Appl. No.: |
13/670301 |
Filed: |
November 6, 2012 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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61556741 |
Nov 7, 2011 |
|
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|
Current U.S.
Class: |
104/130.01 ;
104/287; 105/26.05; 191/45R |
Current CPC
Class: |
Y02T 30/30 20130101;
B61B 13/00 20130101; B61D 3/18 20130101; B61B 15/00 20130101; B61D
1/00 20130101; E01B 7/00 20130101; B61B 1/00 20130101; B61J 1/12
20130101; B61B 3/02 20130101; B61C 3/02 20130101; B61B 13/04
20130101; Y02T 30/00 20130101 |
Class at
Publication: |
104/130.01 ;
104/287; 105/26.05; 191/45.R |
International
Class: |
B61B 1/02 20060101
B61B001/02; B61B 13/00 20060101 B61B013/00; B61D 1/00 20060101
B61D001/00; B61D 3/18 20060101 B61D003/18; B61C 3/02 20060101
B61C003/02; E01B 7/00 20060101 E01B007/00 |
Claims
1. An on-demand personalized mass transit system that conveys a
passenger between two transit stations, the system comprising: the
two transit stations, wherein at least one of the two transit
stations is coupled to a roadway; a transit track coupled between
the two transit stations; a car-pod that carries the passenger, the
car-pod includes a roadway self-propulsion mechanism enabling the
car-pod to independently travel over the roadway; and a vehicle
conveyance apparatus that carries the car-pod, the vehicle
conveyance apparatus including a transit track self-propulsion
mechanism that propels the vehicle conveyance apparatus along the
transit track.
2. The on-demand personalized mass transit system of claim 1,
wherein the transit track is a closed system track.
3. The on-demand personalized mass transit system of claim 2,
wherein the transit track is an elevated track.
4. The on-demand personalized mass transit system of claim 1,
wherein the at least one of the two transit stations is selected
from the group consisting of an embarkation station and a
disembarkation station.
5. The on-demand personalized mass transit system of claim 1,
further comprising: a vehicle conveyance apparatus silo that stores
a plurality of vehicle conveyance apparatus.
6. The on-demand personalized mass transit system of claim 1,
wherein the vehicle conveyance apparatus is coupled to another
vehicle conveyance apparatus carrying another car-pod, and the
vehicle conveyance coupled to the another vehicle conveyance
apparatus travel coupled together as a transit vehicle
pod-train.
7. The on-demand personalized mass transit system of claim 1,
further comprising: a pick-point switcher that switches the vehicle
conveyance apparatus from the transit track to another transit
track, wherein the vehicle conveyance apparatus is switched while
carrying the car-pod.
8. A vehicle conveyance apparatus to convey a car-pod carrying a
passenger along a transit track between two end stations, the
vehicle conveyance apparatus comprising: a chassis; a
self-propulsion mechanism, coupled to the chassis, the
self-propulsion mechanism configured to independently convey the
vehicle conveyance apparatus along the transit track; a car-pod
coupling mechanism, coupled to the chassis, the car-pod coupling
mechanism to securely couple the car-pod to the vehicle conveyance
apparatus, wherein the car-pod is capable to independently travel
over a roadway coupled to the transit track; and a transit track
coupling mechanism, coupled to the self-propulsion mechanism, the
transit track coupling mechanism configured to couple the vehicle
conveyance apparatus to the transit track.
9. The vehicle conveyance apparatus of claim 8, wherein the
self-propulsion mechanism comprises: a drive wheel to propel the
vehicle conveyance apparatus along the transit track; and a drive
motor to power the drive wheel.
10. The vehicle conveyance apparatus of claim 8, wherein the
self-propulsion mechanism is capable to move the vehicle conveyance
apparatus forward and backward.
11. The vehicle conveyance apparatus of claim 8, further
comprising: a power receiver to receive power wirelessly from the
transit track.
12. The vehicle conveyance apparatus of claim 8, further
comprising: a command and control module to operate the vehicle
conveyance apparatus.
13. The vehicle conveyance apparatus of claim 8, further
comprising: a pick-point loading/unloading point, wherein the
pick-point loading/unloading point is used by a pick-point switcher
to transfer the vehicle conveyance apparatus to another transit
track.
14. The vehicle conveyance apparatus of claim 8, further
comprising: a support wheel, coupled to the chassis, to carry a
weight of the vehicle conveyance apparatus.
15. The vehicle conveyance apparatus of claim 14, wherein the
support wheel further carries a weight of the carried car-pod.
16. A car-pod to carry a passenger between a beginning destination
to an ending destination, the car-pod comprising: a chassis; a
vehicle conveyance coupling mechanism, coupled to the chassis, the
vehicle conveyance coupling mechanism to securely couple the
car-pod to a vehicle conveyance apparatus, wherein the coupled
car-pod conveys along a transit track propelled by the vehicle
conveyance apparatus; and a self-propulsion mechanism, coupled to
the chassis, the self-propulsion mechanism to independently propel
the car-pod along a roadway if the car-pod is uncoupled from the
vehicle conveyance apparatus.
Description
RELATED APPLICATIONS
[0001] Applicant claims the benefit of priority of prior,
co-pending provisional application Ser. No. 61/556,741, filed Nov.
7, 2011, the entirety of which is incorporated by reference.
FIELD OF INVENTION
[0002] The invention disclosed herein relates in general to the
field of transportation, and more particularly, to the autonomous
conveyance of vehicles carrying people and commerce along tracks
using detachable, self-conveyed apparatus.
BACKGROUND OF THE INVENTION
[0003] Public mass transit is a good way to move a lot of people at
one time. Established modes of public transportation are reliable
and convenient for many daily transit riders. Except during the
busiest of commute hours, seats are available and the mass transit
systems run on time. If a rider wants to go somewhere, they simply
walk to a bus stop or train station at a specific time, pay a
transit fee, get on-board, and the transit ensues. Schedules are
set at specific intervals and carriages are usually big enough to
accommodate sitting and standing riders in the same place. While
this is the established mode of public transportation, a better
public mass transit system would allow riders to choose their own
departure time and provide a way to get to and from the transit
station.
[0004] Recently, new types of on-demand car rentals systems have
come of age. For a modest price, you can pick-up a car from a local
parking lot and use it for as long as you want and then return it
to a parking lot. This makes getting to and from places easier and
circumvents the burden of owning a car. An on-demand car, however,
does not prevent the driver from sitting in grid-lock during rush
hour or give drivers any added incentive to ride public mass
transit. Public mass transit also suffers from a proximity issue;
people simply do not like to sit next to people they do not know.
In America, as well as most other countries, people do not like to
share their personal space and will gladly add hours to a daily
commute in order to prevent it. While personal space would be
considered an important reason daily commuters do not use public
mass transportation, waiting for the scheduled arrivals and
departures of trains, buses and streetcars can discourage mass
transportation for most would-be riders. In addition, the roads are
clogged with people in cars, the freeways are overcrowded with
commuters spending countless hours sitting in stop and go traffic
and public mass transportation systems are still based on large
carriages carrying large amounts of people crowded together in the
same place. Even the few on-demand systems being developed suffer
from the fact that the transportation pods crowd the rail system
while not in use, thus, forcing the rail system to secure large
amounts of pod storage space. As self-driving, self-aware, vehicles
take to the streets in the near future, not even they can overcome
the overcrowded expressways. Many auto companies have started to
adopt the new self-aware automobile safety features; cars that stop
on their own, cars that warn the driver of impending danger or even
wake a sleepy driver are all on the market as features. While this
will make the commute safer, it will not solve the problems of
crowded public mass transit or congested freeways.
SUMMARY OF THE DESCRIPTION
[0005] The automated vehicle conveyance apparatus transportation
system is an on-demand transportation system to convey people and
commerce along a network of transit closed tracks comprised of
removable self-propelled vehicle conveyance apparatus, removable
self-propelled vehicle car-pods, loading and unloading stations,
transit tracks, off-line apparatus storage silos, area network
computer control and monitoring systems.
[0006] The automated vehicle conveyance apparatus system is also
known as Personal Mass Transit (PMT). Personal Mass Transit is an
automated, on-demand, mass transit system utilizing a plurality of
removable vehicle conveyance apparatus, a plurality of removable
vehicle car-pods with system interfaces, a plurality of local and
wide-area network tracks, a plurality of track switching systems, a
plurality of computer control systems, a plurality of vehicle
tracking systems, a plurality of back-up systems, a plurality of
off-line conveyance apparatus storage silos, a reservation system
and an all-weather track shroud with built-in solar collectors. The
PMT system safely and efficiently moves people and their belongings
from a departure station to a destination station in vehicle
car-pods, which are temporarily coupled to a vehicle conveyance
apparatus. Drivers become riders as each individual car-pod is
conveyed autonomously while coupled to a vehicle conveyance
apparatus along the transit track. In one embodiment of the
automated vehicle conveyance transit system, riders drive a car-pod
to a transit station where they are coupled to a vehicle conveyance
apparatus that is suspended from an elevated transit track, where
the vehicle conveyance apparatus is autonomously loaded onto the
transit track network and conveyed to the destination station
chosen by the rider.
[0007] In this embodiment, the car-pods are not stored on the
transit track system, which lessens the environmental impact or
need to secure large amounts of storage space in crowded urban
areas or build-out large storage tracks. Even in suburban areas,
where large amounts of transit vehicle storage space might be
easier to secure, the large amounts of storage space for the
car-pods is not needed. Each car-pod is only temporarily coupled to
the vehicle conveyance apparatus allowing the car-pod to drive to a
transit station for loading and drive away from the destination
station once it is unloaded.
[0008] In one embodiment, the transit traffic using the PMT system
is on-demand, because there are is not a schedule or timeline to
adhere to. Commuters arrive at a transit load-point in a car-pod
and are loaded onto the transit track network for automated,
hands-free, transportation. This can save energy and environmental
pollution by not operating unneeded buses or trains that run on
pre-determined schedules. This is because each car-pod navigates
the transit system as needed. In addition, the vehicle conveyance
apparatus can exit the transit tracks and move to storage silos
where the vehicle conveyance apparatus stack vertically one on top
of the other. The vehicle conveyance apparatus stacking further
minimizes environmental impact on surrounding areas and eliminates
the need to secure large amounts of on-line carriage storage of
car-pod space. Other on-demand transit systems have been proposed,
but no solution has been found to relieve the urban and suburban
area storage space issue. Previous on-demand transit systems
require on-line storage of trains or transit carriages without
regard to overall system impact, convenience, or cost.
[0009] The space saving nature of the PMT system is further
illustrated because the vehicle conveyance apparatus storage silos
can be built as high or dug as deep as needed to service a
particular area of the transit system while also keeping the
conveyance apparatus close to transit load and unload points. Not
requiring large amounts of on-line vehicle conveyance apparatus
storage space also allows for the loading and unloading stations to
be modest in size, because the loading and unloading vehicle
conveyance apparatus points need not be greatly larger than the
size of the transit car-pod being conveyed and track it is loaded
onto or off of.
[0010] In one embodiment, street drivable public and privately
owned lightweight car-pods are utilized in the PMT. Currently,
public mass transit systems are not designed to accommodate
drivable car-pods regardless of ownership. Public car-pods would be
available at public parking areas and the like, similar to modern
membership-based car sharing systems, which turns any city into a
giant parking lot for the transit system while also allowing for
easy pickup and drop-off. In addition, drivable car-pods that can
be parked any number of places helps to alleviate the last mile of
transit problem. If a local mass transit system allowed a person to
keep their seat once they arrived at the transit stop, that person
could then drive their seat, in the form of a car-pod to their
final destination and park it. Thus, the rider's journey is over
when they say it is over, not before.
[0011] In one embodiment, the PMT system is a compact, lightweight,
detachable, vehicle conveyance apparatus transportation system to
move people and commerce autonomously along a network of elevated
tracks. The PMT system is an on-demand high efficiency transit
system allowing riders privacy and ease of use while lowering
energy use, lessening environmental impact and easing congested
freeways.
[0012] Further aspects of the invention will become apparent from
consideration of the drawings and the ensuing description of
preferred embodiments of the invention. A person skilled in the art
will realize that other embodiments of the invention are possible
and that the details of the invention can be modified in a number
of respects, all without departing from the inventive concept.
Thus, the following drawings and description are to be regarded as
illustrative in nature and not restrictive.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] The present invention is illustrated by way of example and
not limited to the figures of the accompanying drawings in which
like references indicate similar elements.
[0014] FIGS. 1A-B are illustrations of embodiments of a lightweight
electric two person, two wheeled vehicle car-pod.
[0015] FIG. 2 is an illustration of one embodiment of a transit
system vehicle conveyance apparatus.
[0016] FIG. 3 is an illustration of a side view of one embodiment
of a lightweight car-pod with a vehicle conveyance apparatus in a
coupling position.
[0017] FIG. 4 is an illustration of a side view of one embodiment
of a lightweight car-pod with a vehicle conveyance apparatus
coupled and suspended from elevated monorail track.
[0018] FIG. 5 is an illustration of a side view cutaway of one
embodiment of a vehicle conveyance apparatus.
[0019] FIG. 6 is an illustration of a front view cutaway of one
embodiment of a vehicle conveyance apparatus.
[0020] FIG. 7 is an illustration of a front view of one embodiment
of a two-way track support system with weather shroud and solar
collectors attached.
[0021] FIG. 8 is an illustration of a side view of one embodiment
of a two-way track support system with partial cutaway of weather
shroud and solar collectors attached.
[0022] FIG. 9 is an illustration of a side view of one embodiment
of a vehicle conveyance apparatus coupled of a lightweight car-pod
with wheels in "fly-mode position" being conveyed on one embodiment
of an elevated monorail track.
[0023] FIG. 10 is an illustration of a top view of one embodiment
of a transit station that includes loading and unloading ramps,
vehicle charging stalls, and vehicle conveyance apparatus
storage.
[0024] FIG. 11 is an illustration of a side view cutaway of one
embodiment of a transit apparatus storage silo with loading rail
track, stacking bars, elevator stacking mechanism, and climate
control system.
[0025] FIG. 12 is an illustration of a front view cutaway of one
embodiment of a transit apparatus storage silo with stacking bars,
elevator stacking mechanism, and climate control system.
[0026] FIG. 13 is an illustration of a side view of one embodiment
of a transit pod-train with two-way support towers and elevated
monorail track system.
[0027] FIG. 14 is an illustration of a side view of one embodiment
of parked transit car-pods with wheel assembly and vehicle chassis
in standby-mode.
[0028] FIG. 15 is an illustration of front view of one embodiment
of a lightweight car-pod with a vehicle conveyance apparatus in a
coupling position.
[0029] FIG. 16 is an illustration of a front view of one embodiment
of a lightweight car-pod coupled to a vehicle conveyance
apparatus.
[0030] FIG. 17 is an illustration of a pick point apparatus used
switch a car-pod from one track to another track.
[0031] FIG. 18A-C are illustrations of embodiments of a PMT
metro-bogie.
[0032] FIG. 19A-B are illustrations of embodiments of car-pod
structural support beam and car-pod conveyance assembly.
DETAILED DESCRIPTION
[0033] A removable transit vehicle conveyance apparatus for
transporting vehicles containing people and commerce along a
network of tracks creating a transportation system is described.
The transportation system is comprised of a plurality of removable,
self-propelled transit vehicle conveyance apparatus and similarly
removable, self-propelled transit car-pods.
[0034] Reference in the specification to "one embodiment" or "an
embodiment" means that a particular feature, structure, or
characteristic described in connection with the embodiment can be
included in at least one embodiment of the invention. The
appearances of the phrase "in one embodiment" in various places in
the specification do not necessarily all refer to the same
embodiment. In the following description and claims, the terms
"coupled" and "connected," along with their derivatives, may be
used. It should be understood that these terms are not intended as
synonyms for each other. "Coupled" is used to indicate that two or
more elements, which may or may not be in direct physical or
electrical contact with each other, co-operate or interact with
each other. "Connected" is used to indicate the establishment of
communication between two or more elements that are coupled with
each other.
[0035] In one embodiment, the public mass transit system provides a
way to move a lot people at one time in an efficient manner and at
the same time allow each rider to choose his or her own schedule.
In addition to choosing their own schedule, this public mass
transit system would also give each rider comfort amenities and
their own personal space to commute in. Each rider or small group
of riders would have their own personal carriage similar to
automobile drivers. The rider would be free to talk on the phone,
catch-up on email, or simply take a nap in privacy. This public
mass transit system would also provide a way for passengers to get
to and from the transit hub without having to walk too far or take
some other form of mass transit. By giving people their own space
on their own schedule and the ability to get to and from a transit
hub, public mass transit would be more attractive to more people,
and would become personalized to each riders schedule and
individual need.
[0036] The PMT system would also be scalable and adaptable to
different types of mass transit requirements. In one embodiment,
smaller private-campus style systems would work within the confines
of a particular business campus or business park where walking
distances have become too great and many workers do not want to
ride a bicycle or drive from one locale to another. In addition,
the private-campus system would allow for tracks leading to and
from larger wide-area public network transit systems, but restrict
movement to those authorized to commute within the private-system.
In one embodiment, the PMT system would incorporate intra-city
tracks used for local urban transportation with additional tracks
that lead to high-speed city-to-city expressways. This PMT system
can additionally include ultra high-speed maglev or other advanced
propulsion enabled apparatus that would encapsulate the standard
local system car-pod and load them onto specialized high-speed
track networks connecting cities at greater distances.
[0037] In one embodiment, an automated vehicle conveyance via the
PMT begins when drivers and riders arrive at transit stations (FIG.
10) in car-pods (FIG. 1, item 2). The driver uses an on-board
system interface to select a destination station and is coupled to
the vehicle conveyance apparatus. Each car-pod utilizes a secure
locking mechanism to secure the car-pod to the vehicle conveyance
apparatus (FIG. 5, item 22). Once the car-pod has been securely
coupled to the vehicle conveyance apparatus, the car-pod is loaded
onto the elevated track system. The driver becomes a passenger as
the transit system navigates the coupled car-pod autonomously to
the passenger's chosen destination station. Once the desired
destination station is reached, the transit system moves the
vehicle conveyance apparatus and coupled car-pod to an off-load
point and uncouples the car-pod. The driver takes back control of
the car-pod and drives to their destination.
[0038] FIG. 1 is an illustration of one embodiment of a two-wheeled
vehicle car-pod capable of transporting people in side-view. In
FIG. 1, the car-pod embodiment (item 2) can share many of the basic
automobile design approaches found on other electric two-seater
vehicles. For example and in one embodiment, the car-pod includes a
chassis, an outer body, a locomotive device, energy storage, a
braking mechanism, a steering mechanism, a number of tires, a
number of safety features and so on, but the car-pod can have other
technical elements and abilities not seen on standard street
designated automobiles or pods. In one embodiment, the car-pod
would have a number of different modes of operation; including, but
not limited to: standby-mode, kneeling-mode, street-mode,
latch-mode, fly-mode, train-mode, pick-mode, manual fly-mode,
maintenance-mode and silo-mode.
[0039] In one embodiment, in standby-mode the car-pod would moves
the two vehicle support wheels (item 4) and the location assembly
(FIG. 19, item 7) on a structural frame member (FIG. 19, item 6) in
order to dip part of the car-pod down and the other part of the
car-pod up. This movement would lessen the overall lateral space
the car-pod would require while in standby-mode (FIG. 14). In one
embodiment, the car-pod stand-by mode can increase parking density
by greater than two times. In one embodiment, a car-pod in
standby-mode can charge an electrical retention device on-board the
car-pod using a wireless energy transfer technology (item 60). For
example, in one embodiment, a power source is placed below a power
receiver unit inside the car-pod where power is captured and
retained. If a battery is used to store energy on the car-pod, the
battery is charged while the car-pod is in standby-mode.
[0040] In one embodiment, another mode of operation of the car-pod
is kneeling-mode. In kneeling-mode the two vehicle support wheels
(item 4) moves to a position that stabilizes the vehicle to ease
the loading and unloading of passengers. The car-pod doors would
open while in kneeling-mode, allowing passengers to enter or exit
the car-pod. In one embodiment, another mode of the car-pod is
street-mode. While in street-mode, the car-pod operates like an
ordinary car. In one embodiment, the required safety features and
standard passenger amenities are included in the car-pod and
vehicle top speed would be determined by specific model types and
features. In one embodiment, street-mode allows the driver of the
car-pod to navigate roads, streets, priority vehicle lanes or any
combination thereof, without the necessity of being loaded onto the
transit rail system.
[0041] In one embodiment, another mode of the car-pod is
latch-mode. In this embodiment, latch-mode is used to couple the
car-pod to a vehicle conveyance apparatus (FIG. 2, item 12) at a
transit load-point. In latch-mode the car-pod is prepared for
automated travel using the vehicle conveyance apparatus. In one
embodiment, the car-pod vehicles can be equipped with a number of
safety monitoring devices to ensure the vehicle is safe for
automated transit prior to coupling with a vehicle conveyance
apparatus. Once the car-pod has been cleared for automated travel,
the PMT operational control system would take control of the
car-pod, moving the car-pod to the load point where a vehicle
conveyance apparatus would have been dispatched. The PMT
operational control system aligns and securely couples the car-pod
and the vehicle conveyance apparatus. In one embodiment, once
secured to the vehicle conveyance apparatus, the car-pod enters
fly-mode, where the car-pod manual driving controls are no longer
needed. In the embodiment, the car-pod becomes a private cabin
suspended below the vehicle conveyance apparatus while the car-pod
is autonomously transported to the passenger's chosen destination
station. Local convenience systems on-board the car-pod would be
available to the passengers occupying the vehicle while in
fly-mode, with the possible exception of any included system that
might hinder the safe transport of the car-pod or its contents.
Since the passenger is free from the burden or responsibility of
driving they can do as they please. In one embodiment, the car-pod
transports one or more passengers. In one embodiment, Internet
connectivity would be provided to all car-pods, which would enable
riders to work or play while in transit. In one embodiment, once
the car-pod arrives at the destination station, the car-pod would
re-enter the latch-mode while the car-pod is un-coupled from the
vehicle conveyance apparatus. The car-pod would re-enter
street-mode by returning the standard driving controls to the
driver allowing the car-pod to be driven away from the transit
station and navigate public roads once again.
[0042] In one embodiment, many different types of car-pods would be
available for the personal mass transit system. For example and in
one embodiment, the types of car-pods could be lightweight transit
vehicles, wheelchair accessible transit vehicles, ultra-lightweight
individual car-pods for heavy payloads (e.g. weight challenged
people, etc.). These and other types of car-pods can either be
personally owned or system owned for public on-demand use. In one
embodiment, publically accessible car-pods would be part of a
larger subscription based mass transit system. The car-pods would
be parked (FIG. 14) and charged (FIG. 14, item 60) awaiting use in
public parking lots and at transit hubs. Because, public parking
lots are situated citywide, the car-pods can be available within a
short walk, similar to many other subscription based car-sharing
systems.
[0043] In one embodiment, privately owned vehicles would be
maintained by the owner and be required to meet the PMT system
requirements. In this embodiment, both publicly and privately
maintained car-pods, would provide mass transit without schedules
or crowded compartments, because movement on the system tracks
would be considered on-demand and the running of scheduled buses
and trains would be eliminated, thus, saving energy and overall
system costs.
[0044] In one embodiment, as self-driving cars become more refined
and adopted, the car-pod would include a driverless-mode that
allows the car-pod to drive itself to the transit loading station
for coupling to a vehicle conveyance apparatus for transit to a
destination station. After reaching its destination station, the
car-pod would be un-coupled from the vehicle conveyance apparatus
entering driverless-mode before navigating itself wherever the
passenger has designated as the final stop.
[0045] In one embodiment, included in the car-pod is a PMT system
control interface, where this control interface would be used to
enter the desired destination location and specific transit route
if desired. The PMT system control interface would also include a
camera, a speaker and microphone for occupant interaction and
feedback. In one embodiment, this interactive interface would be a
multi-function display device capable of keeping the occupant of
the car-pod apprised of vehicle location on transit system,
estimated time of arrival, vehicle speed, vehicle mode of
operation, billing information, vehicle conformity status,
apparatus conformity status, vehicle maintenance record, any
pertinent updates affecting the PMT transit system, advertisements
and other information. In one embodiment, the car-pod can include
options like inertia dampeners and smart windows.
[0046] FIG. 3 is an illustration of one embodiment of the vehicle
conveyance apparatus and car-pod in side-view. The vehicle
conveyance apparatus (item 12) is shown suspended from an elevated
transit track (item 29) ready to couple with the car-pod (item 2).
The car-pod is shown below the vehicle conveyance apparatus in
latch-mode ready to be coupled. The car-pod coupling mechanism
(item 52) would be activated and ready to receive the apparatus
coupling mechanism (item 22).
[0047] FIG. 4 is an illustration of one embodiment of the
conveyance apparatus and car-pod in the coupled position. In FIG.
4, the car-pod has been securely locked to the vehicle conveyance
apparatus and lifted from the ground in preparation for automated
transit. The coupled pair would temporarily be considered a single
unit as they navigate the transit track system from embarkation
station to disembarkation station. The vehicle conveyance apparatus
and the car-pod use secure coupling mechanism for safe transit. The
temporary coupling of the car-pod and the conveyance apparatus is
complete when the locking mechanism, utilizing both
electromechanical and visual locking status indicators, is fully
engaged. In one embodiment, the coupled car-pod and vehicle
conveyance apparatus is then conveyed autonomously along any number
of secondary, ancillary or loading tracks en route to any number of
primary or express tracks, using track switching mechanisms as well
as pick-point loading/unloading mechanisms (item 54). In one
embodiment the car-pod would remain in fly-mode for the duration of
automated travel unless an emergency situation arises and manual
fly-mode is engaged. Manual fly-mode would allow the occupant of
the car-pod to manually operate the vehicle conveyance apparatus to
an exit point in the event of a system malfunction; each car-pod
would have, as part of its interface, a computing means capable of
safely operating the conveyance apparatus on the transit track in
the event of an emergency.
[0048] FIG. 5 is an illustration of an embodiment of the vehicle
conveyance apparatus in cutaway side view. In FIG. 5, the vehicle
conveyance apparatus (item 12) comprises support wheels (item 16),
drive wheels (item 14), structural chassis members (item 1)braking
mechanism (item 15), an aerodynamic housing (item 10), primary and
backup command and control modules (item 26), a coupling mechanism
(item 22), a number pick-point loading/unloading points (item 54),
an auxiliary power circuit (item 36), a battery supply (item 28), a
number of proximity sensors (item 24), transmitting antennas (item
50), and tow-point attachments (item 58). In one embodiment, the
conveyance apparatus support wheels (item 16) carry the weight of
the vehicle conveyance apparatus as well as the combined weight of
the coupled transit vehicle and contents while on the track system.
The support wheels are attached to one or more of the structural
chassis members (item 1). The structural chassis (item 1) is
comprised of structural members providing support for the
conveyance apparatus, and a coupled transit vehicle or similar
payload. The vehicle conveyance apparatus drive wheels (item 16)
are the primary source of locomotion for typical car-pod
conveyance. In the embodiment, each drive wheel is connected to a
drive motor (item 20). The drive wheel propels the conveyance
apparatus forward or backward as commanded by the command and
control module (item 26). While a separate braking mechanism will
be disclosed, it is noted that in one embodiment, the drive wheel
or drive wheels are attached to permanent magnet motors as the
primary source of locomotion for the conveyance apparatus; allowing
for the capture of kinetic energy through the use of a regenerative
braking system during braking. The captured kinetic energy is
returned to the transit system or stored in the on-board battery of
the car-pod through the auxiliary power circuit (item 36) by way of
the coupling mechanism (item 22).
[0049] In one embodiment, the command and control module (item 26)
on-board the vehicle conveyance apparatus comprise the general and
specific operations required to operate the vehicle conveyance
apparatus. In one embodiment, control signals are received from
local track nodes (FIG. 7, item 35) and transferred to the vehicle
conveyance apparatus command module. The Operations of the vehicle
conveyance apparatus include, but are not limited to, latch-mode
operations, locking mechanism control, locking mechanism status,
vehicle ready status, track loading operations, ancillary track
navigation, local area track navigation, express route track
navigation, pick-point track switching operations, car-pod status,
car-pod override status, destination station status, destination
route preferences, destination route status, speed control, braking
control, proximity status and control, train-mode nestle status and
control, weight sensor command routine, maintenance scheduler,
silo-mode stand-by routine, manual override, route authentication
routine and emergency status and control routines.
[0050] In one embodiment, operational status feedback is
transmitted to the local track nodes (FIG. 7, item 35) for
real-time updates of every vehicle conveyance apparatus and car-pod
on the transit network. In this embodiment, each vehicle conveyance
apparatus and car-pod is uniquely identified, allowing for
individual unit tracking, multiple unit management, and autonomous
movement within any part of the track system. In one embodiment,
the coupling mechanism (item 22) on the vehicle conveyance
apparatus comprises a structural piece with a number of locking
points, where the structural pieces with locking points enables the
temporary secure coupling of the vehicle conveyance apparatus and
the car-pod. In one embodiment, each coupling point utilizes both
electromechanical and/or visual indicators to ensure a secure
coupling. In one embodiment, the station load points will confirm
lock status using both methods prior to automated conveyance. In
one embodiment, the tow-points (item 58) are included as part of
the vehicle conveyance apparatus chassis in the event that the
primary and backup command and control modules (item 26) systems
have failed. In one embodiment, a braking mechanism (item15) is
attached to the support wheels to slow the vehicle conveyance
apparatus as commanded by the command and control module.
[0051] FIG. 6 is an illustration of one embodiment of the
conveyance apparatus viewed from the front in cutaway. In FIG. 6,
the apparatus comprises drive wheels (item 14), structural chassis
members (item 1), an aerodynamic housing (item 10) command and
control modules (item 26), a coupling mechanism (item 22) and a
number of drive motors (item 20). In one embodiment, a primary
power receiver (item 38) receives transfers electricity from the
energized track system wirelessly. In one embodiment, wireless
power transmission technology is used to transfer power wireles sly
from inside the transit track itself to receivers inside the
conveyance apparatus. Power is distributed within the conveyance
apparatus and, if needed, to any auxiliary power needs of the
car-pod. In the event the primary power source becomes interrupted,
the auxiliary power source is made available to the conveyance
apparatus by way of the auxiliary power circuit (item 36) built in
to the coupling mechanism (item 22) that secures the car-pod and
the vehicle conveyance apparatus. In one embodiment, by being able
to power the vehicle conveyance apparatus, the auxiliary power
circuit can supply electrical services used by the car-pod while in
transit. In one embodiment, each vehicle conveyance apparatus has
redundant command and control systems, redundant telemetric
systems, self-diagnostic systems and back-up systems as well as
other systems.
[0052] FIG. 7 is an illustration of one embodiment of a two-way PMT
track support system in front view. In FIG. 7, the support tower is
shown by way of example. In one embodiment, the PMT track support
system includes horizontal supports (item 31), track hangers (item
33), a transit track (item 29), a track stiffener (item 37), a
weather shroud (item 25), a layer of solar collectors (item 23), a
primary power source (item 27) and a transmitter-receiver
communications node (item 35). While in one embodiment, the track
support system, as illustrated, provides support for the track
hangers, in alternate-embodiments the track supports are not
limited to track towers as shown (e.g. the horizontal extension
that supports the track hangers can be attached to buildings,
bridges, elevated freeways, highways and/or other places). Many
variations of the track support system will occur to those skilled
in the art. The track hangers support the transit track. Many
variations of the track hangers will occur to those skilled in the
art.
[0053] In one embodiment, the track stiffener is used to stiffen
the tracks and can also be used to prevent the vehicle conveyance
apparatus from swaying too far in either lateral direction should
the car-pod become unstable or unbalanced during transit. In one
embodiment, the primary source of power for the vehicle conveyance
apparatus resides inside the PMT track. In an alternate embodiment,
different variations of wireless power can be used that transfer
power from one location to another without physical contact. In one
embodiment, wireless transfer of power removes the need to have an
electric "third rail," saving build-out costs and conveyance
apparatus maintenance.
[0054] In one embodiment, the energized PMT track transfers power
to receivers inside the vehicle conveyance apparatus where the
power is used to operate the apparatus and supply power to the
auxiliary circuit. In one embodiment, the elevated PMT track will
allow for many types of usage, including, but not limited to,
loading ramps, unloading ramps, ancillary ramps, right-of-way
tracks, local tracks, holding tracks, express tracks, high-speed
tracks, ultra high-speed tracks, storage silos ramps, maintenance
facilities ramps, personal use tracks, scenic tracks, manual
control tracks and other types of ramps and tracks. In one
embodiment, the track support system includes a weather shroud. The
weather shroud is attached to the top of the track stiffener (item
37), and is used to protect the PMT track from debris or inclement
weather. The weather shroud further serves as a mounting place for
the included solar collectors. In one embodiment, the solar
collectors are flexible and adhered to the top of the weather
shroud in areas accessible to sunlight. In one embodiment, the PMT
track system utilizes local transmitter-receiver nodes as part of a
larger array of sensors and tracking methods in order to process
and control each vehicle conveyance apparatus. In one embodiment,
these local transmitter-receiver nodes are placed along the system
tracks to transmit and receive command signals that are evaluated
and authenticated prior to control instructions being given to the
individual command and control nodules on-board each conveyance
apparatus. The use of local transmitter-receiver nodes keeps
command response time to a minimum and adds redundancy to the
overall control system. In one embodiment, although each local
transmitter-receiver node communicates directly with a narrow-area
computer control system, each narrow-area computer control system
in turn communicates with a wide-area computer control system in
order to track and respond to system demands as well as
anticipating future needs of specific areas based on transit
patterns. The local, narrow and wide area control systems approach
offers a variety of ways to track each uniquely identified vehicle
conveyance apparatus on the system. For example in one embodiment,
should a single communication node or control system become
disabled, the built-in redundancy allows the system to continue
functioning while the disabled system is repaired. In one
embodiment, in the event of a system wide or area blackout, an
emergency status is triggered, where each vehicle conveyance
apparatus on the track network would automatically identify itself
to any functional transmitter-receiver node and broadcast its
destination station. In addition, other vehicle conveyance
apparatus on the track system would access its own on-board memory
for its originally selected destination station and broadcast it as
well. In this embodiment, each conveyance apparatus is capable of
triggering local track switches in order to navigate itself to its
chosen destination without aid from an area computer system. In one
embodiment, in the event all control systems become disabled, the
emergency status would switch to a manual mode, giving limited
control of the conveyance apparatus to occupants.
[0055] The local, narrow, and wide area control systems approach
also offers a variety of ways to track system usage and car-pod
location whether those components are on the system tracks or not.
In other words, if hundreds of car-pods are on the east side of
town near a transit load-point, there should be hundreds of vehicle
conveyance apparatus in storage silos also on the east side of
town. In one embodiment, the PMT system is programmed, within
certain tolerances, to provide enough vehicle conveyance apparatus
to a general area based on usage history, upcoming reservations,
and incoming on-demand requests.
[0056] FIG. 8 is an illustration of one embodiment of a two-way PMT
track support system disclosed in cutaway side view. In FIG. 8, the
PMT track support system is comprised of horizontal supports (item
31), track hangers (item 33), a transit track (item 29), a weather
shroud (item 25), a layer of solar collectors (item 23), and a
transmitter-receiver communications node (item 35).
[0057] FIG. 9 is an illustration of one embodiment of a vehicle
conveyance apparatus with car-pod in transit in partial cutaway
side view. In FIG. 9, the vehicle conveyance apparatus (item 12) is
shown in fly-mode. The vehicle conveyance apparatus (12) is
illustrated in transit and hanging from the PMT track (item 29) and
the coupled car-pod (item 2) below. In one embodiment, the local
area use PMT vehicle conveyance apparatus utilizes dual
direct-drive motors to convey the apparatus and coupled car-pod.
The coupled pair navigates the PMT track network while the
transmit-receive node (item 35) on the track support system
communicates and tracks each uniquely identified apparatus from
load-point station to destination un-load point station. FIG. 9
also shows an embodiment of a weather shroud (item 25) and attached
solar collectors (item 23) in partial cutaway side view.
[0058] FIG. 10 is an illustration of one embodiment of a PMT
station in top view. In one embodiment, there can be many different
types of PMT stations available for transportation, including small
transit stations, loading and unloading points, large transit hubs,
and others. While smaller transit stations might not be large
enough to store the PMT apparatus, storage silos would be located
near-by in order to pick-up and drop-off car-pods quickly. In one
embodiment, larger stations and transit hubs would be large enough
to store car-pods and/or vehicle conveyance apparatus. In one
embodiment, future lightweight vehicles and pods wanting to ride on
the PMT system would need to be equipped with system compatible
secure locking points, system compatible command interface, and/or
meet system safety and operation requirements. In one embodiment,
each PMT system would have multiple transit stations to load and
unload vehicles from the PMT tracks. In one embodiment, intra-city
connections as well as tracks to suburban areas and beyond would
ensure access to different types of riders, commerce and vehicle
conveyance apparatus.
[0059] In one embodiment, the PMT station is illustrated with a
load/unload point (item 41) where car-pods are loaded and an
unloaded point (item 42) where the car-pods are unloaded depending
on whether the car-pod is departing the load point or arriving at
the unload point. Many combinations of load/unload point stations,
hubs or single transit tracks can be imaged by those skilled in the
art allowing for ease of traffic and system on-demand requirements.
In one embodiment, the PMT station illustrated includes one
embodiment of a serpentine track section (item 45) intended to
store vehicle conveyance apparatus for on-demand requests. In the
embodiment, the vehicle conveyance apparatus would stack behind one
another in preparation for coupling with car-pods as they arrive at
the station for immediate departure. Also included in the
embodiment shown are car-pod parking/charging stalls (item 43) that
are used in the event that riders arrive at a PMT station without
having picked-up a car-pod in advance. In the embodiment, the
riders would be able to use their transit card or key-fob, like any
other car-pod pick-up location, and secure a car-pod for immediate
loading and departure. In one embodiment, a PMT station, whether
the PMT station is a simple load-points or complex transit hubs
where many tracks and routes would be available to riders, includes
a weight scale (item 47) that is placed in front of the load-point
to prevent over-weight vehicles from loading onto the track system.
Further, automated vehicle control would begin as early as possible
to ensure timely coupling of arriving vehicle car-pods, minimizing
the need for large waiting rooms or costly infrastructure.
[0060] FIG. 11 is an illustration of, one embodiment of a vehicle
conveyance apparatus storage silo in a cutaway side view. In FIG.
11, the storage silo (item 30) comprises a track rail or rails
(item 29) that leads to the transit track system where the track
rail is a conduit on which each vehicle conveyance apparatus
transverses to and from the storage silo. In one embodiment, the
conveyance apparatus stacking bars (item 34) are connected to an
automated elevator stacking mechanism (item 32) allowing for
multiple units to be moved at one time. In the embodiment, each
stacking bar is temporarily aligned with the loading track rail
(item 29) receive or dispatch a vehicle conveyance apparatus as
requested. In addition, each stacking bar would further include
wireless power transmission in order to operate the apparatus and
charge the battery while in the silo. Furthermore, the elevator
mechanism either lowers or raises each stacking bar in order to
receive or dispatch vehicle conveyance apparatus. A climate control
system (item 56) is included to keep the storage silo at a
predetermined temperature and humidity level in order to provide a
constant, predictable climate for the storage of vehicle conveyance
apparatus while waiting demand. In one embodiment, the PMT vehicle
conveyance apparatus storage silos can be dug into the earth or
built up into a silo above ground depending on system opportunities
or limitations. The climate control system allows either type of
storage silo to be as space efficient.
[0061] FIG. 12 is an illustration of one embodiment of a vehicle
conveyance apparatus storage silo in cutaway front view. In FIG.
12,the storage silo (item 30) comprises a track rail or rails (item
29) that leads to the transit track system. In one embodiment, the
track rail is the conduit on which each vehicle conveyance
apparatus transverses to and from the storage silo. In one
embodiment, stacking bars (item 34) are connected to an elevator
stacking mechanism (item 32) allowing for multiple units to be
moved at one time. In the embodiment, each stacking bar is
temporarily aligned with the loading rail track to receive or
dispatch a conveyance apparatus as requested. The elevator
mechanism either lowers or raises each stacking bar in order to
receive or dispatch vehicle conveyance apparatus. A climate control
system (item 56) keeps the storage silo at a predetermined
temperature and humidity level in order to provide a constant,
predictable climate for the storage of vehicle conveyance apparatus
while waiting demand.
[0062] FIG. 13 is an illustration of one embodiment of a transit
vehicle pod-train in side view. In FIG. 13,the PMT vehicle
pod-train (item 18) is a plurality car-pods in transit fly-mode
going the same direction on the transit rail (item 29) at the same
time. For example, in one embodiment, the PMT vehicle pod-train can
be used during busy commute hours, when express tracks are fully
loaded. In this example, the PMT system moves multiple apparatus
with coupled vehicle car-pods closer together to create virtual
transit trains (FIG. 13), which creates trains with lower wind
resistance and increase system efficiency, while still allowing
each commuter privacy. In one embodiment, the transit vehicle
car-pods have the capability to dock with one another while in
train-mode allowing passengers access to one another as if in the
same vehicle. In this embodiment, this way, if families or parties
of more than two want to travel together, the transit system would
be instructed to position these car-pods in-line with each
other.
[0063] FIG. 14 is an illustration of one embodiment of parked
vehicle car-pods in standby-mode in side view. In one embodiment,
PMT vehicle car-pods (item 2) in standby-mode move the vehicle
wheel assembly (FIG. 20, item 7) within the chassis, while tilting
the body of the vehicle upwards in order to lessen its overall
length. The lessening of overall length allows for more car-pods to
be parked in one place. In one embodiment with the car-pod in
standby-mode, solar power from local solar panels is wirelessly
transferred to the vehicle's battery for charging while parked.
This embodiment lessens the need of the transit system for power
from the grid and lowers the systems overall environmental
impact.
[0064] Although some embodiments are shown to include certain
features, the applicants specifically contemplates that any feature
disclosed herein may be used together or in combination with any
other feature on any embodiment of the invention. It is also
contemplated that any feature may be specifically excluded from any
embodiment of the invention.
[0065] In one embodiment, the PMT system that allows users to
request a car-pod at their residence, place of business, or any
other predetermined location at a certain time. In one embodiment,
the user uses an online reservation system to reserve a car-pod. In
the embodiment, each car-pod would display or broadcast a
reservation code like a beacon for users to match prior to
presenting their key-fob or transit card for entry. In one
embodiment, the car-pod would use self-guided driving technology
and drive itself to the rendezvous point where the user swipes
their transit card or key-fob, confirming identity, and
reservation. In this embodiment, the PMT system is an automated car
valet service arriving when needed and driving away when finished.
In one embodiment, the PMT vehicles are optionally reserved or
requested using PMT reservation system enabled devices, including,
but not limited to, computers, PDA's, cell phones, smart phones,
curb-side kiosks, transit station kiosks and other reservation
devices.
[0066] FIG. 15 is an illustration of a partial cutaway front view
of one embodiment of a vehicle conveyance apparatus with a car-pod
in loading position. In one embodiment, the car-pod (item 2) is
aligned with the vehicle conveyance apparatus (item 12), which is
suspended from the PMT transit track (item 29).
[0067] FIG. 16 is an illustration of a partial cutaway front view
of one embodiment of a vehicle conveyance apparatus with a coupled
car-pod and suspended from a monorail transit track. In one
embodiment, the car-pod (item 2) is coupled to a vehicle conveyance
apparatus (item 12) and the vehicle conveyance apparatus (item 12)
is suspended from a monorail transit track (item 29) for automated
transportation.
[0068] FIG. 17-is an illustration of a plan view of one embodiment
of a pick-point track switching bogie and track layout. In one
embodiment, a pick-point bogie (item 71) and a circular track
system (item 70) are used to pick a moving vehicle conveyance
apparatus (item 12) and its payload (item 2) from one PMT track
(item 29) and move them to another PMT track (item 29). In this
embodiment, the pick-point track switching is used so that a single
car-pod and/or vehicle conveyance apparatus can be removed from a
number of concurrently moving apparatus without slowing them down
(or substantially slow them down). The vehicle conveyance apparatus
to be removed enters a track switching area, exits normal fly-mode,
and enters pick-mode. Once in pick-mode, the vehicle conveyance
apparatus is ready to be removed from the transit track it is
currently on. A pick-point bogie that is capable of picking-up the
maximum weight allowed on the transit system and also of matching
system speeds moves down a track section that is parallel to the
track the vehicle conveyance apparatus is traveling on. Once the
pick-point bogie has aligned itself with the vehicle conveyance
apparatus, a number of support forks are moved into the apparatus
chassis picking-up the combined weight of the vehicle conveyance
apparatus and any coupled payload (e.g. car-pod) while also
temporarily disengaging the apparatus support wheels and drive
wheels. Once the weight of the vehicle conveyance apparatus and
payload have been lifted and the vehicle conveyance apparatus
wheels have been disengaged, the pick-point bogie moves the now
coupled components to the other track. Once the other track has
been aligned and confirmed the pick-point bogie removes the support
forks and releases the vehicle conveyance apparatus onto the track
which re-engages the wheel systems and re-establishes normal
fly-mode operation. The transit track support (item 31) is used to
support the weight of both track systems in the switching area. In
one embodiment, the circular nature of the pick-point track system
allows the pick-point bogies to perform their task repeatedly
within the track switching area. For example and in one embodiment,
a number of pick-point bogies would be stationed with the circular
track in order to pick off a number of vehicle conveyance apparatus
simultaneously.
[0069] FIG. 19-A is an illustration of a car-pod structural support
beam and car-pod conveyance assembly in side view. In one
embodiment, the car-pod (item 2) has a structural support beam
(item 6) that is part of the chassis. The car-pod conveyance
assembly is housed in a unit (item 7) which enables it to
transverse the structural beam, where the beams allows the support
wheels (item 4) to move from a balanced street-mode position to an
elevated position for transit fly-mode an anywhere in between.
[0070] FIG. 19-B is an illustration of a car-pod structural support
beam and car-pod conveyance assembly in rear view. In one
embodiment, the car-pod (item 2) has a structural support beam
(item 6) that is part of the chassis. The car-pod conveyance
assembly is housed in a unit (item 7), which enables it to
transverse the structural beam. In his embodiment allows the
support wheels (item 4) to move from a balanced street-mode
position to an elevated position for transit track fly-mode and
anywhere in between. The support beam also enables the wheels to be
moved for parking-mode and loading-mode.
[0071] In one embodiment, the PMT system includes a modular car-pod
body, where each vehicle car-pod has a modular removable body.
Designed for systems or cabins requiring ultra-lightweight vehicle
conveyance due to heavier than standard payloads, this embodiment
utilizes vehicle bodies that separate from the chassis (where the
vehicle's conveyance mechanism usually resides) at the point of
coupling, allowing the body and the contents of the body to be
transported independently from the chassis. While in one embodiment
dual-drive electric motors are used to propel the vehicle
conveyance apparatus, in alternate embodiments, a different type of
propulsion is used (e.g., maglev locomotion, other advanced
locomotion technology, etc.).
[0072] In one embodiment, standard local car-pods are encased in
high-speed transit bogies utilizing maglev or similar advanced
propulsion systems designed to ride on high-speed track systems
without the occupants leaving their car-pod. In this embodiment,
the transit bogies await car-pods on a transition track designed to
receive car-pods already in transit. Transit bogies would match the
speed of incoming car-pods and catch them with a separate coupling
mechanism, where the transit bogies take over the services and
control while transporting the car-pods at high-speed to the next
city . The transit bogie transverses another transition track where
it releases the car-pod back to a local area PMT track system.
[0073] FIG. 18-A is an illustration of one embodiment of a PMT
metro-bogie in side view. In one embodiment, the city to city PMT
metro-bogie (item 61) uses high-speed PMT tracks (item 62) designed
to transport people and commerce from one metro area to another
metro area linking major cities and towns in between. Car-pods
(item 2) traversing standard PMT track (item 29) enter a transition
track where high-speed PMT tracks (item 62) are supported by track
support systems (item 63). The PMT metro-bogie matches the speed of
the incoming car-pod in preparation to couple with it. Riders in
the car-pod would remain seated while the coupling of the systems
takes place.
[0074] FIG. 18-B is an illustration of one embodiment of a PMT
metro-bogie coupled with a car-pod in side view. In one embodiment,
the PMT metro-bogie (item 61) is conveyed using maglev locomotion
over high-speed maglev tracks (item 62) that are supported by a
track support system (item 63). The car-pod (item 2) is coupled to
the PMT metro-bogie and removed from the standard PMT tracks (item
29). The PMT metro-bogie operations similarly to the PMT vehicle
conveyance apparatus while conveying the car-pod over the longer
distance. FIG. 19-C is an illustration of one embodiment of a PMT
metro-bogie train in side view. In one embodiment, the PMT
metro-bogies (item 61) move together while in high-speed transit
creating virtual PMT metro-bogie trains (item 64) in order to
increase speed and lower energy consumption, when possible, an
aerodynamic tail section (item 65) would join the train to ensure
maximum efficiency. The metro-bogie trains separate when needed in
order for individual car-pods (item 2) to be removed from the train
when they have reached their destination city.
[0075] A number of safety features can be used including, but not
limited to, safety grappling hooks that are attached to the car-pod
and pointed upwards and slightly in-wards in the event of a
catastrophic derailment. In this embodiment the conveyance
apparatus and car-pod are equipped with gravitation sensors that
detect if the car-pod is falling from the track. In this event, the
grappling hooks are shot skyward by a small explosive charge with
the intent of wrapping around the transit track and arresting the
downward trajectory of the car-pod. In one embodiment, another
safety device for a catastrophic derailment utilizes exterior
car-pod airbags (e.g. large airbags that are built into the
exterior of the car-pod and deployed similarly to standard
automobile airbags in the event the car-pod is detached from the
vehicle conveyance apparatus or track system. The same on-board
gravitational sensor would deploy the airbags outside the
car-pod).
[0076] In one embodiment, emergency tow-bots are stationed
track-side in the event a vehicle conveyance apparatus becomes
disabled. In this embodiment, the emergency drone-type tow-bots
approach the stranded vehicle, attach itself to the vehicle
conveyance apparatus tow-point (FIG. 5, item 58) and tow it to the
closest transit station for unloading and repair.
[0077] Many variations of the invention will occur to those skilled
in the art. Some variations include: multiple-track support
designs, stacked track designs, underground tunnel track systems,
underwater tube track systems, personal use track lines, scenic
track routes, joy-riding track lines (designed to allow riders
direct manual-fly-mode control of the vehicle conveyance
apparatus), and manual fly-mode (which while on designated areas of
track) high-speed city to city track systems, as well as
others.
[0078] All such variations are intended to be within the scope and
spirit of the invention.
* * * * *