Abstract:
The present invention comprises an apparatus for propelling and braking a vehicle traveling along a guideway. The apparatus comprises a plurality of nozzles located along the length of the guideway that direct fluid jets. Strip valves are arranged end-to-end along the guideway. Each of the strip valves controls the fluid flow from a group of the nozzles. A power unit is mounted for travel along the guideway. The power unit opens the strip valves in succession to release fluid jets from the nozzles controlled by the strip values. Thrust vanes on the power unit are arranged to receive impulse energy from the released fluid jets to propel the power unit along either direction of the guideway. The vehicle is connected to the power unit.

Description:
BACKGROUND OF THE INVENTION 
     The present invention relates generally to vehicle propulsion apparatuses. More particularly, the present invention relates to an apparatus to propel a vehicle along a track. 
     There is a current need for an efficient means of transportation between urban centers. One of the proposed solutions is to use railed vehicles. However, these solutions often involve propulsion systems that add a great deal of weight to the vehicle, such as electromagnetic propulsion. The result of this added weight is that the structure needed to support the track is greater, requiring larger right of ways for the track and extensive earthworks. Current rail travel often uses diesel engines, contributing to air pollution. The diesel trains are loud as well, reducing the area where track can be routed. In addition, the turning radius of most existing and proposed rail vehicles is very large, further constraining the configurations of track that can be used. 
     One proposed solution to the above problems is to use jets of fluid impinging on the vehicle to impart momentum to the railed vehicle. The problem with this solution is that the fluid jets and the vanes on the vehicle to receive the jets must be kept in close proximity. This is very difficult to achieve due to the normal dipping and swaying of a railed vehicle. Thus, there is a need for a railed vehicle that can maintain the close tolerances needed to allow it to be propelled with fluid jets. 
     BRIEF SUMMARY OF THE INVENTION 
     Therefore, it is an object of the present invention to provide a railed vehicle that can be propelled by fluid jets impinging on it. 
     It is another object of the present invention to minimize noise and pollution. 
     It is yet another object of the present invention to minimize the weight of the vehicles to minimize the support structures required. 
     It is yet another object of the present invention to operate at speeds up to 300 miles per hour. 
     In furtherance of these and other objects, the present invention comprises an apparatus for propelling and braking a vehicle traveling along a guideway. The apparatus comprises a plurality of nozzles located along the length of the guideway that direct fluid jets. Strip valves are arranged end-to-end along the guideway. Each of the strip valves controls the fluid flow from a group of the nozzles. A power unit is mounted for travel along the guideway. The power unit opens the strip valves in succession to release fluid jets from the nozzles controlled by the strip values. Thrust vanes on the power unit are arranged to receive impulse energy from the released fluid jets to propel the power unit along either direction of the guideway. The vehicle is connected to the power unit with longitudinal tension rods, which transmit the jet impulse to the vehicle. This allows relatively large lateral motions of the vehicle. 
    
    
     BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
     The nature and mode of operation of the present invention will now be more fully described in the following detailed description of the invention taken with the accompanying drawing figures, in which: 
     FIG. 1 is a front view of the power unit, vehicle, and track of the present invention. 
     FIG. 2 is a front view of the first embodiment of the propulsion assembly. 
     FIG. 3 is a top view of the power unit guide wheels. 
     FIG. 4 is a front view of the second embodiment of the propulsion assembly. 
     FIG. 5 is a front view of the third embodiment of the propulsion assembly. 
     FIG. 6 is a front view of the fourth embodiment of the propulsion assembly. 
     FIG. 7 is a front view of the fifth embodiment of the propulsion assembly. 
     FIG. 8 is a front cutaway view of the thrust reversing assembly. 
     FIG. 9 is a side cutaway view of the thrust reversing assembly taken along line A—A of FIG.  8 . 
     FIG. 10 is a side cutaway view of the thrust reversing assembly taken along line B—B of FIG.  8 . 
     FIG. 11 is a top cutaway view of the spiral transfer vanes taken along line C—C of FIG.  9 . 
     FIG. 12 is an angled side cutaway view of the spiral transfer vanes taken along line D—D FIG.  11 . 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     It should be appreciated that in the detailed description of the invention which follows that like reference numbers on different drawing views are intended to identify identical structural elements of the invention in the respective views. 
     A front cutaway view of the present invention is shown in FIG.  1  and designated  10 . It comprises vehicle  12  that is connected to power unit  14 . Power unit  14  has power unit guide wheels  50  that receive guide wheel tracks  24 . Guide wheel tracks  24  keep the power unit on track  16 . The vehicle is propelled by the release of fluid from fluid plenum  22 . Propulsion assembly  18 , shown in greater detail in its various embodiments in the succeeding figures, releases the fluid to propel the vehicle. FIG. 1 shows an embodiment of the present invention with the vehicle above the track. Other embodiments described herein position the vehicle below the track. Both configurations are within the spirit and scope of the invention as claimed. 
     A front view of the first embodiment of the propulsion assembly is shown in FIG.  2  and designated  18 . Upper structure  20  is connected to the track and runs the length of the track. Power unit  14  is connected to the vehicle and runs only the length of the vehicle. Upper structure  20  comprises fluid plenum  22 , guide wheel tracks  24 , pluralities of nozzles  30  and  34 , pluralities of nozzle vanes  32  and  36 , and strip valves  40  and  45 . Strip valves  40  and  45  run end-to-end along both sides of the upper structure, to control the flow of fluid to pluralities of nozzles  30  and  34 . Fluid plenum  22  contains fluid under pressure. In the preferred embodiment, this fluid is air at approximately 30 psi. Forward facing nozzles  30  receive fluid from plenum  22  when strip valve  40  is opened. The fluid travels forward through nozzles  30 , nozzle vanes  32 , and on through forward thrust vanes  70 . This provides forward thrust to the power unit and vehicle. Strip valve  40  is opened when power unit magnet  62  attracts strip valve armature  42 . When armature  42  is attracted by power unit magnet  64 , armature  42  moves to close strip valve  40 . 
     The vehicle is decelerated when fluid passes from the plenum through rearward facing nozzles  34 , nozzle vanes  36 , and on through thrust reversing vanes  72 . This occurs when strip valve  45  is opened. Strip valve  45  is opened when power unit magnet  66  attracts strip valve armature  47 . Strip valve  45  is closed when power unit magnet  68  attracts strip valve armature  47 . Magnets  62  and  66  are mounted on bracket  80  and magnets  64  and  68  are mounted on bracket  82 . Actuator  84  moves bracket  80 . Actuator  86  moves bracket  82 . Thus, to open valve  40  and close valve  45 , bracket  80  is moved towards valve  40  and bracket  82  is moved towards valve  45 . To open valve  45  and close valve  40 , bracket  80  is moved towards valve  45  and bracket  82  is moved towards valve  40 . To close both valves, both brackets are centered. Any actuator known in the art may be used, including, but not limited to, electric motors, hydraulic pistons, and pneumatic pistons. 
     FIG. 2 also shows that power unit guide wheels  50  do not extend from the left guide wheel track to the right one. Each power unit guide wheel engages only one guide wheel track, every other wheel engaging the same side. The alternating placement of the power unit guide wheels is shown in a top view of the power unit guide wheels in FIG.  3 . 
     A front view of the second embodiment of the propulsion assembly is shown in FIG.  4  and designated  118 . Upper structure  20  is connected to the track and runs the length of the track. Power unit  14  is connected to the vehicle and runs only the length of the vehicle. Upper structure  20  comprises fluid plenum  22 , guide wheel tracks  24 , plurality of nozzles  38 , plurality of strip valves  40 , forward jet vanes  96 , and reverse jet vanes  98 . Each power unit guide wheel  50  engages one guide wheel track  24 , alternating sides as in FIG.  3 . Fluid plenum  22  contains fluid under pressure. Transverse facing nozzles  38  receive fluid from plenum  22  when strip valve  40  is opened. Strip valve  40  is opened when power unit magnet  62  attracts strip valve armature  42 . When armature  42  is attracted by power unit magnet  64 , armature  42  moves to close strip valve  40 . Magnet  62  is moved toward and away from armature  42  by actuator  88 . Magnet  64  is moved toward and away from armature  42  by actuator  89 . 
     When strip valve  40  is open, fluid travels perpendicular to the track direction through nozzles  38 . The fluid then travels through either forward jet passage  92  or reverse jet passage  94 . Actuator  90  moves to position either forward passage  92  or reverse passage  94  in the path of the fluid flow. If forward passage  92  is in the path of the fluid flow, then the fluid will travel on through forward jet vanes  96  and forward thrust vanes  97 . This will accelerate the vehicle. Otherwise the fluid will flow through reverse jet vanes  98  and reverse thrust vanes  99 . This will decelerate the vehicle. Thrust vanes  97  and  99 , actuator  90 , and passages  92  and  94  are connected to power unit  14  and thus move with the vehicle. Jet vanes  96  and  98  are connected to upper structure  20  and are thus stationary. 
     FIG. 5 shows a perspective view of the front of the third embodiment of the propulsion assembly, designated  218 . Similar to the second embodiment, each power unit guide wheel  50  engages one guide wheel track  24 , alternating sides as in FIG. 3 Also similar, nozzles  38  are on one side of the power unit and are perpendicular to the track direction. The configuration of thrust vanes and jet vanes is the same as shown in FIG.  4 . However, strip valve armature  42  is opened differently in this embodiment. Here, valve  40  is opened when wheel  120  is moved by actuator  122  to depress armature  42 . To close valve  40 , actuator  122  moves wheel  120  away from armature  42 , and the pressure in plenum  22  closes valve  40 . Tension rods  130  are also shown in FIG.  5 . These rods transfer the thrust from power unit  14  to vehicle  12 . Rods  130  only carry axial forces, allowing vehicle  12  to move with respect to power unit  14 . Rollers  140  are positioned against roller strip  142  to allow vehicle  12  to rotate around an axis parallel to the track. 
     A fourth embodiment of the propulsion assembly is shown in FIG.  6  and designated  318 . In this embodiment, fluid from plenum  22  travels through two-way strip valve  320 . Valve  320  comprises valve stem  322 , valve boot  324 , valve fulcrums  326 , valve seats  328 , and valve head  330 . Wheels  350  are moved by actuator  352  against one side of stem  322  or the other to open the valve. If wheels  350  are moved to the right, such that the left wheel contacts the left side of stem  322 , then flexible boot  324  will allow the stem to pivot around right fulcrum  326 , moving head  330  to the left. Head  330  will disengage from right valve seat  328 . Fluid from plenum  22  will then travel through forward nozzle vanes  340  and forward propulsion vanes  342 . This will accelerate the vehicle. If wheels  350  are moved to the left, such that the right wheel contacts the right side of stem  322 , then flexible boot  324  will allow the stem to pivot around left fulcrum  326 , moving head  330  to the right. Head  330  will disengage from left valve seat  328 . Fluid from plenum  22  will then travel through reverse nozzle vanes  344  and reverse propulsion vanes  346 . This will decelerate the vehicle. 
     A fifth embodiment of the propulsion assembly is shown in FIG.  7  and designated  418 . Each power unit guide wheel  50  engages one guide wheel track  24 , alternating sides as in FIG.  3 . In this embodiment, there is a single row of forward facing nozzles  30 , fed by a single row of strip valves  40 . Strip valve  40  is opened when actuator  422  moves wheel  420  into contact with armature  42  and forces armature  42  to move. Fluid then travels from plenum  22  through valve  40  and through nozzles  30 . If actuator  432  has positioned thrust reversing assembly  430  such that forward propulsion vanes  434  are lined up with nozzles  30 , then the vehicle accelerates. If actuator  432  moves thrust reversing assembly  430  such that spiral transfer vanes  436  line up with nozzles  30 , then the fluid travels through spiral transfer vanes  436 , jet reversing vanes  440 , and then thrust reversing vanes  438 . This decelerates the vehicle. The more complicated thrust reversing assembly is needed here and not in FIGS. 4 and 5 because the nozzles face forward in this embodiment, where the nozzles in FIGS. 4 and 5 were perpendicular to the track direction. 
     FIGS. 8-10 give side cutaway views of thrust reversing assembly  430 . The front cutaway view of thrust reversing assembly  430  is shown in FIG.  8 . Actuator  432  has positioned assembly  430  to decelerate the vehicle. Fluid travels through forward facing nozzles  30 , spiral transfer vanes  436 , jet reversing vanes  440 , and thrust reversing vanes  438 . To accelerate the vehicle, actuator  432  moves assembly  430  until forward propulsion vanes  434  line up with nozzles  30 . Then the fluid will travel through nozzles  30  and forward propulsion vanes  434 , providing forward thrust to the vehicle. 
     FIG. 9 shows the side cutaway view taken along line A—A of FIG.  8 . 
     The structure of assembly  430  is visible, with forward propulsion vanes  434 , spiral transfer vanes  436 , and thrust reversing vanes  438  arrayed in rows down the length of assembly  430 . 
     FIG. 10 shows the side cutaway view taken along line B—B of FIG.  8 . Nozzles  30  and jet reversing vanes  440  are arrayed in rows down the length of the wall of plenum  22 . 
     FIG. 11 shows the spiral transfer vanes  436  in a top cutaway view, taken at plane C—C of FIG.  9 . The vanes are angled in the forward direction, as shown in this figure. 
     FIG. 12 shows the spiral transfer vanes  436  in an angled side cutaway view, taken at plane D—D of FIG.  11 . The angle of the view is equal to the angle between the vanes and the forward direction. 
     Thus, it is seen that the objects of the present invention are efficiently obtained, although modifications and changes to the invention should be readily apparent to those having ordinary skill in the art, and these modifications are intended to be within the spirit and scope of the invention as claimed. For example, strip valve armatures  40 ,  42 ,  45 , and  322  may be moved by contact with a wheel, or moved by attraction by a permanent or electromagnet in any of the embodiments.