Vehicle towing apparatus switchably couplable to guideways

Abstract

Generally and not exclusively, there is disclosed a system and a method for towing (pushing or pulling) a roadway vehicle on a road by a towing apparatus. The towing apparatus is coupled to a roadway guideway displaced generally above a roadway surface. In an embodiment, the system includes an apparatus to couple a vehicle to the roadway guideway, a force generation unit to move the coupled vehicle along the roadway guideway, and a brake unit to decelerate the apparatus and a coupled vehicle. In an embodiment, the system includes a coupling unit to separately couple or not couple the vehicle to one of multiple roadway guideways. In an embodiment, the towing apparatus includes a capability to yaw the vehicle to a determined position by yawing the structure that engages the vehicle to the towing apparatus.

Description

RELATED APPLICATIONS

This patent application is a continuation-in-part of prior U.S. patent application Ser. No. 11/119,507 filed Apr. 30, 2005; to which priority is claimed; and which is herein incorporated by reference in its entirety.

TECHNICAL FIELD

This invention relates generally to vehicle transportation systems, and more particularly but not exclusively to a system for towing a roadway vehicle with a rotatably controlled vehicle engagement structure, on a road by a towing apparatus coupled to a roadway guideway.

BACKGROUND

The many attempts to modernize surface transportation for people, in systems both public and private, have brought along many interesting embodiments. The system and method described herein provide both a novel and a non-obvious way of addressing the generic corridor needs of today's vehicles, and establishes a standard for the future. In an embodiment, a common energy element of electricity is clean, and tending into “green” and cheap, which helps to defer both initial capital and operating expenses.

Embodiments follow principal criteria of reducing the usage of petroleum as a fuel, of improving lane capacity or throughput on roadways, and of providing panic-stop capability for minimizing injury including the effects of an earthquake. An embodiment may include affordable and maintainable hardware and software systems and components that are selectively redundant to enhance safety and reliability. Further, in an embodiment the speed, steering, and choice of exits are automatic within the limited freedom available from corridor dimensions, safety, and power.

The inventor hopes to continue the spirit of the Eisenhower Interstate Highway design near its fiftieth anniversary.

BRIEF SUMMARY OF THE INVENTION

In one illustrative aspect, and briefly stated, a system is provided that includes pocketed, dual, separable guideways positionable in reference to a roadway surface, such as above, beside or upon the roadway surface. Modules termed apparatus are physically coupleable to the guideways, such as being captive therein, and configured to run along the guideways. The modules are configured to select between physically coupling or not physically coupling to each guideway, and have a propelling device (such as a motor) capable of pulling or pushing the module and a coupled vehicle along the guideways. A module moreover includes a device to couple the module to a roadway vehicle, the device having a spanning structure to approximately span the distance between the module's head unit and a vehicle engagement structure, and terminated by a rotatable joint at each end.

In one illustrative aspect, and briefly stated, a method is provided for moving an apparatus along two physically coupled roadway guideways, the apparatus configurable to couple to a roadway vehicle. While the apparatus is at a position along the two roadway guideway, a step includes selecting between the apparatus moving along the first roadway guideway and the second roadway guideway. If the selection is to move along the first roadway guideway, configuring the apparatus to couple to the first roadway guideway if the apparatus was not already coupled to the first roadway guideway, and not couple to the second roadway guideway if the apparatus was not already not coupled to the second roadway guideway, at the position where the first roadway guideway and the second roadway guideway diverge. If the selection is to move along the second roadway guideway, configuring the apparatus to couple to the second roadway guideway if the apparatus was not already coupled to the second roadway guideway, and not couple to the first roadway guideway if the apparatus was not already not coupled to the second roadway guideway, at the position where the first section and the second section diverge.

BRIEF DESCRIPTION OF THE FIGURES

Non-limiting and non-exhaustive embodiments are described with reference to the following figures, wherein like reference numerals refer to like parts throughout the various views unless otherwise specified. With regard to described methods, the order of description should not be construed to imply that these operations are necessarily order dependent.

FIG. 1 portrays a side view diagram of an embodiment of a vehicle transportation system comprising a roadway guideway and an apparatus for coupling the roadway guideway to a vehicle and powering the apparatus and vehicle.

FIG. 2 portrays an embodiment of the apparatus, wherein the vehicle coupling structure is positioned in a laterally available trailering position.

FIG. 3 portrays a top view diagram of an embodiment of a roadway guideway and a coupled apparatus having coupling components for coupling the roadway guideway to a vehicle.

FIG. 4 portrays a rear view diagram of an embodiment of two roadway guideways and an embodiment of an apparatus for coupling the roadway guideways to a vehicle.

FIG. 5 portrays a top view diagram of an embodiment of the roadway guideways portrayed in FIG. 4.

FIG. 6, portrays a rear view diagram of an embodiment of two roadway guideways and a coupled apparatus for coupling the roadway guideways to a vehicle, the guideway and/or apparatus configured so the apparatus is constrained to have limited potential to pitch, yaw, and/or ascend within the guideways.

FIG. 7 portrays a rear view diagram of another embodiment of two roadway guideways and an apparatus for coupling the roadway guideway to a vehicle.

FIG. 8 portrays a top view diagram of an embodiment of a roadway and an intersecting alternative vehicle route, the route illustratively configured as a roadway exit or entry ramp, and an embodiment of two roadway guideways disposed along the roadways.

FIG. 9 portrays a rear view diagram of illustrative alternate or successive positions of an embodiment of a roadway guideway relative to a vehicle roadway, and an illustrative member to approximately span the distance from a head unit to the roadway vehicle.

FIG. 10 portrays a top-side view diagram of an embodiment of the vehicle transportation system including an embodiment of a coupled programmed computer.

FIGS. 11A and 11B portray a flow chart of an embodiment of a method of an apparatus moving along a roadway guideways, and switching between coupling to, and decoupling from, the guideways so that the apparatus follows a selected guideway and roadway of the roadway guideway.

FIG. 12 portrays an embodiment of a vehicle engagement structure yawing system of a vehicle transportation system, the vehicle transportation system including an apparatus for coupling a roadway guideway to a vehicle.

FIG. 13 portrays a top view of an embodiment of a vehicle engagement mechanism.

FIG. 14 portrays a side view of an embodiment of the gripping surface unit of a vehicle engagement mechanism.

FIG. 15 portrays a section top view of an embodiment of a vehicle hitching device.

DETAILED DESCRIPTION

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the invention. Some structures, elements, methods, actions, and/or other details may not be described in order to avoid obscuring the invention. Moreover, although specific embodiments are described herein, it will be appreciated that each of these embodiments is illustrative, and that a wide variety of alternate and/or equivalent structures, elements, methods, actions, and/or embodiments may be substituted for the specific structures, elements, methods, actions, and/or embodiments shown and described, without departing from the invention.

Turning now to FIG. 1, there is portrayed an embodiment of a vehicle transportation system 100. The vehicle transportation system 100 includes an apparatus (or module) 120. The apparatus 120 is configured in an embodiment to couple a roadway guideway 150 to an illustrative roadway vehicle 180. In embodiments, a roadway vehicle 180 may illustratively be embodied as an automobile, a bus, a van, a truck, a tram, and other conveyances including those specially configured to take advantage of this disclosure. The apparatus 120 is configured in an embodiment to generate a force to move the apparatus 120 along the coupled roadway guideway 150 and the coupled roadway vehicle 180 along a roadway 190 on which the roadway guideway 150 is operationally positioned, as the apparatus 120 moves along the roadway guideway 150. The moving may in embodiments be by pushing or pulling, and may be termed towing. The selectable positioning of a roadway guideway 150 relative to a roadway 190 is additionally described with reference to FIG. 9.

The apparatus 120 is illustratively portrayed here as being coupled to both the roadway guideway 150, and to the roadway vehicle 180. The roadway vehicle 180 is portrayed as being positioned on the roadway 190. In an embodiment, the usual roadway vehicle 180 may have turning wheels 181 to turn about an approximate vertical axis (in addition to rolling), facilitating the roadway vehicle 180 in yawing when the roadway vehicle 180 is under tow by the apparatus 120 and is subject to a bi-directional controllable yawing force imposed by the apparatus 120. Illustrative turning movements may include being turned around roadway curves, and having a course altered within a roadway lane.

The apparatus 120 is configured to impart the towing, which may be a pushing or a pulling force, to a coupled roadway vehicle 180, as the apparatus 120 moves along the roadway guideway 150, whereby the roadway vehicle 180 is towed along the roadway guideway 150 and along the roadway 190. The towing force (which term may include moments), may include a longitudinal force, and/or a yawing (steering) force relative to the roadway vehicle 180. In an embodiment, the apparatus 120 is configured to impart a braking force moment to a coupled roadway vehicle 180 as the apparatus 120 decelerates in its movement along the roadway guideway 150. The apparatus 120 is configured to withstand the towing force, to withstand the braking force that it imparts to the coupled vehicle 180, and to withstand the response of the coupled vehicle 180 to the imparted towing force and braking (or deceleration) force.

The portrayed apparatus 120 includes a head unit 126. The head unit 126 includes in an embodiment those components of the apparatus 120 that interact with the roadway guideway 150. In an embodiment, the head unit 126 includes the structure of the apparatus 120 that are operative to couple the apparatus 120 to the roadway guideway, termed herein a guideway coupling structure (not shown). In an embodiment not explicitly portrayed in FIG. 1 but illustratively portrayed in FIGS. 4, 5, 6, and 7, the guideway coupling structure is configurable to concurrently physically couple the apparatus to two roadway guideways illustratively termed a first roadway guideway and a second roadway guideway. The guideway coupling structure is configurable to physically couple the apparatus 120 to multiple roadway guideways at the same time, illustratively two roadway guideways when the two roadway guideways are in a defined position relative to one another, a defined position meaning herein a range of relative positions such that an apparatus configured to physically couple to both guideways can physically couple to the guideways in the relative positions (at the same time.). The guideway coupling structure is configured to concurrently move along each of the two roadway guideways when the guideway coupling structure physically couples the apparatus to the two roadway guideways. The guideway coupling structure is configured to switchably physically couple to the first roadway guideway and not physically couple to (decouple from) the second roadway guideway, and this is configured to move along the first roadway guideway. The guideway coupling structure is configured to switchably physically couple to the second roadway guideway and not physically couple to (decouple from) the first roadway guideway, and thus is configured to move along the second roadway guideway. Thus, when the first roadway guideway and the second roadway guideway diverge from the defined position relative to one another, the guideway coupling structure is configured to switchably physically couple to the first or alternatively the second roadway guideway, and move along the coupled to roadway guideway. As used herein, to physically couple with respect to a roadway guideway is to mean to constrain within a prescribed approximate lateral position with respect to the roadway guideway, and to permit or assert for movement longitudinally along the roadway guideway. And similarly, as used herein, to be physically coupled with respect to a roadway guideway means to be approximately constrained within a prescribed approximate lateral position with respect to the roadway guideway, and to be able to move longitudinally along the roadway guideway.

In an embodiment, the head unit 126 includes the structures of the apparatus 120 that are configured to apply a propulsive force against the roadway guideway 150 to move that apparatus 120 along the roadway guideway 150. These structures are termed herein a force generation unit (not shown) or in embodiments a propelling device (not shown). In an embodiment, the head unit 126 includes a braking system (not shown) configured to apply a force to retard the motion of the head unit 126 along the roadway guideway 150. In an embodiment, the braking system includes pinch brakes configured to apply a frictional force to a surface of the roadway guideway 150. Exemplary embodiments of the guideway coupling structure are shown and further described presently with reference to FIGS. 3, 4, 7, 8, and 11A and 11B. As described presently, the guideway coupling structure is also operative to switch the apparatus along alternative paths by selectively coupling to one of two guideways and can also be termed switching components, and/or as path selection components. An embodiment of the force generation unit is shown and further described with reference to, FIGS. 3, 5, and 7. The force generation unit is configured to generate a force to move the apparatus 120 along the coupled roadway guideway 150, and to move the coupled roadway vehicle 180 along in the general or approximate direction of the apparatus 120 along the roadway guideway 150. The force to move the apparatus 120 along the coupled roadway guideway 150 may be termed herein a first force. The force to move the coupled roadway vehicle 180 over a roadway may be termed herein a second force. In an embodiment, the force generation unit may have two or more speed ratios (or gear ratios) to enable various system speeds and to improve acceleration and hill climbing.

The portrayed apparatus 120 includes a vehicle coupling structure 128. In an embodiment, the vehicle coupling structure 128 is configured to physically couple the head unit 126 to the roadway vehicle 180; to transmit to, and exert upon, the coupled roadway vehicle 180 the second force from the apparatus 120; and to transmit to, and apply, a braking force to the coupled roadway vehicle 180. In an embodiment, the head unit 126 includes a vehicle coupling structure positioning unit (not shown) to position the angular orientation of the vehicle coupling structure 128 (described below) relative to the head unit 126 and/or the roadway guideway 150. The vehicle coupling structure 128 may include a force actuating unit such as an electric motor, or an hydraulic motor, that is configured to rotate the vehicle coupling structure 128 to selected angular positions. In an embodiment, the vehicle coupling structure positioning unit is configured to rotate the vehicle coupling structure about an approximate vertical axis to a prescribed trailing (or yawing) angle relative to the head unit 126, to cause a predetermined trailing angle when towing (pulling or pushing) a coupled vehicle 180, and a lateral offset of the coupled vehicle 180. In an embodiment, the vehicle coupling structure positioning unit is configured to rotate the vehicle coupling structure about a vertical axis to a prescribed angular relative to the head unit 126, such as to operationally deploy the vehicle coupling structure 128 in a position when an apparatus 120 is not engaged in coupling to a roadway vehicle 180.

In an embodiment, the vehicle coupling structure 128 includes a vehicle engagement structure 130. The vehicle engagement structure 130 is configured to engage (or physically couple to) the roadway vehicle 180, or alternatively to engage (or physically couple to) a vehicle attached fastening structure 131 attached to the roadway vehicle 180, to physically couple the apparatus 120 to the roadway vehicle 180. In an embodiment, the vehicle coupling structure 128 is configured to removably engage, or to removably physically couple to, the roadway vehicle 180, or to the vehicle attached fastening structure 131 attached to the roadway vehicle 180; and in an embodiment to removably engage or to removably physically couple to the apparatus 120 with a breakaway force. In the portrayed embodiment, the vehicle engagement structure 130 is to couple to the vehicle 180 from the front end of the vehicle 180. In an embodiment, the vehicle coupling structure 128 is configured to couple to the vehicle 180 approximately symmetrically about the longitudinal geometric centerline and/or the longitudinal center of gravity of the vehicle 180, such as by having forks disposed symmetrically about the centerline in the coupled position. Moreover, in an embodiment the vehicle coupling structure 128 comprises a link member 132 embodied illustratively as a strut (or a link) and in an embodiment termed a spanning structure, configured to approximately span the distance between the head unit 126 of the apparatus 120 and the vehicle engagement structure 130 and the structure 131, to connect to the roadway vehicle 180. In an embodiment, the member 132 is further configured to articulate, and/or to telescope, so as to adjust its angle relative to the head unit 126 of the apparatus 120 and/or the roadway vehicle 180, and to adjust its reach. The member 132 is operative to adjust its angle and its reach to accommodate coupling the head unit 126 to the roadway vehicle 180 for multiple dispositions of the roadway vehicle 180 to the roadway guideway 150 relative to the roadway vehicle 180.

In an embodiment, the vehicle coupling structure 128 includes a joint 136 coupled between the member 132 and the head unit 126, operative to enable the member 132 to be pivotable in prescribed axes of rotation and ranges of rotation with respect to the coupled head unit 126, which may be termed head steering. Further, in an embodiment the vehicle coupling structure 128 includes a joint 138 coupled between the link member 132 and the engagement structure 130/vehicle 180 to enable the member 132 to be pivotable in prescribed axes of rotation and ranges with respect to the coupled engagement structure 130, and/or vehicle 180, which may be termed foot steering. Thus, the joints 136 138 terminate the spanning structure 132 at approximately each end of the spanning structure 132. The joint 138 may reduce or prevent yawing effects or motions from the roadway vehicle 180 being applied to the head unit 126. In an embodiment, the joint 138 is elastic with respect to rolling about a longitudinal axis of a coupled vehicle, such that the joint may roll momentarily in response to a torque about an axis that may be approximately aligned with lengthwise axis of a coupled vehicle, and then approximately return to longitudinal alignment. Moreover, in an embodiment the joint 138 is elastic with respect to yawing about an axis that may be approximately vertical when the apparatus 120 is coupled to a vehicle, such that the joint may yaw momentarily in response to a torque about the vertical axis, and then approximately return to lateral alignment. The joint 138 connects the member 132 to the foot 139 of the apparatus 120. Here, the foot 139 includes the vehicle engagement structure 130 and the shoe 140, described subsequently in detail.

The vehicle engagement structure 130 includes a fastening device 135 or hitch, to mechanically couple the vehicle engagement structure 130, and therefore the apparatus 120, to a roadway vehicle 180 or to a fastening structure 131 attached to the roadway vehicle 180.

The fastening device 135 is termed herein the vehicle engagement mechanism 135. The fastening structure 131 is termed herein the vehicle hitching device 131. The vehicle engagement mechanism 135 and the vehicle hitching device 131 are configured to couple to one another, whereby the apparatus 120 can couple to a roadway vehicle 180.

Referring to FIG. 13, there is shown a top view of an embodiment of the vehicle engagement mechanism 135. The vehicle engagement mechanism 135 is connected to the foot 139 through the vehicle engagement structure 130 by two pivoting units 1310 1320 termed herein vehicle engagement beams 1310 1320. The vehicle engagement beams 1310 1320 are positioned at the vehicle engagement structure 130 forward and downward of the vehicle hitching device 131, and are configured to pivot around a lateral axis upward and downward, so to position the elements of the vehicle engagement structure 130 that engage the vehicle engagement mechanism 135 from below, clearing the vehicle bumper assembly and other vehicle front end apparatus to attach to a vehicle hitching device 131 mounted, in the embodiment, under a vehicle 180. The vehicle engagement beams 1310 1320, as well as the other units of the vehicle engagement structure 130, are subject to the braking, pushing, pulling, up, down, and torquing forces transmitted from the head unit 126 and other parts of the apparatus 120, the shoe 140, and a roadway vehicle and resulting from moving along a guideway and on a roadway. The vehicle engagement beams 1310 1320, and the other units of the vehicle engagement structure 130, are configured with materials and mechanisms configured to withstand these forces and enable straight forward release. Each beam 1310 or 1320 is disposed in an approximately fixed lateral position with respect to the other beam 1310 or 1320. The vehicle engagement beams 1310 1320 are laterally spaced apart from one another to retard independent yaw motion of an engaged vehicle, about the attached gripping surface 1330 (to be described) configured to contact and engage a vehicle hitching device 131, and laterally spaced apart from one another to accommodate what is termed a pulling wedge set unit 1340 (to be described) of the vehicle engagement mechanism 130. Each beam 1310 1320 has positioned at its distal end one of two gripping surface units 1330. Each gripping surface unit 1330 is configured and shaped to accommodate and grip in engagement a complementary surface of the vehicle hitching device 131 formed at the distal end of the vehicle hitching device and forming a wedge bar as will be described with reference to FIGS. 14 and 15.

Referring now to FIG. 14, an arm 1310 is attached to a gripping surface unit 1330 of the vehicle engagement structure 130. The gripping surface unit 1330 has a fore and aft shaped mouth surfaces 1401 1402 positioned at an angle relative to one another, and shaped to mate with and grasp a complementary shaped wedge bar surfaces 1403 1404 of a wedge bar 1405, of a to-be-engaged vehicle hitching device 131. In an embodiment, the gripping surface unit surfaces 1401 1402 and the wedge bar surfaces 1403 1404 are sweptback and have a belled shape, so that a gripping surface unit 1330 in engagement self-aligns with the wedge bar surfaces 1403 1404. In engagement, the gripping surface unit surfaces 1401 1402 are to grasp tightly as a stiff joint. The tight grip should minimize vehicle front end pitching during braking motion and increase stability of an engaged moving vehicle-apparatus by encouraging the shoe assembly 140 (discussed subsequently in reference to FIG. 1), of the foot 139 into heavier than otherwise road contact.

Returning to FIG. 13, the vehicle engagement structure 130 includes the pulling wedge set unit 1340. The pulling wedge set unit 1340 is configured to position vehicle engagement structure wedges 1351 of the pulling wedge set unit 1340 (and therefore the apparatus 120) into accommodating sockets of the vehicle engagement structure 130. The vehicle engagement structure 130 includes a wedge positioning device 1352. The wedge positioning device 1352 is configured to translate the vehicle engagement structure wedges 1351 laterally into the sockets. In an embodiment, the wedge positioning device 1352 is configured as a scissor jack 1352 powered by a motor (not shown), The motor is configured to rotate the threaded rod 1354 of the scissor jack 1352. The rotating threaded rod 1354 is configured to pull the link 1355 either outward and inward when rotating in one direction or another. In pulling the link 1355 inward, the scissor laterally expands, and the links 1356 1357 each advance laterally away from the rod 1354, and towards a socket of the vehicle hitching device 131. Each socket is attached to an assembly of the vehicle hitching device 131 (see FIG. 15), that includes the set of gripping surface unit surfaces 1401 1402 at an approximate distal end of the vehicle hitching device 131, as described with reference to FIG. 15. In pulling the link 1355 outward, the scissor laterally contracts, and the links 1356 1357 each shorten laterally towards from the rod 1354, and away from a socket of the vehicle engagement structure 130. The vehicle engagement structure wedges 1351 is configured as a wedge shaped bar attached to each of the links 1356 1357. In an embodiment, the vehicle engagement structure wedges 1351 is configured as a bar having a wedge shaped distal end.

As the scissor 1352 expands, each vehicle engagement structure wedge 1351 is advanced laterally toward an assembly of the vehicle hitching device 131, and eventually into, a corresponding socket of the vehicle hitching device 131. As the scissor 1352 contracts, each vehicle engagement structure wedge 1351 is withdrawn out of, and then away from a corresponding socket. In operation, when the vehicle engagement structure wedges 1351 are deployed away from the rod, and toward the assemblies of the vehicle hitching device 131, one vehicle engagement structure wedge 1351 may contact an assembly or a socket of the vehicle hitching device 131 before the other vehicle engagement structure wedge 1351 contacts an assembly or a socket of the vehicle hitching device 131. In these circumstances, the pulling wedge set unit 1340 and vehicle engagement structure 130 will center in the vehicle hitching device 131 between the sockets thereof. The vehicle engagement structure wedge 1351 and corresponding socket are configured such that when the wedge positioning device 1352 actuates the vehicle engagement structure wedge 1351 approximately laterally into the sockets in the cavities in the vehicle hitching device 131, the fit is configured to be tight to address pulling, turning, road bumps, and wear of components, and promote contact and sealing of electrical and plumbing connections. In an embodiment, the apparatus has multiple vehicle engagement structure wedges 1351 configured to translate laterally into a socket, each wedge shaped distal end and socket forming a conjugate pair.

Referring to FIG. 15, the vehicle hitching device 131 is configured to couple a vehicle to a vehicle engagement structure 130. In an embodiment, the vehicle hitching device 131 has a standard design, and in attached to a vehicle by means of a vehicle specific assembly that has a vehicle specific attachment to a vehicle, and a standardized attachment to the vehicle hitching device 131. The inventor prefers that the vehicle specific assembly be strong to withstand horizontal deceleration by conveying loads toward the lateral ends where loads may be reacted by bolts at/near sub-frame ends. The vehicle specific assembly may include doublers—localized areas of extra reinforcement to provide stiffness or strength adequate to resist deceleration loads expected from braking and for fastening or other abrupt load transfers—, steel channels, and multiple fasteners to form a strong attachment that distributes forces to the vehicle. The vehicle hitching device is attached to the bracket in a proximal region 1502.

The vehicle hitching device 131 distal region includes two assemblies having beams 1503, each beam 1503 termed herein a vehicle hitching device beam 1503. Each vehicle hitching device beam 1503 is arranged laterally on the vehicle hitching device 131, and has distal placed wedge bar surfaces spaced at approximately the same distance as the gripping surface unit 1330 of the vehicle engagement structure 130. In engagement of the vehicle hitching device 131 with the vehicle engagement structure 130, each vehicle hitching device beam 1503 is opposed to a gripping surface unit 1330. Each vehicle hitching device beam 1503 is configured for coupling to an opposed gripping surface unit 1330. Each attachment surface includes a wedge bar 1405 having wedge bar surfaces 1403 1404. As described with reference to FIG. 13, the gripping surface unit surfaces 1401 1402 and the wedge bar surfaces 1403 1404 are sweptback and have a belled shape, so that a gripping surface unit 1330 in engagement self-aligns with the wedge bar surfaces 1403 1404. Each vehicle hitching assembly 1503 moreover includes a socket 1510 configured to tightly accommodate an engaged wedge shaped bar 1358 of the vehicle engagement structure 130. Each socket 1510 has a lateral inward facing socket positioned along its length. Each socket 1510 is opposed to a wedge shaped distal end of a vehicle engagement structure wedge in a predetermined in-extension position. The socket shape corresponds to the wedge shape of the vehicle engagement wedge structure 1351, so that an extended wedge bar securely engages an opposed socket.

Referring again to FIG. 1, in an embodiment, the joint 136 and/or the joint 138 are gimbaled structures, and in an embodiment, the joint 136 and/or the joint 138 compose a system of trunnions that are operative to pivot in prescribed axes of rotation and ranges. In an embodiment, the joint 136 and/or the joint 138 mate with yokes positioned at either end of the member 132.

In an embodiment, the member 132 and/or the engagement structure 130 include an engagement structure positioning unit (not shown) to position the angular orientation of the engagement structure 130 relative to the member 132 and/or the vehicle 180, by positioning the joint 138.

In an embodiment, the vehicle coupling structure 128 includes a data connection 133 to transmit data to a coupled programmed computer (FIG. 8) from a user interface of the vehicle 180, and/or to transmit data from a coupled programmed computer (FIG. 8) to a user interface of the vehicle 180.

In an embodiment, the vehicle coupling structure 128 includes an electric conductor 134 to transmit electric power to a coupled roadway vehicle 180. In an embodiment, the voltage is to be maintained at a level that can be tolerated by humans, so that high electric power is approximately caused by a corresponding high electric current transmittable through the conductor 134, and a tolerable voltage. The conductor 134 is configured to transmit this current, and in an embodiment to transmit current bi-directionally.

In an embodiment, the apparatus 120 is configured of adequate strength and structural rigidity to withstand the braking and the acceleration forces that the head unit 126 and the engaged vehicle 180 impose upon the apparatus 120. In particular, the member 132 is of sufficient torsional stiffness/compliance to operate correctly to withstand and/or to compensate for the roll-yaw coupling with the vehicle 180, and to compensate for vehicle 180 list up during a towing operation.

In an embodiment, the apparatus 120 includes a system not shown portrayed in FIG. 1, but shown in FIG. 12, and termed herein the vehicle engagement structure yawing system.

The vehicle engagement structure yawing system is configured to approximately yaw a vehicle engagement structure to a determined rotational position. In a configuration in which the vehicle engagement structure is coupled to a vehicle, the vehicle engagement structure yawing system is configured to approximately yaw the engaged vehicle to a determined rotational position. In embodiments in which the vehicle coupling structure comprises multiple joints, the vehicle engagement structure yawing system is configured to approximately yaw the vehicle engagement structure (and an engaged vehicle) by approximately rotating about at least one of the joints to determined rotational positions through which the vehicle engagement structure is controllably yawed (or rotated) to approximately a determined angle (or rotational position). In embodiments in which each of the at least one joints can rotate independently, the vehicle engagement yawing system is configured to rotate about each of the joints to approximately a determined rotational position.

In the embodiments portrayed in FIG. 1, the vehicle engagement structure yawing system is configured to approximately yaw the vehicle engagement structure by approximately yawing the member 132 of the vehicle engagement structure 130 about the joint 136 to a determined angle, through which the vehicle engagement structure 130 is yawed to a determined angle (or rotational position).

With specific illustrative reference to the embodiment portrayed in FIG. 1, in which the vehicle engagement structure 128 consists of two joints; in an embodiment termed embodiment A, the vehicle engagement structure yawing system is configured to yaw the engagement structure 130 by approximately rotating the member 132 about an approximate vertical axis about the joint 136 to a determined rotational position about the joint 136. And in an embodiment termed embodiment B, the vehicle engagement structure yawing system is configured to yaw the engagement structure 130 by approximately rotating the vehicle engagement structure 130 about an approximate vertical axis about the joint 138 to a determined rotational position about the joint 138. And in an embodiment termed embodiment C, the vehicle engagement structure yawing system is configured to yaw the engagement structure 130 by approximately rotating the vehicle engagement structure 130 about an approximate vertical axis about the joint 138 to a determined rotational position about the joint 138, and approximately rotating the member 132 about an approximate vertical axis about the joint 136 to a determined rotational position about the joint 136.

In operation, the vehicle engagement structure may rotate and counter-rotate, and make corrections at joint 136 and/or joint 138 (depending upon which of the embodiments A, B, or C is implemented or active), to maintain the orientation of the vehicle engagement structure 130 and an engaged vehicle. The vehicle engagement structure yawing system is configured to generally rotate the member 132 in one direction and counter-rotate the structure 130 to restore trail of an engaged vehicle. The vehicle engagement structure yawing system is configured to alter the orientation of the structure 130 and the structure 132, to for instance crab an engaged vehicle into a turn. Functionally, this may improve the tracking of the vehicle to minimize the yaw increase.

In an embodiment, the vehicle engagement structure yawing system includes a force generation unit, such as electrical, magnetic, or hydraulic motors or actuators, configured to approximately rotate the member 132 about the joint 136, and/or to approximately rotate the vehicle engagement structure 130 about the joint 138 (depending upon which of the embodiments A, B, or C is implemented or active). In an embodiment, the vehicle engagement structure yawing system includes a sensing unit, such as feedback sensor circuitry, configured to generate a signal indicating the rotational position of the member 132 about the joint 136 and/or a signal indicating the rotational position of the vehicle engagement structure 130 about the joint 138 (depending upon which of the embodiments A, B, or C is implemented or active). In an embodiment, the vehicle engagement structure yawing system includes circuitry configured to activate the force generation unit motors based on the signal. In an embodiment, the vehicle engagement structure yawing system includes a braking unit configured to maintain a rotational position of the member 132 about the joint 136, and/or the rotational position of the vehicle engagement structure 130 about the joint 138, or to release and permit free rotation into a natural trail.

FIG. 12 portrays an embodiment of the vehicle engagement structure yawing system 1200. Throughout the description referencing FIG. 12, the term “the joint 136 and/or the joint 138,” and variants thereof, are understood to mean the joint 136 and/or the joint 138 depending upon which of the embodiments A, B, or C is implemented or active. Referring now to FIG. 12, the portrayed vehicle engagement structure yawing system 1200 includes a unit termed herein the sensing unit 1210. In implementations, the sensing unit 1210 is configured to sense the horizontal rotational position of the joint 136 and/or the joint 138, to sense the horizontal rotational velocity of the joint 136 and/or the joint 138, or to sense the horizontal rotational acceleration of the joint 136 and/or the joint 138. In an implementation in which the rotational velocity is sensed, the sensing unit 1210 is configured to determine the horizontal rotational position based on the sensed rotational velocity. In an implementation in which the rotational acceleration is sensed, the sensing unit 1210 is configured to determine the horizontal rotational position based on the sensed rotational acceleration. The sensing unit 1210 is additionally configured to generate a signal indicative of the sensed or determined horizontal rotational position of the joint 136 and/or the joint 138.

The portrayed vehicle engagement structure yawing system 1200 includes a circuit termed herein the rotational position determining unit 1220. The rotational position determining unit 1220 is configured to determine a desired rotational position of the member 132 about the approximate vertical axis through the joint 136 and/or a desired rotational position of the vehicle engagement structure 130 about the approximate vertical axis through the joint 138. The rotational position determining unit 1220 is additionally configured to generate a signal indicative of the determined desired rotational position of the joint 136 and/or of the joint 138. In an embodiment, the determined desired rotational position is generated by execution of an algorithm that depends at least in part upon the position of the angular position of the vehicle 180, and/or the position of the vehicle 180 on the roadway 190.

The sensing unit 1210, and the rotational position determining unit 1220 each couple to a unit 1230, such that in operation of the sensing unit 1210 the signal indicative of the horizontal rotational position of the joint 136 (and/or the joint 138) is provided to the unit 1230; and in operation of the rotational position determining unit 1220 the signal indicative of the determined desired horizontal rotational position of the joint 136 (and/or of the joint 138) is provided to the unit 1230. The unit 1230 is termed herein the force generation control unit 1230. The force generation control unit 1230 is configured to generate a signal indicating the extent to which the force generation unit 1260 is to rotate the joint 136 (and/or the joint 138). The force generation control unit 1230 is configured to generate the signal based on the horizontal rotational position of the joint 136 (and/or the joint 138) as well as the determined desired horizontal rotational position of the joint 136 (and/or of the joint 138).

In an embodiment, the force generation control unit 1230 is configured to compare the position of the joint 136 to the position to which the joint 136 is to be disposed (and/or the position of the joint 138 to the position to which the joint 138 is to be disposed), and to generate a signal to indicate to the force generation unit 1260 rotating the joint 136 (and/or the joint 138), based on the comparison.

In an embodiment, the force generation control unit 1230 is configured to determine the difference between the position of the joint 136 and the position to which the joint 136 is to be disposed (and/or the position of the joint 138 and the position to which the joint 138 is to be disposed), and to generate a signal to the force generation unit 1260 indicating the speed and direction to rotate the joint 136 (and/or the joint 138), based on the determined distance.

In one such an embodiment, a greater difference between the position of the joint 136 and the position to which the joint 136 is to be disposed (and/or the greater the difference between the position of the joint 138 and the position to which the joint 138 is to be disposed), indicates a greater speed in rotating the joint 136 (and/or the joint 138). In an embodiment, the force generation control unit 1230 is configured to indicate that the force generation unit 1260 is to rotate the joint 136 (and/or the joint 138) by supplying a voltage to the force generation unit 1260 for powering the force generation unit electric motors to rotate the joint 136 (and/or the joint 138), the magnitude of the voltage indicating the approximate rotational speed of the motors and the voltage sense indicating the indicated rotational direction of the motors. In such an embodiment, the force generation control unit 1230 may include amplification circuitry to generate the voltage, and/or may include a dual sum junction from which amplification is developed to correct the angular positions of the joints 136 and/or 138. In an embodiment, the force generation control unit 1230 is configured to generate a signal indicating whether or not to rotate the joint 136 (and/or the joint 138) as well as the rotational direction in which to rotate the joint 136 (and/or the 138).

The portrayed vehicle engagement structure yawing system 1200 includes the force generation unit 1260. The force generation unit 1260 includes actuating mechanisms to horizontally rotate structures coupled to the joint 136 (and/or the joint 138) about respectively the joint 136 (and/or the joint 138). In an embodiment, the actuating mechanisms include a motor 1240 to approximately horizontally rotate the coupled member 132 about the joint 136 (and/or a motor 1250 to approximately horizontally rotate the vehicle engagement structure 130 about joint 138). In an implementation, at least one of the motors 1240 1250 is an electric motor, and in an implementation, at least one of the motors 1240 1250 is an hydraulic actuator. In an embodiment, the force generation unit 1260 is configured to respond to the signal generated by the force generation control unit 1230 by rotating the joint 136 (and/or the joint 138). In an implementation, the force generation unit 1260 is configured to respond to a signal generated by the force generation control unit 1230 indicating whether or not to rotate the joint 136 (and/or the joint 138), as well as the rotational direction in which to rotate the joint 136 (and/or the joint 138), by rotating the joint 136 (and/or the joint 138) in the indicated direction if the signal indicates that the joint 136 (and/or the joint 138) is to be rotated. In an implementation, the force generation unit 1260 is configured to respond to a signal generated by the force generation control unit 1230 indicating the speed and the direction to rotate the joints 136 (and/or the joint 138) by rotating the joint 136 (and/or the joint 138) the indicated speed and direction if the signal indicates that the joint 136 (and/or the joint 138) is to be rotated.

In an embodiment, at least one of the joints 136 138 comprises a gimbal mechanism, such as trunnions as described above with reference to FIG. 1. The trunnions are each operative to pivot in prescribed axes of rotation. The force generation unit 1260 actuating mechanisms are configured to pivot each trunnion as necessary, such that they rotate about the approximate vertical axis of the joint 136 and/or the joint 138, to effect the approximate horizontal rotation about the respective joint 136 and/or the joint 138. The two trunnion joints 136 138 operating at the ends of a coupling strut maintain fixed parallelism between the trunnions. The member 132 will hold the two trunnion-pin axes, the upper joint 136 and the lowerjoint 138 fixed and approximately parallel (except generally for the small strains imposed by local forces and moments), the plane formed by the axes termed the trunnion plane.

In an embodiment, the illustrative vehicle engagement structure yawing system 1200 includes a braking unit 1280. The braking unit 1280 is configured to fix (or clamp) the rotational position of the member 132 about the joint 136 (and/or the rotational position of the vehicle engagement structure 130 about the joint 138), to maintain a rotational position about the joint 136 and/or about the joint 138. In the implementation in which the braking unit 1280 is configured to fix the rotational position of both the member 132 about the joint 136 and the vehicle engagement structure 130 about the joint 138 the braking unit 1280 may be configured as a dual braking unit. In an embodiment, the braking unit 1280 is functionally coupled to the force generation control unit 1230. In the embodiment, the braking unit 1280 is configured to receive a signal from the force generation control unit 1230 indicating that the braking unit 1280 is to break the rotational position of the joint 136 and/or the joint 138, and is configured to clamp the position of the joint 136 and/or the joint 138 in response to the signal. In this embodiment, the force generation control unit 1230 (or some other structure of the vehicle engagement structure yawing system 1200 is configured to generate the signal. In an embodiment, the force generation control unit 1230 is configured to generate the signal based at least in part on the indicated values of the signal indicating the desired rotational position of the joint 136 (and/or 138) and the signal indicating the actual rotational position of the joint 136 (and/or 138).

In operation, the rotational position determining unit 1220 determines a desired rotational position of the joints 136 and/or 138, and generates a signal indicating the determined desired rotational position of the joint 136 (and/or 138). The sensing unit 1210 determines the actual rotational position of the joints 136 (and/or 138), and generates a signal indicating the determined actual rotational position of the joints 136 (and/or 138). The signal indicating the desired rotational position of the joints 136 (and/or 138), and the signal indicating the actual rotational position of the joints 136 (and/or 138), are each input to the force generation control unit 1230. The force generation control unit 1230 determines the amount of rotation of the joint 136 (and/or the joint 138), or whether the joint 136 (and/or the joint 138) should be rotated, based at least in part on both the indicated values of the signal indicating the desired rotational position of the joint 136 (and/or 138) and the signal indicating the actual rotational position of the joint 136 (and/or 138). The force generation control unit 1230 generates a signal indicating that the joint 136 (and/or the joint 138) is to rotate, as described above with reference to the force generation control unit 1230. The force generation unit 1260 responds to the signal generated by the force generation control unit 1230 that indicates that the joint 136 (and/or the joint 138) is to rotate, by actuating the joints 136 (and/or 138) to rotate in accordance with the signal indicating that the joint 136 and/or the joint 138 is to rotate.

Referring now to both FIG. 1 and FIG. 12, either end of the vehicle coupling structure 128 can be steered, and this steerability constitutes a capability for maneuvering an engaged vehicle along a route, such as within a lane. Steering the lower end of the vehicle coupling structure 128 by rotating about the joint 138 is useful in turns on slick roads, or in conditions in which vehicle tracking is not dependable. Steering at the lower end may re-stabilize an engaged vehicle 180 in response to a swerve or a cross wind. The vehicle engagement structure yawing system 1200 is operative to assert a couple forcing a moving (rolling) vehicle to change heading, for restoring a commanded path. The upper and lower joints 136 and 138 are functionally similar. Either upper joint 136 or lower joint 138 may be operated with the horizontal planes formed by the joints 136 and 138 free or braked (clamped). If the upper brake is applied (clamped), the upper end joint fixes the lower end location in a lane. If the upper end is free and the lower brake is applied (clamped), the vehicle 180 may ordinarily move to some lane position in which tracking can occur. If the road is slick, the lower end may tend to hold or release the vehicle depending on the fact that the upper end is clamped. However, if the vehicle is approaching a lane edge, the computing elements may correct the path by correcting the lower end and the upper end as required to orient the vehicle safety within the lane. Either end may be steered, constituting a capability for maneuvering an engaged vehicle in a lane. Steering the lower end joint is useful in turns on slick roads or conditions where tracking is not dependable. Steering at the lower end may re-stabilize the vehicle in response to a swerve such as a swerve caused by a cross wind.

The azimuth orientation of the lower joint 138 serves to counter-rotate the offset angle of the head end to restore a parallel longitudinal orientation between an engaged vehicle and a guideway, that is, a trailing parallelism for steering the vehicle along a commanded path.

Use of the vehicle engagement structure yawing system 1200 may provide steering traction. In the event of excessive turning, (e.g. on an icy road) the tires of the towed vehicle 180 may break into a skid and the engaged vehicle may then move out of track. The force needed to hold the vehicle is provided by the apparatus 120 (FIG. 1), specifically the steered lower joint 138. It may use forks to hold the vehicle in track, to restrict yawing at an acceptable position for other disturbing influences. One of these is the action of a driver swerving by use of the vehicle steering wheel to avoid some object in or beside the roadway. The disturbance is corrected by a closed control loop provided by the sensor unit 1210, programmed computing unit 1220, computing circuit 1230, and force generation unit 1260 to bring the vehicle 180 back to a commanded orientation. Another benefit of foot steering is that the lower end can increment vehicle heading to smooth and quicken response, thereby minimizing load on the upper end trunnions and associated components.

A method of operating a vehicle transportation system has been described. In the method, the vehicle transportation system is configured to tow an engaged or coupled vehicle and has a first coupling structure to couple the vehicle transportation system to a guideway such that the vehicle transportation system may move along the guideway, and a second coupling structure to couple the vehicle transportation system to the vehicle. The method comprises in one step sensing the yaw position of the second coupling structure while the vehicle transportation system is towing a coupled vehicle and moving along a coupled guideway. In another step, the method comprises determining a desired yaw position of the second coupling structure. In another step, the method comprises rotating the second coupling structure to the desired yaw position. In an embodiment, the method further comprises a step of braking the rotation of the coupling structure at a desired position. In an embodiment, the determining step is at least partially in response to the rotational position of the second coupling structure and the position of the vehicle transportation system along the guideway.

Referring again to FIG. 1, in an embodiment, the apparatus 120 may include a device 140 to contact the roadway 190 when the apparatus 120 is coupled to a vehicle 180. The device 140 is herein termed the shoe 140. The shoe 140 is joined to the coupling structure 128, such as illustratively at the joint 138. It is understood that in an application of brakes of the apparatus 120 against the roadway guideway 150, the resultant deceleration of the apparatus 120 may transmit a deceleration force down the vehicle coupling structure 128. The portrayed arrangement of the vehicle coupling structure 128 may resolve the transmitted force into a downward component. The downward component encourages the joined shoe 140 to contact the roadway 190, and to press against the roadway 190 to contribute to the rearward deceleration of the vehicle coupling structure 128 and the coupled roadway vehicle 180.

In an embodiment, the roadway 190 may have one or more grooves along the roadway 190 at a lateral position in the roadway 190 that are configured to contain the device 140. In operation of the shoe 140, the shoe 140 may be contained within the grooves. The shoe 140 in being contained within the grooves is constrained within an approximate lateral position on the roadway 190. The shoe 140 may be horizontally biased to remain within the grooves in response to a vehicle 180 tending to yaw because of small applied torquing forces as the vehicle 180 moves along the roadway 190.

In an embodiment, the shoe 140 may be configured to include a sole plate having a friction facing and/or a series of springy bristles resembling in form a wire brush, or other projections. These projections increase the surface area of the in-contact portion of device 140. The friction facing, and further the projections, may contribute to the generated frictional force as the shoe 140 moves in contact with the roadway 190 to further decelerate the apparatus 128—coupled vehicle 180 combination as it moves and contacts the roadway 190. It is understood that the induced frictional forces generated by the in-contact shoe 140 and its projections may induce stresses within the head unit 126, and/or upon the guideway 150. In a circumstance in which the guideway 150 is offset from the vehicle 180, the downward force in the structure 128 may have a sideward (lateral) component. In an embodiment, the shoe 140 is operative to react against this force to retard lateral movement. In the embodiment in which the roadway has grooves and a portion of the shoe 140 (such as the projections) is disposed within the grooves, the projections may bear against the grooves to increase the lateral and decelerating frictional force.

The vehicle transportation system 100 may moreover include the roadway guideway 150. Exemplary roadway guideways, and roadway guideway structures, are furthermore described presently with reference to FIGS. 3, 4, 5, 7, 8, and 9.

Referring now to FIG. 2, in an embodiment the vehicle coupling structure 128 is configured to be positionable in a retracted position when it is not coupled to a roadway vehicle, e.g. in a position proximate and along the head unit 126. As described with reference to FIG. 1, in an embodiment the vehicle coupling structure positioning unit, or other unit of the vehicle transportation system 100, may be configured to position the vehicle coupling structure 128 in and/or out of the retracted position. In an embodiment, the vehicle coupling structure positioning unit, or other unit, is configured to position the vehicle coupling structure 128 by positioning the member 132. In an embodiment, the vehicle coupling structure positioning unit, or other unit, is configured to position the vehicle coupling structure 128 by rotating the vehicle coupling structure 128 about the head unit 126. The apparatus 120 may include a holding unit 210 to hold the coupling structure 128 in the retracted position. In an embodiment, the engagement structure 130, or other structure of the coupling structure 128, may be mechanically coupleable to an apparatus (not shown) aft of the apparatus 120 along the roadway guideway 150. By being mechanically coupleable to an apparatus aft of the apparatus 120 along the roadway guideway 150, other apparatuses may be double-headable to the apparatus 120. A head unit 126 includes a vehicle coupling structure attachment unit 220 to attach to a vehicle coupling structure 128 of another apparatus 120 for being double-headed to the other apparatus 120. In an embodiment, the vehicle engagement structure 130 of the other apparatus 120 is to be attachable to the vehicle coupling structure attachment unit 220. The head unit 126 is illustratively portrayed as a more elongated structure than the head unit 126 of FIG. 1, to abet the member 132 to couple to a head unit 126 at a greater distance along the member 132. The portrayed disposition of the engagement structure 130 is illustrative of embodiments for coupling the engagement structure 130 to a vehicle coupling structure attachment unit composing an apparatus positioned aft of the apparatus 120.

Referring now to FIG. 3, an embodiment of the head unit 126 of the apparatus 120 includes lateral guideway coupling components 310, 311, 312, and 313, illustratively embodied as wheels or sliders. As described with reference to FIG. 1, a horizontal guideway coupling component is configurable to couple the apparatus 120 to a lateral position along the roadway guideway 150.

Each of the portrayed lateral guideway coupling components 310, 311, 312, and 313 is embodied illustratively as a cylinder positioned within, or to contact, respective opposed longitudinally disposed surfaces of the roadway guideway 150; surfaces 314 and 315 for guideway coupling components 310 and 311, and surfaces 317 and 318 for guideway coupling components 312 and 313. Illustrative front view embodiments of a guideway, and coupling components of the head unit 126, are described with reference to FIGS. 4 and 7. By being operatively positioned within these respective surfaces, a coupling component is constrained to positions within these surfaces, and the apparatus 120 is physically coupled to the roadway guideway 150.

In an embodiment, the coupling components 310, 311, 312, and 313 are made of a resilient material, and/or are covered with a resilient material such as a rubber compound, and configured to be rotatable. In an embodiment, the coupling components 310, 311, 312 are made of a material, and/or are covered with a material, having a low coefficient of friction; and/or the surfaces that enclose a coupling component are made of, or covered with, a material having a low coefficient of friction, or a bearing structure. In an embodiment, the roadway guideway 150 may include a channel (or chamber or pocket or the like), and a coupling structure of the apparatus 120 may be operationally disposed within the channel, and constrained to positions within the channel so that the apparatus 120 is physically coupled to the roadway guideway 150. As illustratively described in FIG. 3, and described presently in FIGS. 4, 5, 5, and 6, the apparatus is physically coupled to a guideway by being held captive therein. It is specifically understood that this is merely an illustrative embodiment, and many other embodiments may be employed to horizontally couple the apparatus 120 to the roadway guideway 150, as described furthermore with reference to FIG. 4.

In the portrayed embodiment, the head unit 126 moreover includes a vertical coupling structure to couple the apparatus 120 vertically to the roadway guideway 150, or a longitudinally disposed section thereof. It is specifically understood that the structure of the apparatus 120 to physically couple the apparatus 120 to a roadway guideway 150 may not be the same structure to couple the apparatus 120 in a vertical position with respect to the roadway guideway 150. In an embodiment, the vertical coupling structure comprises wheels 341 and 342 operative to roll respectively on a horizontal surface 361 and 362 of the guideway 150, and to support the apparatus 120 vertically on the roadway guideway 150. In the portrayed embodiment, the wheel structures 341 342 illustratively include a flanged sidewall operative to overlap a side of the respective supporting surfaces 361 362. In the embodiment, the vertical coupling structure may also physically couple in whole or part the apparatus 120 to the roadway guideway 150. It is specifically understood that this is merely an illustrative embodiment, and many other embodiments may be employed to couple the apparatus 120 in the vertical direction to the roadway guideway 150, or to maintain the head unit 126 in a range of adequate vertical positions to permit the head unit 126 to laterally horizontally couple to the roadway guideway 150. In yet another illustrative embodiment, the vertical coupling structure 341 may be disposed on the horizontal surface 381 of the roadway guideway 150 in the pocket defined by the surfaces 314 and 315, and the roadway guideway 150 may not include the surface 361; and/or the vertical coupling structure 342 may be disposed on the surface 382 of the roadway guideway 150 in the pocket defined by the surfaces 317 and 318, and the roadway guideway 150 may not include the surface 362. In an embodiment, a vertical coupling structure may maintain the head unit 126 in a positive as well as in a negative vertical position with respect to the head unit 126, to constrain the position of the head unit 126 both up and down. Other illustrative embodiments of a vertical coupling structure are portrayed with reference to FIGS. 4 and 7.

The portrayed roadway guideway 150 includes illustratively two roadway guideways, each guideway separately coupleable by the apparatus 120; illustratively a roadway guideway 316 and a roadway guideway 319. The roadway guideway 316 here includes illustratively the surfaces 314 315 and the pocket formed therefrom. One set of the coupling components of the apparatus 120, illustratively the coupling components 310 and 311, are configurable to physically couple to the pocket. The first roadway guideway moreover includes the surface 361.

The roadway guideway 319 here includes illustratively the surfaces 317 318 and the pocket formed therefrom. One set of the coupling components of the apparatus 120, illustratively the coupling components 312 and 313 are configurable to physically couple to the pocket. The roadway guideway 319 moreover includes the surface 362.

In configurations of roadway guideways, as shall be further described with reference to FIGS. 4, 5, 7, 8, and 11A and 11B. A roadway guideway may diverge from a defined position relative to one another, meaning a range of relative positions such that an apparatus to concurrently physically couple to both guideways can physically couple to the guideways in the relative positions. Before they diverge, the apparatus 120 may switchably physically couple to a selected guideway, and therefore in operation move along the coupled-to guideway, and not a guideway to which apparatus is not coupled, and which may diverge from the coupled-to guideway.

The coupling components are configured to be operative to physically couple, or not to physically couple, to a respective roadway guideway in response to a determination to physically couple or to not physically couple to the respective roadway guideway. They are switchable to physically couple and to physically decouple to a roadway guideway. An embodiment to control the physical coupling or the not physical coupling of an apparatus 120 coupling structure to roadway guideways is described presently with reference to FIGS. 4, 7, 8, and 11A and 11B. In operation of an apparatus 120 along a roadway guideway(s), the physical coupling components may be operated to physically couple to one roadway guideway, and not physically couple to the other roadway guideway, so that where the roadway guideways diverge along two separate routes, e.g. at an intersection entrance or an exit of a roadway. The apparatus may couple to a diverging guideway and move along the coupled-to guideway. As described with reference to FIG. 8, and FIGS. 11A and 11B, the apparatus 120 would move along the physically coupled-to roadway guideway, and not move along the uncoupled to roadway guideway, thus taking the route of the physically coupled-to roadway guideway. In this sense, the coupling components may be thought of as switching components, and/or as path selection components, and may be referred to as such.

It is specifically understood that innumerable embodiments of coupling components are within the scope, as well as innumerable embodiments of separate roadway guideways. For instance, a particular illustrative mechanical coupling structure has been, and will be, described with reference to FIGS. 3, 4, and 7, it is specifically understood that there are other coupling structure embodiments, such as magnetic physical coupling structure embodiments, and hydraulic physical coupling structure embodiments. It is also specifically understood that while two horizontally opposed guideways have been portrayed with reference to FIG. 3, and will be portrayed as well with reference to FIGS. 4, 5, 7, and 8, in embodiments there may be at least two vertically and/or horizontally opposed sets of guideway coupling structures and guideways, each set comprising one or more separate guideway coupling structures, each separate guideway coupling structure associated with a specific coupling component configurable to physically couple the apparatus 120 to the separate guideway coupling structure and configured to physically couple or not physically couple together to the apparatus 120.

The apparatus 120 moreover includes the force generation unit 318 propelling device. The force generation unit 318 is configured to convert a received energy into a movement of the apparatus 120 along the roadway guideway 150. In an illustrative embodiment, the force generation unit 318 is configured to convert the received energy into a rotation of an element 324 against a surface of the roadway guideway 150, wherein the rotating element 324 is configured to react to (or against) the surface (or element) of the roadway guideway 150, and thereby cause the apparatus 120 to move along the roadway guideway 150.

In the portrayed embodiment, the force generation unit 318 includes a force generation machine 320 to convert the received energy into a movement. In an implementation, the force generation machine 320 includes an electric motor 320. In an embodiment in which the received energy is electric power source 332, commonly implemented as a “third rail,” is disposed along the roadway guideway 150 illustratively below the electric motor 320. The force generation unit 318 is configured to electrically couple to the electric power source such that an operative electric motor 320 receives electric power from the electric power source 332, and converts the received power into the movement. It is specifically understood that the force generation unit 318 may include other units, such as circuits, to control and/or transform the voltage of the voltage source into a voltage that the motor 320 may operate upon. In an embodiment, the electric motor 320 is a pancake design operable to induce rotation around an illustrative vertical axis. Moreover, in an embodiment the electric motor 320 is positioned in the head unit 126 aft of the position at which the joint 136 or the member 132 couples to the head unit 126.

In an embodiment, a shaft 322 of the motor 320 is operatively coupled to a circular cylinder 324 that is illustratively horizontally disposed, and the circular cylinder 324 is disposed to press against an illustrative vertical surface 328 of a roadway guideway 150 (or a section thereof). The cylinder 324 along its periphery has a coefficient of friction when used with surface 328. In an embodiment, the cylinder 324 may be coated with a material that improves the coefficient of friction. In an embodiment, the surface 328 may improve the coefficient of the surface of the cylinder 324. The pressing force and the coefficient of friction between the cylinder or coated material and for the surface 328, are such that the cylinder 324 maintains a grip on the roadway guideway 150 as the cylinder 324 rotates. The cylinder 324 is therefore operable to roll along the inner wall of the roadway guideway 150 (or a roadway guideway structure), and the apparatus 120 is therefore operable to move along the coupled roadway guideway 150. In an embodiment, a portion of the cylinder 324 in contact with the surface 328 is resilient, and is disposed to press against the surface 328. In an embodiment, the surface 328 is resilient. In an embodiment, the force generation unit 318 further includes a biasing drive unit 336 operative to apply a force to press the cylinder 324 against the surface 328. In an embodiment, the biasing drive unit 336 includes a spring loaded device or other resilient device. Illustratively, the force generation unit 318 includes an idler wheel 338 translatably mounted on a fixture of the head 126, and coupled to the biasing drive unit 336. The biasing drive unit 336 is configured to translate the idler wheel 338 into a wedged position between a surface 342 of the roadway guideway 150 and the cylinder 324, such that it imposes a force to press the cylinder 324 against the surface 328. In an embodiment, the idler wheel 338 has a coefficient of friction with respect to the surface 328. In an embodiment, the idler wheel 338 in response to a rotating cylinder 324, is induced to rotate, and is operable to induce a force against the surface 328, and to roll and to induce a roll along the roadway guideway on the surface 312. Further, in another illustrative embodiment, a motor may generate a force to rotate a coupled gear along a cog disposed along a surface of the roadway guideway 150, to translate the apparatus 120 along the roadway guideway 150 (or a section thereof). In an embodiment, the force generation unit further includes a blower 340 to blow air onto the motor and/or the place of contact of the cylinder 324 against the surface 328, for maintaining a desired temperature range in the motor 320 and/or the place of contact, and/or other uses such as air bearings.

In an embodiment, the force generation unit 318 may include more than one motor, each motor operative either to rotate a separate cylinder and/or assist a central computer, that in operation is coupled against a distinct roadway guideway structure. Moreover, in an embodiment, a motor 320 may separately drive multiple cylinders, each cylinder coupled against a distinct roadway gateway structure and/or longitudinally disposed section thereof.

Further, in an embodiment, the apparatus 120 includes a braking system (not shown) to brake the movement of the apparatus 120 along the roadway guideway 150. FIG. 4 includes a portrayal of an embodiment of the braking system.

Referring now to FIG. 4, there is portrayed a rear view of an embodiment of roadway guideways 410 and 420, and a head unit 126 operative to switchably selectively physically couple to the roadway guideways 410 and 420.

Selected multiple guideways, here portrayed as two guideway, a first roadway guideway 410 and a second roadway guideway 420 each have a section(s) for physically coupling a component of the apparatus 120 to the roadway guideway. The first guideway 410 includes a first coupling chamber (or pocket or the like) 410A, and the surfaces 410B, 410C, and 410D. The second guideway 420 includes a second coupling chamber (or pocket or the like) 420A, and the surfaces 420B, 420C, and 420D. Each coupling chamber 410A and 420A in operation of the apparatus 120, is configured to separately physically couple a component of the apparatus 120 (FIG. 1). As described presently with reference to FIG. 8, and FIGS. 11A and 11B, in operation of the apparatus 120, each guideway 410 and 420 is independent and may separate from its proximate position as portrayed in FIG. 4 to allow the apparatus 120 to physically couple to one longitudinally disposed guideway or the other, and thereby to follow one route or the other as the two guideways diverge from a defined position relative to one another and are differently routed, a defined position relative to one another meaning a range of relative positions such that an apparatus configured to physically couple to both guideways can physically couple to the guideways in the relative positions (at the same time.).

In the portrayed embodiment, the apparatus 120 includes multiple separate coupling components to separately physically couple the apparatus 120 to the portrayed coupling structures. The coupling components are illustratively a first coupling component structure 440, and a second coupling component structure 450. Each coupling component structure is operative to physically couple to a specific longitudinally disposed guideway, and may be spaced longitudinally along a head unit 126. The first coupling component structure 440 is configurable to physically couple to the guideway 410 chamber 410A against the surface 410B, and the second coupling component structure 450 is configurable to physically couple to the guideway 420 chamber 420A against the surface 420B, so that the apparatus 120 is configurable to physically couple to the roadway guideway 410 and/or the roadway guideway 420.

The first coupling component structure 440 and the second coupling component structure 450, are each switchable to physically couple or to not physically couple to its respective roadway guideway. The first coupling component structure 440 is configurable to physically couple to the first guideway 410 when the first coupling component structure 440 is switched (enabled) to couple to the first guideway 410, and configurable to not couple to the first guideway 410 when the first coupling component structure 440 is not switched (disenabled) to couple to the first guideway 410. In the portrayed embodiment, the first coupling component structure 440 is illustratively portrayed as enabled to couple to the first guideway 410 by being deployed within the first guideway coupling chamber 410A so that it is laterally (or horizontally) constrained within the first coupling chamber 410. The second coupling component structure 450 is configurable to physically couple to the second guideway 420 when the second coupling component structure 450 is switched (enabled) to couple to the second guideway 420, and configurable to not couple to the second guideway 420 when the second coupling component structure 450 is not switched (disenabled) to couple to the second guideway 420. In the portrayed embodiment, the second coupling component structure 450 is illustratively portrayed as disenabled by being deployed outside, i.e. not within, the second coupling chamber 420 so that it is not laterally (horizontally) constrained within the guideway 420 second coupling chamber 420.

In an embodiment in which each coupling component (such as coupling component structure 440 and coupling component structure 450) comprises an element positionable in a chamber (or pocket or the like) of a roadway guideway, so that in operation the element is physically constrained within the chamber and therefore physically coupled to the guideway thereof, the coupling structure may include rotatable cylinder (such as a resilient wheel) so that it may roll along a surface of the chamber (or pocket) when it contacts the surface as the apparatus 120 moves along the roadway guideways which are in a defined position relative to one another so that the apparatus may be at the same time coupled to both guideways 410 and 420. In an embodiment in which each coupling component (such as coupling component structure 440 and coupling component structure 450) comprises an element positioned in a chamber, the coupling structure may include a bearing disposed on its surface. The bearing is to reduce friction that may be caused by contact with a surface of the chamber when the apparatus 120 moves along the roadway guideway 150. Illustrative embodiments of the bearing may include a roller bearing, a bearing material, or an air bearing. In an embodiment, the chamber may instead or additionally include a bearing disposed on its surface. In operation, the apparatus coupling component structures and/or the guideway coupling structures may receive an application of a lubricant.

In the portrayed embodiment, the apparatus 120 illustratively includes a coupling enabling structure 445 to enable, and disenable, the coupling components physically coupling to, and not physically coupling to, a coupling structure, or a section of the illustrative roadway guideway 420. In the portrayed embodiment, the coupling enabling structure 445 illustratively is configured to physically couple or to physically decouple the coupling component structure 440 or 450 by moving the coupling component structure 440 or 450 into or out of the coupling chamber 410 or 420. In an embodiment (not shown) the coupling component structure 440 may comprise a shaft-like structure joined to a crank at each end, each crank at approximately π radians apart on the circumference of the shaft. One crank is joined to the coupling component 450, and the other crank is joined to the coupling component 450, so that in a rotation of the shaft about its longitudinal axis, the first coupling component structure 440 and the second coupling component structure 450 are separately deployable, and deployable only one at a time, in its respective coupling chamber. In an embodiment in which multiple coupling components are configurable to physically couple or not to physically couple to a specific guideway coupling structure, each coupling structure may be configured to deploy or to not deploy together.

Moreover, the coupling enabling structure may include a structure to switch the first coupling component structure 440 to physically couple and/or physically decouple to the first roadway guideway 410, and to switch the second coupling component structure 450 to physically couple and/or physically decouple from the second roadway guideway 420. In an embodiment, the coupling structure moreover may include a circuit (not shown) to transmit an indication of a commanded coupling structure enablement or disenablement. In an embodiment, the coupling structure may include a user interface (not shown) to generate the indication of the commanded coupling structure enablement from a user input. In an embodiment, the coupling component structures are configured to deploy or not to deploy (or otherwise physically couple) based upon receiving a signal indicating whether the coupling component structure is to physically couple or to not to physically couple. In an embodiment, the user interface may be disposed within the roadway vehicle 180 (FIG. 1), and the apparatus 120 may include an interface to couple the user interface to the circuit in a transmission-reception communication relationship.

It is specifically understood that multiple embodiments of coupling components may be used, as well as multiple embodiments of the a roadway guideway. For instance, although in the described embodiment, the separate guideways 410 420 are portrayed as being non-attached, in embodiments they may be attached and/or may share structures until they diverge. Where they diverge, and after the position from which they diverge, they are unattached. Moreover, two unattached structures may be thought of a one guideway when they are in the defined relative position with respect to one another. However, when they diverge, they are then organized unequivocally as two separate guideways, each of which the apparatus may switchably couple to or decouple from to move along one or the other after they diverge. Moreover, in an embodiment, one guideway may be coupled by multiple coupling structures and may be thought of as one guideway, or as multiple guideways that are in a position attached. They may be thought of as separate guideways when they are attached or sharing structures, or they may be thought of as one guideway. And for instance, a particular mechanical coupling structure embodiment has been described herein where the apparatus is held captive within the guideway, but it is specifically understood that other coupling structure embodiments, such as magnetic coupling structure embodiments and hydraulic coupling structure embodiments may be a component of the apparatus 120 and the roadway guideway 150. It is specifically understood that while two horizontally opposed longitudinally disposed guideways have been portrayed with reference to FIG. 4, and will be portrayed as well with reference to FIGS. 5, 7, and 8, in embodiments there may two vertically and/or horizontally opposed sets or positions of longitudinally disposed guideways, each set or position comprising one or more separate guideway coupling structures, each separate guideway coupling structure associated with a specific coupling component configurable to physically couple the apparatus 120 to the separate guideway coupling structure, and configured to physically couple or not physically couple together to the apparatus 120.

The apparatus 120 may further include a structure to vertically couple or support the apparatus 120 on the roadway guideway 410 420. In an embodiment, the structure to vertically couple the apparatus 120 to a roadway guideway may comprise a rotatable cylinder 460 to vertically couple or support the apparatus 120 to/on a roadway guideway 410 420, and to roll on the roadway guideway 410 and/or 420 as the apparatus 120 moves along the roadway guideway 410 and/or 420. In an embodiment, the rotatable cylinder may comprise a tire like-structure, or other cylinder having a somewhat resilient surface to cushion the apparatus 120 on the roadway guideway 410 420. In another embodiment, the structure to vertically couple the apparatus 120 to the roadway guideway 410 420 may illustratively comprise a bearing, such as an air bearing to ride above a surface of the roadway guideway while the apparatus 120 is translating on the roadway guideway 410 420.

In an embodiment, the apparatus 120 includes an illustrative braking system (herein also termed the brakes) to decelerate and/or to stop the head unit 126 from moving along the roadway guideway 410 420. In an embodiment, the braking system is configured to stabilize the head unit 126 against moments occurring during a stop.

The braking system includes an illustrative braking structure 471 operative to press against a surface(s) of the roadway guideways 410 420, the surfaces here portrayed as the surface 410E, the surface 410F, the surface 420E, and the surface 420F. The surface 410E and the surface 410F are components of the first roadway guideway 410, and the surface 420E and the surface 420F are components of the second roadway guideway 420. The braking structure 471 includes two separate braking structures 471A and 471B, each operative to press against a surface of a distinct roadway guideways 410 or 420, here the respective surfaces 410E and 410F of the guideway 410, and the respective surfaces 420E and 420F of the guideway 420.

The braking structure 471A has a friction material to contact the surfaces 410E and 410F. The braking structure 471B has a friction material to contact the surfaces 420E and 420F. If the brakes are applied to a surface, the brakes generate a frictional force to decelerate and/or to stop the apparatus 120 from translating along a respective guideway, as well as decelerate/stop a vehicle 180 that is coupled to the apparatus 120. In an embodiment, the surfaces to be contacted by the braking structures 471A and/or 471B have a frictional surface. In an embodiment, the braking system includes a structure to position the brake structures 471A 471B to press and to not press against the respective surfaces 410E and 410F, or 420E and 420F of the guideway 410 or 420.

In embodiments, the brake structures comprise both a caliper system and a guideway contact system. The portrayed brake structures 471A and 471B are illustratively embodied as U-shaped clamping devices, commonly termed calipers, each clamping device configured to straddle the surfaces 410E 410F or 420E 420F and, when actuated, to press against the surfaces 410E 410F or 420E 420F (depending upon the clamping device) to generate friction to stop the apparatus 120 and a coupled vehicle 180. In an embodiment, it is understood that the coefficient of friction of the friction material, the coefficient of friction of the surfaces of the roadway guideway to which the frictional material are to contact, the extent of the friction material to press against the surface of the guideway structure, and the extent of the pressing force that the braking structures are configured to generate are such that a strong enough frictional force is generated upon application of the brakes to stop the apparatus 120 and the coupled vehicle 180 from moving at cruise speeds within the available head space.

Although one specific embodiment of the braking system has been described, it is specifically understood that innumerable embodiments of the braking system are within the scope of the invention. For instance, it is understood that the braking structure 471 may be embodied by other structures and systems configured to decelerate the vehicle by a command thereto, by selectively pressing against a surface of the guideway structure, or not pressing against the surface of the guideway structure. Illustrative embodiments may include mechanical structures, electromagnetic structures, hydraulic structures, and gas structures (such as high gas pressure systems or approximate vacuum systems). And moreover, it is specifically understood that in embodiments, the un-actuated position of the braking structures may be in a position to press against a guideway surface, and the actuating structure is configured to release the braking structure from pressing against the surface, and in embodiments the un-actuated position may be in a position to not press against a guideway surface, when the actuating structure is configured to actuate the braking structure to press against the surface. And moreover, although the portrayed embodiment describes a braking structure to selectively press against two surfaces, a top surface and a bottom surface, of a guideway structure; in embodiments the braking structure may be configured to selectively press against a number of surfaces other than two of a guideway structure, such as against only one surface of a guideway structure, or more than two surfaces of a guideway structure, for any number of guideway structures for any number of longitudinally disposed sections of a roadway guideway. Moreover, in an embodiment, the braking system may include any number of braking structures.

The portrayed apparatus 120 moreover includes an embodiment a force generation unit 418. The portrayed components of the force generation unit 418 are configured to include a propulsive cylinder to make contact with each guideway, so that the force generation unit 418 is operative to translate the apparatus 120 along each coupled guideway.

It is specifically understood that, as described with reference to FIG. 3, the head unit 126 of the apparatus 120 may include additional structures than those portrayed with reference to FIG. 4. Moreover, the head unit 126 may include additional structures to position the elements of the head unit 120 in relationship to one another and the roadway guideways 410 420. The head unit 126 is portrayed here as including the force generation unit 418, the first coupling component structure 440, the second coupling component structure 450, the coupling enabling structure 445, the braking structure 471, and the structure to vertically couple the apparatus 120, illustratively the rotatable cylinder 460. The head unit 126 is therefore represented by elements included within a dashed line labeled 126 and roughly encompassing these structures.

In an embodiment, the coupling component structures 440 and 450 are to be disposed approximately at or forward of the vertical coupling structures 460 and the elements of the force generation unit 418 components operative to react with a guideway, so that as a coupling structure moves along a specific roadway guideway at an intersection or the like as described with reference to FIG. 8, and with reference to FIGS. 11A and 11B, the vertical coupling structures and the elements of the force generation unit 418 that react with the roadway guideway will react with the guideway(s) that the coupling structure is moving along. In an embodiment, the apparatus 120 may include more than one pair of coupling component structures 440 and 450, arranged longitudinally across the head unit 126. In such an embodiment, the forwardly disposed coupling component structures pair are to be disposed approximately at or forward of the vertical coupling structures 440 and 450 and the elements of the force generation unit 418, and in an embodiment, an aft coupling component 440 450 pair may be disposed aft of the vertical coupling structures. Each coupling component structure that is configurable to physically couple to a specific guideway are to be operatively switched to physically couple or not to physically couple to the specific guideway at an approximate instant in time. In an embodiment, each coupling component structure to couple to a specific guideway is configured to switch together to a coupling state, or to a non-coupling state.

In embodiments in which the head unit 126 relies upon vertical support provided by a vertical coupling component that may create a non-symmetric vertical moment about the center of gravity of the head unit 126, such as in the operational configuration in which the head unit 126 is in a transition region as described with reference to FIG. 8, and so is being non-symmetrically supported by one guideway, the guideway and the head unit 126 are configured to support the apparatus 120 without the head unit 126 appreciably tipping downward such that the power generation unit 318 or 418 would not operatively couple to the roadway guideway 150, or some other coupling component would not adequately couple to the guideway section. It is understood that in embodiments, an apparatus 120 will be coupled to two guideways in a defined position to one another to enhance the lateral support and as applicable the vertical support provide to an apparatus 120 by a guideway structure, and that the apparatus will be coupled to only one guideway where two guideways diverge from the relative position, and where the apparatus in operation will switchably couple to only one guideway to make a route change, where the two roadways diverge along separate routes, such as separate roadways.

Illustratively, with reference to the portrayed embodiment, the space between a coupling component 440 disposed within the coupling chamber 410A, and the interior surfaces of the first coupling chamber 410A of the roadway guideway 410 are such that the power generation unit 418 does not tip out of operational position when the apparatus 120 is supported by the coupling component 440 contacting the coupling component 490 on the surface 410E. This can be illustratively configured by limiting the horizontal space between the coupling component 440 and the surfaces of the first coupling chamber 410A to diminish the enabled tip angle of the coupling component within the first coupling chamber 410. In another illustrative embodiment as portrayed in FIG. 4, the coupling enabling structure 445 causes the coupling component 440 to contact the surface 410B, In an embodiment, the coupling component structure forms a cantilever to support the remainder of the head unit 126 in a functioning horizontal orientation. In an embodiment portrayed with respect to FIG. 7, the coupling component is embodied as a wedge to contact, and in an embodiment contact adjustably, a surface of a coupling chamber (or pocket). The wall of the section 410 having as a surface the surface 410B is configured to be strong enough to support the head unit 126 when the coupling component 440 contacts the surface 410B. The wall is therefore portrayed as being thicker, to represent adequate strength as necessary, in FIG. 4. Similarly, the wall of the surface 420B of the section 420 is configured to also be strong enough to support the head unit 126 when the coupling component 450 contacts the surface 420B and is therefore portrayed as being thicker to represent the additional strength as necessary.

Referring now to FIG. 5, there is portrayed a top view diagram of an embodiment of a portion of the roadway guideways 410 420 portrayed in FIG. 4 (and to be portrayed in FIG. 7). The roadway guideway 410 has a coupling chamber 410A, the roadway guideway 420 has a coupling chamber 420A. It is specifically understood that as described with reference to FIG. 3, a roadway guideway may have in embodiments additional structures, such as a horizontal surface, illustratively the horizontal surfaces 361 (FIG. 3) that may be operative to vertically support the apparatus 120 on the roadway guideway 150, and a vertical surface, such as the vertical surfaces 317 (FIG. 3) that may be operative to horizontally support the apparatus 120 on the roadway guideway 150.

In the portrayed embodiment, the guideway coupling structures, illustratively the coupling chambers 410A and 420A, are horizontally disposed with respect to one another. However in another embodiment, the guideway sections and/or coupling structures may be vertically disposed with respect to one another, or vertically and horizontally disposed with respect to one another. The disposition of the guideways and coupling structures with respect to one another are moreover described with reference to FIG. 8.

Referring again to FIG. 1, in response to an application of the brakes on an apparatus 120 translating along the guideway 150, the apparatus 120 is subjected to a braking force. The braking force is passed through the apparatus 120 to the coupled vehicle 180, and in reaction the vehicle 180 may impose a strong opposing force to the apparatus 120. The opposing force may be imposed upon the vehicle coupling structure 128 and upon the head unit 126. Moreover, when the vehicle is laterally offset from the centerline of the guideway 150 (e.g. position E, FIG. 9), braking produces a moment or torque in attempting to rotate the apparatus 120 away from the vehicle 180. The opposing force and torque communicated into the head unit 126 may tend to raise the apparatus 120, to pitch the apparatus 120 up within the guideway 150, and/or to yaw the apparatus 120 within the guideway 150. In an embodiment, the head unit 126 or other component of the apparatus 120, such as the joint 136, are configured to constrain the apparatus 120 in a limited range of pitch, yaw, and/or ascent within the guideway 150.

Referring now to FIG. 6, there is portrayed an illustrative embodiment in which specific surfaces 137 of the joint 136 are disposed near facing surfaces 151 of the guideways 150. The surfaces 151 of the guideway 150 may include a covering 151A. Sliders 620 are interposed between the surfaces 137 and the surfaces 151. The sliders 620 may be attached to the joint 136 such as by a vertically disposed pin, to maintain the position of the sliders 620 relative to the joint 136. In an embodiment, the surfaces 137 include a surface 137A having a vertical component, and the surfaces 151 include a surface having a vertical component that is opposed to the surface 137A to limit the lateral and yawing movement of the joint 136 within the guideway 150. In an embodiment, the surfaces 137 include a surface having a horizontal component, and the surfaces 151 include a surface having a horizontal component that is opposed to the surface 137 having a horizontal component, to limit the vertical and pitching movement of the joint 136 within the guideway 150. In an embodiment, the slider 620 includes a bearing surface to lower the frictional resistance of the guideway 150 and joint 136 along the slider 620. Moreover, in an embodiment, the brake structure 471 which may be disposed aft of the surfaces 137 is configured to further limit the rising up and pitching of the apparatus 120 within the guideway 150. The sliders 620 and the brakes structure 471 are operative to together hold the apparatus 120 longitudinally aligned with the guideway 150. In the portrayed embodiment, the joint 136 illustratively includes a trunnion 138 to rotatably support the vehicle coupling structure 128 (FIG. 1), such as the member 132 (FIG. 1), on the joint 136. And in an embodiment, the joint 136 includes a sleeve, 133 and a rotatable axle 134 positioned within the sleeve 133 to rotatably support the trunnion 138. Included but not shown are motors and brakes to rotate the steerable trunnion 138 to position and/or to hold the azimuth orientation of the trunnion and the member 132, referred to illustratively as the vehicle coupling structure positioning unit with reference to FIG. 1.

Referring to FIG. 7, there is portrayed a rear view of another embodiment of roadway guideways 410 and 420, and a head unit 126 operative to couple to the roadway guideways 410 and 420. As described with reference to FIG. 4, an embodiment of a roadway guideways 410 and 420 includes separate illustrative longitudinally disposed sections. Each guideway 410 and 420 has illustratively one guideway coupling chamber. The guideways 410 and 420 are positioned horizontally. The first guideway 410 has an embodiment of a first coupling chamber (or pocket) 410A and the surfaces 410B, 410C, 410D, and 410E. The second guideway 420 has an embodiment of a second coupling chamber (or pocket) 420A and the surfaces 420B, 420C, 420D, and 420E. Each coupling chamber 410A and 420A, in operation of the apparatus 120, is configured to separately physically couple a component of the apparatus 120 (FIG. 1). And as described with reference to FIG. 4, each guideway 410 or 420 may converge or diverge to or from its complementary other guideway 420 or 410 as portrayed in FIG. 4, to allow the apparatus 120 to follow one route or another, depending upon the roadway guideways to which the apparatus 120 physically couples. In this way, exit and entry are accomplished using the geometry of FIG. 8.

A first coupling component structure 710 is configurable to physically couple to the first guideway 410. The embodiment of the first coupling component structure 710 includes a first wedging component 710A. The first wedging component 710A is configured to move along an angled structure 710B of the first coupling component structure 710, into or out of a coupling position. The shape and the movement of the first wedging component 710A is such that in the coupling position, as portrayed in FIG. 7, a surface of the first wedging 710A is proximate to a surface of the first coupling chamber 410A in the coupling disposition, here the surface 410B, and supported against the surface 410B by an angled device 710C. The first wedging 710A in the coupling position because of its position against the proximate surface 410B, is operative to wedge against the surface 410B to which it is proximate, preventing most if not all downward (illustratively clockwise) tipping of the head unit 120 when the first coupling component structure 710 is in the coupling position. In the uncoupled position, the first wedging component 710A is disposed out of the first coupling chamber 410A, so that it does not contact either of the opposed surfaces 410B and 410D that form the first coupling chamber 410A. The first coupling component structure 710 moreover includes a first actuating mechanism 710D to move the first wedging component 710A via the angled device 710C into or out of coupling position. The actuating mechanism may be of the variable stroke type to enable adjustment, under system or module control.

Similarly, a second coupling component structure 720 is configurable to physically couple to the second guideway 420. An embodiment of the second coupling component structure 720 includes a second wedging component 720A. The second wedging component 720A is configured to move along an angled structure 720B of the second coupling component structure 720, into or out of a coupling position. The shape and the movement of the second wedging component 720A is such that in the coupling position, a surface of the second wedging 720A is proximate to a surface of the second coupling chamber 420A in the coupling disposition, here the surface 420B, and supported against the surface 420B by an angled device 720C. The second wedging 720A in the coupling position because of its position against the proximate surface 420B, is operative to wedge against the surface 420B to which it is proximate, preventing most if not all downward (illustratively clockwise) tipping of the head unit 120 when the second coupling component structure 720 is in the coupling position. In the uncoupled position, as portrayed in FIG. 7, the second wedging component 720A is disposed out of the second coupling chamber 420A, so that it does not contact either of the opposed surfaces 420B and 420D that form the second coupling chamber 420A. The second coupling component structure 720 moreover includes a second actuating mechanism 720D to move the second wedging component 720A via the angled device 720C into or out of coupling position. The actuating mechanism may be of the variable stroke type to enable adjustment, under system or module control.

The apparatus 120 may further include a structure to vertically couple or support the apparatus 120 on a roadway guideway 150 and illustratively the roadway guideway 410 and/or the roadway guideway 420. In an embodiment, as described with reference of FIG. 3, the structure to vertically couple or support the apparatus 120 on the roadway guideway may also provide lateral support to the apparatus 120 on the roadway guideway. In an embodiment, the structure to vertically couple the apparatus 120 to a roadway guideway may comprise an air bearing 710E 720E to vertically couple or support the apparatus 120 to/on the respective roadway guideway 410 and 420 and move along the roadway guideway as the apparatus 120 moves along the roadway guideway. The portrayed apparatus 120 moreover includes an embodiment of a force generation unit 718, an embodiment of which was described with reference to FIG. 3.

The portrayed components of the force generation unit 718 are configured to include one or more propulsive cylinders to make contact with each longitudinally disposed guideway, so that the force generation unit 718 is operative to translate the apparatus 120 along each guideway. In the portrayed embodiment, each propulsive cylinder is operative to make contact with an outer wall of a longitudinally disposed guideway 410 420 while in the embodiment portrayed with reference to FIG. 4, each propulsive cylinder is operative to make contact with an inner wall of a guideway 410 420, or to use the contact force of the cylinder.

It is specifically understood that as described with reference to FIG. 4, the head unit 126 of the apparatus 120 may have additional structures than those portrayed with reference to FIG. 7. Moreover, the head unit 126 may have additional structures to position the elements of the head unit 120 in relationship to one another and a roadway guideway. The head unit 126 is therefore represented by elements included within a dashed line labeled 126 roughly encompassing these structures. Although a braking system is not shown in FIG. 7, it is specifically understood that the head unit 126 may include a braking system configured to contact a surface of each longitudinally disposed guideway section 410 and 420 to decelerate and/or to stop the head unit 126 moving along a guideway. An illustrative embodiment of such a braking system has been portrayed in FIG. 4, and described with reference to FIG. 4.

Referring now to FIG. 8, these is portrayed a diagram of an embodiment of a portion of a vehicle roadway 800. The vehicle roadway 800 illustratively includes a main road roadway 810 and an exit ramp roadway 820, or some other vehicle route alternative to the main road roadway 810, that a roadway vehicle may enter or exit from or to the main road roadway 810 while being transported by the transportation system 100 (FIG. 1).

Along the roadway 810 and the roadway 820 is disposed a system of roadway guideways 870. The placement of a roadway guideway relative to a roadway is described further presently with reference to FIG. 9. Describing the system of roadway guideways 870 from the left hand side of the FIG. 8 marked with the reference character “A”, to a region of transition of the main road roadway 810 to the roadway exit ramp 820 marked with a reference character “B,” the system of roadway guideways 870 follows the direction of the roadway 810. In region “A,” the guideways 830 and 840 are positioned along the roadway 810 in a defined position such that an attached apparatus 120 (FIG. 1) can physically couple to both the guideway 830 and 840 at the same time, whereby in an embodiment an apparatus can be towed (or pulled or pushed) along the guideways 830 840 as an attached vehicle moves along the roadway 810.

At the reference character “B”, the roadway guideway 840 follows the direction of the roadway 820, while the roadway guideway 830 continues to follow the roadway 810 as the roadway 810 moves along from the left to the right on FIG. 8. Before an apparatus that is physically coupled to both guideway 830 and guideway 840 arrives at reference character “B” moving from left to right on FIG. 8, the apparatus may maintain physical coupling to guideway 830 and decouple from guideway 840 and thus thence move along guideway 830 and not guideway 840, following roadway 810 as it moves form left to right. Furthermore, before an apparatus that is coupled to both guideway 830 and guideway 840 arrives at reference character “B,” the apparatus may instead maintain physical coupling to guideway 840 and instead decouple from guideway 830, and thus thence move along guideway 840 and not guideway 830, following roadway 820. Thus, by switchably coupling to guideway 840 and decoupling from guideway 830, an apparatus and towed vehicle will switch from following roadway 810 to following roadway 820, and in an implementation exit form the main roadway.

Now, beginning at the reference character “D,” the roadway 810 illustratively includes both the guideway 830 and the guideway 850 in a defined position relative to one another, such that an apparatus traveling along the roadway 810 can switchably physically concurrently couple to both the guideway 830 and to the guideway 850, and be towed (pushed or pulled) along both. Thus, the apparatus in the prior paragraph that decoupled from the guideway 840, and maintained a physical couple with the guideway 830 can after passing the reference character “D,” couple also to the guideway 850 and follow along both the guideway 830 and the guideway 850 physically coupled along the roadway 810.

Similarly, beginning at the reference character “C,” the roadway 820 illustratively includes both the guideway 840 and the guideway 860 in a defined position relative to one another, such that an apparatus traveling along the roadway 820 can switchably concurrently, physically, couple to both the guideway 840 and to the guideway 860, and be towed (pushed or pulled) along both. Thus, the apparatus that decoupled from the guideway 830, and maintained a physical couple with the guideway 840 can after passing the reference character “C,” couple also to the guideway 850 and follow along both the guideway 830 and the guideway 850 in a state of physical couple along the roadway 820

In operation of the apparatus 120 moving along the roadway guideway system 870 and following the vehicle roadway 800, a mode of operation may include moving from one roadway to another roadway, such as moving from along the roadway 810 to along the roadway exit ramp 820. In this operation, the apparatus 120 may be initially physically coupled to the roadway guideways 840 and/or 830 as it moves along the roadway 810, and is then physically coupled to the roadway guideways 840 and/or 860 as it then moves along the roadway exit ramp 820. Moving along the roadway guideways 840 and 830, a first coupling component structure is physically coupled to the coupling chamber 830 and/or a second coupling component structure is horizontally coupled to the roadway guideway 840. However, as the head unit 126 approaches the reference character “B,” before the first coupling component structure passes the reference character “B,” the first coupling component structure is switched to deploy out of the guideway 830 if it was in the coupling chamber of the guideway 830, and the second coupling component structure is switched to deploy into the coupling chamber of the guideway 840 if it was not already in the coupling chamber of the guideway 840, so that only the second coupling component structure is physically coupled to the roadway guideway 840. With only the second coupling component structure coupled to the coupling structure of the guideway 840, the second coupling component structure will move along the coupling chamber 840 past the reference character “B” along the roadway guideway 820. After the first coupling component structure has passed the reference character “C”, the first coupling component structure may be switched to deploy into the coupling chamber of the guideway 860. It is specifically noted that the reference character “C” while portrayed here as beginning beyond the guideway 850, in an embodiment may begin before the guideway 850. These relative positions are merely illustrative, and may additionally illustratively depend upon whether they are in horizontal or in vertical position with respect to one another. In the configuration of the portrayed embodiment of the roadway guideway system 870, there is a break between the reference character “B” and coupling chamber 840, and an reference character “D” and the guideway 850, so that a portion of the head 126 that includes the first coupling component structure may pass through the break and move along the roadway guideway without contacting the guideway 850. It is assumed that the roadway guideway in the proximity of the break is disposed above the level of a roadway vehicle, so that the roadway vehicle will pass under guideway 850 in moving to the roadway 820. Moreover, in an embodiment, the coupling guideway 860 may have a ramp to pick up a head unit that may have some tilt.

As described with reference to FIGS. 3, 4, 5, and 7, the guideways may be vertically disposed with respect to each another, rather than or in addition to being horizontally disposed with respect to one another as in the portrayed embodiment. Illustratively, the coupling chambers of the guideway 830 and 840 may be vertically disposed with respect to one another rather than being horizontally disposed as portrayed in FIG. 5. In an embodiment in which the coupling chambers of the roadway guideways have a vertical disposition with respect to one another, the coupling structures of the apparatus 120 that are configured to physically couple to these coupling structures may be vertically disposed with respect to one another. In such a configuration, the break in a coupling chamber may be of a shorter distance than if the coupling chambers are horizontally disposed because the width of the apparatus 120 does not have to clear a coupling chamber when transitioning form one roadway section to another.

Referring now to FIG. 9, a roadway guideway 150 is operatively disposed along a roadway 190 such that an apparatus 120, including the member 132, may couple the roadway guideway 150 to a vehicle (not shown) on the roadway 190. Operatively, embodiments of the roadway guideway 150 may be disposed in multiple positions with respect to a roadway 190 and with respect to a coupled roadway vehicle, such as above, beside, or upon the roadway surface. In an embodiment, the roadway guideway 150 is configurable to have a range of vertical displacement with respect to the surface of the roadway 190 and/or a range of horizontal displacement with respect to the surface of the roadway 190.

Illustratively in an embodiment, the roadway guideway 150 may be in a relatively low position relative to the roadway 180 at one position along the roadway, and disposed more to one side of the roadway 190 at another position along the roadway, as exemplified by the position A of the roadway guideway 150. And illustratively in an embodiment, the roadway guideway 150 may be in a high position relative to the roadway 190 at one position along the roadway and disposed less to one side of the roadway 190 at another position along the roadway, as exemplified by the position C of the roadway guideway 150. And illustratively in an embodiment, the roadway guideway 150 may be in a position in the center of the roadway 190, in a relatively high position above the roadway 190 at one position along the roadway, as exemplified by the position D of the roadway guideway 150. And illustratively in an embodiment, the roadway guideway 150 may be disposed on the other side of the roadway 190 at another position along the roadway, as exemplified by the position F of the roadway guideway 150. Moreover, in one specific roadway guideway 150 for a given segment of roadway, the position of the roadway guideway 150 relative to the roadway may vary, and may vary according to positioning considerations of the roadway guideway 150. For instance, the roadway guideway 150 described herein is above the roadway and therefore above road conditions such as snow. The height of the roadway guideway above a roadway may vary in response to vehicle clearance under the roadway guideway entry and exit operations, and/or in terrain considerations such as weather, as well as in response to considerations of the space around a roadway. Moreover, in embodiments of a transportation system, the roadway guideway 150 may be put off more to a side and lower, so that in a given envelope, multiple levels of roadway, sometimes called “double decking”, may be more easily accommodated. And in an embodiment, the position of the roadway guideway may depend upon the mode of engagement of a coupled vehicle. For instance, a roadway vehicle that is about to disengage from the roadway guideway may favor a member 132 that is less overhead, so that the roadway guideway will be in a lower position beside the vehicle to facilitate uncoupling and/or exit. In an embodiment, during an operation of coupling an apparatus 120 to a roadway vehicle 180, the guideway 150 may be initially positioned in a low position relative to the roadway 190 moving towards illustratively the position G or the position A. The head unit 126 and coupling structure 128 therefore ride low, and the vehicle engagement structure 130 is brought into contact with the roadway vehicle 190, or structure 131 by lifting the vehicle engagement structure 130 off rest pads and using the yawing stability device 140 or bristle rudder thereof, or the like, to guide the vehicle engagement structure 130 to an approximate center of a lane of the roadway 190. In an embodiment, the reverse may occur in an exiting operation. Moreover, while the end of members 132 to engage a roadway vehicle are illustratively portrayed as being centered along the roadway, in other embodiments, they may be in another position of the roadway, and moreover, not all centered in precisely the same position, to spread wear on a roadway.

Now referring to FIG. 10, in an embodiment the operation of the apparatus 120 is controlled by a programmed computer 1010. As depicted herein, the programmed computer 1010 is operatively coupled to the vehicle transportation system 100 (FIG. 1) by a network 1020. In an embodiment, the network 1020 is coupled to the roadway guideway 150, and in an embodiment is coupled to individual apparatus 120 by a connection 1025. In an embodiment, the network 1020 may be configured to transmit data through a solid medium such as through a metallic conductor or an optical fiber, and in an embodiment the network 1020 may be configured to transmit data wirelessly (through air), such as by a transmission of electromagnetic waves, acoustic waves photonic radiation, and the like. Moreover, in an embodiment, the processing unit 1010 may be operatively coupled to the vehicle transportation system 100 by a direct connection rather than a network 1020. In an embodiment, the connection 1025 may be a network or a direct connection, and may include a solid connection and/or a wireless connection. Moreover, in an embodiment the connection 1025 is a structure of the vehicle transportation system 110, and in an embodiment the connection 1025 is disposed at last partially within the roadway guideway 150.

In an embodiment, the programmed computer 1010 (or suite of separate processing components controlled by it) is programmed to control the movement of an apparatus 120 along the roadway guideway 150. In an embodiment, the programmed computer 1010 controls the movement of the apparatus 120 by executing an algorithm that is stored in a memory of the programmed computer 1010, or stored in a memory that is coupled to the programmed computer 1010.

In an embodiment, an indication of destination of each apparatus 120 that is coupled or to be coupled to a vehicle 180 is provided to the programmed computer 1010. In an embodiment, the vehicle operator or some other entity of each vehicle 180 indicates the vehicle's destination to the programmed computer 1010 through an interface. In an embodiment, the interface is disposed within a vehicle 180, which is coupled to the programmed computer 1010 via the data connection 133 described (FIG. 1).

In an embodiment, in indication of the position of each apparatus 120 along a roadway guideway 150 is provided to the programmed computer 1010. In an embodiment, an indication of the position of each vehicle 180 on a roadway 190 along the roadway guideway 150 is provided to the programmed computer 1010. In an embodiment, an indication of the position of each vehicle 180 coupled to an apparatus 120 is provided to the programmed computer 1010. In an embodiment, the vehicle transportation system 100 includes sensors disposed along the roadway guideway 150 and/or along the roadway 190 to detect the approximate position of an apparatus 120 or a vehicle 180 along the roadway guideway 150, and/or the roadway 190, and to provide the detected position to the programmed computer 1010. In an embodiment, the roadway guideway 150 includes these disposed sensors. In an embodiment, an apparatus 120 and/or a vehicle 180 includes a transmitting device to provide an indication of their position to the programmed computer 1010.

In an embodiment, the algorithm is configured to determine the speed, the force, and/or the like that the force generation unit 318 418 718 of an apparatus 120 is to generate.

The programmed computer 1010 is configured to execute the algorithm and to provide to the apparatus 120 an indication of the speed, the force, and/or the like, that the force generation unit 318 of the apparatus 120 is to generate calculated by execution of the algorithm. The apparatus 120 is configured to receive the indication. The force generation unit 318 is configured to generate the indicted speed, force, and/or the like, from the received indication.

In an embodiment, the algorithm is configured to determine the speed of each apparatus 120 dependent upon maintaining a predetermined minimum or preferred spacing between contiguous apparatus 120 based on criteria that may include traffic management (including re-entering transit), required braking distance, and speed constraints on each region of a roadway upon which each vehicle is disposed, and human factors considerations.

In an embodiment, the algorithm is configured to determine the route along the roadway guideway 150 that an apparatus 120 is to transit. In an embodiment, the algorithm is to determine whether the coupling components of an apparatus 120 are to be enabled or to be not enabled, at different positions of the route. The programmed computer 1010 is configured to execute the algorithm, and to provide to the apparatus 120 an indication of a coupling component of the apparatus 120 enablement or disenablement generated by algorithm execution. The apparatus 120 is configured to receive the indication and to enable and/or to disenable a coupling component according to the indication. In response to the apparatus 120 enabling and/or not enabling a coupling component, the apparatus 120 will transit the roadway guideway 150 as described with reference to FIGS. 3, 4, 7, and 8.

Referring now to FIGS. 11A and 11B, there is described an embodiment of a method 1100 of an apparatus moving along a roadway guideway, switching between roadway guideways, moving along a switched to roadway guideway and not a switched from roadway guideway, and exiting or entering a roadway or otherwise changing between the roadways being moving upon.

The method 1100 includes in block 1110 moving the apparatus along two physically coupled roadway guideways, a first roadway guideway and a second roadway guideway. The apparatus is a type configurable to couple to a roadway vehicle. The guideways are in an approximately defined position relative to one another, meaning a range of relative positions such that an apparatus configured to physically couple to both guideways can physically couple to the guideways in the relative positions (at the same time.) Moreover, the guideways have a vertical component above the elevation of the plane of the roadway (though it may be off to a side, as illustratively portrayed in FIG. 9).

The method includes in block 1120, selecting between the apparatus to move along the first roadway guideway and moving along the second roadway guideway. The selecting action is made while the apparatus is at a position along the two roadway guideways before the roadway guideways diverge from the defined position.

The method includes in block 1130, if the selection is to move along the first roadway guideway, configuring the apparatus to couple to the first roadway guideway if it was not already coupled to the first roadway guideway, and configuring the apparatus to decouple from the second roadway guideway if the apparatus was not decoupled from the second roadway guideway, before the position where the first roadway guideway and the second roadway guideway diverge from the defined position. The method includes in block 1140, if the selection is to move along the second roadway guideway, configuring the apparatus to couple to the second roadway guideway if it was not already coupled to the second roadway guideway, and configuring the apparatus to decouple from the first roadway guideway if the apparatus was not already decoupled from the second roadway guideway, before the defined position. It is understood that the selecting action of block 1120 may be a separate step from that of configuring actions of blocks 1130 and 1140, or may be inherent in the configuring actions of blocks 1130 and 1140 unless the coupling and decoupling actions in these blocks is arbitrary.

Furthermore, in an embodiment, the coupling the apparatus to the first roadway guideway action of block 1130 and/or coupling the apparatus to the second roadway guideway of block 1140 may include positioning an element of the apparatus in a pocket of the first and/or second roadway guideway. And furthermore in an embodiment, the decoupling the apparatus from the second roadway guideway action of block 1130 and/or decoupling the apparatus from the first roadway guideway action of block 1140 may includes positioning an element of the apparatus out of a pocket of the second and/or the first roadway guideway.

Embodiments of physically coupling, and/or decoupling, the apparatus to a section have been described above with reference to FIGS. 1, 3, 4, 7, and 8. Moreover, illustratively, the action of physically coupling the apparatus to the second section includes positioning an element of the apparatus in a pocket of the second section, and illustratively the action of physically decoupling the apparatus from the first section includes positioning an element of the apparatus out of a pocket of the first section, as described above with reference to FIGS. 3, 4, 7, and 8

It is understood that in an embodiment, components, structures, acts, and the like described herein may include in whole or in part identical elements and acts, and moreover may be the identical component, structure, act, and the like described elsewhere as having a different name. Moreover, elements have been illustratively described as being components of specific aggregated structures. For instance, a coupling component 310, 340, 440, and 450; and a force generation unit 318 have been illustratively described as being components of a head unit 126. And for instance, a head unit 126, a coupling structure 128, and a vehicle engagement structure 130 have been illustratively described as being components of an apparatus 120. And illustratively, a member 132, a joint 138, and an engagement structure 130 have been described as being components of a coupling structure 128. These aggregations are merely illustrative, and the transportation vehicle system could have been described using different aggregations of structure.

Although the present invention has been described in connection with specific embodiments, those of ordinary skill in the art will understand that many other modifications can be made to the invention within the scope of the claims that follow. Accordingly, it is not intended that the scope of the invention in any way be limited by the above description, but instead be determined entirely by reference to the claims that follow. With regard to the claims, the order of description of acts or operations should not be construed to imply that these acts or operations are necessarily order dependent.

It is understood moreover that in general, terms used herein, and especially in the appended claims, are generally intended as “open” terms (e.g., the term “including” and should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” “comprise” and variations thereof, such as, “comprises” and “comprising” are to be construed in an open, inclusive sense, that is as “including, but not limited to,” etc.) unless specifically stated otherwise. It is understood that if an illustrative “first item” and an illustrative “second item” compose an element or act or the like, then the element, act, or the like includes the first item and the second item in the open sense. It is be further understood that if a specific quantity is intended in a claim recitation, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. Moreover, as used herein, the meaning of “attach” and variants thereof, unless otherwise stated, may include being removably attached. And moreover, as used herein, the term “and/or”, unless otherwise stated, should be interpreted as one or more of the items. Illustratively, for three items “A,” “B,” and “C,” the phrase “A, B, and/or C” (or “A; B; and/or C”) shall be understood to mean at least one of the items in the group consisting of the item “A,” the item “B,” and the item “C,” the possibilities being (in the alternative): “A”; “B”; “C”; “A” and “B”; “A” and “C”; “B” and “C”; or “A”, “B”, and “C”.

Claims

1. An apparatus comprising:

a guideway coupling structure configurable to concurrently physically couple the apparatus to two roadway guideways, a first roadway guideway and a second roadway guideway, when the two roadway guideways are in a defined position relative to one another, and configured to concurrently move along each of the two roadway guideways when the guideway coupling structure physically couples the apparatus to the two roadway guideways and the roadway guideways are approximately in the defined position relative to one another; configurable to physically couple to the first roadway guideway and not couple to the second roadway guideway and configured to move along the first roadway guideway; and configurable to physically couple to the second roadway guideway and not the first roadway guideway and to move along the second roadway guideway;

a force generation unit configured to generate a first force to move the apparatus along a physically coupled roadway guideway, and a second force to tow a coupled roadway vehicle; and

a vehicle coupling structure configured to couple the apparatus to the roadway vehicle, and to transmit the second force from the apparatus to the coupled roadway vehicle as the apparatus moves along the roadway guideway in response to the first force.

2. The apparatus defined in claim 1 wherein the guideway coupling structure is configured to switchably physically couple or not physically couple the apparatus to the first roadway guideway, and configured to switchably physically couple or not physically couple the apparatus to the second roadway guideway.

3. The apparatus defined in claim 2 wherein the guideway coupling structure is switchable based on a received signal.

4. The apparatus defined in claim 1 wherein the apparatus comprises a brake configured to contact a roadway guideway with a frictional material to decelerate the apparatus in moving along a coupled roadway guideway.

5. The roadway guideway defined in claim 1 wherein the roadway guideway is configurable to have a range of vertical displacement with respect to the roadway, and/or a range of horizontal displacement with respect to the roadway.

6. A system comprising:

pocketed, dual, separable guideways positionable in reference to a roadway surface;

modules coupleable to the guideways, such that when the modules are coupled to the guideways, the modules are captive therein and configured to run along the guideways;

the modules configured to selectively physically couple to the guideways, and

the modules having a propelling device capable of pulling or pushing the module and a coupled vehicle along each to guideway.

7. The system defined in claim 6, wherein the guideways are positionable in reference to the roadway surface above, beside, and/or upon the roadway surface.

8. The system defined in claim 6 comprising:

a device to couple the module to a roadway vehicle, said device having a spanning structure to approximately span the distance between a head unit and a vehicle engagement structure, said spanning structure terminated by a rotatable joint at each end.

9. The system defined in claim 8 wherein said joint comprises a trunnion.

10. A method comprising:

moving an apparatus configurable to couple to a roadway vehicle, along two physically coupled roadway guideways, a first roadway guideway and a second roadway guideway, that are in an approximately defined position relative to one another and have a vertical component above the elevation of the surface;

while the apparatus is at a position along the two roadway guideways before a position where the roadway guideways diverge from the defined position, selecting between the apparatus moving along the first roadway guideway and the second roadway guideway;

if the selection is to move along the first roadway guideway, configuring the apparatus to couple to the first roadway guideway if the apparatus was not already coupled to the first roadway guideway, and not couple to the second roadway guideway if the apparatus was not already not coupled to the second roadway guideway, at the position where the first roadway guideway and the second roadway guideway diverge; and

if the selection is to move along the second roadway guideway, configuring the apparatus to couple to the second roadway guideway if the apparatus was not already coupled to the second roadway guideway, and not couple to the first roadway guideway if the apparatus was not already not coupled to the second roadway guideway, at the position where the first section and the second section diverge.

11. The method defined in claim 10 wherein the action of coupling the apparatus to the first roadway guideway includes positioning an element of the apparatus in a pocket of the first roadway guideway.

12. The method defined in claim 10 wherein the action of decoupling the apparatus from the second roadway guideway includes positioning an element of the apparatus out of a pocket of the second roadway guideway.

13. An apparatus comprising:

a vehicle engagement structure configured to physically couple the apparatus to a roadway vehicle, and to transmit a force to move and decelerate a coupled roadway vehicle;

a vehicle engagement combination comprising at least two beams attached to the apparatus, longitudinally oriented, and

pivotable about a lateral axis of the apparatus; at least 2 beams rigidly attached to the vehicle; each beam attached to the apparatus having a fore and aft mouth at a distal end configured to grasp a distal end of the beam attached to the vehicle; each beam attached to the vehicle having a lateral inward facing socket positioned along its length; and the apparatus having bars with a wedge shaped distal end with each bar configured to translate laterally into a socket and each wedge shaped distal end and socket forming a conjugate pair.

14. The apparatus of claim 13 further comprising a guideway coupling structure configured to couple the apparatus to a roadway guideway, and to generate a propulsive force to move along a coupled guideway and tow a coupled roadway vehicle.

15. The apparatus of claim 13 where the proximal end of each beams attached to the apparatus is lower than the distal end of each beam attached to the vehicle.

16. An apparatus comprising:

a guideway coupling structure configured to couple the apparatus to a roadway guideway;

a vehicle engagement structure configured to physically couple the apparatus to a roadway vehicle, and to transmit a force to move a coupled apparatus along the roadway guideway; and

a system configured to yaw the vehicle engagement structure to a determined rotational position.

17. The apparatus of claim 16 wherein the system is configured to yaw a coupled roadway vehicle to a determined rotational position.

18. The apparatus of claim 16, comprising:

a sensing unit to determine the rotational position of the vehicle coupling structure;

a rotational position determining unit to determine a desired rotational position about the vehicle engagement structure;

a unit to generate a first signal to a force generation unit, the first signal including an indication to yaw the vehicle engagement structure, and being based at least partially on the desired position determined by the rotational position determining unit; and

the force generation unit to yaw the vehicle engagement structure according to the indication of the first signal.

19. The apparatus of claim 18, wherein

the force generation unit includes an electric motor configured to yaw the vehicle engagement structure in response to the indication of the first signal;

the signal generated by the unit is a voltage; and

the force generation unit is configured to approximately apply said voltage to the electrical motor.

20. The apparatus of claim 18, comprising a braking unit to controllably retard the yawing of the vehicle engagement structure.

21. The apparatus of claim 16, wherein:

the apparatus includes at least one joint between the guideway coupling structure and the vehicle engagement structure; and

the system is configured to yaw the vehicle engagement structure by rotating about the at least one joint.

22. The apparatus of claim 16, comprising:

a sensing unit to determine the rotational position about each of the at least one joint;

a rotational position determining unit to determine a desired rotational position about each of the at least one joint;

a unit to generate a first signal to a force generation unit, the first signal including an indication for each of the at least one joint to rotate about each of the at least one joint, and being based at least partially on the desired position determined by the rotational position determining unit; and

the force generation unit is configured to rotate about each of the at least one joint according to the indication of the first signal.

23. The apparatus of claim 16, wherein

the force generation unit includes an electric motor configured to rotate about at least one of the at least one joint in response to the indication of the first signal;

the signal generated by the unit is a voltage; and

the force generation unit is configured to approximately apply said voltage to the electrical motor.

24. The apparatus of claim 16, comprising a braking unit to controllably retard rotation about the at least one joint.

25. The apparatus of claim 24 wherein the unit is configured to generate a second signal to the braking unit, the second signal including for each of the at least one joint an indication for the braking unit to retard rotation about the joint, the second signal to be based at least partially on the desired position determined by the rotational position determining unit about the joint; and

the braking unit is configured to retard rotation about the at least one joint in response to the indication of the second signal.

26. An apparatus comprising:

a guideway coupling structure configured to physically couple the apparatus to a roadway guideway;

a vehicle engagement structure configured to couple the apparatus to a roadway vehicle, and to transmit a force to move a coupled apparatus along the roadway guideway; and

a unit having at least one joint between the guideway coupling structure and the vehicle engagement structure; and

a system configured to rotate about at least one of the joint.

27. The apparatus of claim 26, comprising:

a sensing unit to determine the rotational position about each of the at least one joint;

a rotational position determining unit to determine a desired rotational position about each of the at least one joint;

a unit to generate a first signal to a force generation unit, the first signal including an indication for each of the at least one joint to rotate about the at least one joint, and being based at least partially on the desired position determined by the rotational position determining unit; and

the force generation unit configured to rotate about the at least one joint according to the indication of the first signal.

28. The apparatus of claim 27, wherein

the force generation unit includes an electric motor configured to rotate about at least one of the at least one joint in response to the indication of the first signal;

the signal generated by the unit is a voltage; and

the force generation unit is configured to approximately apply said voltage to the electrical motor.

29. The apparatus of claim 27, comprising a braking unit to controllably retard rotation about the at least one joint

30. The apparatus of claim 29 wherein:

the unit is configured to generate a second signal to the braking unit, the second signal including for each of the at least one joint an indication for the braking unit to retard rotation about the joint, the second signal to be based at least partially on the desired position determined by the rotational position determining unit about the joint; and

the braking unit is configured to retard rotation about the at least one joint in response to the indication of the second signal.

31. A method of operating a vehicle transportation system, the vehicle transportation system configured to tow a coupled vehicle and having a first coupling structure to couple the vehicle transportation system to a guideway such that the vehicle transportation system may move along the guideway, and a second coupling structure to couple the vehicle transportation system to the vehicle, the method comprising:

sensing the yaw position of the second coupling structure while the vehicle transportation system is towing a coupled vehicle and moving along a coupled guideway;

determining a desired yaw position of the second coupling structure; and

rotating the second coupling structure to the desired yaw position.

32. The method of claim 31 further comprising braking the rotation of the coupling structure at a desired position.

33. The method of claim 31 wherein said determining is at least partially in response to the rotational position of the second coupling structure and the position of the vehicle transportation system along the guideway.