Abstract:
An all-weather guided vehicle system having a guideway including a single tube or a pair of parallel tubes capable of storing pressurized air. Vehicles are suspended below, above, or beside the tube(s) by way of carriages to which the vehicles are connected. Arcuate roller tracks between the vehicle and the carriage provide a banking mechanism for cornering. The tube(s) support continuous high-speed rails to receive suspension members extending from the carriage for air or wheeled suspension. Impulse vanes are provided on a vertical rod extending through a slotted opening in a propulsion channel for cooperation with air jet nozzles located within the channel to propel and brake the carriage. Embodiments having a fair-weather vehicle riding atop the deck and tire tracks for suspension and prevention of side sway are also disclosed.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This continuation-in-part patent application claims benefit under 35 U.S.C. §120 of U.S. patent application Ser. No. 10/013,037, filed on Oct. 30, 2001, and currently co-pending, which application is a continuation-in-part and claimed benefit under 35 U.S.C. §120 of U.S. patent application Ser. No. 09/533,638, filed Mar. 22, 2000, now abandoned, which claims benefit under 35 U.S.C. §119(e) of U.S. Provisional Patent Application Serial No. 60/125,985 filed Mar. 24, 1999. 
    
    
     BACKGROUND OF THE INVENTION 
     The present invention relates generally to guided vehicle systems, and more particularly to an all-weather guided vehicle system for high-speed travel between metropolitan hubs. 
     High speed “trains” or guided vehicle systems for passenger travel must operate without delays due to precipitation, snow, ice, and accompanying poor visibility, since such delays affect connecting ground and air transportation. Moreover, eliminating weather delays is an important safety consideration because the location and speed of every vehicle in the system is controlled both centrally and on-board each vehicle. Accordingly, protection of suspension and propulsion mechanisms of the guided vehicle system from the elements is of primary importance. 
     SUMMARY OF THE INVENTION 
     The present invention is, therefore, intended to provide an all-weather guided vehicle system. Protection from the elements is accomplished by enclosing the suspension and/or propulsion means of the vehicle system guideway in separate housings having a narrow continuous slot through an underside of the housing through which vertical rods or thin panels attach the suspension and/or propulsion means to the vehicle carriage. The narrow slots are preferably closed at unused portions of the guideway by automatically operated strip flaps to keep out wind driven snow and the like. 
    
    
     BRIEF DESCRIPTION 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 preferred embodiments taken with the accompanying drawing figure, in which: 
     FIG. 1 is a lateral cross-sectional view of an all-weather guideway and vehicle formed in accordance with a first embodiment of the present invention; 
     FIG. 2 is a lateral cross-sectional view of an all-weather guideway and vehicle formed in accordance with a second embodiment of the present invention; 
     FIG. 3A is a detailed sectional view of a tire track assembly shown in FIG. 2; 
     FIG. 3B is a detailed sectional view of an alternative tire track assembly of the present invention; 
     FIG. 3C is a detailed sectional view of an alternative tire track assembly of the present invention; 
     FIG. 3D is a detailed sectional view of an alternative tire track assembly comprising a “tire beam”; 
     FIG. 3E is a detailed sectional view of another alternative tire track assembly comprising a “tire beam”; 
     FIG. 4 is a side schematic view of the tire track assembly shown in FIG. 3A; 
     FIG. 4B illustrates displacement of a tire track assembly comprising a “tire beam” upon passage of a vehicle; 
     FIG. 4C is sectional view of the tire track assembly taken along line  4 C— 4 C of FIG. 3D; 
     FIG. 5 is a lateral cross-sectional view of an all-weather guideway and vehicle formed in accordance with a third embodiment of the present invention; 
     FIG. 6 is a lateral cross-sectional view of an all-weather guideway and vehicle formed in accordance with a fourth embodiment of the present invention; 
     FIG. 7 is a sectioned perspective view of an all-weather guideway and vehicle formed in accordance with a fifth embodiment of the present invention. 
     FIG. 8A is a lateral cross-sectional view of an all-weather guideway and vehicle formed in accordance with a sixth embodiment of the present invention, with the vehicle being shown is an upright orientation; and 
     FIG. 8B is a lateral cross-sectional view of the all-weather guideway and vehicle shown in FIG. 8A, with the vehicle being shown is a tilted orientation. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring now to FIG. 1, a guided vehicle system according to a first embodiment of the present invention is shown and identified generally by the reference numeral  10 . Vehicle system  10  includes an elongated tubular guideway  12  for storing and delivering pressurized air to suspension and/or propulsion means of the vehicle system. The guideway is supported above the ground by a series of support columns  11  spaced along the guideway and having support rollers  13  for engaging horizontally extending side tracks  15  on guideway  12  for allowing axially directed thermal expansion of the guideway. A plurality of vehicles  14  are designed for travel along both lateral sides of guideway  12 , only one side being shown and described since the opposite side is a mirror image thereof. 
     A plurality of cantilevered beams  20  extend laterally from guideway  12  and serve to support vehicles  14 , shown in the embodiment of FIG. 1 as being suspended from beams  20  by suspension means  22  and propelled along guideway  12  by propulsion means  24 . Beams  20  preferably support a continuous deck  26  for shielding vehicle  14 , suspension means  22 , and propulsion means  24  from rain, ice and snow. As will be understood, beams  20  follow the thermal expansion of guideway  12  to which they are connected. 
     Suspension means  22  in the first embodiment comprises a pair of Y-shaped suspension members  28  extending upwardly from a carriage  29  for receipt within angular suspension channels  30  supported by beams  20 , each angular suspension channel having a slot opening  32  extending the length thereof to accommodate a stem portion  34  of a Y-shaped suspension member  28 . The legs  36  of each Y-shaped member oppose corresponding inner surfaces  38  of associated angular channel  30 , and are separated slightly therefrom by a cushion of pressurized air or magnetic bearings to substantially eliminate surface-to-surface friction. Where a cushion of pressurized air is used, guideway  12  serves as an air reservoir for supplying lifting air. Carriage  29  with Y-shaped suspension members  28  is connected to vehicle  14  by an arcuate flanged track  40  extending along the carriage between suspension members  28  and arranged for engagement by a plurality of upper and lower roller wheels  42  spring-mounted on vehicle  14  in an arcuate configuration corresponding to that of track  40 . In the alternative, roller wheels  42  could be mounted on carriage  29 , and track  40  could be provided on vehicle  14 . As will be appreciated, vehicle  14  rolls without swinging to achieve desired rotation about the center of curvature of track  40 , which is located within vehicle  14  rather than over or under the vehicle. Also, the problem of crosswind torque about an external pivot point is eliminated. The overall height and crosswind profile of vehicle  14  is reduced because of the shared curvatures of the vehicle and carriage  29  without the need for “tilting space”. 
     Propulsion means  24  preferably comprises a plurality of directionally biased nozzles  44  set within a substantially enclosed propulsion channel  46  supported by beams  20  underneath deck  26 . A series of directionally biased vanes  48  are connected to carriage  29  by vertical rods  50  which fit though a slot opening  52  in the underside of propulsion channel  46 . Air jets issuing from nozzles  44  impinge upon vanes  48  to propel carriage  29  and connected vehicle  14  along guideway  12 , and also to brake the carriage and vehicle. Nozzles  44  are in communication with the interior of guideway  12  by way of a pilot-operated thruster valve  54  for supplying propulsion air to the nozzles, and an emergency/maintenance shut-off valve  56  is also provided. 
     A guided vehicle system according to a second embodiment of the present invention is shown in FIG.  2  and designated generally by reference numeral  60 . The second embodiment  60  is similar to the first embodiment  10 , except that it includes a plurality of topside fair-weather vehicles  62  mounted for travel above deck  26 . A dedicated air propulsion and braking system  64  supplied with air stored within guideway  12  is provided for fair-weather vehicles  62 , which may be air-levitated or magnetically levitated. 
     Another difference appearing in the second embodiment of FIG. 2 is the use of a high-speed “tire track” rails  70  and wheels  72 A,  72 B for suspension and alignment of carriage  29 . Each tire track  70  resembles an automobile or truck tire in construction. An enlarged view of tire track  70  and wheels  72 A,  72 B is presented in FIG. 3A, and a side elevational view of this structure is presented in FIG.  4 . As may be seen in FIG. 4, tire track  70  includes a plurality of strip springs  74  mounted within the tread and side wall of the tire track  70  along a top region  73  and a side region  75  thereof, where the tire track is contacted by passing wheels  72 A and  72 B, respectively. Strip springs  74  spread out the load of the wheel greatly beyond the area of the depression of the wheel  72 A or  72 B into the surface of tire track  70 . Since the load is extended over a much longer area or length of tire track  70 , friction, total deflection, and deflection rates are reduced. The “squeeze” zones at the front and rear of the wheel depression are all but eliminated. If the strip springs are stiff enough to spread the wheel load out between the wheels, the number of flexures would be one per vehicle passage as opposed to one per wheel passage. The vertical deflection accelerations may also be reduced by having the wheel heights increase gradually to the front and rear. These features may also permit use of lower tire pressure for tire track  70 , and more numerous and smaller wheels  72 , without undue increase in friction. Referring again to FIG. 3A, tire track  70  also includes a support frame  71  including an arcuate counterbrace element  71 A that rises along the side of the tire track  70  opposite side region  75  to counteract the horizontal forces of the wheels  72 B and to help support the tire track. 
     FIGS. 3B and 3C show alternative tire track arrangements according to the present invention. In FIG. 3B, the counterbrace element  71 A′ is simply a vertical wall. As can be seen in FIG. 3B, wheels  72 A,  72 B can be connected to carriage  29  by dampers  31  for dissipating vibration energy for a smoother ride. The tire track variant of FIG. 3C is mounted for lateral and vertical adjustment relative to deck  26  by adjustable fasteners  65  extending through slots  67  formed in bifurcated frame  71 ′ (lateral adjustment) and by shims  77  (vertical adjustment). A serrated crimping channel  69  and clamps  63  function to close and seal the tire track to maintain internal pressure. 
     Referring now to FIGS. 3 d - 3   e , the tire track assembly of the present invention may also be configured to comprise tire beams  121  and  122 , adapted to more effectively distribute forces applied to the tire track to reduce the amount of friction and deflection caused by each vehicle wheel as it passes. Tire track  70  comprising tire beams generally comprises elastically deformable material in the form of tube  120 . Tube  120  forms chamber  125  for securing a medium such as pressurized air or absorptive material for absorbing force and/or sound. Tube  120  is secured to deck  26  by means of support frame  71 , which contacts tube wall portion  123  for counteracting the forces of wheels  72 A and  72 B. Tube  120  secures top and side region tire beams  121  and  122 , respectively, upon which wheels  72 A and  72 B ride. As shown in FIG. 3 d , top and side region tire beams  121  and  122  may comprise separate beams comprising chambers  124  for securing force and sound absorbing materials. The separate beams each comprise foot portions  127  about which lip portions  126  of tube  120  are adapted to fit for purposes of securing the beams thereto. It should be appreciated that other appropriate means for fastening the top and side region tire beams to the tube are contemplated and are intended to be encompassed by the present disclosure. Alternatively, as shown in FIG. 3 e , tube  120  may be adapted to secure integrated tire beam  128  comprising top and side region tire beams  121  and  122  which are coupled to one another to form a sheet-like beam. Integrated tire beam  128  comprises terminal ends  130  which are adapted to secure the integrated beam to the tube  120  about tube securing members  131 . 
     Top and side region tire beams for both separate and the integral tire beam configurations are generally rigid in nature and may be fabricated from steel or other suitable materials. Hence, as shown in FIG. 4 c , because the tire beams are rigid, the forces applied to the tire beams by each passing wheel of a vehicle are not absorbed by that portion of the tire track directly proximate each passing wheel, but rather, are distributed along the entire length of a beam. Consequently, as shown in FIG. 4 b , the forces applied to tire track may be distributed to locations in front  132 , and behind  133 , a passing vehicle such that the number of flexures of the tire track is one per vehicle passage as opposed to one per wheel passage, ultimately reducing the amount of friction, deflection and energy consumption caused by each vehicle wheel as it passes. 
     FIG. 5 illustrates a third embodiment  80  designed to mitigate side sway of vehicle  14  from cross winds. The monorail guideway has a suspension/propulsion channel  81  having a slot opening  83  through an underside thereof. Suspension/propulsion channel  81  houses an upper tire track  70  as described in connection with FIG. 3, as well as a series of directionally uniform nozzles  44 . A suspension/propulsion member  82  extends from the top of carriage  29  through slot opening  83 , and includes wheels  72 A,  72 B for engaging tire track  70  and directionally biased vanes  48  for gathering the impulse from jets issuing from nozzles  44 . An auxiliary stabilizing rail  76  is arranged to extend from support columns  11  to engage rollers  75  on the underside of carriage  29 . As will be understood, stabilizing rail  76  helps to prevent side sway of vehicle  14 . Of course, as an alternative, carriage  29  could be provided with a central fin along its underside for engagement by stationary rollers. In this embodiment, the vehicle carriage  29  includes a number of identical internal rings  78  spaced along the longitudinal axis of the vehicle which are integrated into the shell of a passenger compartment  79  so as to offer a smooth and continuous outer surface to the air flow. Roller wheels  42  permit the passenger compartment to rotate within the carriage rings  78 , while the carriage  29  is restrained from lateral movement or rotation by upper tire track  70  and auxiliary guiding roller track  76 . Both upper tire track  70  and stabilizing rail  76  are preferably narrow and are arranged along the centerline of vehicle  29  in order to minimize the “throw” of the switch and to give clearance for the vehicle to pass between upper and lower disconnected branches of guideway  12 . 
     A vehicle system  90  according to a fourth embodiment of the present invention is shown in FIG.  6 . In this embodiment, Y-shaped suspension/propulsion members  28  are provided along the centerline  92  of carriage  29  and extend upwardly from carriage  29  for receipt within angular suspension/propulsion channels  93 , and damper guides  95  mounted on support columns  11  receive a laterally extending member  94  of carriage  29  to prevent side sway. 
     A vehicle system  100  according to a fifth embodiment of the present invention is shown in FIG.  7 . Vehicle system  100  is an aboveground system wherein the carriages  29  and vehicles  14  are suspended directly below an associated tubular guideway  12 . The system shown includes parallel guideways  12  connected by a central support and supply structure  17 . Each guideway  12  has a pair of parallel tire track rails  70  suspended therefrom for engagement by wheels of a carriage  29 . The tubular guideways  12  and structure  17  help shield the carriages  29  and tire tracks  70  from freezing rain and snow. 
     FIGS. 8A and 8B show a vehicle system  110  according to a sixth embodiment of the present invention. Vehicle system  110  represents a currently preferred arrangement for a topside fair-weather vehicle mounted directly above tubular guideway  12 , whereby additional loading on a cantilevered deck extending from the guideway to protect a suspended vehicle is avoided. Vehicle system  110  comprises vehicle  14  supported on carriage  29  for pivotal tilting motion useful in guideway turns. An arcuate flanged track  40  extends along an upper portion of carriage  29  for engagement by a plurality of upper and lower roller wheels  42  spring-mounted on vehicle  14  in an arcuate configuration corresponding to that of track  40 . A more detailed description of the tilting mechanism is described and shown in U.S. Provisional Patent Application No. 60/308,085, entitled Arcuate Tilting Mechanism for High-Speed Trains, which application is incorporated herein by reference. 
     The guided vehicle systems of the fifth and sixth embodiments provide for suspension of the carriage directly below tubular guideway  12  and support of the carriage directly above the tubular guideway. Consequently, in these configurations, the efficiency of pressurized air transfer between tubular guideway  12  and propulsion means  24  is improved.