Abstract:
The personal transportation rail system includes an automated, elevated single lane throughway comprising multi-gauge rail track arranged in various combinations. A computerized control system regulates spacing of vehicles while maintaining uniform speed. The rail switching is accomplished by variable gauge rail wheels on the vehicle, which selectively engage or avoid engaging with various wider rail-gauge tracks. On-ramps extend from a guideway station and are taken by the vehicle temporarily engaging with a descending wide-gauge section of track that ends side by side in parallel with the narrow-gauge track. Off-ramps lead into the guideway station as the vehicle engages with the wide-gauge section of throughway track initially in parallel with the narrow-gauge track, the wide-gauge track ascending to remove the vehicle from the main rail line. Bypassing the guideway station involves continuing engagement of the variable gauge wheels with the narrow-gauge track. A level pitch is maintained during climbing and descending.

Description:
BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to vehicle traffic systems, and particularly to a personal transportation rail system. 
     2. Description of the Related Art 
     There is a need for a unique design for an alternative mode of transportation to supplement our urban and dense population areas&#39; transit systems, which have become grossly overcrowded and inefficient. It would be desirable to have vehicles that are a new form of personal transportation that integrates an additional but separate operating subsystem. Until now there has never been a concept that demonstrates that a practical, viable, economical, guideway/vehicle system can be developed with current state-of-the-art knowledge to improve our personal urban transportation systems. Previous efforts at creating personal rapid transit systems have been based on horizontal switching systems requiring unrealistic real estate for implementation, and none have integrated with an inter-urban transit system. There is a need for a system that utilizes a vehicle that can operate on elevated (grade separated) single lane dedicated guideways, using efficient vertical switching, and with the possibility of moving from an urban rail system to either the street or to an inter-urban high-speed rail system. The guideway mode of operation should be fully automated, electric, safe, and non-polluting, offering vehicle speeds of up to 120 mph. With the worldwide demand for oil, the pollution created by burning fossil fuels, and the inefficiencies created by overcrowded urban streets, we are long overdue for a new system of transportation that can supplement our current system with a much safer, more efficient, electric portal-to-portal system. 
     Thus, a personal transportation rail system solving the aforementioned problems is desired. 
     SUMMARY OF THE INVENTION 
     The personal transportation rail system includes an automated, elevated, single-lane throughway comprising multi-gauge gauge rail track arranged in various combinations. A computerized control system regulates spacing of vehicles, while maintaining uniform speed on the system. The rail switching is accomplished by operation of variable gauge rail wheels on the vehicle, which selectively engage or avoid engaging with the various rail-gauge tracks. All switching track gauges are wider than the main line track gauge. On-ramps extend from a guideway station and are taken by the vehicle, temporarily engaging with a descending wide gauge section of track that ends in parallel with the narrow gauge track. 
     Off-ramps lead into the guideway station and are taken by the vehicle, engaging with the wide gauge section of throughway track initially in parallel with the narrow gauge track, the narrow gauge track ascending to remove the vehicle from the main rail line. Bypassing the guideway station involves continuing engagement of the variable gauge wheels with the narrow gauge track. 
     These and other features of the present invention will become readily apparent upon further review of the following specification and drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is an environmental, perspective view of a personal transportation rail system according to the present invention. 
         FIG. 2A  is a diagrammatic end view showing the wheel extended to the cog rail according to the present invention. 
         FIG. 2B  is a diagrammatic end view of the rail sections where the personal transportation rail (PTR) pod wheel extends to the switch rail in a personal transportation rail system according to the present invention. 
         FIG. 2C  is a diagrammatic end view of the rail sections where the PTR pod wheel is retracted to the main rail in a personal transportation rail system according to the present invention. 
         FIG. 3  is a perspective view showing the rail sections where the PTR pod wheel extends to the switch rail in a personal transportation rail system according to the present invention. 
         FIG. 4  is a diagrammatic partial perspective view, partially in section, showing the rail sections where the PTR pod wheel retracts to the main rail in a personal transportation rail system according to the present invention. 
         FIG. 5  is a diagrammatic partial perspective view, partially in section, showing the rail sections where the PTR pod wheel extends to the cog rail in a personal transportation rail system according to the present invention. 
         FIG. 6A  is a perspective view of a PTR pod in a personal transportation rail system according to the present invention. 
         FIG. 6B  is a diagrammatic side view showing the leveling rail concept of the personal transportation rail system according to the present invention. 
         FIG. 7  is a first schematic diagram showing how ramps with higher angles of ascent require much less room, according to the present invention. 
         FIG. 8  is a second schematic diagram showing how ramps with higher angles of ascent require much less room, according to the present invention. 
         FIG. 9  is a top plan view showing the PTR pod wheels configured in “guideway station bypass mode” in a personal transportation rail system according to the present invention. 
         FIG. 10  is a top plan view showing the PTR pod wheels configured in “exit to guideway station” mode with the third cog rail engaged, according to the present invention. 
         FIG. 11A  is a partial perspective view showing the PTR pod in non-leveling in-transit contact with the rails in a personal transportation rail system according to the present invention. 
         FIG. 11B  is a top plan view showing the PTR pod and rail configuration of  FIG. 11A  in a personal transportation rail system according to the present invention. 
         FIG. 12A  is a partial perspective view showing the multi-rail leveling PTR pod and rail in-transit configuration in a personal transportation rail system according to the present invention. 
         FIG. 12B  is a top plan view showing the PTR pod and rail configuration of  FIG. 12A  in a personal transportation rail system according to the present invention. 
         FIG. 13A  is a partial perspective view showing the PTR pod and rail configuration in an “exit-to-guideway station” mode in a personal transportation rail system according to the present invention. 
         FIG. 13B  is a top plan view showing the PTR pod and rail configuration of  FIG. 13A  in a personal transportation rail system according to the present invention. 
         FIG. 14A  is a partial perspective view showing the PTR pod and rail configuration in an “entering-system-from-guideway station” mode in a personal transportation rail system according to the present invention. 
         FIG. 14B  is a top plan view showing the PTR pod and rail configuration of  FIG. 14A  in a personal transportation rail system according to the present invention. 
         FIG. 15A  is a partial perspective view showing the PTR pod and rail configuration in a “leveling, exiting-to-guideway station” mode in a personal transportation rail system according to the present invention. 
         FIG. 15B  is a top plan view showing the PTR pod and rail configuration of  FIG. 15A  in a personal transportation rail system according to the present invention. 
         FIG. 16A  is a partial perspective view showing the PTR pod and rail configuration in a “leveling, entering-system-from-guideway station” mode in a personal transportation rail system according to the present invention. 
         FIG. 16B  is a top plan view showing the PTR pod and rail configuration of  FIG. 16A  in a personal transportation rail system according to the present invention. 
         FIG. 17  is a partial diagrammatic end view showing the PTR pod wheels supported by tubular version of the rails in a personal transportation rail system according to the present invention. 
         FIG. 18  is a perspective view showing a suspended PTR pod according to the present invention. 
     
    
    
     Similar reference characters denote corresponding features consistently throughout the attached drawings. 
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     As shown in  FIG. 1 , the personal transportation rail system  100  includes an automated, elevated single-lane rail guided throughway comprising wide-gauge cog rail  500   c , intermediate-gauge switch rail  500   b , and narrow-gauge main rail  500   a  rail arranged in various combinations. A control system regulates spacing of personal transportation rail (PTR) vehicles  120 , while maintaining a uniform speed for all vehicles on the system  100 . As shown in  FIGS. 1 and 2A , vertical rail switching is accomplished by operation of variable gauge rail wheels  25  extending from axles on the vehicle  120  to engage with, or avoid engaging with, a wide gauge track portion  500   c  of the rail guide. The wheels  25  comprise a primary (main) extending wheel  30   a  and a secondary extending (cog) wheel  30   b.    
     As shown in  FIG. 2A , the fully extended wheel assembly  25  engages cog wheel  30   b  with cog rail  500   c . A friction surface  504  may be disposed on top portions of the cog rail  500   c  to facilitate traction of the cog wheel  30   b  as it propels the vehicle  120  over the cog rail  500   c . Cog rail pairs are generally present on entry and exit guideway station platforms  770  to facilitate a vehicle&#39;s bypassing the entry or exit. 
     As shown in  FIG. 2B , the wheel assembly  25  of the vehicle  120  can also be configured to cause the vehicle  120  to enter/exit the rail guideway station  770  by engaging the main rail  500   a  and the switch rail  500   b , but not the cog rail  500   c . As shown in  FIG. 2C , the wheel assembly  25  of the vehicle  120  can further be configured to cause the vehicle  120  to travel using solely the narrow-gauge main rail  500   a  by engaging the main rail  500   a , but not the switch rail  500   b  or cog rail  500   c .  FIGS. 3 ,  4 , and  5  show perspective views of the aforementioned wheel/rail engagement combinations. 
     As shown in  FIG. 6A , the PTR vehicle  120  is pod-shaped, and has a predetermined, relatively long wheelbase. As shown in  FIG. 6B , the predetermined, relatively long wheelbase of vehicle  120  is used to its advantage when two of the three rail pairs (for example, cog rail pair  500   c  and switch rail pair  500   b ) are used for a vertical component of vehicle travel during travel on an entrance or exit ramp of the rail system. The example shown has a 20° slope. However, use of the two rail pairs  500   c , and  500   b  keeps the vehicle attitude pitch neutral, i.e., level. 
     As shown in  FIG. 7 , a non-leveling configuration  700  can provide 10°, 20°, or 30° ramp slopes for a vehicle  120  having length of seven feet and a height of five feet where travel from a guideway station level twenty-two feet above street level to a main level fifteen feet above street level is required. 
     As shown in  FIG. 8 , a leveling configuration  800  also provides 10°, 20°, or 30° ramp slopes for the vehicle  120 , except that in the leveling configuration, two pairs of rails (for example, cog and switch rails) are used, one pair engaging the front wheels of the vehicle  120  and the second pair engaging the rear wheels of the vehicle  120 . As shown in  FIG. 6B , there is a linear displacement L (rail pair  500   c  begins its ascent grade in advance of rail pair  500   b ) between the ascending grade starting points of the two rail pairs so that a rail vehicle engaging both rail pairs remains pitch neutral, i.e., level, as it ascends to the guideway station  770 . In the descent from the station  770 , the reverse is true (i.e., rail pair  500   c  begins its descent grade after the descent grade start point of rail pair  500   b ). If using a steeper entry/exit ramp of 30° and keeping the vehicle horizontal, i.e., pitch neutral, the loss of guideway station floor space is about sixty square feet at the ramp entrance and sixty square feet at the exit, i.e., one hundred twenty square feet, total. If using an entry/exit ramp of 10°, it will increase to about one hundred sixty plus one hundred sixty, or three hundred twenty square feet. Since all guideway stations  770  are elevated, this added surface area is important. Support columns  820  extend above street level and are a nominal fifteen feet in length. Protection from electrocution of people in the stations may include a final length of switch and cog rails that is non-powered, using external inertia controls (friction brakes and drive wheels) within the station for final deceleration, positioning, and initial acceleration out of the station  770 . 
       FIG. 9  shows the guideway station bypass configuration in which the wheels  25  are engaged solely with the narrow-gauge rails  500   a .  FIG. 10  shows the exit-to-guideway station configuration in which the wheels  25  are extended in the front to engage the switch rails  500   b  and the wheels  25  are extended in the back via wheel portion  30   b  to engage the cog rails  500   c . This rail/wheel configuration will cause the vehicle  120  to ascend above the main line and into the guideway station  770 , the vehicle remaining pitch neutral during the ascent. As shown in  FIGS. 16A and 16B , re-entry into the main line from the guideway station  770  is achieved by the wheels  25  being extended in the front via wheel portion  30   b  to engage the cog rails  500   c  and the wheels  25  being extended in the back to engage the switch rails  500   b . This rail/wheel configuration will cause the vehicle  120  to descend below the guideway station  770  and onto the main line, the vehicle remaining pitch neutral during the descent. 
       FIG. 11A  shows the vehicle  120  in transit between guideway stations.  FIG. 11B  shows the wheel/rail engagement configuration of the vehicle  120  as it is in transit between guideway stations having a non-leveling rail arrangement.  FIG. 12A  shows the vehicle  120  in transit between guideway stations.  FIG. 12B  shows the wheel/rail engagement configuration of vehicle  120  as it is in transit between guideway stations having a leveling rail arrangement.  FIG. 13A  shows the vehicle  120  exiting to a guideway station  770  having a non-leveling rail arrangement,  FIG. 13B  shows the wheel/rail engagement configuration of vehicle  120  as it is exiting to the guideway station having the non-leveling rail arrangement.  FIG. 14A  shows the vehicle  120  entering the system from a guideway station  770  having a non-leveling rail arrangement.  FIG. 14B  shows the wheel/rail engagement configuration of vehicle  120  as it is entering the system from the guideway station having the non-leveling rail arrangement. 
       FIGS. 15A and 15B  reiterate the leveling configuration required for the vehicle  120  to exit to the guideway station  770  while remaining pitch neutral during the ascent. Additionally,  FIG. 17  shows the rails in tubular format showing cylindrically tubular cog rail  1700   c , switch rail  1700   b  and main rail  1700   a . The cylindrically tubular shape of these rail members is complemented by a wheel design of main wheel  30   a  and cog wheel  30   b  that is flanged to match the outer cylindrical contours of the rail members  1700   a ,  1700   b , and  1700   c.    
     This elevated system is designed for performing above legacy traffic systems using rail switching systems in which rail vehicles under computer control perform the required track switching, as disclosed in U.S. Pat. No. 7,788,000, issued to Davis on Aug. 21, 2010, which is hereby incorporated by reference in its entirety. A rail system monitor computer determines speed, acceleration, location, and separation distance of vehicles  120  utilizing the rail system  100 . A rail system control computer in operable communication with the rail system monitor computer adjusts speed of the vehicles  120  and separation distance of the vehicles  120  on the rail system responsive to the information from the rail system control computer. The rail system control computer accomplishes rail switching by selective actuation of the main  30   a  and cog  30   b  components of rail engagement wheels  25 . The aforementioned rail switching systems take advantage of the only space left in congested urban environments, i.e., the space above the streets and sidewalks/greenery. In order to relieve surface congestion we need to utilize some of this space without polluting the streets or air. The personal transportation rail system  100  contemplates taking advantage of open space without polluting, and minimizes the physical appearance while improving all traffic flow. 
     Most guideway stations  770  will be elevated approximately six feet above the main track, which requires fifteen feet clearance above the street. The present system contemplates that many department stores, business buildings, and major industrial buildings will be willing to have a personal transportation rail (PTR) guideway station  770  connected to the side of their building at the second floor. All PTR guideway stations  770  will require an elevator from ground level to the guideway station level. The frequency of use and size of each guideway station  770  will be determined by anticipated use, available temporary PTR vehicle storage at the guideway station  770 , etc. 
     Preferably all PTR traffic should be one-way on each side of a major through-way, maximizing esthetics, while reducing noise, and switching problems. However, two-way may be more economical. The present system minimizes the amount of horizontal space required for either one-way or two way-tracks, and for switching and guideway stations  770 . 
     The guideways that the PTR vehicles travel on will deliver electric power to the vehicles and collect the users&#39; costs and send the data to the PTR managing agency, which will send data to all of the users&#39; local power companies for collection. This concept has PTR vehicle storage/parking areas in many multilevel high rise facilities for compact overnight storage, maintenance and redistribution of vehicles. During working hours, they are distributed to areas with anticipated heavy needs. Other than maintenance crews, the anticipated needs will be established by special computer analysts. Each day/night, the vehicles will be pre-distributed as directed by the crews, ready for that day&#39;s traffic. Once established, the present PTR intermediate public transit system will become very popular, requiring one less family car/truck per household. 
     Roller-coaster technology is used in constructing low visibility guideways having the dual mode, i.e., the BiModal guideway disclosed in the aforementioned U.S. Pat. No. 7,788,000. The several types of vertical switches disclosed therein are incorporated herein. Tube type rails and supporting structures for PTR Tubular versions may be used for the rail portion of the bimodal guideway. 
     The two aforementioned switching systems (single-rail non-leveling, and multi-rail leveling) will be tested to determine which is most effective for the present PTR system. Both systems use vertical switches that require using wide gauge tracks and wheels. Switching is achieved by a separate set of tracks laid outside of, parallel to, and at the same level as the main line. 
     The basic single rail switch enables PTR vehicles  120  to separate from the main line by extending their driving wheels further out from the sides of the vehicle, engaging a second set of wider gauge parallel rails, and riding them up a ramp to the next level (the guideway station level.) It requires all four axles and wheels being extended further out of the sides of the PTR vehicle at a precise predetermined location on the main line, just prior to arriving at the switching position. These extended extra-wide wheels will ride on both the additional track and the main line at the same time, temporarily, at the same level and parallel to the main line. These four wheels are extra-wide, having cone shaped treads and a slightly smaller diameter at the center of each tread, similar to railroad wheel treads. The exit ramps and switching rails have a wider gauge than the width of the PTR vehicles, so that successive vehicles not exiting to a particular guideway station  770  will proceed between the switching and exit rails without having to reduce speed. 
     An exiting vehicle does not have to slow down from its standard speed to enter a ramp and drive up to the PTR guideway station  770 . In order to conserve horizontal space and speed up this processing of passengers, the present system contemplates a design with most guideway stations  770  elevated about six feet above the main line. This requires more energy going up, but that energy will be recouped coming back down, and it means more space for the public and temporary storage of six or seven empty and ready vehicles. The limited footprint also allows for more floor space inside the associated department store, business building, etc. An automated control system will keep track of the location of all vehicles at all times. This system will use substantially the same control system as disclosed in U.S. Pat. No. 7,788,000, where at every few feet of the track, there is a bar graph visible to the present PTR vehicle&#39;s receiver that establishes its precise location, movement, acceleration, speed, and other operational information as may be determined important to the operation of the system. All of this information is automatically transferred to the local PTR center controlling a district and all of its PTR vehicles. The PTR center redistributes the vehicles where needed when indicated by users/conditions and projected demands. 
     The second system (multi rail leveling switch) uses a third set of auxiliary rails and an additional cog, or high friction wheel at the end of the axles. This unique switching system allows vertical switching, while maintaining the horizontal position, (i.e., vehicle pitch) of the PTR pod while exiting or entering the system. During exit or re-entry into the system, the PTR pod&#39;s cog wheels extend out to catch the cog rail at the end of the pod that is furthest from the guideway station  770 . Pods exiting the system will engage the cog rail with the rear cog wheels, and pods re-entering the system will engage the cog rail with the front cog wheels. This switching reduces the horizontal platform area needed by permitting a steeper slope for the exiting/entering ramps. It also requires more power and a cog wheel/guideway or high traction wheel/ramp system for the third rail. If used throughout a PTR system, it can contribute to reducing turnaround time and reduced costs (less elevated horizontal space). Adding a third, switching rail reduces the exit and entry ramp length, thereby increasing the floor area of elevated PTR guideway stations  770 . 
     The PTR system can also allow for specially modified dual-mode, i.e., bimodal, Pods to operate on the system. These dual-mode Pods would enter at special street-level entry/exit stations. Moreover, by using common infrastructure, this PTR system could be combined with the bimodal guideway system for inter-urban transportation using the bimodal automotive vehicles such as disclosed in the Davis patent, U.S. Pat. No. 7,788,000. 
     Additionally, the pods can be suspended vertically from an overhead track as an alternative design to riding on top of the rails (see  FIG. 18 ), because some locations may prefer a suspension approach. As shown in  FIG. 18 , the vehicle is comprised of a bogey mechanism  1802  housing the rail engagement wheels. A cabin portion  1820  of the vehicle is suspended from the bogey mechanism  1802  via pod suspension member  1804 . The switching system and other aspects are the same as the system utilized with the non-suspended pod  120 . 
     It is to be understood that the present invention is not limited to the embodiments described above, but encompasses any and all embodiments within the scope of the following claims.