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Thomas Pumpelly (Email) Tim Maier, Esquire (Email)Transit Speed is the speed at which the Grid Main Rail traffic is traveling in miles per hour (mph). In phase I and II, Transit Speed may be from zero (-0-), mph to One Hundred and Eighty (125), mph, based on factors such as traffic, switching requirements, Main Grid Rail condition, hills, external threats, stopped Grid vehicles, meteorological conditions and malfunctions of the Hybrid PT System. Phase III vehicles may travel at considerably higher speeds.
The Hybrid PT Grid components include an elevated beam, similar to a wide “I beam” in appearance (Grid Rail). The Grid Rail is constructed, for the most part, above an existing highway or roadway, and attached to poured reinforced concrete poles. The top (or “Cap”), of the Grid Rail will be seamless stainless steel, titanium or a specially formulated, poured, plastic surface. The Grid Rail is situated slightly above road surface level at the entry point, and rises to a minimum of Eighteen (18), feet above the surface. After a Hybrid PT compliant vehicle enters a Grid entry point. An approach lane (“Grid Approach Lane”), will provide sufficient length for a Grid Compliant vehicle to accelerate to full transit speeds before joining the mainstream Grid Rail.
A specially designed adaptor plate with a series of thrust bearings (similar to tiny wheels), will be integrated into the structure of a Grid compliant vehicle. The entire apparatus will surround the Grid Rail contacting the top, both sides and the underside of the upper cap of the Grid Rail.
On the Grid Approach Lane, a Grid vehicle’s tires and wheels, which are situated vertically for normal roadway operation, will rotate down and inward to a horizontal position once a Grid vehicle is established on the Grid Rail. Thereafter, the vehicle’s tires will contact the inside of the Grid Rail at a predetermined pressure (approximately .5 times gravity or “g”), supplying sufficient traction for Grid vehicles to reach their optimal velocity. A Grid compliant vehicle could not “jump”off the Grid Rail under any normal circumstances as it fully encompasses the Grid Rail’s upper surfaces.
In an emergency, the same hydraulic mechanism that rotates a Grid vehicle’s tires from the upright (vertical), position to the .5 g Grid contact (horizontal), position can increase pressure contact on the inside of the Grid Rail in order to provide better braking contact with the Grid Rail’s inside surfaces. Rapid deceleration could then be as great as needed to avoid a collision (perhaps as much as 8 g), with gentle, but immediate, deployment of proper body and head restraints.
The general mechanics of a Grid compliant vehicle are not significantly different that one of today’s standard hybrid or electric cars except for the rotational tire and wheel assemblies and electronics. The Hybrid PT Patent applies to any system where by a vehicle drives on and off a fixed guide-way under its own power. Various other Hybrid PT propulsion systems are under consideration by the Company.
In order to provide for the tires and wheels to transit from vertical to horizontal, the entire axle assembly will rotate (or hinge), downward on a large wishbone type suspension component (“Wishbone Connector”). A Grid vehicle’s propulsion plant will include 4 electric motor/generators, one on each axle outboard the Wishbone Connector. The motor/generators would provide electric power to the wheels in either the horizontal or vertical positions. The motor/generators, much like a current model hybrid (road), vehicle will collect and return energy to a Grid vehicle’s battery system during braking.
Grid vehicles will have certain common elements in order to be Grid compliant. Weight is perhaps the most limiting, however, Grid compliant vehicles will also be required to be fully enclosed during transit on the Grid so as to avoid the possibility of objects being blown or suctioned from the vehicle. Once closed at Grid entry, doors and windows will be inoperable on Grid vehicles until exiting the Grid System. Vehicles towing trailers, for example, would not be allowed Grid access. Each vehicle will have the equivalent of today’s speed control sensors, both front and back, in order for the Grid vehicle’s on board computer to recognize an impending collision and plot a braking solution and/or deploy safety restraints. Grid vehicles will have both positive and negative electrical pickups which will provide direct current (DC), power to a Grid vehicle’s on-board battery at a rate (at least), equal to the power draw from a Hybrid PT vehicle’s electrical motors and other systems.
Phase II and Phase III Grid compliant vehicles will have sensors and transponders to communicate with the Grid’s external computers which, with the possible exception of an extreme emergency, will conduct every aspect of a Grid vehicle’s operation from entry onto a Grid Approach Lane to Grid exit.
Once acceleration is complete, and a Grid vehicle switches from a Grid Approach Lane to the main line Grid Rail (“Main Grid Rail”), a Grid vehicle will further accelerate to transit speed plus five (5), mph until reaching close proximity to the next Grid vehicle (or vehicles). Thereafter, the Grid vehicle’s on-board computer will reduce the closing speed between it and the lead vehicle to transit speed plus one (1), mph. Imbedded into the front and rear of the Grid vehicle will be a positive (front), and negative (rear), electro magnet of substantial strength which, through reverse polarization, will cushion the eventual contact between the lead and following Grid vehicles. The resulting “train” effect will provide for added safety (see Section 10, “Safety of Life”), as well as a potent draft effect which may result in as much as 40% reduction in a Grid vehicle’s power requirement.
There must be one Grid System architecture prior to the time construction of Grid vehicles and Grid infrastructure is commenced. Multiple architectures (as was the case of automatic toll collection lanes), will lead to a costly alignment of different systems at a later date which the Company believe should be strictly avoided.
Prior to implementation, substantial testing of various Grid vehicles, Rails, and electronics will be required in order to finalizing Grid architecture.