Road Infrastructure for Autonomous Vehicles

Abstract

An elevated road (100) for an autonomous vehicle may include a tower (102) that extends vertically from a ground anchor and includes a metal tube defining a central cavity and a concrete column disposed within the central cavity. The elevated road (100) also includes a bracket (104) that is connected to the tower (102) and includes a mounting plate fixed to the tower and a cantilevered road support member extending from the mounting plate. The elevated road (100) may also include a cantilevered road segment (106) that is connected to the tower (102) via the cantilevered road support member and includes a joist structure structurally connected to the cantilevered road support member, a road member disposed above and supported by the joist structure, and a first side barrier and a second side barrier disposed along a first side and a second side of the road member, respectively. The road member may be adapted to receive a four-wheel road vehicle.

Description

[0001] Cross - reference to related applications

[0002] This Patent Cooperation Treaty patent application claims priority to U.S. Provisional Patent Application No. 62 / 874,875, filed on July 16, 2019, titled "Road Infrastructure for Autonomous Vehicles", the entire content of which is incorporated herein by reference. Technical field

[0003] The described embodiments generally relate to roads for vehicles, and more particularly, to separated - grade (elevated) roads for autonomous vehicles. Background art

[0004] Vehicles such as cars, trucks, vans, buses, trams, etc. are ubiquitous in modern society. Cars, trucks, and vans are often used for personal transportation to transport a relatively small number of passengers, while buses, trams, and other large vehicles are often used for public transportation. Vehicles can also be used for package transportation or other purposes. Such vehicles can travel on roads, which can include surface roads, bridges, highways, overpasses, or other types of roads where vehicles have the right of way. Summary of the invention

[0005] An elevated road for autonomous vehicles can include towers that extend vertically from ground anchors and include a metal tube defining a central cavity and a concrete column disposed within the central cavity. The elevated road can also include brackets that are connected to the towers and include mounting plates fixed to the towers and cantilevered road support members extending from the mounting plates. The elevated road can also include a cantilevered road segment that is connected to the towers via the cantilevered road support members and includes a joist structure structurally connected to the cantilevered road support members, a road member above and supported by the joist structure, and a first - side barrier and a second - side barrier respectively disposed along the first side and the second side of the road member. The road member can be adapted to receive four - wheel road vehicles. The mounting plate can be fixed to the tower via anchors embedded in the concrete column.

[0006] The concrete column can include reinforced concrete. Either the metal tube or the concrete column can be capable of fully supporting the weight of the cantilevered road segment. The joist structure can include a plurality of parallel joists. The plurality of parallel joists can include four parallel joists. The cantilevered road segment can also include a metal form connected to the joist structure and a concrete road support formed within the metal form, and the road member and the concrete road support can be part of an integrally - formed structure.

[0007] A section of an elevated road for autonomous vehicles may include a joist structure, a metal formwork, and an integrally molded road structure. The joist structure includes a plurality of parallel joists. The metal formwork is connected to the joist structure. The integrally molded road structure includes road members and a plurality of road supports. The road supports are formed in the metal formwork and are configured to transfer loads from the road members to the joist structure. The joist structure may include four joists arranged in parallel. The joist structure may further include a plurality of inter-joist support members.

[0008] The joist structure may have a length of less than 50 feet. The joist structure may have a length of less than 33 feet. The section may further include a water conduit that extends substantially parallel to the plurality of parallel joists and is configured to transport water from the road members to a water outlet. The joist structure may define a horizontal top plane, and the plurality of road supports may have different heights to support the road members in an orientation not parallel to the horizontal top plane.

[0009] The joist structure may be configured to connect to one or more other joist structures to define a joist span member. The joist span member may be configured to be supported by a first tower at a first end of the joist span member and by a second tower at a second end of the joist span member. The joist span member may have a length of 100 feet and may be formed by a combination of two 50-foot joist structures, three 33-foot joist structures, or any other suitable joist structure combination.

[0010] An elevated road for autonomous vehicles may include a plurality of towers and a cantilevered road. Each of the plurality of towers extends vertically from a respective ground anchor. The cantilevered road is supported by the plurality of towers and defines a first side extending parallel to the vehicle travel direction and a second side extending parallel to the vehicle travel direction along at least a portion of the cantilevered road. Each of the plurality of towers may be positioned along the first side of at least a portion of the cantilevered road. The cantilevered road may be a first cantilevered road, and the elevated road may further include a second cantilevered road supported by the plurality of towers and positioned vertically above the first cantilevered road. The towers may be spaced apart by a distance of less than 100 feet. The cantilevered road may include a plurality of sections connected end to end.

[0011] A tower for an elevated road may include a metal tube defining a central cavity, a concrete column disposed in the central cavity, and a first conduit. The first conduit is at least partially embedded in the concrete column and defines an inlet near the top of the tower and configured to receive water and an outlet near the bottom of the tower and configured to discharge water from the first conduit. The tower may further include a second conduit at least partially embedded in the concrete column and configured to accommodate electrical wires. The second conduit defines a first opening near the top of the tower and a second opening near the bottom of the tower. The tower may be configured to support the elevated road.

[0012] The metal pipe and the concrete column can define a fully redundant load path for supporting the elevated road. The concrete column can be reinforced with steel reinforcement members. The tower can also include a reinforcement sleeve extending around the base portion of the metal pipe. The tower can also include a water reservoir disposed within the reinforcement sleeve, and the outlet of the first conduit can be configured to discharge water from the first conduit into the water reservoir. Description of the Drawings

[0013] The present disclosure will be readily understood from the following detailed description in conjunction with the accompanying drawings, in which like reference numerals denote like structural elements, and in which:

[0014] Figure 1 A portion of an exemplary elevated road is depicted.

[0015] Figure 2 Depicts Figure 1 an exemplary road segment of the elevated road.

[0016] Figure 3 is Figure 2 an exploded view of the road segment.

[0017] Figures 4A - 4B is a partial cross-sectional view of an exemplary section of the elevated road.

[0018] Figure 5 Depicts a cantilevered road segment supported by a tower.

[0019] Figure 6 Depicts Figure 5 the tower.

[0020] Figure 7 is Figure 5 and Figure 6 a partial cross-sectional view of the tower.

[0021] Figure 8A Depicts a side view of a bracket connected to the tower.

[0022] Figure 8B Depicts Figure 8A the bracket connected to the tower.

[0023] Figures 9A - 9D Depicts an exemplary configuration of a road segment supported by a tower.

[0024] Figures 10A - 10F Depicts the steps of an exemplary process for constructing an elevated road.

[0025] Figure 11 Depicts an exemplary process for constructing a joist structure.

[0026] Figures 12A - 12B Depicts an exemplary vehicle.

[0027] Figures 13A to 13B Depicts Figures 12A to 12B a vehicle with the door in an open state.

[0028] Figure 14A Depicts a partial exploded view of an exemplary vehicle.

[0029] Figure 14B Depicts a partial exploded view of another exemplary vehicle. Detailed Description

[0030] Reference will now be made in detail to representative embodiments shown in the accompanying drawings. It should be understood that the following description is not intended to limit the embodiments to one preferred embodiment. Instead, it is intended to cover alternatives, modifications, and equivalents that may be included within the spirit and scope of the described embodiments as defined by the appended claims.

[0031] Embodiments herein generally relate to a transportation system in which multiple vehicles can be autonomously operated to transport passengers and / or cargo along a road including an elevated road segment. For example, a transportation system or service can provide a fleet of vehicles that can operate along a road to pick up and drop off passengers at preset locations or stations or at dynamically selected locations (e.g., selected by a person via a smartphone). In some cases, it may be necessary or beneficial to elevate all or some of the roads that the vehicles traverse. For example, in a dense urban environment, it may be impractical or undesirable to dedicate existing road lanes or sidewalks to dedicated autonomous vehicle lanes. Accordingly, systems for elevating roads above ground level are described herein such that autonomous vehicle roads can be provided while reducing or minimizing the impact on existing roads, sidewalks, and other infrastructure. As used herein, the term "road" can refer to a structure that supports a moving vehicle.

[0032] A separated grade road (also referred to herein as an elevated road) for autonomous vehicles may include a series of towers anchored into the ground and supporting the road. The road may be formed by a plurality of modular (and optionally at least partially prefabricated) road segments connected to the towers. Notably, the elevated roads described herein may not be usable by conventional road vehicles (e.g., cars, trucks, vans). Additionally, vehicles used with the elevated road may be centrally controlled or otherwise programmed to operate according to a specific set of rules. Thus, the maximum load of the elevated road can be a known or at least highly controllable quantity. In contrast, conventional roads and bridges must be designed to accommodate unknown worst-case loading scenarios that include vehicles of different sizes, weights, speeds, etc. Because the load of the elevated road of the transportation system described herein can be highly controlled, and also because the vehicles of the transportation system are relatively smaller and lighter compared to conventional road-going vehicles, the elevated roads described herein can be smaller and lighter than conventional bridge or highway span members.

[0033] As described above, the elevated road may include a series of modular road segments supported above the ground by a series of towers. The road segments may include a joist structure that can be at least partially remotely manufactured (e.g., prefabricated) and transported to the installation site where the joist structure can be connected to other joist structures and ultimately lifted and connected to the towers. The joist structure may be formed by a plurality of individual joists sized such that they can be transported using conventional transportation methods. For example, the joists may be configured to fit within a sea-air-land container or on a flatbed semi-trailer truck, etc. In some cases, multiple joists may fit within a single sea-air-land container or on the trailer of a semi-trailer truck. The multiple joists can then be connected together to form the joist structure, which can then be combined (e.g., end-to-end) with other joist structures and then connected to the towers. Due to the modular prefabricated nature of the joists and their ability to be transported by conventional transportation methods such as sea-air-land containers and semi-trailer trucks, the deployment of the elevated road can be faster and more efficient than conventional road construction methods.

[0034] Once raised and connected to the tower, a concrete road structure can be built on top of the joist structure to define the actual wearing surface of the road (e.g., the surface contacted by vehicle tires). By attaching a mold (e.g., a mold that defines the shape of the road structure) to the joist and filling the mold with a concrete placer, the road structure can be built on top of the joist structure. It is noted that the road structure does not need to be a structurally single flat slab positioned on top of the joist structure. Instead, the road structure can define curves, cambers, slopes, descents, or other shapes in addition to the basic flat slab. In this way, although the road structures may all be integrally formed concrete structures, they can have unique shapes that cooperate to define the straight sections, curves, slopes, and descents of the road structure. More details regarding the road structures and the techniques for forming them are described herein.

[0035] As described above, the road can be part of a transportation system that includes or uses a dedicated type of vehicle (or several dedicated types of vehicles), the vehicles can be configured to operate independently according to a known set of rules or control scheme, and can also be directly controlled or guided by a supervisory control system. As used herein, "vehicle control scheme" can refer to a control scheme executed by a single vehicle (also referred to as a "local control scheme"), as well as a centralized and / or distributed control scheme (also referred to as a "supervisory control scheme") that can have the ability to control multiple different vehicles. It should be understood that the vehicle control scheme can include elements of both local and supervisory control schemes to control the vehicle such that there may not be (and need not be) a clear or well-defined functional or programming boundary between the local and supervisory control schemes.

[0036] Because the transportation system and its vehicles are typically limited to autonomous vehicles (e.g., vehicles that are generally driven independently without a human driver), and more specifically to known types of vehicles, the shape and profile of the road structure can be designed in accordance with the vehicles and the vehicle control scheme. For example, because the specifications of the vehicle are known (e.g., maximum speed, turning radius, maximum braking performance, acceleration performance, etc.), the road can be designed in accordance with the vehicle specifications to produce target driving characteristics and achieve overall vehicle and road performance.

[0037] In addition, using vehicle and supervisory control schemes to autonomously control vehicles allows for the use of a greater range of road shapes and profiles. For example, while it may be necessary to avoid building sharp turns in a conventional highway (since it would be unsafe to require a human driver to make drastic speed and direction changes), such turns may be feasible in the present system. In particular, since the entire road is known to the transportation system, all vehicles on the road can be specifically configured to make appropriate speed adjustments and steering movements to safely and comfortably traverse the road, even in the presence of sharp turns, banked turns, ramps, downhills, etc. that would be too dangerous or cumbersome on a traditional road.

[0038] In some cases, the transportation system can be designed to impart special ride characteristics to the occupants as the vehicle traverses the road. As used herein, "ride characteristics" can refer to a set of physical parameters (such as forces or accelerations) experienced by the occupants of a vehicle traveling along the road. In some cases, the ride characteristics can be characterized by a set of target values or upper limits or thresholds (e.g., regarding lateral and vertical accelerations) that the occupants will experience while traveling in the vehicle on the road (e.g., the system can be configured to keep the acceleration forces experienced by the vehicle occupants at or below a threshold level). As a specific example, the acceleration felt by the user can be limited to less than 0.5 times the acceleration due to gravity (g) in the front, rear, and lateral directions, while the vertical acceleration can be maintained between 0.5g and 1.5g. (These acceleration limits can be established for the position where the passenger's head will be within the vehicle during normal vehicle operation.) Other kinematic characteristics may also be subject to targets, upper limits, or thresholds. For example, in addition to or instead of acceleration, the transportation system, particularly the shape of the road, can be designed such that speed, jerk, and snap can all be kept at or near target values, or at or below limit values or thresholds. In addition, to provide a consistent experience, these targets and / or limits can be applied along the entire or substantially the entire road. By designing the road (e.g., the turns, ramps, downhills, cambers, superelevations, etc.) to achieve the target ride characteristics, passengers can experience a feeling of gliding, without the sudden and varying lateral, front / rear, and vertical acceleration changes that occur when traveling along a conventional road.

[0039] The foregoing acceleration thresholds are merely exemplary values, and other values or ways of quantifying the target driving characteristics are also contemplated. It is noted that, as described above, these driving characteristics can be maintained even along roads that include highly banked turns, steep inclines or declines, tight-radius turns, etc. For example, the vehicle can be programmed to traverse these road features in a manner that maintains the desired driving characteristics. In fact, as described herein, the vehicle can include features such as four-wheel steering and four-wheel independent adjustable suspension (including adjustable ride height, preload, damping, etc.), which can be used to help maintain the target driving characteristics along various types of road features, shapes, and configurations.

[0040] Figure 1 Shown is a section of an exemplary elevated road 100 for an autonomous vehicle 108 according to an embodiment described herein. Figure 1 The elevated road section shown is beside and / or above a conventional ground road, and an elevated road deployed in a typical urban or suburban environment is shown, but this is not meant to be limiting. In fact, the elevated road can be deployed in any environment or location, including rural areas, fully or partially located within a building, away from a road, underground, etc. The elevated road 100 is shown as supporting a plurality of four-wheel vehicles 108. The vehicles 108 can be autonomous or semi-autonomous vehicles specifically designed for the elevated road 100. Regarding Figures 12A - 14B One example type of vehicle used with the elevated road 100 is described, however, other types of vehicles can travel along the elevated road 100 instead of or in addition to those described herein.

[0041] The elevated road is supported by a plurality of towers 102 extending vertically from ground anchors; in some embodiments, each section of the elevated road 100 can be fixed to respective towers 102, while in other embodiments, each section of the elevated road 100 can be fixed to a plurality of towers. The towers 102 can be spaced apart by any suitable distance. In some cases, the towers 102 are spaced approximately 100 feet apart (thus defining a road span member of approximately 100 feet). The spacing of the towers 102 can be defined by or consistent with the dimensions of standardized length sections used to form the elevated road 100. For example, the sections can have a standardized length of approximately 33 feet to allow these sections (or at least the joists of the sections) to be at least partially prefabricated (remotely) and transported to the construction site in land, sea, and air containers, or have a standardized length of approximately 50 feet to allow them to be transported by semi-trailer trucks. Thus, a 100-foot distance between joists allows the road span member to be formed by three 33-foot sections or two 50-foot sections. Standardization of tower spacing and joist length simplifies design and construction logistics, as the tower spacing can be standardized even across regions with different transportation constraints.

[0042] The distance between the towers 102 can be generally uniform along the length of the elevated road 100. For example, all or most of the towers 102 can be spaced apart from each other by a distance of approximately 100 feet. The uniform spacing can help simplify the design and construction of the elevated road 100. However, in some cases, it may be necessary or beneficial to vary the spacing between the towers, such as in the case of a road bend or turn, or in the case of accommodating buildings, obstacles, or other features along the path of the elevated road 100. In some cases, where the distance between the towers is not 100 feet, the distance can be 33 feet or 50 feet (or any additional combination of these distances), such that standardized road sections can be used. In other cases, custom road sections of other lengths can be provided to accommodate any suitable distance between the towers 102.

[0043] Each tower 102 can include a bracket 104 that is fixed to the tower 102 and supports one or more cantilevered road sections 106. The elevated cantilevered arrangement of the road sections 106 can provide several advantages over other types of elevated bridges or highway span members. For example, since the road sections 106 only need to be supported along one side, the towers 102 can be positioned along any side of the road section 106 that is most advantageous based on construction constraints, space considerations, etc. Additionally, since the road sections 106 cantilever out from the towers 102, the entire width of the road section 106 can define an unobstructed covered path that can be used for a covered sidewalk, road, etc. In contrast, for a road directly above the top of its towers (e.g., centered above the towers), the path defined below the road is inconveniently blocked by the towers. Also, since the road sections 106 can cantilever out from the towers 102, multiple road sections 106 can be supported on a single tower 102. For example, as described in more detail with respect to Figures 9A - 9D Multiple road sections 106 can be easily supported by a single tower 102. Such a configuration may not be possible if each road section needs to be positioned on top of the tower and / or centered above the tower.

[0044] Figure 2 An exemplary road section 106 of the elevated road 100 is shown. The road section 106 can include a joist structure 202, a road member 204 that is above and supported by the joist structure 202, and a first side barrier 206 and a second side barrier 208 that are disposed along the first side and the second side of the road member 204. Figure 2 The road section 106 shown in can be a standardized structure such that many identical or similar instances of the road section 106 can be connected together and supported by the towers to produce Figure 1 the elevated road shown in.

[0045] The road member 204 can be adapted to receive and / or support a four-wheel road vehicle, such as vehicle 108 described herein( Figure 1 ), 1200( Figures 12A - 13B ), and 1400, 1420( Figures 14A - 14B ). A "four-wheel road vehicle" can refer to a wheeled vehicle that can move under its own power and be freely maneuvered along a road (e.g., without tracks, rails, or other physically contacting guiding mechanisms). The road member 204 can also be adapted to receive and / or support other types of vehicles, including vehicles with different numbers of wheels (e.g., one wheel, two wheels, three wheels, or more than four wheels), construction vehicles, four-wheel road vehicles adapted for non-passenger use (e.g., for carrying cargo or other loaded goods), emergency vehicles (e.g., police cars, ambulances, fire trucks, etc., whether autonomous or manually operated), etc.

[0046] The road member 204 can be made of or include concrete or any other suitable paving material (e.g., asphalt material, bituminous pavement material). Additionally, the road member 204 can lack rails or other mechanical guiding elements for physically steering or guiding the vehicle. Thus, the road member 204 can define a substantially flat or featureless surface that allows vehicles to travel and navigate freely along the road. The road member 204 can have any suitable dimensions to accommodate the vehicles for which the transportation system is designed. For example, the length dimension 211 of the road member 204 can correspond to and / or be based on the length of the joist section (as described above, which can be standardized to 50 feet or 33 feet, or can be any other suitable length). The road member 204 can also have a width dimension 210 of 130 inches (or any other suitable width). The width dimension 210 can be configured to allow two vehicles to travel side by side or pass each other on the road. For example, the width dimension 210 can be at least twice the vehicle width plus an additional safety margin (e.g., 12 inches between vehicles and between the vehicle and the side barrier). The road member 204 can also include systems and / or components embedded in or otherwise attached to the road member 204 to assist vehicle navigation along the road. For example, markers visible to and / or electrically detectable by the vehicle can be embedded in and / or attached to the road member 204. Such markers can help the vehicle steer along a desired path, inform the vehicle of its position on the road member 204 (and more generally, its position along the road), allow the vehicle to determine speed and / or other motion parameters, etc. In some cases, the markers are magnets or magnetic materials (e.g., steel, iron) embedded in the material of the road member 204.

[0047] The side barriers 206, 208 can be formed of or include concrete and can be integrally formed with the road member 204. For example, the side barriers 206, 208 and the road member 204 can define at least a part of a one-piece road structure formed by pouring or molding concrete into one or more metal molds. Road supports (e.g., Figures 4A - 4B road supports 405, 415) can also be part of the one-piece road structure that also forms the road member 204 and the side barriers 206, 208. The road member 204, the side barriers 206, 208, and the road supports can include reinforcement materials embedded in or attached to the concrete, such as steel bars, strips (e.g., metal strips), rods, beams, brackets, etc. As used herein, "reinforcement bars" can refer to steel bars that can be at least partially embedded in or attached to a matrix material (e.g., concrete) to provide structural reinforcement to the matrix material. The side barriers 206, 208 can have a height 212 above the road member 204. The height 212 can be selected based at least in part on the size and configuration of the vehicles that will travel on the road.

[0048] Because the side barriers 206, 208 are integral with the road member 204, the road segment can define a continuous trough-like structure that prevents or restricts water, debris, or other objects from falling from the elevated road onto the ground or other underlying objects. To help remove rainwater or snowmelt (or other precipitation) from the road member 204, the road segment can include openings 222 (which can be covered by grilles) in the road member 204 that communicate with one or more conduits 224 below the road member 204. The conduits 224 can extend parallel to the joists supporting the road member 204 and can transport water from the road member 204 to the outlet of the road. The outlet can be integrated with a tower and can be above, at, or below ground level. For example, the outlet can discharge into a water retention planter integrated into a reinforced sleeve around the base portion of the tower (e.g., above ground), a bioswale or basin on the ground, or directly into a stormwater system (e.g., a municipal stormwater system) below ground.

[0049] In the case of an outlet blockage or clogging or a stormwater channel overflow, the conduits 224 can also act as water reservoirs. Thus, the conduits 224 can be configured to have a specific internal volume that meets or exceeds any applicable stormwater retention regulations, standards, and / or engineering best practices. In some cases, the road can include other storage reservoirs to supplement the volume of the conduits 224 themselves. More details of the outlet are described herein in connection with Figure 6 the outlet.

[0050] The road segment 106 may also include a fence 216 that extends above the side barriers 206, 208 (and optionally extends from the top surfaces of the side barriers 206, 208). The fence 216 may include fence posts 218 that support one or more cables 220 sufficient to meet current building codes and safety requirements. The fence posts 218 may be fixed to the side barriers 206, 208 to provide structural support for the fence 216. For example, the fence posts 218 may be at least partially embedded in the concrete of the side barriers 206, 208 (and thus in an integrally formed road structure or a partially integrally formed road structure), bolted to the side barriers 206, 208, or otherwise fixed to the side barriers 206, 208. The fence 216 may have sufficient size and strength to prevent a fully loaded vehicle from traveling at a target speed (e.g., the maximum planned vehicle speed with a suitable additional margin). Thus, the vehicle can be safely accommodated on the road in the unlikely event of a collision between the vehicle and the side barriers 206, 208 and the fence 216.

[0051] The fence 216 can also be adjusted to different heights above the side baffles 206, 208. The adjustability of the fence height can facilitate or enable several features. For example, the fence 216 can be positioned at different heights along different sections of the road, such as higher along the outside of a turn or in an environment where additional fence height is needed or desired. As another example, the fence 216 can be used for worker safety during the construction and / or maintenance of an elevated road. Fences for worker safety may have different requirements than fences for road safety. Thus, an adjustable fence allows the fence to be positioned at a first height during the construction and commissioning of the road (e.g., when workers may be on the road components) and at a second height (which may be lower than the first height) when the road is used for vehicle traffic. The fence 216 (including the fence posts 218, the cables 220, or both) can also be designed to serve as an attachment point for a safety line. More specifically, the fence 216 can have a sufficient strength rating to meet or exceed fall protection safety standards (e.g., which may be applicable during the construction and / or maintenance of an elevated road).

[0052] The road may also include one or more additional conduits 226 for routing or otherwise carrying other materials, such as wiring, along the road. Wires from the additional conduits 226 can provide power and / or communication to devices along the road. Such devices can include, but are not limited to, lights, sensors (e.g., for sensing vehicles, traffic, weather, or environmental conditions), communication devices, or any other type of electronic device. Although one additional conduit 226 is shown, any number of additional conduits supported by the road may be present. The additional conduits can also be unrelated to the function of the road or transportation system. For example, electricity, water, telecommunications, gas, or other utilities can be routed in additional conduits supported by the road.

[0053] As described above, the road member 204 can be positioned on top of the joist structure 202 and supported by the joist structure 202. The joist structure 202 can include a plurality of parallel joists 228 (e.g., four parallel joists 228). The joists 228 can be formed of any suitable material (e.g., steel) and can have any suitable shape and / or configuration. The parallel joists 228 can be connected to each other via inter-joist cables, struts, or other structures. The parallel joists 228 can also be formed of or include a plurality of joist sub-segments that are connected end-to-end to define a single joist. Thus, for example, each of the four parallel joists 228 can be formed of or include one, two, three, four, or more joist sub-segments. The connected parallel joists 228 can constitute the joist structure of a road segment 106. As described herein, the joist structures of road segments can be connected to each other end-to-end to define a continuous road. This can include connecting the free ends of the joists of one road segment to the free ends of the joists of another road segment.

[0054] The road segment 106 can also include wall segments 230 that can cover the joist structure 202. The wall segments 230 can be load-bearing or non-load-bearing and can prevent or restrict objects, animals, and individuals from entering the internal structure of the road. However, the wall segments 230 can be removable and / or movable to allow access to the joist structure, conduits, or other internal structures or components for construction, maintenance, or other purposes. The wall segments 230 can be formed of or include any suitable material, including but not limited to metal, plastic, reinforced polymer, wood, glass, etc.

[0055] Figure 3 Yes Figure 2 is an exploded view of the road segment 106. The exploded view shows the parallel joists 228 that form the joist structure 202 and the one-piece road structure (including the road member 204 and side barriers 206, 208) supported by the joist structure 202 and the wall segments 230. As shown, the parallel joists 228 are similar to parallel chord trusses (e.g., Warren trusses), although any other suitable joist or truss design can be used. As described herein, the road member 204 and side barriers 206, 208 can be formed in place after the joist structure 202 is constructed, raised, and connected to the towers.

[0056] Figures 4A - 4B Partial cross-sectional views of two exemplary road segments 400, 410 are shown, respectively. Figure 4A and 4B show how road members of various different shapes can be formed on top of the same joist structure.

[0057] Figure 4A An example of a section 400 defining a straight and horizontal wear surface is shown. The section 400 may include a monolithic road structure 404 (defining road members, sidewalls, and fences, as described above) formed on top of and supported by a joist structure 406. The joist structure 406 may include a plurality of parallel joists 407 and inter-joist members 408. The monolithic road structure 404 may be formed by attaching a mold (e.g., a metal mold) to the joist structure 406, where the mold defines some or all of the shape of the monolithic road structure 404. Once the mold is in place, reinforcing materials (e.g., steel bars, steel fiber meshes, etc.) may be positioned in and / or above the mold, and concrete may be poured into the mold to encapsulate the reinforcing materials and ultimately form the monolithic road structure 404. In some cases, reinforcing materials such as reinforcing fibers may be mixed or otherwise combined with the concrete before pouring or otherwise casting the concrete to form the monolithic road structure 404. The concrete may be high-strength concrete having a compressive strength in the range of about 4 - 10 ksi, and in some cases about 6 ksi. The mold may be held in place to add additional structural strength and / or support to the monolithic road structure 404. In other cases, the mold may be removed after the concrete has hardened.

[0058] The monolithic road structure 404 may define a road member 401, sidewalls 403, and road supports 405. The road supports 405 may be part of the monolithic road structure (e.g., integral with the road member 401 and sidewalls 403), and may transfer loads from the road member 401 to the joist structure 406. The shape and size of the road supports 405 in any given section may be selected to produce a desired attitude of the wear surface. For example, as Figure 4A shown, there are four road supports 405, each road support 405 positioned on top of or otherwise supported by a corresponding joist. All of the road supports 405 have the same height, resulting in the wear surface of the road member 401 being parallel to the horizontal top plane defined by the joist structure 406 (e.g., the road member 401 defines a straight and horizontal surface). Figure 4B Another configuration of the road supports is shown, which supports the road member 411 (e.g., the road member 411 is inclined or sloped) in an orientation that is not parallel to the horizontal top plane defined by the joist structure 416.

[0059] Figure 4B An example of a section 410 defining a sloped road member is shown. Similar to Figure 4AIn the road section 400, the road section 410 may include a one-piece road structure 414 formed on top of and supported by a joist structure 416 (defining a road member, sidewalls, and a fence, as described above). The joist structure 416 may include a plurality of parallel joists 417 and inter-joist members 418. The one-piece road structure 414 may be formed by attaching a mold (e.g., a metal mold) to the joist structure 416 and using concrete and reinforcement materials to form the one-piece road structure 414 in the mold, as described above.

[0060] The one-piece road structure 414 may define a road member 411, sidewalls 413, and road supports 415. Although the one-piece road structure 404 defines a horizontal wear surface, the road member 411 may be inclined to define an inclined or sloping wear surface. The inclined road member 411 may define a part of an inclined turning section of the road. To produce the inclined road member 411, the road supports 415 may have different heights to produce a desired wear surface angle. In this way, the same joist structure can be used to support many different road member configurations, orientations, and / or attitudes. More specifically, the same joist structure can be used to form straight and horizontal road sections, as well as inclined, curved, sloped, or other road profiles. In this way, the joist structure can be highly modular, such that complex road profiles can be produced by forming a plurality of different-shaped one-piece road structures on top of a standardized uniform joist structure.

[0061] The road supports 415 (and Figure 4A the road supports 405) may be continuous along the length of the one-piece road structure (e.g., continuous into the page), and thus may resemble an elongated beam-like structure. In other examples, the road supports resemble struts, and a series of struts extend along and are supported by each joist structure to support the road member.

[0062] The road sections 400, 410 may have substantially the same width. For example, the width dimension 402 ( Figure 4A ) and the width dimension 412 ( Figure 4B ) may be the same. Because the one-piece road structure can be molded into many different shapes and configurations, the position of the one-piece road structure relative to the joist structure does not need to be consistent. For example, in Figure 4A , the one-piece road structure 404 is centered above the joist structure 406. In contrast, in Figure 4BIn [the figure], the monolithic road structure 414 is eccentric above the joist structure 416. More specifically, the monolithic road structure 414 defines a first overhang 420 that is greater than a second overhang 422 on the opposite side of the road. By allowing the joist structure to deviate from the monolithic road structure, greater design flexibility is achieved because a unified modular joist structure can be used to provide a greater range of road profiles, turns, inclines, or other shapes or features (e.g., without having to modify or customize the joist structure for each road segment).

[0063] Figure 5 An exemplary cantilevered road segment 502 supported in an elevated position by a tower 500 is shown, with the tower 500 extending vertically from a ground anchor 510. Figure 5 The cantilevered configuration of the road segment is further shown, demonstrating how the road segment only needs to be supported along one side and how the road segment does not need to be supported directly below (e.g., centered below) the road segment.

[0064] The road segment 502 can be connected to the tower 500 by brackets 512 or any other suitable connectors. For example, and as described herein, the brackets 512 can include mounting plates 516 that are fixed to the tower 500 by anchors 514. The anchors 514 can be rods, bolts, bosses, or any other suitable mechanism by which the brackets 512 can be attached to the tower 500.

[0065] The tower 500 can be fixed to the ground anchor 510 (alternatively, in some embodiments, the ground anchor can be part of the tower). The ground anchor 510 can be formed of or include reinforced concrete that is formed in situ or otherwise located below the ground plane 508. A reinforcement sleeve 506 can be formed around the base portion of the tower 500. The reinforcement sleeve 506 can be formed of or include a metal (e.g., steel) sleeve or sheath around the base of the tower 500. In some cases, the reinforcement sleeve 506 is formed of or includes concrete. In some cases, the reinforcement sleeve 506 includes a metal sleeve with concrete formed inside the metal sleeve and around the base of the tower. Other configurations are possible. For example, the reinforcement sleeve 506 can include various types of energy-absorbing materials between an outer sleeve member (e.g., a metal tube) and the tower 500. Such materials include, but are not limited to, foams, metal energy-absorbing structures, liquids (e.g., water), etc.

[0066] The reinforcement sleeve 506 can be at least partially hollow or otherwise define an internal volume or chamber. The internal volume of the reinforcement sleeve 506 can be used for water storage purposes. For example, a water conduit that carries water away from the road surface can extend through the tower 500 and exit into or through the internal volume of the reinforcement sleeve 506. Thus, if the amount of water that needs to be removed from the road surface exceeds the capacity of the outlet (e.g., if the volumetric flow rate of water on the road surface exceeds the volumetric flow rate capacity of the outlet), the water can be temporarily retained in the internal volume and discharged at an appropriate time.

[0067] The reinforcement sleeve 506 can be configured to help prevent or mitigate damage to the tower 500 in the event of an impact. For example, the tower 500 can be located along or near a conventional ground road where a vehicle may collide with the tower in the event of a traffic accident. Thus, the reinforcement sleeve 506 can help absorb and / or dissipate energy from the vehicle and minimize or eliminate structural damage to the tower 500.

[0068] Figure 6 More details of the tower 500 are shown, and in particular how conduits can be at least partially embedded in the tower 500 to transport water, wires, pipes, or other objects between the road surface and the ground. The tower 500 includes a first conduit 602 and a second conduit 604 (although this is merely exemplary and the tower 500 can include more, fewer, or different conduits). The first conduit 602 can define an inlet 606 near the top of the tower 500 and an outlet 618 near the bottom of the tower 500. The second conduit 604 similarly includes an inlet 608 near the top of the tower 500 and one or more outlets 610, 612 near the bottom of the tower 500.

[0069] The second conduit 604 can be configured to receive water from a road segment (e.g., via Figure 2 the water conduit 224), transport the water downward through the tower 500, and discharge the water from the second conduit 604. In some cases, the second conduit 604 can discharge water directly from the outlet 610 onto the road, a drainage ditch, or other exposed ground. In embodiments where the reinforcement sleeve 506 includes or defines an internal reservoir, the second conduit 604 can discharge water from the outlet 610 into those reservoirs.

[0070] Instead of or in addition to discharging water above ground level (e.g., from the outlet 610), the second conduit 604 can discharge water below ground level. For example, Figure 6Shows an outlet 612 connected to an underground channel (such as a storm sewer 614). The storm sewer 614 can convey water discharged from the second conduit 604 to a treatment facility or other water receiving infrastructure. The storm sewer 614 can be provided by a municipality or utility company and can receive water from other streets, roads, buildings, etc. In other embodiments, the drain field can receive water from one or more conduits in one or more towers.

[0071] The first conduit 602 can be configured to accommodate one or more electrical wires extending from an elevated road to ground level. For example, the first conduit 602 can accommodate wires for lighting fixtures, sensors (e.g., for sensing vehicles, traffic, weather, or environmental conditions), communication devices, or any other type of electronic device. The first conduit 602 can also accommodate other items, such as pipes for natural gas, water, etc. The electrical wires and / or pipes can extend into an underground channel 616. The underground channel 616 can extend any suitable distance and can be connected to other underground channels to facilitate routing the electrical wires and / or pipes to other locations, such as control panels, buildings, other towers, utility providers, telecommunications providers, etc.

[0072] Figure 7 is a cross-sectional view of tower 500 taken along line A-A in Figure 6 The tower 500 can include a metal tube 700 defining a central cavity. The cavity can be filled with concrete to produce a concrete column 702, which provides additional strength and durability to the tower 500. The individual metal tube 700 or the concrete column 702 can provide sufficient strength to fully support the weight of the cantilevered road. This can provide several benefits. For example, the metal tube 700 of the tower 500 can be installed, and the road can be erected before filling the metal tube 700 with concrete. This can facilitate a faster and more cost-effective deployment of the elevated road because once the metal tube 700 is erected, sections of the road can be connected to the tower. Additionally, the elevated road can be fully operational without the metal tube 700 being filled with concrete. In this way, the elevated road and the entire transportation system (of which the elevated road is a part) can be tested, verified, and used before the tower is filled with concrete.

[0073] As described above, the tower 500 can include conduits extending through the interior of the tower. Figure 7 Shows the first conduit 602 and the second conduit 604 embedded in the concrete column 702. Figure 7 Also shown is an additional conduit 704 (which can be the same or similar to the first conduit 602 and the second conduit 604). When the metal tube 700 is filled with concrete, the conduits embedded in the concrete column 702 can have sufficient strength to resist crushing or deformation.

[0074] The concrete column 702 may also include a reinforcement member 706, such as steel bars or any other suitable reinforcing material or component. In some cases, the reinforcement member 706 extends between the concrete column 702 and the ground anchor 510. For example, when forming the ground anchor 510, the reinforcement member 706 may be partially embedded in the concrete of the ground anchor 510. The exposed portion of the reinforcement member 706 may extend into the metal tube 700 and thus may be embedded in the concrete column 702 when the metal tube 700 is filled with concrete. As shown, the reinforcement member 706 extends vertically, but any suitable configuration of the reinforcement member may be used, such as a grid-like structure. In some cases, the reinforcement members 706 are interconnected (e.g., by other reinforcement members extending between the reinforcement members 706).

[0075] As described above, the cantilever road segment may be attached to the tower via a bracket 512 fixed to the tower. Figures 8A - 8B The tower 500 and the bracket 512 attached to the tower 500 are depicted. Figure 8A The bracket 512 of the road segment without attachment is shown, while Figure 8B is a view of the tower 500 and the bracket 512 as viewed along Figure 8A line B-B in Figure 8B An exemplary attachment configuration between the bracket 512 and the joist of the road segment is also shown.

[0076] The bracket 512 may include a mounting plate 516 and a cantilever road support member 800 extending from the mounting plate 516. The mounting plate 516 is fixed to the tower via an anchor 514. The mounting plate 516 and the cantilever road support member 800 may be composed of a plurality of metal members connected together (e.g., via welding, fasteners, etc.). As another example, the mounting plate 516 and the cantilever road support member 800 may be different segments of a single integrally formed metal structure. Other materials may also be used instead of metal (e.g., concrete) or in addition to metal. Furthermore, although an exemplary configuration of the bracket 512 is shown in Figures 8A - 8B other shapes and overall configurations may also be envisioned. In some cases, the bracket 512 may include more, fewer, or different features, structures, reinforcements, brackets, attachment points, etc.

[0077] The cantilever road support member 800 may support the joist of one or more cantilever road segments. For example, the cantilever road support member 800 may define an anchor point 802 to which the joist of the road segment is fixed. Figure 8BShows a partial cross-sectional top view of the tower 500 and the cantilevered road support member 800, showing how the joists 804 and 806 can be fixed to the anchor points 802. The joists 804, 806 can be fixed to the anchor points 802 in any suitable manner. For example, the joists 804, 806 can be fixed to the anchor points 802 via welding, bolts, fasteners, brackets, or any other suitable technique and / or structure. As another example, instead of the ends of the joists 804, 806 cantilever extending from the side of the cantilevered road support member 800, the joists 804, 806 can be positioned on top of the cantilevered road support member 800 (and fixed via welding, bolts, fasteners, brackets, etc.).

[0078] Figure 8B Shows more details of fixing the bracket 512 to the anchor 514 of the tower 500. As shown, the anchor 514 extends through the tower 500. In the case where the tower 500 includes a concrete column within a metal tube, as described herein, the portion of the anchor 514 within the tower 500 can be at least partially encapsulated by the concrete column. The structural connection between the anchor 514 and the tower 500 can exhibit a structural redundancy similar to that of the tower 500 itself. For example, the anchor-tube connection or the anchor-concrete connection can be individually sufficient to fully support the bracket 512 (and the attached road segment, even when loaded with vehicles). This redundancy is beneficial for the reliability and durability of the elevated road and also helps the ability to stage the installation and commissioning of the system by ensuring that the road can be fully and safely supported even in the case where there is no concrete column in the tower 500.

[0079] Figures 8A - 8B Shows one bracket 512 attached to the tower 500. In some cases, additional brackets can be attached to the tower 500. For example, an additional bracket can be attached to the side of the tower 500 opposite to the bracket 512 and anchored (at position 808) using the anchor 514. In the case of using additional brackets, each bracket can be directly connected to the joist of only one road segment (although the joists of the road segments can be connected together between two brackets).

[0080] Figures 9A - 9D Depicts several exemplary configurations of the road segments connected to the tower, showing the flexibility and scalability of the elevated road design described herein. Figure 9AShows a single cantilevered road segment 902 connected to a tower 900. As described above, the cantilevered design allows the road segment 902 to freely hang above the ground. This can improve installation flexibility because the tower does not need to be positioned directly below the center of the elevated road. Additionally, this configuration allows the entire width of the road to be used as a canopy over an accessible path. In contrast, a tower along the center of the road (e.g., right in the middle) would block the path below the road and limit its function as a canopy for sidewalks, roads, bike lanes, parks, roads with right of way, etc. Additionally, the cantilevered design allows the tower to be positioned along one side of the road. For example, the road can define a vehicle travel direction (e.g., into Figure 9A the page), and along at least a portion of the road, all towers can be positioned along one side of the road segment. In some cases, different portions of the road have towers along different sides. For example, Figure 9A a certain portion of the road shown in

[0081] Figure 9B Shows a stacked configuration where a first cantilevered road segment 904 is connected to the tower 900 vertically above a second cantilevered road segment 906. Figure 9C Shows a double-cantilever configuration where a first cantilevered road segment 908 is positioned on a first side of the tower 900 and a second cantilevered road segment 910 is positioned on the opposite side of the tower 900. Figure 9D Shows a stacked double-cantilever configuration where first and second cantilevered road segments 912, 914 are positioned on the same side of the tower 900 (where the first segment 912 is vertically above the second segment 914), and third and fourth cantilevered road segments 916, 918 are positioned on the opposite side of the tower 900 (where the third segment 916 is vertically above the fourth segment 918).

[0082] Although Figures 9A - 9D the cantilevered road segments in

[0083] Figures 10A - 10F are all shown as parallel (e.g., defining parallel elevated roads), multiple cantilevered road segments can be connected to a single tower in a non-parallel manner. For example, a tower at a ninety-degree intersection of two elevated roads can support multiple road segments. In some cases, multiple road segments can define a single-slope intersection where two elevated roads connect, or an overpass-type intersection where one road is above another non-parallel road. In either case, the tower can use the structures and techniques shown and described herein to support one or more road segments. Figures 10A - 10FSequential execution operations with different sequences depicted therein.

[0084] In operation 1000( Figure 10A ), a ground anchor 1011 is formed in the ground. The ground anchor 1011 can be formed of reinforced concrete or any other suitable material. Other underground features can also be constructed in this operation, including but not limited to storm drains, utility vaults or chambers, underground reservoirs, etc. A conduit can be formed in the ground anchor 1011 to communicate with a conduit in the tower.

[0085] In operation 1002( Figure 10B ), the tower 1012 or more specifically the metal tube of the tower is attached to the ground anchor 1011. The metal tube of the tower 1012 can be bolted or otherwise fastened to the ground anchor 1011. Reinforcement members (e.g., steel bars) can be positioned inside the hollow interior of the metal tube. Additionally, the reinforcement members can extend out of the top of the ground anchor 1011 and can be positioned inside the hollow interior of the metal tube such that the reinforcement members will be encapsulated in a concrete column formed within the metal tube.

[0086] In operation 1004( Figure 10C ), the metal tube of the tower 1012 is filled with concrete (indicated by arrow 1014). The concrete can be pumped into the metal tube from an inlet positioned near the bottom of the metal tube. Alternatively or additionally, the concrete can be poured in from an inlet near the top of the metal tube. In some cases, the metal tube defines an open top such that the concrete can be poured directly from the top opening. After the metal tube is filled with concrete, any openings can be sealed (e.g., by welding or otherwise securing a cap to the inlet and / or opening) to protect the concrete column. In some cases, operation 1004 can be delayed until after the road section is raised and attached to the tower, or even until after the elevated road system is otherwise fully operational.

[0087] Operations 1000 - 1004 illustrate the formation of a single ground anchor 1011 and tower 1012, but other ground anchors and towers can be formed simultaneously or in series. As shown in operation 1008, multiple ground anchors 1011 and towers 1012 can be erected before the road span members are raised and fixed to the tower 1012.

[0088] In operation 1008( Figure 10D ), multiple joist structures 1016 can be constructed and connected to form a joist span member 1018 (as Figure 10Eas shown). This can include, for example, assembling joist structures from multiple joists and securing the multiple joist structures together in an end-to-end configuration. The number of joist structures required can be determined at least in part based on transportation constraints in the area of the road under construction. For example, for a 100-foot road span member in an area where precast 50-foot joists can be transported, the road span member can include two joist structures. In cases where it is more feasible to transport precast 33-foot joists, the road span member can include three joist structures. For shorter road span members, fewer joist structures can be used. As described above, the joist structures for elevated roads can be largely standardized such that the same joist structures (and other components of the joists and joist structures) can be used for multiple segments of the elevated road, thereby simplifying construction and increasing the construction speed of the road.

[0089] Figure 11 illustrates how multiple joist structures 1016 can be constructed and connected together to form a larger integrated joist structure for a joist span member 1018. As Figure 11 shown, two joist structures 1016-1 and 1016-2 are composed of multiple joists 1100 (shown as four in the figure) and inter-joist structures 1102. The inter-joist structures 1102 can include cables, beams, struts, rods, tubes, or any other suitable members or structures. The inter-joist structures 1102 can secure the joists 1100 together to form the joist structure 1016. Other structures can be used instead of or in addition to the inter-joist structures 1102 to secure the joists 1100 together and define a rigidly interconnected joist structure. Two joist structures 1016-1 and 1016-2 have been connected end-to-end to define a portion of the joist span member 1018. Welds, brackets, fasteners, or any other suitable components or techniques can be used to form the end-to-end connection between the joist structures and / or individual joists. In the case where the first joist structure is connected end-to-end with the second joist structure, the joists of the first joist structure can at least partially overlap the joists of the second joist structure.

[0090] Returning to Figure 10D , in operation 1008, the joist span member 1018 (formed from any number of joist segments as described herein) can be lifted and connected to one or more towers. For example, one or more cranes, jacking systems, or any other suitable techniques can be used to lift the joist span member 1018, and then the joist span member 1018 can be connected to the tower 1012 via brackets as described herein. In some cases, the connection of the joist structures (e.g., as Figure 11 shown) can occur while the joist structures are being lifted or elevated. For example, the first joist structure can be connected to the tower 1012, and another joist structure can be lifted to contact and connect to the first joist structure.

[0091] In operation 1010( Figure 10F ), a road structure 1020 can be constructed on top of the joist span member 1018. Constructing the road structure 1020 can include attaching forms to the joist structure and filling the forms with reinforced concrete to define a road member, road supports, and sidewalls (refer to Figures 2 - 4B shown and described). A concrete placer or paver can be used to fill the forms, and the concrete placer or paver fills the forms and defines a smooth wearing surface along the top of the road member. The concrete placer or paver can be at least partially automated and can be capable of forming the road structure 1020 according to a predetermined computer model. For example, the concrete placer or paver can adjust parameters such as the thickness of the road member, the height of the road member above the joist structure, or other parameters in order to produce a target road structure configuration. As described herein, the target road structure configuration can have a shape that produces target ride characteristics for vehicle passengers, and the concrete placer or paver can produce the road according to that shape. The concrete placer or paver can use highly accurate positioning systems and techniques to ensure that the position and shape of the road structure 1020 correspond to the predetermined computer model. For example, the concrete placer or paver can use differential global positioning system (e.g., differential GPS or DGPS) to establish its position and ensure the correct position, location, and shape of the road structure 1020.

[0092] Other construction operations can be performed before, during, or after the operation Figures 10A - 10F shown and described. For example, a fence can be constructed along the road, conduits for water, wiring, or other utilities can be installed in the road (e.g., within the joist structure), and other equipment can be installed in the road to facilitate vehicle operation.

[0093] As described above, the elevated roads described herein can be used with a transportation system in which a number of vehicles can be operated autonomously to transport passengers and / or cargo along the elevated roads. For example, a transportation system or service can provide a fleet of vehicles that operate along the elevated roads. Vehicles in such a transportation system can be configured to operate autonomously. As used herein, the term "autonomous" can refer to a mode or scenario in which a vehicle can operate without continuous manual control by a human operator. For example, a driverless vehicle can navigate along a road (including the elevated roads described above) using a sensor system that guides the vehicle and a system of autonomous driving and steering mechanisms that control the speed and direction of the vehicle. In some cases, a vehicle may not require steering, speed, or direction control from a passenger and may not include controls such as accelerator and brake pedals, a steering wheel, and other manual controls that are accessible to a passenger. In some cases, a vehicle can include manual drive controls that can be used for maintenance, emergency override, etc. During normal vehicle operation, such controls may be hidden, retracted, or otherwise not directly accessible to the user. For example, they can be designed to be accessible only by trained operators, maintenance personnel, etc.

[0094] Autonomous operation does not necessarily exclude all human or manual operation of the vehicle or the transportation system as a whole. For example, a human operator may be able to intervene in the operation of a vehicle for safety, convenience, testing, or other purposes. Such intervention in the vehicle can be local, such as when a human driver controls the vehicle, or remote, such as when an operator sends commands to the vehicle via a remote control system. Similarly, some aspects of the vehicle can be controlled by the passengers of the vehicle. For example, a passenger in a vehicle can select a target destination, route, speed, control the operation of doors and / or windows, etc. Therefore, it should be understood that the terms "autonomous" and "autonomous operation" do not necessarily exclude all human intervention or operation of individual vehicles or the transportation system as a whole.

[0095] Vehicles in an autonomous transportation system as described herein can operate on fully public roads or on closed roads (which can include surface segments and elevated segments, as described above). The closed roads can be customized for the operation of system-specific vehicles and the transportation system as a whole. For example, the roads can have markings, signs, fiducials, or other objects or components on, in, or near the road to assist vehicle operation. For example, a vehicle can include a sensor that can sense magnetic markings embedded in the road structure to assist in guiding the vehicle and allowing the vehicle to determine its position, speed, orientation, etc. As another example, the road can have signs or other indicators that can be detected by a camera on the vehicle and provide information such as position, speed limits, traffic flow patterns, etc.

[0096] Vehicles in a transportation system can include various sensors, cameras, communication systems, processors, and / or other components or systems that help facilitate autonomous operation. For example, a vehicle can include a sensor array that detects magnets or other markers embedded in road components and helps the vehicle determine its position, location, and / or orientation on the road. The vehicle can also include a wireless vehicle-to-vehicle communication system, such as an optical communication system, that allows vehicles to notify each other of operating parameters, such as their braking status, acceleration status, their next maneuver (e.g., right turn, left turn, planned stop), the quantity or type of their payload (e.g., people or cargo), etc. The vehicle can also include a wireless communication system to facilitate communication with a central operating system that has supervisory command and control authority over the transportation system.

[0097] Vehicles in a transportation system can be designed to enhance the operation and convenience of the transportation system. For example, the primary purpose of a transportation system can be to provide comfortable, convenient, fast, and efficient personal transportation. To provide personal comfort, a vehicle can be designed to facilitate passenger entry and exit and can have a comfortable seating arrangement with ample legroom and headroom. The vehicle can also have a sophisticated suspension system that provides a comfortable ride and dynamically adjustable parameters to help keep the vehicle level, positioned at an appropriate height, and ensure a comfortable ride over the entire range of variable load weights.

[0098] Conventional personal automobiles are designed to operate primarily in only one direction. This is partly due to the fact that the driver faces forward and long-distance reverse operation is generally unsafe or unnecessary. However, in autonomous vehicles where humans do not directly control the operation of the vehicle in real time, it may be advantageous for the vehicle to be able to operate bidirectionally. For example, a vehicle in a transportation system as described herein can be substantially symmetric such that the vehicle lacks a visually or mechanically distinct front or rear. Additionally, the wheels can be controlled sufficiently independently such that the vehicle can operate substantially the same regardless of which end of the vehicle faces the direction of travel. This symmetric design offers several advantages. For example, the vehicle may be able to maneuver in a smaller space by potentially eliminating the need to perform a U-turn or other maneuver to reorient the vehicle so that they face "forward" before starting a journey.

[0099] Figure 12A and 12B are perspective views of an exemplary four-wheel road vehicle 1200 (referred to herein simply as "the vehicle") that can be used in a transportation system as described herein. Figures 12A - 12B Illustrates the symmetry and bidirectionality of vehicle 1200. In particular, vehicle 1200 is defined with a first end 1202 shown in the foremost part in Figure 12A and a second end 1204 shown in the rearmost part in Figure 12BThe second end 1204 shown in the foremost part of []. In some examples and as shown, the first end 1202 and the second end 1204 are substantially the same. Additionally, the vehicle 1200 can be configured such that it can be driven with either end facing the direction of travel. For example, when the vehicle 1200 travels in the direction shown by arrow 1214, the first end 1202 is the front end of the vehicle 1200, and when the vehicle 1200 travels in the direction shown by arrow 1212, the second end 1204 is the front end of the vehicle 1200.

[0100] The vehicle 1200 can also include wheels 1206 (e.g., wheels 1206-1 to 1206-4). The wheels 1206 can be paired according to their proximity to the ends of the vehicle. Thus, wheels 1206-1, 1206-3 can be positioned near the first end 1202 of the vehicle and can be referred to as the first pair of wheels 1206, and wheels 1206-2, 1206-4 can be positioned near the second end 1204 of the vehicle and can be referred to as the second pair of wheels 1206. Each pair of wheels can be driven by at least one motor (e.g., an electric motor), and each pair of wheels can be capable of steering the vehicle. Because each pair of wheels is capable of turning to steer the vehicle, the vehicle can have similar driving and handling characteristics regardless of the direction of travel. In some cases, the vehicle can operate in a two-wheel steering mode, where only one pair of wheels steers the vehicle 1200 at a given time. In this case, when the direction of travel changes, the particular pair of wheels that steers the vehicle 1200 can change. In other cases, the vehicle can operate in a four-wheel steering mode, where the wheels operate in unison to steer the vehicle. In the four-wheel steering mode, depending on the steering maneuver being performed and / or the speed of the vehicle, pairs of wheels can turn in the same direction or in opposite directions.

[0101] The vehicle 1200 may also include doors 1208, 1210 that open to allow passengers and other payloads (e.g., packages, luggage, cargo) to be placed within the vehicle 1200. The doors 1208, 1210, described in more detail herein, may extend above the top of the vehicle such that each defines two opposing side segments. For example, each door defines a side segment on a first side of the vehicle and another side segment on a second, opposing side of the vehicle. The doors also each define a top segment that extends between the side segments and defines a portion of the top (or top side) of the vehicle. In some cases, the cross-section of the doors 1208, 1210 is similar to an inverted "U" and may be referred to as canopy doors. The side and top segments of the doors may be formed as a rigid structural unit such that all components of the doors (e.g., side and top segments) move together in unison. In some cases, the doors 1208, 1210 include an integrally molded housing or door chassis formed by an integrally molded structure. The integrally molded housing or door chassis may be formed from a composite sheet or structure, including, for example, fiberglass, carbon composite materials, and / or other lightweight composite materials.

[0102] Figure 13A and Figure 13B are side and perspective views of the vehicle 1200 with the doors 1208, 1210 in an open state. Because the doors 1208, 1210 each define two opposing side segments and a top segment, an uninterrupted interior space 1302 may be exposed when the doors 1208, 1210 are open. In Figure 13A and Figure 13B the example shown, when the doors 1208, 1210 are open, an open segment may be defined between the doors 1208, 1210 that extends from one side of the vehicle 1200 to the other. This may allow passengers to enter and exit the vehicle 1200 unobstructed on either side of the vehicle 1200. The absence of overhead structure when the doors 1208, 1210 are open may allow passengers to walk through the vehicle 1200 without restrictions on overhead clearance.

[0103] The vehicle 1200 may also include seats 1304 that may be positioned at opposite ends of the vehicle 1200 and may face each other. As shown, the vehicle includes two seats 1304, but other numbers of seats and other seat arrangements are possible (e.g., zero seats, one seat, three seats, etc.). In some cases, the seats 1304 may be removed, folded, or stowed such that a wheelchair, folding stroller, bicycle, or luggage may be more easily placed within the vehicle 1200.

[0104] A vehicle (e.g., vehicle 1200) used in a transportation system as described herein can be designed for safe and comfortable operation, as well as ease of manufacture and maintenance. To achieve these advantages, the vehicle can be designed to have a frame structure that includes many of the vehicle's structural and operating components (e.g., motors, suspensions, batteries, etc.) and is positioned to conform to the ground. A body structure can be attached or fixed to the frame structure. Figures 14A - 14B A partial exploded view of a vehicle that can be an embodiment of vehicle 1200 is shown, which shows an exemplary configuration of the frame structure and the body structure. As described below, the low position of the frame structure in combination with a relatively lightweight body structure results in a vehicle with a very low center of gravity, which increases the safety and maneuverability of the vehicle. For example, when the vehicle encounters a sloping road surface, wind loads, sharp turns, etc., the low center of gravity reduces the risk of the vehicle rolling over and also reduces the body roll of the vehicle during turning or other maneuvers. In addition, by positioning many of the vehicle's operating components (such as motors, batteries, control systems, sensors (e.g., sensors that detect road-mounted magnets or other markers), etc.) on the frame structure, manufacturing and repair can be simplified.

[0105] Figure 14A Is a partial exploded view of vehicle 1400, which can be an embodiment of vehicle 1200. The details of vehicle 1200 can equally apply to vehicle 1400 and will not be repeated here. Vehicle 1400 can include a body structure 1402 and a frame structure 1404. The body structure 1402 can include doors (e.g., doors 1208, 1210 described above) and other body components, and the body structure 1402 is attached to the frame structure 1404.

[0106] The frame structure 1404 can be formed by connecting several structural components together. For example, Figure 14A Shows the frame structure 1404, which includes a base module 1410 and a first wheel module 1406 and a second wheel module 1408. The wheel modules 1406, 1408 can be the same or similar to each other and can actually be interchanged with each other. In this way, assembly and repair can be simplified because the wheel modules can be easily and quickly replaced and / or swapped, and production and / or storage may require fewer unique replacement parts.

[0107] The wheel modules 1406, 1408 can include the drive components, suspension components, and steering components of the vehicle. For example, the wheel module can include a wheel suspension system (which can be defined as or include a wheel mount, axle, or hub, in Figure 14Ais represented as point 1412), a steering system, a drive motor, and an optional motor controller. The wheels can be mounted to the wheel suspension system via wheel mounts, axles, hubs, etc. The drive motor can include one or more drive motors that drive the wheels independently or in concert with each other. The drive motor can receive power from a power source (e.g., a battery) mounted on the base module 1410. The motor controller for the drive motor can also be mounted on the wheel modules 1406, 1408, or it can be mounted on the base module 1410.

[0108] The suspension system can be any suitable type of suspension system. In some cases, the suspension system includes an independent suspension system for each wheel. For example, the suspension system can be a double wishbone torsion bar suspension system. The suspension system can also be dynamically adjustable to control ride height, suspension preload, damping, or other suspension parameters when the vehicle is stationary or moving. Other suspension systems are also envisioned, such as swing axle suspensions, strut suspensions, MacPherson strut suspensions, etc. Additionally, the spring and damping functions can be provided by any suitable component or system, such as coil springs, leaf springs, pneumatic springs, hydropneumatic springs, magnetorheological shock absorbers, etc. The suspension system can be configured to operate in conjunction with the profile of the road surface (e.g., the elevated road as described above) to maintain the desired experience for the passengers.

[0109] The wheel modules 1406, 1408 can also include a steering system that allows the wheels to turn to steer the vehicle. In some cases, the wheels can be independently steerable, or they can be linked (e.g., via a steering rack) such that they always point in substantially the same direction during normal operation of the vehicle. As described above, since each pair of wheels is steerable, the wheel modules 1406, 1408 can be front wheel modules or rear wheel modules at a given time. Additionally, this allows the vehicle to use a four-wheel steering scheme, as well as alternate between two-wheel steering and four-wheel steering schemes.

[0110] The base module 1410 can include components such as a battery, a motor, and a mechanism for opening and closing the doors, a control system (including a computer or other processing unit), etc. The wheel modules 1406, 1408 can be attached to the base module 1410 in a secure manner, such as via bolts or other fasteners, interlocking structures, rivets, welds, etc. In some cases, the wheel modules 1406, 1408 can be removed from the base module 1410 in a non-destructive manner (e.g., without having to cut welds or metal or otherwise damage the structural materials of the modules), such that the modules can be replaced or disassembled from each other for ease of maintenance or repair. For example, the wheel modules 1406, 1408 can be removably attached to the base module 1410 using one or more threaded fasteners or pins.

[0111] Figure 14Bis an exploded view of a portion of vehicle 1420, which can be an embodiment of vehicle 1200. Details of vehicle 1200 can equally apply to vehicle 1420 and will not be repeated here. Vehicle 1420 can include a body structure 1422 and a frame structure 1424. The body structure 1422 can include doors (e.g., the above-mentioned doors 1208, 1210) and other body components, and the body structure 1422 is attached to the frame structure 1424.

[0112] while Figure 14A the frame structure 1404 in Figure 14B the frame structure 1424 in Figure 14B includes two wheel modules 1426, 1428 and no separate base module. The wheel modules 1426, 1428 can include Figure 14B all components of the wheel modules 1406, 1408 in

[0113] but can also include components connected to or otherwise integrated with the base module 1410. For example, each of the wheel modules 1426, 1428 can include a wheel suspension (which can include a wheel mount or axle, shown as point 1430 in

[0114] a steering system, a drive motor, and a motor controller.

[0115] The wheel modules 1426, 1428 can also include a battery, a control system (including a computer or other processing unit), a motor, and a mechanism for opening and closing the doors, etc. In some cases, the components of the wheel modules 1426, 1428 can be configured as backup or redundant components. For example, each of the wheel modules 1426, 1428 can include a control system that can control all operations of the vehicle, including controlling the components and mechanisms of its own wheel module and the components and mechanisms of the other wheel module of the frame structure 1424. Thus, if one control system fails or malfunctions, another control system on the other wheel module can seamlessly take over the operation of the vehicle. Figure 14Bis shown as being separated from the frame structure 1424, but in other embodiments, the body structure 1422 may be integrated with the frame structure 1424. For example, the body structure 1422 may have a first section 1432 and a second section 1434, and the first section 1432 and the second section 1434 may be structurally connected to the wheel modules 1426, 1428, respectively. In this way, structural components of the body structure 1422 and the frame structure 1424 that require or benefit from precise alignment can be assembled into a common sub-structure, thereby reducing misalignment between these components. For example, as described herein, the door mechanism may include a four-bar linkage, where one pivot is located on the first body section 1432 and another pivot is located on or near the wheel module 1426 (e.g., directly below the body section). By constructing the first body section 1432 onto the underlying wheel module 1426, the relative position between these pivots can be more tightly controlled, allowing for more predictable or reliable operation of the door mechanism. Additionally, in many cases, the alignment between the first section 1432 and the second section 1434 of the body structure 1422 may be less important than the alignment between a given section of the body structure 1422 and the underlying wheel module. Thus, integrating separate sections of the body structure 1422 with separate wheel modules can improve the tolerances and alignment of the vehicle's components.

[0116] Figures 14A - 14B An exemplary configuration of a vehicle and a frame structure is shown. However, other configurations are possible. Additionally, Figures 14A to 14B the frame structure and the body structure shown in are more intended as schematic representations of these components, and these components may include other structures that are omitted from Figures 14A to 14B for clarity. In addition to Figures 14A - 14B those explicitly shown in, additional structural connections and integrations may be made between the body structure and the frame structure. For example, components of a door mechanism for opening and closing the body structure may be connected to both the door and the frame structure.

[0117] For purposes of explanation, the foregoing description uses specific naming to provide a thorough understanding of the described embodiments. However, it will be apparent to those skilled in the art that these specific details are not required to practice the described embodiments. Accordingly, the foregoing description of the specific embodiments described herein is presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the embodiments to the precise form disclosed. It will be apparent to those of ordinary skill in the art that many modifications and variations are possible in light of the above teachings. For example, although the methods or processes disclosed herein have been described and shown with reference to specific operations performed in a particular order, these operations may be combined, subdivided, or reordered to form equivalent methods or processes without departing from the teachings of the present disclosure. In addition, the structures, features, components, materials, steps, processes, etc. described herein with respect to one embodiment may be omitted from that embodiment or incorporated into other embodiments. Further, although the term "roadway" is used herein to refer to a structure that supports a moving vehicle, the elevated roadways described herein do not necessarily conform to any definition, standard, or requirement that may be associated with the term "roadway", such as those that may be used in laws, regulations, transportation codes, etc. Accordingly, the elevated roadways described herein do not necessarily need to (and in fact may not) provide the same features and / or structures of a conventional "roadway". Of course, the elevated roadways described herein may conform to any and all applicable laws, safety regulations, or other rules for the safety of passengers, bystanders, operators, construction workers, maintenance personnel, etc.

Claims

1. An elevated road for autonomous vehicles, comprising: A tower, the tower extending vertically from a ground anchor and comprising: A metal tube defining a central cavity; and A concrete column disposed within the central cavity; A bracket, the bracket connected to the tower and comprising: A mounting plate fixed to the tower; and A cantilever road support member extending from the mounting plate; and A cantilever road section, the cantilever road section connected to the tower via the cantilever road support member and comprising: A joist structure structurally connected to the cantilever road support member; A road member disposed above and supported by the joist structure; and A first side barrier and a second side barrier respectively disposed along a first side and a second side of the road member.

2. The elevated road according to claim 1, wherein, The concrete column comprises reinforced concrete.

3. The elevated road according to claim 1, wherein, Either the metal tube or the concrete column is capable of fully supporting the weight of the cantilever road section.

4. The elevated road according to claim 1, wherein, The joist structure comprises a plurality of parallel joists.

5. The elevated road according to claim 4, wherein, The plurality of parallel joists comprises four parallel joists.

6. The elevated road according to claim 5, wherein: The cantilever road section further comprises: A metal form connected to the joist structure; and A concrete road support formed within the metal form; and The road member and the concrete road support are part of an integrally formed structure.

7. The elevated road according to claim 1, wherein, The road member is adapted to receive a four-wheel road vehicle.

8. The elevated road according to claim 1, wherein, The mounting plate is fixed to the tower via an anchor embedded in the concrete column.

9. A section of an elevated road for autonomous vehicles, comprising: A joist structure, the joist structure comprising a plurality of parallel joists; A metal form, the metal form connected to the joist structure; and An integrally formed road structure, the integrally formed road structure formed from a monolithic concrete structure and comprising: A road member; A plurality of road supports formed within the metal form and configured to transfer loads from the road member to the joist structure; and A first concrete side barrier and a second concrete side barrier respectively along a first side and a second side of the road member.

10. The section according to claim 9, wherein, The joist structure comprises four parallelly arranged joists.

11. The section according to claim 10, wherein, The joist structure further comprises a plurality of inter-joist support members.

12. The section according to claim 9 further comprises a water conduit, the water conduit extending substantially parallel to the plurality of parallel joists and configured to transport water from the road member to a water outlet.

13. The section according to claim 9, wherein, The joist structure has a length of less than 50 feet.

14. The section according to claim 13, wherein, The joist structure has a length of less than 33 feet.

15. The road section according to claim 9, wherein: The joist structure is configured to be connected to one or more other joist structures to define a joist span member; and The joist span member is configured to be supported by a first tower at a first end of the joist span member and by a second tower at a second end of the joist span member.

16. The road section according to claim 9, wherein: The joist structure defines a horizontal top plane; and The plurality of road supports have different heights to support the road member in an orientation not parallel to the horizontal top plane.

17. An elevated road for an autonomous vehicle, comprising: A plurality of towers, each of the plurality of towers extending vertically from a respective ground anchor; and A plurality of brackets, the brackets among the plurality of brackets being connected to the towers among the plurality of towers and including: A mounting plate fixed to the tower; and A cantilevered road support member extending from the mounting plate; A cantilevered road, the cantilevered road being supported by the plurality of towers and defining along at least a portion of the cantilevered road: A first side extending parallel to the vehicle travel direction; and A second side extending parallel to the vehicle travel direction, wherein: Each of the plurality of towers is positioned along the first side of the at least a portion of the cantilevered road; and The cantilevered road includes a cantilevered road section supported by the brackets among the plurality of brackets.

18. The elevated road according to claim 17, wherein: The cantilevered road is a first cantilevered road; and The elevated road further includes a second cantilevered road supported by the plurality of towers and positioned vertically above the first cantilevered road.

19. The elevated road according to claim 17, wherein, The towers are spaced apart from each other by a distance of less than 100 feet.

20. The elevated road according to claim 17, wherein, The cantilevered road includes a plurality of road sections connected end to end.

21. A tower for an elevated road, comprising: A metal tube defining a central cavity; A concrete column disposed within the central cavity; A first conduit at least partially embedded in the concrete column and defining: An inlet near the top of the tower and configured to receive water; and An outlet near the bottom of the tower and configured to discharge water from the first conduit; and A second conduit at least partially embedded in the concrete column and configured to accommodate electrical wires, the second conduit defining: A first opening near the top of the tower; and A second opening near the bottom of the tower, wherein The tower is configured to support an elevated road.

22. The tower according to claim 21, wherein, The metal tube and the concrete column define a fully redundant load path for supporting the elevated road.

23. The tower according to claim 21, wherein, The concrete column is reinforced with steel reinforcement members.

24. The tower according to claim 21 further includes a reinforcing sleeve extending around a base portion of the metal tube.

25. The tower according to claim 24, wherein: the tower further includes a water reservoir disposed within the reinforcing sleeve; and the outlet of the first conduit is configured to discharge water from the first conduit into the water reservoir.

Images