11.1Redundant Systems:
In the same manner that an airliner must be capable of continuing flight in the event of a malfunction, in order to avoid blocking the Grid a Hybrid PT compliant vehicle will incorporate several redundant methods of continuing transit along the Grid until reaching the next exit. During Phase I and II, while using the Hybrid PT System, Grid vehicles will run solely on electrical power using each of 4 individual electric motors at all times. Each motor will be individually connected to one, of two, electrical busses through typical fused circuitry. In the event of the failure of one, two, or three electric motors, a Grid vehicle will be capable of continuing under its own power to an exit on any one of the electric motors although speeds may be greatly reduced. If however, a Grid vehicle has connected with a train of vehicles, and is not the last vehicle, it may be pushed by the vehicles behind it to a safe exit position.
11.2Power Loss:
In the event of battery power loss, a Grid vehicle’s operator would have the option of diverting the DC voltage from the Grid Rail’s positive and negative connections, directly to any one or more of the electric motors.
11.3On Board Electrical System Failure:
In the case of complete electrical failure, sensors in the Grid’s central computer will detect the malfunction and direct other cars to separate sufficiently enough from the disabled vehicle so as to allow it to exit the Main Grid Rail onto a Grid Departure Lane at the next switching point and roll through the Grid exit to a service facility.
11.4Two Way Communications:
A two way communications system will, in the same manner as aircraft communicate with Air Traffic Control facilities (ATC), have the capacity to provide direct communications between a Grid vehicle and the Hybrid PT emergency control facilities by installed high frequency radios with battery back-up. Standard cellular phones will be capable of communicating with Grid control facilities by way of circuitry contained within the Main Grid Rails.
11.5Tire Wear, Extreme Braking:
Since the amount of contact between a Grid vehicle’s tires and the Grid Rail will be controlled by hydraulic pressure, the amount of tire contact pressure may vary to provide the least amount of contact at which tire traction with the Grid Rail will be sufficient for propulsion. As the weight of the vehicle is completely situated on a bearing surface beneath the vehicle (“Trust Plate”), the tires will be under little strain compared
with regular street travel and tire failure is extremely unlikely. In the event of tire depressurization or deformity of a tire, the hydraulic pressure forcing that particular tire against the Grid Rail would be released and the affected tire could be rotated upward, away from the Grid Rail altogether until the vehicle could exit the Grid Rail.
11.6Improved Braking:
Braking action will be increased infinitely as the hydraulic pressure pushing the tires against the Grid Rail may be increased substantially in the event of emergency braking. 8 Gs deceleration is a very obtainable goal.
11.7Wear Surfaces:
The major consideration in Grid dependability is the design and maintenance of a Grid vehicle’s Thrust Plate, failure of which could leave traffic along an entire Main Grid Rail, at a dead stop. High strength plastic friction strips which center a vehicle on the Grid rail in the event of a tire or electric motor failure must be monitored and inspected at regular intervals. To the extent possible, sensors will be installed to recognize a deteriorating condition of any necessary component of a Grid compliant vehicle.
11.8Construction and Maintenance Costs:
The Company believes that the Hybrid PT System, can be constructed and maintained at approximately one half (½ ), the cost of building and maintaining a typical new highway, based on vehicle transit miles.
Thomas Pumpelly (Email)