WO2006076792A1 - Systeme de transport avec vehicules auto-elevateurs - Google Patents

Systeme de transport avec vehicules auto-elevateurs Download PDF

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Publication number
WO2006076792A1
WO2006076792A1 PCT/CA2006/000050 CA2006000050W WO2006076792A1 WO 2006076792 A1 WO2006076792 A1 WO 2006076792A1 CA 2006000050 W CA2006000050 W CA 2006000050W WO 2006076792 A1 WO2006076792 A1 WO 2006076792A1
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WO
WIPO (PCT)
Prior art keywords
guideway
vehicle
grade
engaging
solar
Prior art date
Application number
PCT/CA2006/000050
Other languages
English (en)
Inventor
Richard Prutton
Original Assignee
Richard Prutton
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Richard Prutton filed Critical Richard Prutton
Publication of WO2006076792A1 publication Critical patent/WO2006076792A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B15/00—Combinations of railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B3/00—Elevated railway systems with suspended vehicles
    • B61B3/02—Elevated railway systems with suspended vehicles with self-propelled vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02S—GENERATION OF ELECTRIC POWER BY CONVERSION OF INFRARED RADIATION, VISIBLE LIGHT OR ULTRAVIOLET LIGHT, e.g. USING PHOTOVOLTAIC [PV] MODULES
    • H02S10/00—PV power plants; Combinations of PV energy systems with other systems for the generation of electric power
    • H02S10/40—Mobile PV generator systems
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02S—GENERATION OF ELECTRIC POWER BY CONVERSION OF INFRARED RADIATION, VISIBLE LIGHT OR ULTRAVIOLET LIGHT, e.g. USING PHOTOVOLTAIC [PV] MODULES
    • H02S20/00—Supporting structures for PV modules
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/50—Photovoltaic [PV] energy
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • This invention relates to a transportation system for passengers and/or cargo, in which a plurality of autonomous transportation vehicles travel directly from a multiplicity of origin locations to a multiplicity of destination locations (Transportation System).
  • the vehicles are able to travel from an origin location at a first elevation, via a generally horizontal guideway network at a second similar or different elevation, to a destination location at a similar or different third elevation, without the need for ramps or other external means for loading the vehicles onto or removing them from the guideway.
  • the Transportation System employs a guideway with passive switches together with vehicles with built-in means for horizontal motion, vertical motion, steering, and control.
  • the invention also relates to the use of photovoltaic (PV) electricity generating means (cells) to power the vehicles and/or to provide surplus electricity to serve other electrical loads.
  • PV photovoltaic
  • This PV cell invention is well adapted to work with the Transportation System disclosed but it has wider application as well.
  • An invention for transportation vehicles capable of self-loading or unloading to or from a guideway. This is accomplished by a built-in vertical travel means in each vehicle which serves the following functions: a) to move a traction, steering, and braking mechanism vertically to and from the elevation of the vehicle to and from the elevation of the guideway; b) to move the traction, steering, and braking mechanism to and from a position with the wheels deployed around a track on the guideway; c) to lock or unlock the traction, steering, and braking mechanism in position around the track; d) to brace or release the vertical travel means between a first surface at the elevation of the vehicle and a second surface at the elevation of the guideway; and e) to move the vehicle from an initial elevation, usually at grade, to and from the elevation of the guideway.
  • An invention for vehicles in which each has a built-in control system for controlling an elevating and a steering means.
  • the car Near the turn of the 20 th century, the automobile (hereinafter called the car) was invented and its design has been refined until the present.
  • the car and road system is now a ubiquitous transportation means offering passenger comfort and door-to-door convenience.
  • the system has several disadvantages with respect to the safety of the public, its cost to the public, its general use of mineral oil, and its impact upon the environment.
  • PRT Personal Rapid Transit
  • a PRT system uses vehicles which follow one another along a track. The availability of the system is dependant upon zero breakdowns of the vehicles - one failed vehicle will obstruct the flow of other following vehicles until it is repaired or removed.
  • Some PRT inventions require heavy and costly vehicles and guideway structures, and consequently are affordable only for high passenger loadings.
  • Other PRT inventions, using light vehicles, have not been generally adopted.
  • Some of these prior PRT inventions have the disadvantage of requiring passengers to travel on foot or by other means to a station or platform both at their point of embarkation and disembarkation; there is no means for traveling directly from the point of origin to the point of destination, so the passengers may be exposed to inclement weather.
  • Some inventions are intended for public transit whereby passengers must wait at a station for a vehicle to arrive prior to boarding and the vehicles must stop at several stations en route, thus adding time to the passengers' overall journey.
  • Systems intended for public transit may be uncomfortable for some passengers because they impose particular standards for sitting or standing adjacent to other passengers, .vehicle cleanliness, interior climate control, and lighting. These systems also lack privacy; passengers must modify their behavior to be acceptable in a public setting. For example, passengers may be discouraged from eating, using a telephone, listening to audio equipment, watching television, singing, etc.
  • Some inventions require substantial costly infrastructure for control of the vehicles from a central location. In some inventions, the vehicles must pass through active switches at intersections in the guideway, requiring rapid and accurate switching between successive vehicles.
  • Some inventions require a passenger to drive the vehicle to and from the guideway prior to loading the vehicle onto the guideway. This partially retains the disadvantages of the car/road system, such as a lack of utility for the disabled or for non-drivers.
  • the vehicle drivers there is a loss of useful time whilst occupied with driving; they must not be impaired by narcotics, not distracted by a telephone, must stay awake and focused on the task, must be skilled to drive on ice or in poor visibility, and must remain rational - no road rage.
  • PV cells should track the sun's movement, so that the solar radiation is always incident in a plane normal to top surface plane of a PV cell array.
  • PV cells that track the sun intercept about 80% more energy over a year and about 150% more during the winter compared with horizontally mounted cells.
  • For stationary PV cells a large proportion of the optimum solar electricity can be generated if their surface is oriented to face due south and tilted at an angle from the horizontal equal, within a few degrees, to the number of degrees of the local latitude.
  • Using a two-axis sun-tracking means to orient the PV cells improves this energy collection by up to 40% compared with the stationary arrangement.
  • PV cells which are tilted to adjust for the sun's altitude quarterly, and oriented normal to the sun azimuth each day at mid-morning and mid-afternoon, may provide almost 95% of the electricity generated using the full two-axis tracking. Solar radiation reflected from the ground or other surrounding surfaces will also cause PV cells to generate electricity, but at a reduced rate.
  • the daily peak electricity load demand for a typical populated region in a developed country lags the peak sunshine hours by about 4-6 hours.
  • the solar electricity might be more closely matched to the load by orienting the PV cells in a more westerly direction to provide an improved output during the afternoon, or the peak solar-generated electricity might be advantageously used:
  • PV building-integrated photovoltaics
  • the selected parts of the vehicle surface areas, and the extent of the surfaces to be covered by PV cells is a compromise between the need for the vehicle interior accommodation space, the aerodynamic characteristics of the outer surfaces of the vehicle for the contemplated vehicle speeds, and the most desirable angle of the vehicle's surfaces for solar energy collection at the latitude.
  • the selection of an optimum shape is also influenced by the proportion of time that the vehicle is parked compared with its time in motion. When the vehicle is in motion, the orientation of the vehicle might be constantly changing, and therefore only an approximation for the optimum shape of the surface is possible.
  • the quantity of solar electricity may be optimised by arranging for the surfaces of the vehicle to be stationary at the desired angles, or to be mobile and to track the sun by various means.
  • the average total time that individual cars are in use during each year is relatively low compared with the available hours of solar radiation.
  • the average car is driven 29 miles daily, taking 55 minutes, which equals an average speed of 32 miles per hour. Therefore, if VIPV were applied to the Transportation System, and the solar electricity from numerous vehicles, whether stationary or in motion, were aggregated, under certain conditions of solar electricity supply and demand, there would be sufficient total solar electricity to power those vehicles that are in motion. Furthermore, in the Transportation System invention, the vehicles travel almost non-stop, so the average minutes of vehicle usage per day would be significantly lower.
  • the objective of the present invention is to provide a ubiquitous transportation system which is an improvement upon the car/road system and prior art devices and which retains most of their advantages while reducing the disadvantages.
  • the present invention is intended to be lightweight, cheap to build and operate, relatively safe, have a low environmental impact, and use a relatively small area of land.
  • the main advantages of the conventional systems which are retained include: a) the capability and versatility to transport passengers and light cargo directly between innumerable origins and destinations; b) the immediate availability of a vehicle upon demand; c) private vehicles with interior and exterior furnishings and decoration which reflect the passenger's personality and which can be maintained in a state of comfort and cleanliness acceptable to the passenger; d) vehicles with complete weather protection, comfortable seating, and interior climate control; e) simplicity of journeys without the need to transfer from one vehicle to another; f) an overall high operating speed from origin to destination; g) all control of the vehicles is on-board and autonomous; h) the surfaces upon which the vehicles travel are passive; i) failed vehicles can be quickly and easily cleared from the travel surfaces; and j) the vehicles have a long travel range without stops for refueling or recharging.
  • This invention makes use of the above factors concerning electricity generation from PV cells to create transportation system embodiments which replace transportation systems which use conventional fossil-fuels from non-renewable sources of energy with transportation systems which use a clean, abundant, renewable source of electrical energy from the sun.
  • the invention comprises a guideway, configured in a network, upon which a plurality of autonomous vehicles travels directly from a multiplicity of origin locations to a multiplicity of destination locations.
  • the vehicles are able to travel along a discrete and spontaneous route from an origin location at a first elevation, via a generally horizontal guideway network at a second similar or different elevation, to a destination location at a similar or different third elevation, without the need for ramps or other external means for loading the vehicles onto or removing them from the guideway.
  • the vehicles in addition to guideway travel, would have the ability to travel independently on the road system, similar to conventional cars, and would be equipped with a steering and propulsion system for this purpose. This embodiment would add mass both to the vehicles and to the guideway and would result in a greater risk of collisions.
  • the vehicles travel non-stop and therefore journey times are reduced and the energy used for stops and starts is saved.
  • the guideway configuration and the control system of the preferred embodiment permits vehicle journeys to be completed at high average speeds because of the lack of vehicle stops for vehicle congestion, intersections, stations, trains, etc.
  • An alternative embodiment might be suitable in which the invention would be arranged to operate on the basis of other public transit systems, such as buses, whereby the vehicles stop at designated points in the network, or are available upon demand such as with a taxi system.
  • the vehicles could be arranged to travel either above or below the guideway.
  • the preferred option is to suspend the vehicles below the guideway, resulting in less potential for roll-over at curves in the guideway. Safety would be further improved by superelevation of the curved guideway sections.
  • the preferred embodiment described herein is at a scale such as to transport adult passengers.
  • Other embodiments might be constructed at various scales; the invention might be used for a children's ride in an amusement park or, at a miniature scale, as a toy.
  • Each vehicle has: a cabin which accommodates some passengers and/or a volume of light cargo; a vertical travel means; a horizontal travel means; some braking systems to slow or halt its motions; a steering system to negotiate intersections in the guideway network; a Computer; and a video display showing data from the Computer.
  • Each vehicle includes several wheels for support, motion, guidance and in some embodiments braking. Respective sets of the wheels are mounted for rotation at a plurality of hubs and some, or all, of the hubs house at least one traction motor for driving the wheels mounted at the hub. The ride quality is enhanced by equipping the sets of wheels with vibration absorbent and vertical-motion-damping components, which are well known in the art.
  • the preferred embodiment of the vehicles is intended to copy the functions of conventional cars, which accommodate up to five passengers and a volume of light cargo.
  • the shape of the vehicles is determined by the internal space required for the passengers and the cargo and by the external shape needed to cause the least aerodynamic drag for the range of travel speeds contemplated, so that the vehicles consume low quantities of energy for propulsion.
  • the weight of the vehicles and their equipment is kept low through the use of construction materials with a high strength- to-weight ratio and design techniques which achieve the maximum strength whilst using the minimum amount of material.
  • Various other embodiments for the vehicles could be satisfactory.
  • the number of passengers accommodated could range from one to a large number, and the volume of cargo carried could range from a minor to a major part of the capacity of the vehicles.
  • the vehicles might operate individually or could be joined to other similar vehicles to form trains.
  • the vehicles could either transport various ratios of passenger weight to cargo weight or, because the vehicles can be remotely, automatically controlled, could transport cargo alone. This would enable transportation of cargo during off-peak hours.
  • the horizontal travel velocity of the vehicles could be any velocity up to the selected maximum practical design velocity.
  • the maximum design velocity would be an economic decision established from the strength of the vehicles and the guideway, and the amount of power used by the vehicles.
  • On any particular section of the network generally the vehicles each travel at an equal, uniform velocity in the same direction.
  • the velocities of the vehicles are similar to conventional speed limits for cars in similar environs. Some operating experience would determine the degree of safety on each section of the guideway at the selected velocities and these velocities could be adjusted subsequently.
  • the invention could employ vehicles with, or without, a human driver.
  • transportation systems using a guideway with automated vehicles, without drivers have become accepted by the public, and this is the preferred embodiment.
  • This makes the system more versatile, being capable of transporting a substantially wider group of passengers, such as the elderly, the handicapped and youths, while requiring no driving skill.
  • the vehicles can be sent on a journey either whilst empty or with only a cargo on board.
  • An alternative embodiment with drivers is possible; however, human control of the vehicles is anticipated to be less safe than automated control, and the drivers' time is wasted. In the automated embodiment, this drivers' time may be converted into useful time for work or leisure purposes.
  • an elevating means is incorporated in each vehicle to enable it to move vertically.
  • the vertical motion is useful in the case of those guideway sections which are situated at an elevation other than grade elevation.
  • the elevating means allows the vehicle to travel from grade elevation to the guideway elevation using neither loading ramps nor any other external means of assistance. This self-elevating capability enables the vehicle to rise or descend vertically, while requiring only the physical space occupied by the plan area of the vehicle itself.
  • the elevating means is deployed prior to the vehicle moving vertically, and retracted within the vehicle after it has reached its initial or final elevation.
  • each vehicle is to incorporate self-elevating means with the traction, steering braking mechanism attached above the vehicle.
  • An alternative embodiment of the invention could include some additional traction and steering means attached below the vehicle so that it could be driven on roads, say from home to a nearby guideway, in a similar manner to a car, prior to the vehicle self-loading onto the guideway.
  • This embodiment would retain some of the compromises of the car/road system: it would require the traction and steering means below the vehicle to have heavy wheels, tires, steering and suspension components; it would be less safe because of the vehicle's random motion capability on the roads; the vehicle drivers must be able, skilled and rational; and for the non-drivers, there would be a lack of utility.
  • Another alternative embodiment which might be satisfactory would be similar, except that in this case, the operation of the traction and steering means below the vehicle would be automated.
  • the traction and steering means below the vehicle would be supported on a level surface at grade elevation. The vehicle would travel automatically from an initial position in a parking space adjacent to the guideway to a second position below the guideway, from where the vehicle would subsequently be elevated to the guideway.
  • the guideway structure supports the static and the dynamic loads from track, its own loads, plus those of the vehicles.
  • the guideway also supports the conductors which transmit electricity to the vehicles.
  • the guideway could provide a convenient conduit for utilities and supports for street lighting.
  • the guideway is generally elevated at sufficient height to provide the usual highway, railway, or other necessary clearances, as appropriate, and to satisfy the code requirements of the authorities having jurisdiction, although some sections near, or in tunnels below, the grade elevation are also possible. This would enable the vehicles to generally travel above, and thereby to avoid, obstructions situated at grade elevation including pedestrians, animals and the existing road and rail traffic, resulting in much improved safety.
  • An elevated guideway is preferred because it has the potential to reduce death and injuries to humans and animals without the cost of constructing tunnels.
  • the guideway network is formed by assembling combinations of guideway sections which are straight, right or left curved, divergent or convergent, level, inclined or declined. Intersections between guideway routes are arranged with a first guideway section crossing above a second. A crossing at the same level is possible but would incur greater risk of collisions between vehicles.
  • the guideway could be constructed above the shoulders of the existing roads. Thus additional land would not be required and, furthermore, the vehicles could travel rapidly above gridlock on the existing roads. Terminals can be configured with short guideway spurs, or with several divergent/convergent sections of guideway assembled to form short sidings.
  • Passengers and/or cargo can be loaded aboard, or unloaded from, the vehicles at any location in the guideway network by means of the vertical motion means in each vehicle, or at platforms situated beside the guideway.
  • the guideway could be sloped so that the vehicles could travel to and from the grade elevation to the elevation of the tunnel.
  • the means for propulsion of each vehicle along the guideway could be either located in the guideway or located on-board the vehicle.
  • the preferred embodiment uses means located on-board the vehicle so that the guideway components are passive.
  • the amount of power required for propulsion of each vehicle must be sufficient to accelerate the vehicle and to overcome: the energy losses due to the drag from the air passing over the vehicle; the friction in the propulsion system; the friction between the horizontal travel means and the guideway; and any increase in the elevation of the guideway.
  • the amount of power needed to accelerate the vehicle and to propel it up inclines is reduced by selecting a relatively low acceleration rate and by constructing the vehicle with a light mass.
  • the drag is reduced by constructing the vehicle using an aerodynamic shape.
  • the friction in the propulsion system is reduced by using a propulsion means of low internal friction and which transfers power to the vehicle as directly as possible through motors in the traction wheels.
  • the friction between the horizontal travel means and the guideway is reduced through the use of smooth rails and smooth wheel rolling surfaces. The benefits of the resulting low requirement for energy are to save operating cost and to reduce air pollution.
  • each vehicle the means to power its vertical motion, horizontal motion, steering, braking, control, and communications is electricity transmitted via the guideway. Therefore, each vehicle is not required to transport the weight of its fuel supply, thus further reducing the mass of the vehicle.
  • Other means of providing motive power such as human power, internal combustion engine, fuel cell, or some hybrid variations between these alternatives, might also be satisfactory.
  • the preferred means for transmitting the power to the motors and actuators is by electrical wires; however, alternative means might be implemented, such as mechanical linkages, hydraulic or compressed air systems.
  • An alternative embodiment would use a propulsion means in the guideway, although the use of some shunting vehicles might also be satisfactory. At declined guideway sections, there may be opportunities to recover the energy from the descending vehicles, which would tend to drive the propulsion means.
  • the energy from the descending vehicles could be stored locally in storage systems, such as mechanical flywheels or electrical batteries, and passed, either mechanically or electrically, to the vehicles on an adjacent inclined guideway. Alternatively, the energy from the descending vehicles could be transmitted to the electrical grid.
  • Another alternative embodiment might include a hybrid of the propulsion means described above, with both a propulsion means on-board each vehicle and in the guideway. This embodiment may be particularly suitable for guideway networks with generally horizontal sections but which also have some steeply inclined sections.
  • the vehicles adjust their horizontal travel velocity to react early to congestion or obstructions in the guideway network because of the anticipatory nature of the Computer, which governs the motions of the vehicles, and which is always aware of the status of other surrounding vehicles. Consequently, the need for braking is anticipated to be relatively infrequent. This conserves the energy which would otherwise be wasted during more frequent braking as occurs in car/road systems and in PRT systems.
  • the headway between the vehicles is selected to allow for safely stopping the vehicles without impact one with another and to prevent undue passenger discomfort.
  • the total stopping time for each vehicle includes both the reaction time of the control means and a stopping time for the braking means.
  • the reaction time for the Computer is anticipated to be shorter than would be the case for a vehicle with a driver, or for a vehicle under the control of a central control means.
  • the vehicle has a light mass and therefore less braking effort is required to stop the vehicle compared with cars.
  • the required headway is relatively lower and therefore the vehicle capacity per unit length of the guideway is anticipated to be relatively higher.
  • Each vehicle is equipped with two braking means: an operating braking means for normal running on the guideway and an emergency braking means for use in the event of an upset in normal running.
  • Various means could be used to slow the travel velocity of the vehicle; the preferred embodiment uses direct friction force between the braking means on the vehicle and the surfaces of the rails, rather than braking the wheels which then, in turn, would rely on friction between the wheels and the rolling surfaces on the rails. This eliminates the requirement for either the wheels or the rolling surfaces to use a material having a high coefficient of friction. The braking effort is thus anticipated to be more reliable, and the energy lost in the rolling resistance between the wheels and the rolling surfaces is reduced.
  • Each vehicle or, in some embodiments, train of vehicles operates independently on the guideway.
  • Control of the motions of each vehicle or group of vehicles could be either manual, semi-automatic or, in the preferred embodiment, fully automatic.
  • a vehicle driver would control each motion; in a semi-automatic mode, some of the motions could be automated; and in an automatic mode, all motions would be automated.
  • the automatic control means could be either by a central system, or a distributed system in which the control means is on-board each vehicle or train of vehicles.
  • the preferred embodiment is an on-board Computer which, upon a simple command from a passenger, automatically controls all of the activities of the vehicle, including its passenger door operation, its vertical and horizontal travel, its travel speed, the selection of an optimum route, and the guidance of the vehicle on the guideway network from an origin to a destination.
  • each vehicle may be capable of unmanned journeys when a command signal is input to the Computer or transmitted to the Computer from a remote location. Thus the vehicle can be sent on a journey either whilst empty or with only a cargo on board.
  • the Computer receives and transmits data concerning the status of its own and of other vehicles in the network, within a pre-determined radius, by a communication means, and causes each vehicle to react to these data, as necessary, to avoid congestion on the guideway and to avert collisions. Furthermore, the Computer, upon input of an emergency command by a passenger, or a remote controller, initiates preprogrammed safety sequences to stop the travel of the vehicle, or to remove the vehicle from the guideway, as appropriate. Moreover, in some embodiments the Computer indicates, on a display in the vehicle cabin, data concerning the condition of the vehicle systems, its travel speed and distance traveled, a map showing the selected route through the network, and the position in the network of all other vehicles within a pre-determined radius.
  • a test of traffic loads on the nearby upstream branches of the network is carried out by the vehicle's Computer to ensure that there will be sufficient time to elevate the vehicle to the guideway without obstructing oncoming traffic. If this is impractical because of heavy traffic loads, then an oncoming vehicle's Computer will cause the oncoming vehicle to divert to a different route, to slow or to stop in accordance with a pre-determined protocol.
  • the means for steering the vehicles through the guideway network could be either by active switches in the track, or by passive switches in the track together with active components in the vehicles.
  • the preferred embodiment is a passive system in which no part of the track moves and the vehicles are steered by a steering means on-board each vehicle. Thus, rapid switching of points in the track is unnecessary between successive vehicles, resulting in improved safety of the system.
  • safety means are incorporated in the invention to avoid, and to protect the passengers from, collisions between the vehicles.
  • the vehicles could be powered either by electricity from an electrical grid or, in the preferred embodiment, from some PV cells, generally fitted to the surfaces of the vehicles to generate electricity from the sun (Solar Vehicles).
  • This solar electricity may be used either as a means to power such Solar Vehicles, or as a means to provide electricity to serve other electrical loads.
  • the solar electricity may be used either in an embodiment to self- power the Solar Vehicles independently of any other source of electricity, or in an embodiment in which the solar electricity is shared with an electrical grid (grid-tied).
  • the solar electricity may be used to power each Solar Vehicle, or other loads, directly when there is sufficient sunlight, and the Solar Vehicle, or other loads, may be powered indirectly by an on-board electricity storage means (battery) when there is insufficient sunlight.
  • the battery would receive electricity from the PV cells during periods of low, or zero, demand by the Solar Vehicle, or other loads, either when the Solar Vehicle is travelling or when stationary, and would distribute the stored electricity to the Solar Vehicle or other loads during periods of demand.
  • Solar Vehicles in the grid-tied arrangement might include vehicles which are powered by electrical conductors, such as those in the Transportation System invention, trolley buses, and electric trains.
  • the solar electricity may be used to power the Solar Vehicles or other loads when there is sufficient sunlight and the Solar Vehicles or other loads may be powered from the grid when there is insufficient sunlight.
  • the grid would receive electricity from the PV cells during periods of low, or zero, demand either by the Solar Vehicles or by other loads, either when the Solar Vehicles are travelling or when stationary, and would transmit electricity from the grid to the Solar Vehicles or other loads during periods of demand.
  • a meter might be installed in each Solar Vehicle to measure either the quantity of electricity transmitted from the PV cells to the grid, or from the grid to the Solar Vehicle.
  • the Solar Vehicle's owner would receive a credit for any electricity sent to the grid, or a debit for electricity drawn from the grid.
  • Any surplus solar electricity from the PV cells on the Solar Vehicles might be transmitted either directly, or via an on-board battery, either to stationary batteries, or to an electricity grid through an inter-tie.
  • a reservoir of electricity could be stored in batteries in individual buildings and/or in batteries at locations central to groups of buildings.
  • the building owners would become more self-reliant with respect to both electricity generation and the timing of their electricity consumption drawn from the grid. This would help to smooth interruptions and voltage disturbances on the grid, would provide opportunities for buying electricity during periods of low cost and, furthermore, much diversity could be built into the electricity distribution system.
  • generating electricity at, or near, the point of usage would avoid the high cost of constructing long, high-capacity, electricity-transmission facilities. This would reduce the electricity transmission and distribution losses and their associated costs which would otherwise be incurred by central power distribution systems.
  • the overall system would have the potential to provide a vast distributed source of grid-tied electricity.
  • the quantity of solar electricity from the vehicles would fluctuate significantly both daily and seasonally. However; over the course of each year, by means of the transmission of electricity in both directions between the Solar Vehicles and the grid, in the latitudes with adequate sunshine, the Solar Vehicles would run entirely on a total quantity of electricity equal to the total quantity of solar electricity generated by the Solar Vehicles.
  • solar electricity from the PV cells would be used to power the Solar Vehicle and on-board electrical outlets and appliances such as a television, a computer, or a radio.
  • a Solar Vehicle When stationary at a building, a Solar Vehicle could be connected to the building's electricity system, either to provide electricity for use in the building, or to send it to storage, or to the grid. This would be somewhat equivalent to mounting PV cells on the exterior of the building, but without the installation expense, hi this circumstance, it would be desirable to expose the Solar Vehicle to the sun by parking it outdoors at grade elevation, on the roof of the building, or an exposed location, rather than in a conventional enclosed garage or car port.
  • Suburban buildings with large surrounding outdoor parking areas such as public buildings, shopping malls, or factories, might use the invention to provide supplementary electricity.
  • Solar Vehicles parked in the parking areas would generate solar electricity which would be transmitted to the buildings.
  • the quantity of electricity so generated would be somewhat in proportion to the electricity used by the people at the buildings during the day.
  • the building air conditioning loads near their peak so too would the generated solar electricity available to serve the peak loads.
  • a benefit of the invention could be gained by using a different approach in the case of commuter journeys in a Solar Vehicle to a downtown building where the Solar Vehicle would remain for several hours. Because the solar energy for Solar Vehicle travel is free but downtown land is expensive, the cost- effective approach might be to unload passengers from the Solar Vehicles at the downtown building, and then to direct the Solar Vehicles to travel automatically to a low cost parking area, which is located away from downtown, but which is exposed to the sun, where the Solar VeMcIe would generate electricity throughout the day.
  • a Solar Vehicle fitted with electrical outlets could be sent to the location to fulfill the requirement.
  • the Figures numbered 1 through 14 show the various components of the invention with their assigned identification numbers.
  • the Figures 15 through 23 show the operation of a Mechanism 30, a component of the Vehicle 20.
  • the Figure 1 shows a plan and two sectional views of the Vehicle 20 which is suspended from and travels upon a Main Track 1.
  • the Main Track 1 is comprised of two horizontally spaced Rails 2, which together with a structural supporting means form a Guideway.
  • the Vehicle 20 has a Cabin 24, an internal Frame 23, a Door 26 for passenger use, a Trunk Lid 27 for loading cargo, a plurality of Windows 21, a Front and a Rear Buffer 28 and 29, and some elevating Mechanisms 30.
  • Each Mechanism 30 comprises: a Foot 32, a Column 34, a Wheel Support 36, and a Cowl 33 connected together in series.
  • the Column 34 comprises several tubular sections of increasing diameter, arranged concentrically to form a telescoping array.
  • two Collars 31 are rigidly connected to the Cabin 24 by means of an upper and a lower Bracket 25.
  • the Collars 31 retain each Column 34 within the Cabin 24.
  • Each Column 34 has a Brake 39 integral with its lower Collar 31.
  • a Winch 35 is shown rigidly mounted within the Cabin 24.
  • the Winch 35 comprises an assembly of an electric motor connected to a shaft which drives four winding drums A, B, C, and D, one of which serves each of the four Mechanisms 30.
  • the winding drums hold four Cables 45.
  • One end of each Cable 45 is connected to its respective winding drum and the other end is connected to one of the four Wheel Supports 36.
  • the upper end of each Cable 45 is secured to a Bracket 81 on the Housing 53 by means of a Thimble 85, and by a Nut, Bolt and Washer 87.
  • Figures 1 and 2 show how each Cable 45 is reeved around several Pulleys 80, which are each free to rotate on their Axles 86.
  • Each Axle 86 is rigidly mounted in a Bracket 79, which is rigidly mounted on the Frame 23.
  • FIGS 2 through 10 show sectional views of one of the Elevating Mechanisms 30 in its initial quiescent position.
  • the "Rotation" angle referred to in the figure title is the amount of counter-clockwise rotation of the Cam Wheel 50 from its initial position when viewing the Section T-T on Figure 4..
  • This description of the Mechanism 30 starts at a Drive 42, attached to the base of the Column 34 by a Bracket 43.
  • the Drive 42 comprises: an Electric Motor which drives a Pinion Gear; a flexible Rack 40 which meshes with the Pinion Gear; and a spool upon which the Rack 40 is wound.
  • the Rack 40 is shown in Detail 1.
  • a Sheath 41 which is formed from concentric rigid telescopic tubes, similar to a car antenna.
  • the upper end of the Rack 40 is attached by a Pin 51 to the Cam Wheel 50.
  • An annular slot in the perimeter of the Cam Wheel 50 accommodates the Rack 40.
  • the Cam Wheel 50 is mounted on, and is keyed to, a Shaft 52, so that rotation of the Cam Wheel 50 and the Shaft 52 are integral.
  • the Shaft 52 is mounted within, and rotates freely in a Housing 53.
  • a Keeper Band 54 passes around the perimeter of the Cam Wheel 50 in a second annular slot which wider and is of larger diameter than the annular slot which accommodates the Rack 40.
  • the Keeper Band 54 also passes around an annular slot in the perimeter of an Idler 56 which is free to rotate on a Shaft 57 which, in turn, is mounted rigidly to the Housing 53. Space is thus provided between the Cam Wheel 50 and the Idler 56 for access by the Rack 40 to the Cam Wheel 50 perimeter.
  • a Cam Slot 58 cut through the axial length of the Cam Wheel 50 constrains the motion of a Cam Rod 60, which is itself integral with an Axle Support 62. Motion of the Cam Rod 60 is also constrained by a second Cam Slot 59 cut into the Housing 53.
  • a Quadrant Plate 64 has a circular hole at its upper corner, a Slot 68 at its lower corner and an integral Sleeve 66.
  • the Quadrant Plate 64 is mounted on the Shaft 52 by its circular hole, and is free to rotate on the Shaft 52.
  • the Slot 68 meshes with a Rod 70.
  • the bottom end of the Axle Support 62 is a cylindrical rod which travels inside the tubular Sleeve 66.
  • the Axle Support 62 is rigidly connected at its top end by means of a bracket to two Axles 72.
  • Each Axle 72 supports a Travel Wheel 10 which rotates freely on its Axle 72.
  • a Motor 22 is mounted at the hub of each Wheel 10.
  • a Cowl 33 encases the Travel Wheels 10 and the Motor 22.
  • the Rod 70 is integral with a Bar 73 which is integral with a Gear 74.
  • the Gear 74 is mounted on, and rotates freely on a Shaft 84 which, in turn, is mounted rigidly in the Housing 53.
  • the Gear 74 meshes with a Gear 82 which is mounted on, and keyed to, the Shaft 52.
  • the Gear 82 rotates integrally with, and is driven by, the Shaft 52.
  • the Mechanism 30 employs some components of a modified Geneva mechanism, comprising a Geneva Wheel 90, two Arcs 92 and 94, and two Rods 96 and 98.
  • the Arc 92 and the Rod 96 are integral with the Gear 82
  • the Arc 94 and the Rod 98 are integral with the Gear 74.
  • the Geneva Wheel 90 is integral with a Gear 102 which, by means of an axial circular hole at its centre, is mounted on and rotates freely on a Shaft 100.
  • the Gear 102 meshes with a Gear 103 which is similarly mounted on, and rotates freely on, a Shaft 101.
  • the Gear 103 meshes with a Gear 104 which is similarly mounted on, and rotates freely on, a Shaft 105.
  • the Gear 104 meshes with a Gear 109 which is similarly mounted on, and rotates freely on, a Shaft 111.
  • the Shafts 100, 101, 105, and 111 are rigidly mounted to the Gear Housing 53.
  • Two Guide Arms 106 are shown: one integral with the Gear 104, and one with the Gear 109.
  • a Guide Wheel 107 by means of an axial circular hole at its centre, is mounted on, and rotates freely on, an Axle 110 which, in turn, is rigidly mounted to a Bracket 112 and the Housing 53.
  • a Guide Wheel 108 is similarly mounted on, and rotates freely on, an Axle 114 which, in turn, is rigidly mounted in a Bracket 113 and the Housing 53.
  • a Button 69 with an integral vertical shaft, slides in a vertical bore in the top of the Housing 53.
  • a Rod 71 integral with the Button 69, projects horizontally from the lower end of the vertical shaft.
  • the Rod 71 is free to travel vertically in a Slot 75 cut through the side of the Bore.
  • the free end of the Rod 71 travels freely in a slot cut through the thickness of the upper end of a Latch Arm 61.
  • the Latch Arm 61 has a circular hole cut through its thickness near its middle, to form a pivot point.
  • the Latch Arm 61 is mounted by this hole on a Pin 55 and is free to rotate about it.
  • the Pin 55 is rigidly mounted in the Housing 53.
  • a Cam Roller 63 mounted to the Gear 82, butts against an arc in the perimeter of the Latch Arm 61, near its pivot point. Near the bottom of the Latch Arm 61 there is a Hook 67.
  • a Spring 65 mounted on a Rod 76, bears against the Housing 53 at one end and against the Latch Arm 61 at the other.
  • An Actuator 115 provides horizontal linear motion to a tapered Lock Pin 116.
  • the Lock Pin 116 travels through a bore in the Housing 53 and into a Hole 49 cut through the axial length of the Cam Wheel 50.
  • a Bungee Cord 77 is held rigidly at its top and bottom ends by some Brackets 78 and 43.
  • the Bungee Cord 77 also passes freely through several intermediate Brackets 83, which are located between the top and bottom Brackets, and which guide the Bungee Cord 77's motion within the Column 34.
  • the Brackets 78, 42 and 83 are integral with the Column 34.
  • a Turn Wheel 11 is mounted on, and rotates freely on, an Axle 12, which is rigidly mounted in a Housing 13.
  • the Housing 13 incorporates two integral vertical cylindrical Sleeves 15 which slide freely on two Rods 14.
  • the Rods 14 are rigidly mounted in the Housing 53.
  • a horizontal Bar 16 rigidly connects the Sleeves 15.
  • the upper end of a Rod 46 is connected by means of a Clevis 18 and Pin 17 to the Bar 16.
  • the Rod 46 is integral with an Actuator 19 mounted on the Housing 53.
  • FIGS 11 through 14 show a plan view and some cross-sectional views of a typical Track Turnout.
  • a Main Track 1 and a Branch Track 3 each comprise two Rails 2 which are supported and horizontally braced apart at intervals on some Ties 6 and some Bridges 8.
  • the Ties 6 and the Bridges 8 are fitted with some integral suspension Brackets 9.
  • the Main and the Branch Tracks 1 and 3 are connected by means of some Frogs 5.
  • Two Guide Rails 4 are rigidly mounted below the Ties 6.
  • There are Gaps 7 in the Rails 2 which permit the Axle Support 62 (a component of the Mechanism 30) to pass horizontally through the Rails.
  • Figure 24 shows a typical Solar Vehicle as used in the preferred embodiment.
  • Figure 25 shows a means to tilt track-mounted Solar Vehicles in one axis.
  • Figure 26 shows several Solar Vehicles assembled to form a solar array.
  • Figure 27 shows means to tilt foot-mounted Solar Vehicles in one axis or in two axes.
  • Figure 28 shows means to tilt track-mounted Solar Vehicles in one axis or in two axes.
  • Figure 29 shows means to tilt foot-mounted Solar Vehicles in one axis or in two axes.
  • the Cabin 24 has an aerodynamic, combined lenticular and tubular shape. Passengers enter or exit the Cabin 24 through the two Doors 26 which are each of width and height to allow easy passage to the average passenger and to wheelchairs.
  • the interior is arranged with seating and cargo space as illustrated in Figure 1, and with other furnishings or lack thereof to suit the owner's intended purpose.
  • a plurality of Windows 21 is positioned strategically around the Cabin to provide interior illumination by daylight and to provide the passengers with exterior views in the forward, the backward and the lateral directions. Cargo can be loaded into the Trunk 37 through the Trunk Lid 27. Other configurations of doors, windows, seating and cargo space might also be satisfactory.
  • the safety means for avoiding collisions and reducing the effects of impacts reduces the requirement for strong construction of the Cabin 24.
  • the requirement for strong construction of the Cabin 24 is further reduced by using only Vehicles 20 on the Guideway having substantially similar masses, and thus the possibility that a vehicle will impact another of much heavier mass is eliminated.
  • the preferred means to locate the relative position of the vehicle to the position of the Guideway in close proximity and to correctly position the traction, steering, and braking means relative to the rails, are the rigid Guide Arms 106, which are a part of the Mechanism 30.
  • rigid or flexible tactile arms which would use electrical micro-switches to directly sense the location of the Guideway, or a binocular vision system mounted in the vehicle which would indirectly determine the location of the Guideway and signal its position to the Computer.
  • the preferred means to position, and lock in position, the Travel Wheels 10, the Turn Wheels 11, and the Guide Wheels 107 and 108 on the Rails 2, is also a part of the Mechanism 30.
  • other embodiments might be satisfactory for this purpose which would use electric systems with servo-motors or solenoids, or hydraulic systems with hydraulic motors and cylinders.
  • the means to verify the mass of the Vehicle 20, prior to permitting it to be supported by the Guideway is through the electrical circuit controlling the operation of the Winch 35.
  • the Computer checks the electrical current drawn by the Winch 35, compares it with an allowed value, corresponding to the maximum gross weight of the Vehicle 20, and either causes the Winch 35 to continue elevating or to stop.
  • Other embodiments for this purpose that might be satisfactory include: weighing systems in the Columns 34 to directly measure the weight of the Vehicle 20; and weighing systems in the Guideway or in the Guideway supports.
  • the means to counter the weight of the Vehicle 20, prior to elevating it, uses the force created by the extension of the Bungee Cords 77.
  • Other embodiments which might be satisfactory include: the use of a spring instead of the Bungee Cord 77; or weights suspended within the Columns 34 could be raised with the Wheel Supports 36 to the elevation of the Rails 2, lowered as the Vehicle 20 is raised and finally raised as the Column 34 is retracted. However, this last method would add weight to the Vehicle 20.
  • the means to elevate the Vehicles 20 between the grade elevation and a Guideway at a different elevation uses four Mechanisms 30, positioned in a rectangular array and a Winch 35 which operates four Cables 45.
  • Mechanisms 30, positioned in a rectangular array and a Winch 35 which operates four Cables 45.
  • Various other means might be employed to provide vertical motion such as: a rack and a pinion system; a chain and a sprocket system; a scissor lift; articulating arms which might be either rigid or telescopic; a hydraulic system using a fluid acting upon a piston; or a system using electromagnetic actuators.
  • the Foot 32 is mounted by a ball joint, which allows it to articulate so that it can rest on road cambers, or other inclined surfaces.
  • the bottom surface of the Foot 32 is fabricated from a material, such as neoprene rubber, which is not only durable, but also has a high frictional coefficient, thus providing both resistance to wear and to slippage.
  • the Foot 32 would retract vertically to a position within the Cabin 24 so that, during horizontal travel, the bottom of the cabin would be smooth, without projections.
  • Various mechanical, electrical or hydraulic means might be suitable to achieve this.
  • the Column 34 is restrained against horizontal motion by the two Collars 31 but can move vertically within the Collars 31. This vertical motion can be restrained by operating the Brake 39 situated at the lower Collar.
  • the Actuator 115 moves the Lock Pin 116 axially. When extended from within the Actuator 115 body, the Lock Pin 116 moves into the Hole 49 in the Cam Wheel 50 and locks the Mechanism 30 in either the 'start' (initial quiescent) or the 'finish' (wheel deployed) position.
  • the Actuator 115 is 'fail-safe'; viz., when power is applied to the Actuator 115, the Lock Pin 116 is retracted into the body of the Actuator 115, and when power is deliberately or inadvertently cut, the Lock Pin 116 is held in the extended position by a force from a spring within the body of the Actuator 115.
  • the Lock Pin 116 is set to the extended position. This prevents rotation of the Cam Wheel 50 which, in turn, ensures that the following motions of the Mechanism 30 are held stationary: a. the force of Spring 65 compels the Hook 67 in a direction toward the Shaft 52, holds the Latch Arm 61 against the Cam Roller 63, and thus prevents clockwise rotation of the Cam Wheel 50; b. the force of Spring 65 also compels the upper end of the Latch Arm 61 upwards and thus holds Button 69 in the 'extended up' position; c. the Slot 58 holds the Cam Rod 60 against the end of the Cam Slot 59 which prevents rotation, about the Shaft 52, of the Axle Support 62, the Axle 72, and the Travel Wheels 10; and d. all other motions which are driven by the Cam Wheel 50 and the Shaft 52 are held stationary.
  • the Computer switches on the power to the Actuator 115, moving the Lock Pin 116 out of the Hole 49 in the Cam Wheel 50 to the disengaged position.
  • the Computer now switches on the power to the Drive 42, which begins to extend the Rack 40 applying a vertical upward force to the Rack 40. Without support, the slender flexible Rack 40 would deform. However, the Sheath 41 prevents deformation through the absorption of any lateral forces against the interior of the Sheath 41. Consequently, the force applied to the bottom of the Rack 40 is translated into a vertical upward force at its top.
  • the Drive 42 incorporates an automatic stopping feature; when the Rack 40 reaches either the fully extended or the fully retracted position, the thrust reaction at the motor armature in the Drive 42 trips a switch, interrupting the flow of electrical power to the motor.
  • the upward telescoping motion of the Column 34 is restrained by the Bungee Cord 77 so that, as the Rack 40 extends vertically upward, it causes the Cam Wheel 50 to rotate in a counter-clockwise direction and progressively to lay the upper end of the Rack 40 in the annular slot in the perimeter of the Cam Wheel 50.
  • the Rack 40 is retained in the slot by the Keeper Band 54, which travels in unison with the Rack 40 around the Cam Wheel 50 perimeter. (The Keeper Band 54 has been previously tensioned to retain the Rack 40 in its annular slot.) Travel of the Keeper Band 54 also causes the Idler 56 to rotate about its Shaft 57.
  • the Cam Wheel 50 rotates through an angle of 30 degrees to the position shown in Section T-T on Figure 17. Rotation of the Cam Wheel 50 causes the Shaft 52 and the Gear 82 to rotate a like amount in a counter-clockwise direction, with the result that the Cam Roller 63 meshes in the Hook 67, as shown in Section U-U, thus restraining the Gear 82, the Shaft 52 and the Cam Wheel 50 from further rotation. Rotation of the Gear 82 simultaneously drives the Gear 74 through a 45 degree angle in a clockwise direction.
  • the rotation of the Geneva Wheel 90 causes the Gear 102 to rotate through a 90 degree angle in a counter-clockwise direction which, in turn, causes the Gear 103 to rotate through a 249 degree angle in a clockwise direction, the Gear 104 to rotate 162 degrees in a counter-clockwise direction, and the Gear 109 to rotate 162 degrees in a clockwise direction, with the result that the Guide Arms 106, which are integral with the Gears 104 and 109, are moved through a 162 degree angle to the raised position.
  • Rotation of the Gear 74 also causes the Arc 94 to mesh with the Geneva Wheel 90, thus locking it and the Gears 102, 103 and 104 against further rotation.
  • rotation of the Gear 82 causes the Arc 92 to rotate through a 30 degree angle which causes the Arc 92 to begin also to lock the Geneva Wheel 90.
  • rotation of the Gear 74 causes the Rod 70 to rotate through an angle of 45 degrees in a clockwise direction to where it begins to mesh in the Slot 68 in the Quadrant Plate 64.
  • the Computer now switches on power to set the Brake 39 to the disengaged position, so that the Column 34 is free to move.
  • the Brake 39 is 'fail-safe'; viz., when power is applied it is disengaged, and when power is deliberately or inadvertently cut, it is held in the engaged position by a force from a spring within its body.
  • the Computer also sets the Winch 35 to a freewheel position, so that the Cable 45 is free to extend out of the Winch 35, allowing the Wheel Support 36 to move upwards.
  • the Button 69 comes into contact with the underside of the Rail 2 and is depressed in a downward direction to the position shown in Section U-U on Figure 19.
  • This Button 69 motion causes the Rod 71 to move the upper end of the Latch Arm 61 in a downward direction, countering the force of the Spring 65 against its lower end, and moving the Hook 67 away from the Cam Roller 63, thus freeing the Gear 82, the Shaft 52, and the Cam Wheel 50 to continue rotation.
  • Extension of the Rack 40 continues and the Cam Wheel 50 rotates to a 60 degree angle from its initial position, causing the Shaft 52 and the Gear 82 to rotate a like amount.
  • the Gear 82 drives the Gear 74, the Bar 73 and the Rod 70 in a clockwise direction.
  • the Rod 70 meshes with the Slot 68 in the Quadrant Plate 64, driving it in a counter-clockwise direction about the Shaft 52.
  • the Quadrant Plate 64 and the Axle Support 62 are rotated through a 30 degree angle in a counter-clockwise direction, until the Cam Rod 60 reaches a position vertically above the Rod 52, where the Cam Rod 60 is restrained from further rotation by the Cam Slot 59.
  • this motion moves the Travel Wheels 10 until they are positioned vertically above the Rail 2 with their Axles 72 in a horizontal position.
  • the shape of the Cam Slot 58 is selected such that the Travel Wheels 10 are smoothly accelerated from rest to maximum rotation velocity, and then are smoothly decelerated to rest.
  • extension of the Rack 40 continues and the Cam Wheel 50 rotates to a 210 degree angle from its initial position, moving the Cam Slot 58 past the Cam Rod 60 and causing it to move vertically downward in the Cam Slot 59.
  • the Cam Wheel 50 is rotated at a constant velocity and the configuration of the Cam Slot 58 is such that the Travel Wheels 10 are smoothly accelerated from rest to a maximum linear velocity vertically downwards, and then are smoothly decelerated to rest with the bottoms of the Travel Wheels 10 in contact with the Rail 2.
  • the rotation of the Geneva Wheel 90 also causes the Gear 102 to rotate 90 degrees in a clockwise direction which, in turn, causes the Gear 103 to rotate 249 degrees in a counter-clockwise direction, the Gear 104 to rotate 162 degrees in a clockwise direction and the Gear 109 to rotate 162 degrees in a counterclockwise direction, with the result that the Guide Arms 106 are moved downwards to their lowered positions.
  • Rotation of the Gear 82 also causes the Arc 92 to mesh with the Geneva Wheel 90, thus locking it and the Gears 102, 103, 104, and 109 against further rotation.
  • the Guide Arms 106 are now locked in the lowered position.
  • the Drive 42 drives the Rack 40 motion at two speeds: a low speed and a high speed.
  • the low speed is engaged during both the initial and the final portions of the range of motion of the Rack 40, that is, it is engaged while the Guide Arms 106 are initially deployed, and it is engaged again later when the Guide Arms 106 approach the Rail 2.
  • This low speed ensures that the initial and final motions of the Rack 40 proceed smoothly without undue acceleration and deceleration of the Mechanism 30 components.
  • the intermediate Rack 40 motion operates at high speed, so that the Column 34 is extended rapidly upwards toward the Rail 2. This ensures that the overall elapsed time from the start to the end of the range of motion of the Rack 40 is held to a minimum.
  • the selection of either the low speed or the high speed is by means of switches positioned in the Mechanism 30 which sense the position of the Rack 40 and initiate a signal to the Computer which, in turn, selects the desired speed.
  • the Axle Support 62 and the Travel Wheels 10 are now locked in the vertical position, ready for horizontal travel of the Vehicle 20.
  • the Mechanism 30 is positively restrained against vertical motion relative to the Rail 2 by the vertical downward forces from the Travel Wheels 10 and by the vertical upward force from the Guide Wheel 107.
  • the Mechanism 30 is positively restrained against horizontal motion in one lateral direction by the Guide Wheel 108 which reacts with the vertical side of the Rail 2. Because the Mechanism 30 described here is intended for use in handed pairs with two Rails 2, as shown in Figure 1, two Mechanisms 30 together provide horizontal restraint in both lateral directions.
  • one or more mechanisms attached to, and above, the vehicle would position the travel and guide wheels around the single rail. These mechanisms would be similar to the Mechanism 30 described above, except that an additional guide wheel, positioned on the opposite side of the rail from the Guide Wheel 108 would enable the Mechanism 30 to restrain the horizontal forces from the vehicle mass in both lateral directions.
  • a vertical upward force at the Guide Wheel 107 is provided by the Drive 42 acting by extension of the Rack 40.
  • the Drive 42 is selected such that the maximum combined total upward force of four Drives 42 acting on the four Guide Wheels 107 is equal to the gross weight of the Vehicle 20.
  • the upward force at each Mechanism 30 tends to hold each Column 34 in a state of compression between the Rail 2 and the ground below, causing the Columns 34 to act as struts.
  • the Foot 32 is forced against the ground and the Column 34 is held in position against any usual lateral forces (such as a wind load) by the Rail 2 and by the friction between the underside of the Foot 32 and the ground below it.
  • any usual lateral forces such as a wind load
  • the Guideway design includes an allowance for a total upward force at any position along the Guideway which is equal to the gross weight of the Vehicle 20.
  • the Computer now disengages the Brake 39 which allows the Column 34 freedom of vertical motion within the Collars 31.
  • the Computer switches on the Winch 35 to start the elevation of the Vehicle 20.
  • the Computer measures the electrical current draw of the Winch 35 and compares it with an electrical current value equivalent to the allowed maximum gross weight of the Vehicle 20. If the measured current draw is below the maximum permitted, the Computer permits the Winch 35 to continue. If below, the Computer stops the Winch 35 and, at the display panel in the Cabin 24, signals the amount by which the Vehicle 29 is overweight. If permitted, the Winch 35 continues to operate and retracts the Cable 45. This shortens the distance between the Winch 35 and the Bracket 81, with the result that the Vehicle 20 is elevated from the grade towards the overhead Rails 2.
  • the elevation of the Vehicle 20 is assisted by contraction of the Bungee Cord 77 which is selected to provide a minimum force, throughout its range of extension, which counterbalances one quarter of the net weight of the Vehicle 20.
  • the Computer now switches on the Drive 42 to retract the Rack 40. Because the Cam Wheel 50 is still unable to rotate, retraction of the Rack 40 tends to shorten the distance between the Drive 42 and the Mechanism 30, with the result that the telescopic sections of the Column 34 are retracted into the Vehicle 20 once more. When the Column 34 is fully retracted, the Computer switches off the Drive 42. The Vehicle 20 is now ready for horizontal travel to its destination.
  • the start of horizontal travel and the velocity of the Vehicle 20 along the Guideway is initiated and controlled by the Computer, which regulates flow of electricity to the Travel Motors 22.
  • the motions described above are operated in a reverse sequence, so that the Vehicle 20 descends to a position at grade elevation With the Columns 34 retracted and the Mechanisms 30 close to the roof of the Vehicle 20.
  • the areas at grade elevation to which the Vehicle 20 descends are partitioned from other surrounding areas to minimize the encroachment of objects into those areas; however, a means is incorporated in the Vehicle 20 to ensure that, prior to lowering it, the area below the vehicle is inspected for obstructions. If an obstruction is present, a safety stop sequence is initiated by the Computer.
  • the preferred embodiment to check for obstructions is to use a binocular vision system.
  • the foregoing description makes no reference to the bearing surfaces of the moving parts in the Mechanisms 30. All of these surfaces are equipped with anti-friction bearings as are conventionally employed in similar mechanisms.
  • the Vehicle 20 is equipped for support and horizontal motion with four Feet 32 positioned below and eight Travel Wheels 10 above.
  • An alternative embodiment could employ different quantities of Feet 32 and Travel Wheels 10.
  • Some other embodiments might be satisfactory in which the Vehicle 20 would be supported either from above, or from below, or a combination of both, on rigid feet with high friction surfaces, on low friction supports, or on a magnetic levitation system.
  • Each Mechanism 30 is equipped with two Travel Wheels 10 which are able to pass over the rail Gaps 7 without an unwanted downward motion because, as each set of two Travel Wheels 10 passes over each Gap 7, the portion of the weight of the Vehicle 20 assigned to the two Travel Wheels 10 is supported on either one or the other Travel Wheel 10.
  • Each Travel Wheel 10 is equipped with a circumferential concave surface which rides on a crowned (convex) top surface of the Rail 2. This tends to position the Travel Wheel 10 with its vertical axis in alignment with the vertical axis of the Rail 2.
  • each Travel Wheel 10 is equipped with flanges at both sides so that, if the Travel Wheel 10 moves laterally from its vertical axis, one of the flanges contacts a vertical side of the Rail 2 and tends to restrain the lateral motion of the Travel Wheel 10. The lateral force from the Travel Wheel 10 is resisted by the reaction force from the side of the Rail 2.
  • materials with a relatively low coefficient of friction can be used for the Wheels 10 and the Rails 2, and the amount of energy used in overcoming wheel rolling resistance is relatively low.
  • Acceleration of the Vehicle 20 still requires some friction between the Wheels 10 and the Rails 2, but a low rate of acceleration is selected to prevent wheel slip under normal operating conditions.
  • a longer elapsed time used in accelerating the Vehicle 20 is not material to the overall time for a journey.
  • each wheel support comprising Housingl3, Axle Support 62, and Brackets 112 and 113, with vibration and shock absorbent components.
  • the preferred embodiment uses drive means located on the Vehicle 20 comprising one electricity-powered traction Motor 22 at each of the two Mechanisms 30 at the front end of the vehicle.
  • the two Motors 22 are mounted in the hubs of the Wheels 10.
  • Alternative embodiments using additional Motors 22 at some or all of the Wheels 10 might also be suitable.
  • alternative embodiments of the drive means might be satisfactory in which the traction motors are pneumatically or hydraulically powered, or in which one or more traction motors are mounted on the vehicle but remote from the Wheels 10, in which case the power could be transmitted to the Wheels 10 by means of a mechanical or hydraulic transmission.
  • the alternative embodiment in which the propulsion means is a conveying system in the Guideway may be either a Wire Rope System or a Rubber Belt System, either of which would be powered by an electric motor.
  • the Vehicles 20 would be connected to the conveying system: a) in the case of the Wire Rope System, by means of a Dog projecting from each Vehicle 20. which would contact a Hook or Collar attached at intervals to the Wire Rope; or b) in the case of the Rubber Belt System, by means of the friction between the Vehicle 20 and the Rubber Belt.
  • propulsion might include Linear Induction Motors, Chain and Sprocket Systems, or systems using a vacuum or compressed air.
  • each Brake comprises both an Operating and an Emergency Brake.
  • the Operating Brake is actuated electrically by the Computer, whereas the Emergency Brake is actuated mechanically by a passenger in the Vehicle 20.
  • Each Brake comprises an Actuator serially connected by a Rod to a Brake Shoe which is fitted with Friction Pads. The Friction Pads are pressed against the vertical surfaces at each side of the Rail 2 by the force from a Spring, located within the Actuator.
  • the Actuator controls the motion of the Rod, which either holds the Friction Pad in engagement with surface of the Rail 2 by the force from the Spring, or away from the Rail 2 by a force applied to the Rod.
  • the Actuator is 'fail-safe'; viz., when the force is deliberately or inadvertently removed from the Rod, the Friction Pad is pressed against the Rail 2 by means of the Spring thus stopping the motion of the Vehicle 20.
  • the force required to operate the Rod is provided by an electromagnetic Solenoid, located within the Actuator Housing.
  • the Solenoid is controlled by the Computer.
  • a passenger can operate a lever, located in the Cabin 24, which is connected to the Actuator Rod by a Cable.
  • FIGS 11 through 14 show the preferred steering embodiment.
  • a Turnout (diverging section of Guideway) is shown, where a Main Track 1 is bifurcated into a Main Track 1 and a Branch Track 3.
  • the outline of the Vehicle 20 is shown negotiating the Turnout using the Turn Wheels 11 which are steering components of the Vehicle 20.
  • a right hand Turnout is shown, but a left hand Turnout is equally possible by constructing the components of the Turnout in a configuration of opposite hand.
  • the Turnout is used to allow the Vehicles 20 to turn from the Main Track 1 onto the Branch Track 3.
  • a similar configuration is used to allow Vehicles 20 to merge from a Branch Track 3 onto a Main Track 1.
  • Figures 12, 13, and 14 illustrate how the Mechanisms 30 are able to negotiate the Turnout.
  • the underside of the Rails 2, Frogs 5 and Ties 6 are strategically cut away to allow passage of the Guide Wheels 108 below the Tracks 1 and 3 when the Vehicle 20 travels from the Main Track 1 onto the Branch Track 3.
  • Sections A-A, B-B, C-C, D-D, E-E, and F-F show the Vehicle 20 traveling on the Main Track 1 whereas Section G-G shows the Vehicle 20 on the Branch Track 3.
  • the Computer selects either the Main Track 1 or the Branch Track 3 by switching power to the Actuators 19, located on the Mechanisms 30.
  • Each Actuator 19 extends or retracts the Rod 46 axially, which positions the Turn Wheel 11 either in the raised or the lowered position.
  • the Turn Wheels 11 at the right side of the VeMcIe 20 are moved to the raised position, causing them to react against the vertical side of the Guide Rail 4 and to provide lateral guidance, whereas those at the left are lowered.
  • the right Turn Wheels 11 are lowered, and the left Turn Wheels 11 are raised.
  • Each Wheel Support 36 is able to rotate through a few degrees about the vertical axis of its associated Column 34. This allows each set of two Travel Wheels 10 to rotate about the same axis, so that they are able to follow the curvature of the Rails 2 independently of the other sets of Travel Wheels 10.
  • the sets of Travel Wheels 10 follow the Rails 2 because of the double wheel configuration at each Axle Support 62; the leading and trailing Travel Wheels 10 are both guided along the Rails 2 by means of the crown on the Rails 2 and the flanges at each side of the Travel Wheels 10.
  • the Vehicle 20 may be guided by turn wheels located at other positions on the Vehicle 20, such as the front, the rear, or the sides, and these turn wheels engage adjacent guide rails or surfaces.
  • turn wheels located at other positions on the Vehicle 20, such as the front, the rear, or the sides, and these turn wheels engage adjacent guide rails or surfaces.
  • active rail points such as are commonly in use in railways, together with passive components on the Vehicle 20, might be used.
  • the drive motors and the motion actuators are electrically powered and therefore the Vehicle 20 is not required to transport the weight of its fuel supply, thus lowering the mass of the Vehicle 20.
  • Electricity is transmitted from the Guideway to the Vehicle 20 by substantially continuous electrical conductors which are rigidly mounted contiguous with the length of the Rails 2.
  • Each Vehicle 20 receives the electricity by means of a current collecting Contactor, which is mounted on the Mechanism 30, and which is pressed in contact with the conductor.
  • a battery mounted within the Vehicle 20, provides a sufficient reservoir of electrical energy to move the Vehicle 20 to or from the Guideway, and to a safe stationary position in the event that the main electrical power supply fails. The battery charge is drawn from the electrical supply.
  • ICE internal combustion engine
  • ICE/electric motor hybrid fuel cell
  • fuel cell fuel cell
  • means for transmitting the power to the motors and actuators is by electrical wires; however, alternative means might also be implemented, such as mechanical linkages, hydraulic or compressed air systems.
  • the preferred control means for all functions of the Vehicle 20 is a Computer located within the Cabin 24. It incorporates: a) a central processing unit with hardware for a random access memory; b) a permanent memory storage; c) a removable memory storage; d) a modem; e) a backup battery; f) a video control; g) a keyboard; h) software for the Computer operating system; i) software to control the functions of the Vehicle 20 and its sub-systems (the Control
  • the Control Software is programmed with logic sequences which govern the operation of the Vehicle 20 sub-systems. It is also programmed with data about the Guideway network and all potential address destinations that the Vehicle 20 will visit in a particular region. These data are input in alpha-numeric codes to the Computer via the keyboard, via the removable memory storage, or via the internet. Frequent address destinations visited by a particular Vehicle 20 are programmed to operate with only one or two key strokes on the keyboard, or a verbal command from a passenger.
  • a Proximity Sensor could be incorporated in each Vehicle 20 to detect the distance and the relative velocity between its own and other nearby Vehicles 20 in the network. Using data from the Proximity Sensor, the Motors 22 and Brakes would be controlled, as necessary, to avoid collisions, hi the event that the Proximity Sensor senses that the Vehicle 20 has approaqhed nearer to another vehicle in the network than a previously specified allowed distance, audible and visual alarms would be activated. A passenger could then operate the emergency system which would stop, or stop and lower, the vehicle, as appropriate.
  • Various means could be incorporated to protect the passengers from the collision forces in the event of an impact between the Vehicles 20.
  • the front and rear sections of the Cabin 24 could be constructed to crush, or buffers using springs, fluids or cellular materials could be fitted, hi the preferred embodiment, the Front and the Rear Buffers 28 and 29 are constructed from a cellular material which is rigidly attached to the Frame 23.
  • the passenger seats could be equipped with seat belts.
  • Airbags which would deploy upon impact of the Vehicles 20 might also be installed within the Cabin 24 to cushion the passengers.
  • the Seats 38 could be fitted with cushions above and air bags or springs below.
  • An emergency escape means is provided to assist passengers to leave the vehicle while it is still at an elevation above grade.
  • an inflatable ramp such as is used in aircraft, would be automatically deployed below the Door 26 when a passenger gives a command.
  • other means might be suitable, such as a length of rope, a collapsible ladder, or a sling with a coiled rope wound onto a drum, with an attached clutch and braking mechanism which is controlled by the rope velocity.
  • the Figures 1, 11, 12, 13, and 14 show the preferred embodiment of the Track, the component of the Guideway upon which the Wheels 10 roll.
  • the Track shown is a representative part of the much larger network.
  • the track is suspended from above by means of some structures, using the Brackets 9. These structures would vary depending upon the local conditions, such as foundation materials, and the proximity of other structures such as buildings, bridges or tunnels which might be used. Absent any existing structures, the preferred embodiment is to erect tapered tubular columns at horizontal intervals in the Guideway, and to suspend the Track from these columns by means of cable stays.
  • the foundation at each column could be by drilling a deep hole in the soil and inserting the column, by rock bolts, by pilings, or by a mass of concrete, stone or metal.
  • the cost per unit length of Guideway is anticipated to be relatively low because the Vehicles 20 are lightweight and require only lightweight, slender Guideway structures. Thus the structures have a relatively small visual aspect.
  • Each of the two Rails 2 is a longitudinal beam of hollow, generally rectangular, cross- section, with a convex top surface.
  • Alternative embodiments of the invention may be satisfactory in which the number of Rails 2 used could be other than two, and the number of Mechanisms 30 used could be other than four.
  • one Mechanism 30 at the front and one at the rear of each Vehicle 20 could be attached to a single Track 2.
  • two or more of the Columns 34 could be joined at their top to a single Wheel Support 36, which would attach to the single Track at one or more locations. More than two Rails 2 could be used, but this might add unnecessary complexity.
  • the preferred embodiment of the Transportation System uses electricity for operation.
  • the present invention provides a source of electricity for this purpose.
  • the preferred embodiment of the present invention is to cover the surfaces of vehicles, in part, with PV cells, as shown in Figure 1.
  • the extent of the area of coverage of the surfaces of a Solar Vehicle with PV cells, for any particular location on the earth where the Solar Vehicle will be used, is dependent upon the amount of time that such surfaces are directed towards the sun for efficient insolation.
  • the preferred embodiment can be selected after comparing the cost of the PV cell with the value of the solar electricity it would generate.
  • PV cells are available for use with, or without, concentrating devices. Either means might be suitable in some embodiments.
  • the concentrating devices such as lenses or reflectors, are used to collect sunlight at a first surface area and to direct it onto a second, relatively much smaller, PV cell area.
  • the combination of lens and PV cells may result in lower overall cost than PV cells alone, but might be more difficult to safely implement for a variety of reasons, among which cooling of the PV cells may be critical. Therefore, the preferred embodiment is to use PV cells without concentrating devices.
  • Various materials, in a variety of configurations, are in use or are being researched to improve the performance and lower the cost of PV cells.
  • Materials include single crystalline, polycrystalline or amorphous forms of silicon, gallium arsenide, cadmium sulphide, cadmium telluride and copper indium diselenide; however, commercial production of PV cells currently uses mainly silicon. Any of these PV cells might be suitable, depending upon the economics of the quantity of solar electricity generated by each PV cell compared with its total lifetime cost.
  • the preferred embodiment might use PV cells produced from silicon because it is abundant and low in cost. Silicon PV cells are commercially available in rigid or flexible configurations. In the next few years, PV cells in the form of nano-crystal semiconductors in a plastic substrate will become available and may be quite economical.
  • the selected PV cells might be mounted upon the surfaces of the Solar Vehicle, but a preferred embodiment would be to use VIPV.
  • the amount of solar electricity generated by a PV cell fluctuates depending upon the intensity of the solar radiation. Prior to use, this solar electricity must be conditioned to provide a steady, on-demand source. When the quantity of solar electricity is insufficient to power the Solar Vehicle, it must be supplemented with electricity from battery storage and/or the electricity grid. When the quantity of solar electricity is high, any surplus, before transmission to the electricity grid, must be conditioned so that it is safe and acceptable to the electricity utility.
  • a conditioning system including a synchronous inverter, which converts direct current (DC) electricity to alternating current (AC) electricity in synchronization with the electricity grid, may be used for this purpose at the interface. In the preferred embodiment, such an electric power conditioner would be installed in each Solar Vehicle, so that the Solar Vehicle could be connected to the electricity grid at any location to generate solar electricity for the grid.
  • the quantity of solar electricity generated by the PV cells may be optimized by orienting the surfaces of the Solar Vehicles which are covered by PV cells, as much as possible, normal to- the sun by a tracking means.
  • the tracking means would move the position of the Solar Vehicle in concert with the movement of the earth relative to the sun.
  • the extent of the tracking means could be determined by comparing its cost with the value of the additional solar electricity so generated.
  • the Solar Vehicle would remain generally horizontal.
  • the Solar Vehicle would track the sun in one axis.
  • the Solar Vehicle would track the sun in two axes.
  • the Solar Vehicle would be repositioned quarterly, and at mid-morning and mid-afternoon.
  • the route when the Solar Vehicle is traveling generally horizontally on a guideway, the route might be selected, among other factors, to optimize the solar electricity.
  • a system of prioritization might be established which would assign a higher priority to the choice of a sunny route as opposed to a shady route, provided that the electricity expended to follow the sunny route is less than the solar electricity so generated.
  • a system might be used to assign an order of priority to each parking site for each time interval of each day, based upon data such as the historical insolation at the site, the calculated sun position, the weather reports, or local solar radiation sensors.
  • the parking sites might be arranged with track spurs or sidings upon which the Solar Vehicles could be parked.
  • the track spurs or sidings might be straight or might each be constructed with a single, or a multiplicity of horizontal curves.
  • Each Solar Vehicle would be initially parked at a specific location along one of the spurs or sidings, selected to correspond with the altitude and azimuth of the sun for the time of day. The Solar Vehicle would progressively travel along the track spur or siding to keep the maximum area of its PV cells normal to the sun. Control of the Solar Vehicle's motion might be by means of the Solar Vehicle's own automatic motion control system, or by a means incorporated into the parking facility.
  • a Solar Vehicle could track the sun in one axis.
  • the track might be arranged as shown in Figure 25.
  • a track would be positioned in an east-west direction and twisted about its longitudinal axis.
  • a Solar Vehicle moved along the track would be progressively tilted.
  • the plane of the surface of the PV cells on the Solar Vehicle might be gradually tilted to follow the sun's altitude by slowly progressing the Solar Vehicle along the track or, alternatively, the Solar Vehicle might be moved to a position along the track where the PV cells would be tilted by an angle approximately equal to the local latitude angle, and then left stationary in that fixed position.
  • FIG. 27 shows an alternative embodiment for the case of a foot- mounted Solar Vehicle. It would be lowered from a guideway to the grade elevation, and then tilted to the local latitude angle, either by means of articulating support legs, or by a pivoting support bracket, as shown in Figure 29, One-Axis Tilt. In each of these alternatives, the Solar Vehicle might be parked in a stationary position at an optimum angle or gradually tilted to track the sun's altitude.
  • the Solar Vehicle would be tilted with its PV cell surfaces positioned approximately normal to the sun, for the time of day, by extending or retracting the appropriate telescoping supports, which are an integral part of the Solar Vehicle.
  • Several such spurs or sidings might be arranged in a horizontal array, as discussed above.
  • Figure 27 Two- Axis Tilt, shows an embodiment of a foot-mounted Solar Vehicle, hi this case, the Solar Vehicle would be lowered from the guideway to the grade elevation, and tilted by means of some telescopic support legs attached to the Solar Vehicle.
  • Figure 29, Two-Axis Tilt shows a tilting and swiveling support means, employing two pivots to tilt foot-mounted Solar Vehicles in two axes.
  • the Solar Vehicle would be positioned to achieve almost 95% of the solar electricity which potentially could be obtained in option three, full tracking.
  • the embodiments of the Solar Vehicle and the track would be similar to those in option three; however, the Solar Vehicle, instead of being moved continuously to track the sun, would be placed in fixed positions each day: a) for the time period before solar noon, the PV cells would be positioned approximately for the solar azimuth and altitude midway between sunrise and solar noon; or b) for the time period after solar noon, the PV cells would be positioned approximately for the solar azimuth and altitude midway between solar noon and sunset.
  • the tracking means might be adjusted quarterly to an optimum position for the solar altitude for that quarter of the year.
  • Any of the above tracking embodiments could be arranged to be operated either manually or automatically from a timing device which would control the position of the Solar Vehicle to coincide with the altitude and azimuth of the sun.
  • the automatic control might be a part of the parking device, or a part of the Solar Vehicle
  • the Solar Vehicles can be readily moved on the track through a car wash regularly.
  • the preferred embodiment would use passive tracks together with an automatic tracking arrangement which is built into the Solar Vehicles. This would avoid the expense of constructing a multiplicity of tracking installations at every parking position.
  • the preferred embodiment when the Solar Vehicles are parked on tracks, is the track-mounted arrangement shown in Figure 28, and when parked at grade elevation, is the two-axes foot-mounted arrangement shown in Figure 27. Of these two embodiments, the track-mounted embodiment eliminates the requirement for numerous additional vehicle support structures capable of withstanding the local static and dynamic loads - this requirement would already be incorporated in the Solar Vehicle and track designs.
  • the ground below the tracks might be used for other purposes.
  • the Solar Vehicle would be arranged to be continuously tilted in two planes to track the sun, but the most cost-effective embodiment may be option four which would provide a high percentage of the maximum potential insolation for somewhat less cost.
  • Solar electricity generated by any of the means described, might be transmitted from the PV cells to power the Solar Vehicle, to charge a battery on-board the solar Vehicle, or to the grid through on-board contact pads which contact conductors in the guideway.
  • the energy from the PV cells may be totally or partially used to power the Solar Vehicle.
  • the Solar Vehicle When the Solar Vehicle is not operating, it would be kept connected to the conductors in the guideway and the solar electricity would be transmitted to serve other Solar Vehicles, or transmitted to the grid to serve other electricity demands.
  • the Transportation System may be able to run entirely or partially on the total quantity of solar electricity generated by the Solar Vehicles. There will be either shortages or surpluses of solar electricity at various times both daily and seasonally which may be either drawn from or transmitted to the electricity utility grid, or to or from storage reservoirs, which would assist in smoothing the fluctuations in the electricity supplies and demands.
  • the preferred embodiment of the Transportation System would incorporate reservoirs of electricity stored at strategic locations in the guideway network. This would create a very reliable distributed electricity system with a lot of inherent diversity. Furthermore, this would minimize the distances that the electricity would need to be transmitted. Lowering transmission distances reduces electricity losses and reduces the required electrical conductor sizes, saving costs.
  • a small energy storage device would be installed in each Solar Vehicle to provide electricity to operate the Solar Vehicle independently from the guideway electricity conductors (guideway conductors), for minor movements and for emergency purposes. Larger energy storage devices would be installed at several fixed locations in the guideway network and connected to the guideway conductors. If supplemental electricity were needed, the guideway conductors would be supplied from the electricity utility grid.
  • Reservoirs for storage of electricity may be created using some of the methods described in the section Background of the Invention. Of these, either electrical batteries, or energy storage flywheels may be considered for application in this invention.
  • the main factors affecting the choice of a suitable reservoir are: the energy storage density compared with the mass of the reservoir; the overall efficiency of the energy storage and retrieval process; the amount of energy lost during the time that the energy is stored in the reservoir; the overall capital and operating costs for the lifetime of the reservoir; the safety of the storage system; and the overall environmental impact of the system.
  • batteries specifically designed for PV systems are readily available from manufacturers, and high-speed flywheels are under development.
  • flywheels are able to store 4 to 6 times the energy per pound, withstand more than 10 times the number of cycles, and the expected life is more than 2-3 times as long. Flywheels are well-suited as storage media between PV cell arrays and AC power loads because they can each have built into them a DC motor for driving the flywheel and an AC generator for providing output electricity.
  • the overall efficiency of this flywheel system at approximately 68% is similar to a maximum-power-tracker, battery, inverter system.
  • safety issues remain to be solved respecting the potential disintegration of the flywheels at high speeds, and the effect of gyroscopic forces from the flywheels upon the vehicle stability.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un véhicule, un système et un procédé de transport. Une région de transport est accessible par un premier réseau de routes, généralement à niveau, et par un second réseau de voies de guidage, généralement pas à niveau. Un véhicule dual est conçu pour fonctionner alternativement sur ces voies de guidage et pour se garer à niveau, fonctionnant éventuellement sur les routes également. Ce véhicule est conçu pour fonctionner sur les routes de la même façon qu'une automobile classique, cependant, ce véhicule comprend aussi un moyen d'emprunter les voies de guidage et de voyager sur celles-ci. Il est souhaitable que la surface extérieure du véhicule puisse comprendre une ou plusieurs cellules solaires afin de transformer l'énergie solaire en énergie électrique et alimenter le véhicule, l'énergie électrique excédentaire étant disponible pour alimenter un système de distribution électrique via la voie afin d'aider à alimenter le réseau ou d'autres véhicules, même lorsque ce véhicule fournisseur ne fonctionne pas dans le cadre d'un transport.
PCT/CA2006/000050 2005-01-18 2006-01-16 Systeme de transport avec vehicules auto-elevateurs WO2006076792A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US64401105P 2005-01-18 2005-01-18
US64402605P 2005-01-18 2005-01-18
US60/644,026 2005-01-18
US60/644,011 2005-01-18

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WO2006076792A1 true WO2006076792A1 (fr) 2006-07-27

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US8371227B2 (en) 2011-07-14 2013-02-12 Disney Enterprises, Inc. Omnimover ride system with crossing paths
TWI577590B (zh) * 2015-08-14 2017-04-11 Qi-Heng Mu Solar and hydrodynamic airlift system
CN110065504A (zh) * 2018-01-22 2019-07-30 中唐空铁科技有限公司 一种新能源轨道交通系统即时充电系统
ES2775519A1 (es) * 2019-01-25 2020-07-27 Ruiz De Lara Redondo Jose Antonio Sistema de vías con nodos de intercomunicación dispuestos en la vertical y los vehículos con doble sistema de sustentación que discurren por ellas
DE102020205081A1 (de) 2020-04-22 2021-10-28 Robert Bosch Gesellschaft mit beschränkter Haftung Hochbahnartiges Transportsystem, Verfahren zur Abstandsregelung, Computerprogrammprodukt und Steuervorrichtung
US11299182B2 (en) 2020-06-02 2022-04-12 Jean Victor Peloquin Suspended public transit system

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US8371227B2 (en) 2011-07-14 2013-02-12 Disney Enterprises, Inc. Omnimover ride system with crossing paths
US8485104B2 (en) 2011-07-14 2013-07-16 Disney Enterprises, Inc. Amusement park ride system with crossing paths
TWI577590B (zh) * 2015-08-14 2017-04-11 Qi-Heng Mu Solar and hydrodynamic airlift system
CN110065504A (zh) * 2018-01-22 2019-07-30 中唐空铁科技有限公司 一种新能源轨道交通系统即时充电系统
CN110065504B (zh) * 2018-01-22 2023-12-29 中唐空铁科技有限公司 一种新能源轨道交通系统即时充电系统
ES2775519A1 (es) * 2019-01-25 2020-07-27 Ruiz De Lara Redondo Jose Antonio Sistema de vías con nodos de intercomunicación dispuestos en la vertical y los vehículos con doble sistema de sustentación que discurren por ellas
DE102020205081A1 (de) 2020-04-22 2021-10-28 Robert Bosch Gesellschaft mit beschränkter Haftung Hochbahnartiges Transportsystem, Verfahren zur Abstandsregelung, Computerprogrammprodukt und Steuervorrichtung
US11299182B2 (en) 2020-06-02 2022-04-12 Jean Victor Peloquin Suspended public transit system
US11541912B2 (en) 2020-06-02 2023-01-03 Jean Victor Peloquin Suspended public transit system

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