Abstract:
A dual-mode vehicle system for surface transportation comprising a cab, first and second independently-driven hubs coupled to the cab, and an inclined plane extending from a first surface to a second surface. The first and second independently-driven hubs each have first and second portions wherein the first portion of the second independently-driven hub propels the cab along a third surface at least until the second portion of the first independently-driven hub cooperates with the inclined plane to propel the cab up to said second surface. A dual-mode vehicle for surface transportation and a method of manufacturing the dual-mode vehicle is also provided.

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