Highly automated road traffic mode

Abstract

A traffic system and method for a motor vehicle (F) comprising a dedicated track (21) in the form of a "U" shaped trench on one side of a traffic lane (12b, 12c) accommodating one of a plurality of side wheel assemblies (16) of the vehicle in a highly automated driving mode and comprising: a running surface (22) substantially parallel to the surface of the lane of the traffic lane (12b, 12c); two side surfaces (23, 31) located on either side and above the running surface (22), one being an outer side surface (23) and the other an inner side surface (31) with respect to the footprint of the vehicle (F), the side surfaces (23, 31) being substantially perpendicular to the running surface (22), the inner side surface (31) being maintained within the current ground clearance of the motor vehicle, characterized in that the side surfaces (23, 31) of the track are substantially continuous in the longitudinal direction and the system comprises means for passing through the inner side surface (31) by lateral movement by the side wheel assembly (16) at a sustained speed.

Description

Technical Field

[0001] This invention relates to a dual-mode, preferably electric, transportation system, wherein one mode is conventional and driver-controlled, and the other mode is highly automated, comprising: - High-speed pseudo-Level 4 highly automated driving mode (without momentary alertness), which only requires the level of automation reliability achieved through backup mechanical guidance in emergency mode, for example due to possible failures of the highly automated driving system; - Dynamic charging of electric or hybrid vehicles with extremely low voltage and medium power. - The ability to increase traffic capacity without widening roads, the risk of which is mitigated by providing emergency braking independent of the wheel / road friction coefficient and its emergency inertial activation in the event of a brake control system failure, as described in the applicant’s publication WO94 / 126573. Background Technology

[0002] The deployment of autonomous transportation in motor vehicles is currently facing legal issues due to the fact that legal responsibility in the event of an accident shifts from the driver to the manufacturer (and its suppliers). In fact, most traffic accidents today are caused by human error and are primarily the responsibility of the driver.

[0003] All current autonomous vehicle concepts are based on “automated” reliability and “contactless” technology, which includes sensors and electronic control systems. Therefore, they are not immune to failures (computer errors, power outages, etc.), and as a result, most manufacturers limit themselves to Level 3 driver assistance requirements, which require the driver to remain alert at all times to regain control of the vehicle, thereby reducing the manufacturer’s liability in the event of an accident in autonomous mode due to the failure of the “contactless” trajectory control system.

[0004] However, there is no doubt that drowsiness while driving remains one of the leading causes of accidents on highways and Level 3 autonomous vehicles. Eliminating the need for drivers to keep their cars in their lanes at all times is not really moving in the direction of reducing the monotony inherent in driving at continuous speeds on separated roads such as highways or expressways.

[0005] Under current traffic and driving speed conditions, the loss of visual cues, such as missing lane markings or unexpected interruptions to contactless guidance systems, even for only a fraction of a second, can lead to loss of control or a collision.

[0006] While the aviation industry has developed electrical systems with very high levels of reliability, these systems are too expensive for automobiles, and more importantly, require high-quality, scheduled maintenance programs, which are difficult to align with the routine maintenance that today's car drivers perceive. In fact, while there are only a few hundred thousand aircraft in the world, there are over a billion vehicles on the road today—more than 5,000 times the number of airplanes.

[0007] Therefore, it's no wonder that all serious autonomous vehicle projects that "don't immediately take notice" are now limited to extremely low speeds (e.g., in traffic jams) to minimize accident consequences or are geared towards shared vehicles owned by operators, who are the only ones capable of bearing the high acquisition costs and ensuring rigorous maintenance. Furthermore, while electric propulsion for conventional motor vehicles offers significant improvements in air pollution and noise, it still faces the weight issue of onboard energy storage.

[0008] In reality, 100 kg of lead-acid batteries are needed to store the energy equivalent to one liter of gasoline weighing 700 grams. Although lithium-ion technology has increased battery capacity fourfold in the past 20 years—from 40 Wh / kg to over 150 Wh / kg—automaticity remains insufficient and is an obstacle to the electrification of the automotive fleet in developed countries.

[0009] On the other hand, the manufacture and recycling of these batteries represent a significant environmental impact that stands in opposition to the ecological goals set for the coming decades of the 21st century.

[0010] Extensive research has been conducted on the possibility of contactless charging of vehicles while driving based on magnetic induction, but efficiency drops due to the distance between the transmitter and receiver and the cost of infrastructure still hinders widespread deployment.

[0011] In addition, long-distance travel is increasingly occurring on two-lane expressways or highways with separate lanes. Summary of the Invention

[0012] One object of the present invention is to provide a dedicated track for one of the side wheel assemblies of a vehicle on the central side of a separate driving lane, thereby forming a mechanical lane keeping device with a “groove” shape by the cooperation of two side surfaces, one side surface located at the bottom of a promoted “cast-in-place” crash barrier, and the other located on the side of a continuous guide rail anchored in the road adjacent to the dedicated track.

[0013] This dedicated track advantageously utilizes the dead zone between the crash barriers and the continuous markings defining the fast lanes, known as the roughening zone. This dead zone does not encroach on existing lanes and allows for safe, highly automated traffic to share the road with existing traffic in a laterally staggered manner, thus enabling an economically viable transition to a phased deployment of highly automated traffic modes.

[0014] In the applicant's application PCT / FR93 / 00486, published as WO94 / 26573, the applicant has demonstrated the safety advantages of guiding traffic with all side wheels traveling in a "groove". However, the described device requires interruption of the sidewall of the "groove" to allow lateral entry and exit of the side wheels, or frontal entry and exit as in the "O-Bahn" system, which was equipped on some buses in Adelaide, Australia from the 1990s and again adopted the principles of the "Tracline 65" project tested in Birmingham, England in the 1980s. In practice, an interruption of a sidewall poses safety problems in the event of steering system failure or emergency braking in the area where the sidewall is interrupted.

[0015] This invention provides a novel solution for entering and exiting a dedicated "groove" driving surface by providing a means for the side wheel assembly to traverse laterally across the inner surface of the dedicated track "groove" at a sustained speed (possibly the maximum speed on current highways in most countries). Advantageously, in order to allow the side wheel assembly to be dropped and lifted without impact at sustained speeds, a retractable roller positioned on the axle of one of the side wheels of the side wheel assembly allows temporary relief of the load on the side wheel by supporting it on an extension of the road when the side wheel is aligned with the groove.

[0016] The primary function of this device is to provide emergency mechanical lateral guidance for vehicles equipped with it that utilize the side wheel assembly in the groove for travel. This emergency mechanical lateral guidance is used to control the vehicle's trajectory in emergency situations caused by a failure of the main steering system in highly automated mode. Therefore, the highly automated traffic mode according to the invention allows vehicles to enter and exit the shared infrastructure laterally at any point, and at a speed greater than that required to enter the traffic network through a specific entrance, as in the case of the "O-Bahn" system.

[0017] Due to these basic features of the invention, there are no longer special entry / exit zones on the dedicated track that can be entered or exited at any point. Advantageously, the dedicated track can be directly defined by a Jersey-type crash barrier or other lanes of the road, with the side surface adjacent to the road supported by the lower part of the Jersey wall, thus advantageously utilizing an unobstructed strip located between the Jersey wall and the continuous white marking lines defining the lanes.

[0018] Therefore, it can be understood that even when set on the left side of a separate road (in the case of right-hand driving), this track dedicated to vehicle guidance retains all its characteristics, allowing the improved infrastructure to be used by vehicles controlled by existing drivers, thereby greatly facilitating the introduction of the system and leaving an open path for a more or less rapid increase in the number of vehicles equipped according to the invention without a large initial investment.

[0019] Advantageously, the side wheels can be equipped with height-adjustable suspension, the height of which changes synchronously with the movement of the wheels to minimize body roll. According to the invention, the suspension height of the other side wheels can be adjusted to eliminate body roll when entering and leaving a dedicated track according to the invention, thus eliminating body roll for the driver and passengers.

[0020] By continuously measuring the lateral distance of the vehicle relative to the side adjacent to the "groove" using one or more sensors placed in front of the front wheels, the servo control of the vehicle's steering can thus keep the front wheels centered on the dedicated track, providing a simplified mode of highly automated driving that eliminates the need for visual detection of marked lines. While this distance measurement can be continuously acquired by several sensors, preferably placed in front of the front wheels, measuring the vehicle's lateral position relative to the side adjacent to the dedicated track, this distance detection system is always susceptible to failure. In such cases, contact between the tire sidewall, or, in the event of a tire leak, the rim edge and the side surface of the "groove," can maintain the vehicle's trajectory until an emergency stop. The vehicle can then exit the groove and free itself from the dedicated track by turning its front wheels while stationary. This is the manual exit procedure for the "groove," which any unequipped vehicle will use and inadvertently find all its side wheels in the groove. It will be apparent to those skilled in the art that, to minimize failures, authorities will mandate close and regular control of the steering and emergency braking systems.

[0021] The object of this invention is therefore to provide an electric vehicle with dynamic ultra-low voltage charging, which is arranged along the driving lane and, in order to meet safety standards, can supply each vehicle with a voltage of less than 50V AC and 120V DC from the power supply. Recall that although the extremely low safety voltage of 120V DC is below the standard 400V of the battery pack, it still allows for continuous charging of each 100V block of the battery pack by switching, the battery consisting of cells with voltages of only a few volts.

[0022] In a preferred embodiment, the Jersey wall has a "third rail" on each side above the first lateral guide surface, which is connected to one of the electrodes of an extremely low voltage source, and the vehicle has a lateral sliding shoe to ensure that the vehicle is charged while driving. The other electrode connected to the rail is received by a brush or any other known device.

[0023] In fact, in terms of global energy efficiency (i.e., considering not only the energy driving the vehicle, but also the energy extracted from mineral deposits and converted in their manufacture and in the battery), this invention can significantly limit the capacity and weight of onboard battery packs, thereby reducing the amount of CO2 generated during their production. Furthermore, the extremely low voltage of 120V DC directly collected via sliding / rolling contacts allows for direct power supply to the motor in autotransformer mode, without passing through the battery, which is only used to supply temporary additional energy or recover excess energy generated in highly automated traffic modes due to speed changes imposed by up / down traffic and road conditions.

[0024] Finally, the present invention aims to reduce current traffic network congestion by allowing multiple vehicles to “queue” while mitigating the dangers of such a system, which essentially reduces the distance between vehicles in the queue through an onboard emergency braking device.

[0025] During testing in the PATH (Partners for Advanced Transit and Highways) program in the 1990s, a 20% aerodynamic drag gain was calculated if vehicles were driven at a distance of 1 meter. However, this configuration led to difficulties in the control system, especially the risk of collisions between “queue” vehicles in the event of emergency braking.

[0026] To alleviate this problem, according to the invention, an emergency braking caliper allowing deceleration of up to several g is attached to the rear of the vehicle, preferably behind the rear wheels, to allow engagement and disengagement from the continuous guide rail during entry and exit from the highly automated mode according to the invention. This device advantageously allows for maximizing reaction time by significantly reducing braking distance to manage potentially fleeting or persistent obstacles on the track, thus potentially achieving a braking distance on the same order of magnitude as or less than the 2-second rule mandated by law for current speeds on express lanes or highways. Therefore, the emergency braking device according to the invention increases the time allocated for analyzing the nature of obstacles and also avoids the degradation of braking performance in wet or icy weather.

[0027] Advantageously, the braking system is associated with a telescopic bumper located in the front bumper of the vehicle. This telescopic end stop, operated by inertia, such as on a heavy-duty towing trailer, mechanically activates the emergency brake calipers in emergency mode in case of onboard control system failure or complete "power outage." This invention advantageously enables increased traffic flow without the need to construct additional lanes on the road as is the case today, thus demonstrating significant economic and environmental benefits.

[0028] Therefore, when traffic peaks exceed 4,000 vehicles per hour, instead of widening the highway to two or three lanes, this invention will be able to increase traffic flow to over 6,000 vehicles per hour at sustained speeds, which requires only a fraction of the cost of building a third lane.

[0029] Then provide: On the one hand, the absence of abrupt vertical changes like on asphalt roads allows the straight support of the extraction rollers to enable the wheels to enter and exit the "groove" at high speeds, and... On the other hand, the lateral guide rails that keep the vehicle on its track in emergency mode will advantageously consist of interconnected parts that, through clamping and friction, allow the transfer of tens of tons of braking force that may be applicable to a group of “queuing” vehicles.

[0030] By allowing highly automated, calm driving, individuals and professionals will be able to drive on roads without constant vigilance, thanks to guidance systems provided via mechanical contact in emergency mode, thus offering safety benefits. This will allow individuals and professionals to travel on roads without having to be constantly alert, saving productive time for professionals to handle other tasks or leisure time for personal travel.

[0031] The traffic system for motor vehicles includes a dedicated track in the form of a U-shaped ditch on one side of the driving lane, which accommodates one of the side wheel assemblies of the vehicle under highly automated driving conditions, and includes: - A rolling surface that is substantially parallel to the road surface of the driving lane. - Two side surfaces located on either side and above the rolling surface, relative to the vehicle's footprint, one on the outside and the other on the inside. The side surface is substantially perpendicular to the rolling surface, the inner surface maintains the current ground clearance of the motor vehicle, wherein the side surface of the rolling surface is substantially longitudinally continuous, and the system includes means for the side wheel assembly to pass through the inner surface by lateral movement at a continuous speed.

[0032] The device for traversing the inner surface laterally can be a gently sloping ramp that is typically perpendicular to the direction of travel, connecting the road to the upper end of the inner surface.

[0033] Devices for lateral passage through the inner surface can be obtained by placing the driving surface of a dedicated road at a lower height than the road.

[0034] A device that extends laterally through the inner surface can be obtained through the following combination: - A gently sloping ramp perpendicular to the direction of travel connects the road to the upper end of the inner surface, and, - The position of the dedicated track running surface below the height of the road.

[0035] The upper end of the inner surface includes an auxiliary rolling surface that is substantially parallel to the road surface, and the front wheel in the side wheel assembly is equipped with an auxiliary support device that can temporarily relieve the load on the front wheel by providing support on the auxiliary rolling surface when traveling at cruising speed. The auxiliary support device can retract by moving between a high position maintaining vehicle ground clearance and a low position with a lower contact point substantially at the same height as the contact point between the front wheel and the road. The auxiliary support device includes at least one roller mounted on a support arm hinged to the front wheel axle in the side wheel assembly, and the inner surface and the auxiliary rolling surface are supported by a continuous track.

[0036] The guide rail has a boom-shaped third surface, which is substantially parallel to and below the auxiliary rolling surface. The third surface and the auxiliary surface can be clamped by an emergency brake caliper connected to the vehicle structure to generate braking force through friction on the rail. In an emergency, the braking force can reach a high value of more than 1g regardless of the coefficient of adhesion between the wheel and the road.

[0037] The side wheel assembly can be equipped with a height-adjustable suspension, and the suspension height is: -During the lateral ascent of the gentle slope, the auxiliary support device is lowered as the side wheel assembly moves on the auxiliary rolling surface to position itself perpendicular to the dedicated track, and then... - Increase the size to place the wheel on the rolling surface while the support device is raised; This results in the vehicle's body roll being limited or even eliminated during lateral entry into the dedicated track at sustained speed, using the reverse sequence during the lifting of the side wheel assembly to leave the dedicated track.

[0038] When the side wheel assembly moves forward, sensors measure the lateral distance between the side wheel assembly and the outer surface of the dedicated track, and control the vehicle steering mechanism to keep the side wheel assembly approximately centered on the dedicated track while driving.

[0039] The "third rail," powered by the electrodes of the power source, is located above and recessed from the outer surface of the dedicated rail, with a return to the source provided by a conductive continuous rail. A known device is installed in the vehicle to establish an electrical connection with the "third rail" and the continuous rail via a sliding / rolling shoe during driving.

[0040] During emergency braking - The inertial force along the vehicle's longitudinal axis, the vehicle's center of gravity is basically located along the vehicle's longitudinal axis, and Braking forces on the track The yaw torque generated between them is transmitted by... - The contact force on the sliding / rolling shoe of the "third guide rail" located outside the dedicated rail and in front of the emergency brake caliper, and - Lateral contact force at the caliper bifurcation where the brake caliper engages with the guide rail The torque generated by the lateral force is balanced.

[0041] A method for entering and exiting a motor vehicle's driving mode to a highly automated driving mode at a continuous speed on a highway includes a dedicated track in a U-shaped trench located at the edge of the highway, capable of receiving a side wheel assembly of the motor vehicle by "vertical drop" entry and "vertical lift" exit. The side wheel assembly is equipped with rollers vertically and retractably fixed to the inner surface of the axle, with the lower portion of the rollers in the lowered position substantially at the height of the wheel contact with the road. The method includes the following steps: Enter: 1. By applying a steering force to the vehicle, it can laterally approach the dedicated track. 2. Lower the retractable rollers, which are temporarily supported by the side wheel assembly to bear the vehicle weight when the side wheel assembly is perpendicular to the dedicated track, by placing them on the auxiliary rolling surface of the continuous guide rail. 3. Lift the rollers so that the side wheel assembly rests vertically on the driving surface; And exit: 1. Lower the rollers resting on the auxiliary rolling surface of the continuous guide rail, and vertically lift the side wheel assembly from the travel surface. 2. Activate steering to move the side wheel assembly laterally toward the open road. 3. Continue moving until the side wheel assembly is on an open road, at which point the rollers are retracted upwards to restore the vehicle's ground clearance and allow normal open road travel.

[0042] This method is accomplished when at least the side wheel assembly is equipped with a height-adjustable suspension, wherein: - The "entry" step during Phase 3 includes: the suspension height of the side wheel assembly increases as the rollers retract; - "Exit" during Phase 1 includes: the suspension height of the side wheel assembly decreases as the rollers are lowered. Attached Figure Description

[0043] Other features and advantages of the invention will become apparent from the description of the embodiments given below. Referring to the accompanying drawings, wherein: - Figure 1 An axisymmetric view (right side) of traffic on a two-lane highway is shown, illustrating two convoys of three vehicles traveling in a highly automated mode according to the invention, sharing a portion of the road with regular traffic. - Figure 2 The diagram shows a front view of two cars traveling in opposite directions in a highly automated mode, with their left wheel assemblies engaged in corresponding grooves according to the invention. - Figure 3 Details of the groove are shown, which allows for... Figure 2 In a highly automated mode, the vehicle's left wheel is only sketched out. - Figure 4 An axisymmetric view of an electric vehicle equipped with the means required for travel in a highly automated mode according to the invention is shown, wherein an enlarged view shows the auxiliary relief rollers. - Figure 5 , 7 Figures 9 and 10, in an axisymmetric view, illustrate the sequence of transition from free driving to highly automated driving mode, through the side wheel assembly, across the ramp, and then down into the "groove" according to the invention. - Figure 6 , 8 And 10 show Figure 5 , 7 The enlarged image of 9, where the vehicle is transparent, illustrates how the rollers temporarily allow for weight relief during the transition from free driving mode to highly automated mode. - Figure 11 , 12 Figures 1 and 13 are shown in front view to illustrate the coordination of the height-adjustable suspension according to the invention with the lateral movement of the vehicle to minimize / eliminate body roll when entering and exiting highly automated driving modes. - Figure 14 and 15 An axisymmetric view shows the disengagement and engagement of the emergency brake caliper on the guide rail, as well as the assembly of the segmented rail. - Figure 16 and Figure 17 The recovery of the lateral torque applied to the vehicle during emergency braking is shown in top view and axisymmetric view. - Figure 18 and 19The diagram shows a front view of a grade-separated or underground type of dedicated infrastructure, which advantageously utilizes fewer lanes due to the highly automated traffic device according to the invention. Detailed Implementation

[0044] Figure 1 The diagram illustrates a two-lane road or highway "a" with "right-hand traffic," including lanes "b" and "c" separated by a known "New Jersey" type concrete guardrail 1. Typically, lanes can be found sequentially from the outside in. - Variable width hard shoulders l0b, 10c; - The "slow" lane includes 1lb and 1lc driving lanes, allowing access to (not shown) a two-lane road "a", typically 3.5m wide, separated by two marking lines, usually white, with consecutive 2b and 2c on the right and non-consecutive 3b and 3c on the left. - "Fast" lanes or overtaking lanes with driving lanes 12b and 12e are typically 3.5m wide, separated by two marking lines: the right side has discontinuous lanes 3b and 3c, and the left side has continuous lanes 4b and 4c; and - Rough bands 13b and 13e, approximately 1m wide, which can be reduced to 0.5m in urban or suburban environments, separate the continuous marking lines 4b and 4e from the concrete "Jersey" wall 1.

[0045] Light vehicle D and heavy vehicle E are traveling in lanes 11 and 12 in a conventional manner under the control of their drivers, who keep their vehicles essentially centered in the lanes.

[0046] Light vehicles F1 through F6 cross the 4b or 4c marking lines in a highly automated, pseudo 4 / 5 mode (as defined by the authorities and automakers according to SAE standards) without requiring special attention from the driver.

[0047] Figure 2 and Figure 3 A side section of the central portion of road “a” is shown. At the center is a concrete guardrail 1 and two known “groove” type weirs 17b and 17c, made of precast concrete and including drainage pipes 18 supplied by drainage channels 13b and 13c located in the driving surface 22. Grooves 17b and 17c are embedded on both sides of the base of the concrete guardrail 1. The left wheel assemblies of vehicles F2 and F4 engage in “U”-shaped “grooves” 21b and 21c, which include: - The driving surface 22, which is substantially parallel to the road 12 and preferably below the road 12, rests on the weir 17b or 17c; The upper "U"-shaped branch, positioned outward relative to vehicle F, is formed by a substantially vertical side surface 23, which advantageously serves as the base of the concrete guardrail 1. This surface 23 is covered by a substantially vertical and recessed "third guide" conductive side surface 24 mounted on an insulating support 25. The insulating support 25 advantageously houses a medium-voltage cable 26 supplying substation power to the vertical conductive surface 24 at extremely low voltage. - A continuous guide rail 27 located inside the vehicle F, the continuous guide rail 27 is secured to the weir 17 by bolts 28, the flange of its laminated profile 29 having three continuous surfaces: • A low, continuous surface 30, • A continuous side surface 31, and • Upper auxiliary rolling surface 32, All three surfaces are located in the eaves of the “U”-shaped groove 21.

[0048] On the guide rail 27, a gently sloping ramp 34, which is approximately the same height as the guide rail 27 and is formed by the ramp section, is attached to the flange of the track 29.

[0049] Therefore, in emergency mode, the substantially vertical side surfaces 23 and 31 serve as side edges to keep the side wheel on track through contact between the sidewalls 35 and 36 of the side wheel tire or, in the event of a tire leak, through contact between the rim edge and side surfaces 23 and 31. This emergency mode occurs only in the event of a malfunction of the steering control device (not shown), which has been installed on some vehicles with a Type 3 autonomous driving mode. Advantageously, this steering control device is simplified, requires no optical recognition, and can operate using simple lateral distance telemetry via ultrasonic sensors 33, for example, to keep the front wheels 35 of the vehicle centered on the driving surface 22 in a highly automated driving mode according to the invention.

[0050] Figure 4 A light electric vehicle F is shown, which includes the devices necessary for a highly automated traffic mode according to the present invention. It is a right-hand drive vehicle, including a left wheel assembly 16, the left wheel 16 including the following devices specific to the present invention: - Lateral distance measuring device 33, advantageously multi-sensor, preferably located in front of the right front wheel 35; - Retractable bootlet 37 located at the bottom of the left main body; - A passage device consisting of two components 8, each component including liftable rollers 38, 39, and its support arm 14 driven by a preferably electrically powered jack 15 attached to axle 9 of the two left wheels 35 and 36; and - Brake caliper 40, located behind the left rear wheel 36.

[0051] Figure 5-6 Figures 7-8 and 9-10 illustrate the sequence for switching from driver-controlled conventional driving to the highly automated traffic mode according to the invention. The reverse sequence allows for a transition from the highly automated traffic mode according to the invention back to driver-controlled conventional driving.

[0052] exist Figure 5 and 6 In this configuration, vehicle F is driven in regular lane 12b, which is bounded by two marked lines: a discontinuous 3b on the right and a continuous 4b on the left. Distance sensor assembly 33 measures the distance between vehicle F and concrete guardrail 1. Rollers 38 and 39 are raised, and retractable friction shoes 37 and emergency brake calipers 40 are raised and positioned behind wheels 36. If the system detects the presence of additional infrastructure according to the invention, for example via a geolocation system, and the distance to concrete guardrail 1 is equal to a certain value and the speed is sufficient, a change in driving mode can be initiated by the driver.

[0053] exist Figure 7 and 8 In this scenario, vehicle F has already participated in the change of driving mode, autonomously shifting to the left while driving at cruising speed. Left wheels 35 and 36 cross mark line 4b and climb ramp 34, while rollers 38 and 39 are lowered by the rotation of support arm 14 driven by jack 15. When wheels 35 and 36 are perpendicular to the driving surface 22, rollers 38 and 39, resting on the upper auxiliary rolling surface 32 of guide rail 27, temporarily support the load on wheels 35 and 36. As rollers 38 and 39 lift, they place wheels 35 and 36 back onto the driving surface 22.

[0054] exist Figure 9 and 10 In this configuration, vehicle F has a retractable shoe 37 located at the bottom left side of the vehicle body. This retractable shoe has made sliding / rolling contact with a conductive surface 24, which can advantageously be made of aluminum to minimize the loss of Joule effect compared to steel contact surfaces. A brush or rolling / sliding shoe 56 (behind the jack 53) contacts a steel guide rail 27 to establish current return, thus achieving dynamic electrical charging in the order of 25-30 kW per vehicle. Simultaneously, the brake caliper 40 is tilted and engaged with the guide rail 27. Caliper rollers 41 resting on the guide rail 27 hold the brake caliper pads 42 close to the three consecutive surfaces 30, 31, and 32 without contacting them.

[0055] With a high emergency braking capacity greater than 1g, it does not depend on tire / road adhesion conditions caused by the brake caliper 40 directly pressing against the guide rail 27, such as Figure 1As shown, vehicles F1, F2, F3 and F4, F5, F6 can be advantageously grouped together in the queue, with the distance between vehicles being less than 1m. This allows for a significant increase in throughput for lanes 12b and 12c by queuing two or more vehicles. In fact, for queuings of three to four vehicles, the maximum throughput per vehicle hour increases by 250%, and for a well-equipped lane, from approximately 1,700 vehicles per hour to nearly 6,000 vehicles per hour. Maintaining a reduced “in-queue” distance between vehicles using known devices for measuring proximity, such as ultrasonic devices, results in a significant gain in terms of aerodynamic drag.

[0056] In this way, vehicles grouped together can still leave the queue at any time via "Wi-Fi," "Bluetooth," or similar inter-vehicle communication devices. In fact, before the intersection of separated lanes, rather than a simple exit requiring a return to the traditional traffic mode in any situation, if a vehicle needs to use the right-hand branch, it will have to exit the highly automated traffic mode and will not be able to re-enter it upon entering the right-hand branch. Vehicles wishing to leave the queue will notify the vehicles in front and behind, which will automatically reduce or increase their speed to re-establish the required 2-second interval. For example, at a speed of approximately 120 km / h, re-establishing this adjustment distance takes approximately 10 seconds, thus allowing exit from the queuing mode and highly automated traffic mode according to the invention. When most traffic is in the highly automated traffic mode according to the invention, and if the lane markings are well detected, vehicles also equipped with Level 3 autonomous driving will be able to perform the separation of wheels 35 and 36 from groove 21 before the intersection, without driver intervention, but under his watchful eye; then change lanes in free mode to the right-hand branch at the intersection, and then re-enter groove 21 of the right-hand branch. Because it is Level 3, the reference beacons located at these intersections can help basic autonomous systems accurately locate vehicles relative to infrastructure in situations with reduced visibility (nighttime, rain, fog, etc.).

[0057] Figure 11 , 12 Articles 1 and 13 illustrate the sequence of switching from a driver-controlled conventional driving mode to a highly automated mode according to the invention in the case of a vehicle with variable suspension height, thereby advantageously allowing for reduction or even elimination of any vertical movement and / or body roll in this sequence.

[0058] Figure 11The front view shows a vehicle F5 with "variable height suspension" driving on a conventional track 12c. A lateral distance measuring device 33 measures the distance between the vehicle F5 and the concrete guardrail 1 while simultaneously raising the rollers 38; if the measured distance has a specific value and the speed is sufficient to adapt to a highly automated traffic mode, the driver can initiate a change in driving mode.

[0059] Figure 12 and 13 The image shows vehicle F5 traveling at cruising speed onto ditch 21 and shifting to the left. The left front wheel 35 crosses marker line 4b, and as it climbs ramp 34, the right suspension 51 gradually rises while the left suspension 52 lowers to eliminate body roll. Simultaneously, rollers 38 and 39 lower, and when the left wheels 35 and 36 are perpendicular to the driving surface 22, the height of the left suspension 52 increases so that wheels 35 and 36 (obscured by wheel 35) land smoothly on the driving surface 22. Rollers 38 and 39 (obscured by roller 38), which temporarily bear the load on wheels 35 and 36, retract so that wheels 35 and 36 only bear the lateral weight of vehicle F5.

[0060] Specifically, Figure 14 An advantageous connection system is shown for the guide rail portion 29 of the continuous guide rail 27 forming open mortises and tenons. Thus, the guide rail portion 27 has an open mortise 29b at its front end and an open tenon 29a at its rear end in the travel direction, and can be connected, for example, by three locking BTR screws. Advantageously, the ends of the tenon 29a and mortise 29b are inclined in the vertical direction to avoid complete discontinuity in surface height in the transverse plane. This system advantageously allows for length tolerances in the guide rail portion 29, thereby facilitating their maintenance or replacement.

[0061] Figure 14 and 15 An emergency braking system according to the invention is shown, which allows light vehicles to queue with small vehicle spacing. This system is particularly suitable for mitigating collision risks in highly automated operations where trajectories and speeds are beyond the driver's control and require no vigilance. In practice, while the control system adapts to vehicle speed due to lane scanning using radar or any other method that allows detection of vehicles or obstacles on the driving surface, in the event of a temporary stationary obstacle or a stopped / damaged vehicle, the individual vehicle or vehicles in a queuing according to the invention possess a strong emergency deceleration capability under all weather conditions, thus far exceeding the capability achievable by conventional vehicle braking systems, which are typically limited by a wheel / road friction coefficient of less than 1.

[0062] exist Figure 14In the middle, the wheel 36 of vehicle F has just landed on the driving surface 22, and the brake caliper 40 is in its free-running position, tilted on the axles 48 and 49 behind the wheel 36. A pin 46, integral with the left rear suspension arm 47, is present on the caliper support 45, corresponding to the hole 44 on the tilted caliper 40.

[0063] exist Figure 15 In this configuration, the brake caliper 40 is engaged on a continuous guide rail 27 by rotation about axes 48 and 49, which allows for tolerances in its height. The caliper roller 41 holds the brake pads 42, which are mounted on the three sides of the caliper, in close proximity to surfaces 30, 31, and 32 of the continuous guide rail 27. A vertical piston (or multiple pistons) 53 is preferably located on the upper part of the caliper 40. A pin 46 of a bracket 45 engages in a hole 44 to prevent rotation of the caliper relative to the rear axle on the lateral axis due to eccentricity of the caliper 40 relative to its inclined axes 48 and 49.

[0064] Figure 16 and 17 This illustrates the force at a critical moment during high-power emergency braking, which generates a yaw torque due to the lateral distance between the vehicle's braking force 57 and inertial force 50 applied to the continuous guide rail 27, essentially within the longitudinal plane of the vehicle's symmetry. This torque is advantageously balanced by the following torques: - A force 54 is applied to the contact point between the bifurcation of the brake caliper 40 on which the brake pad 42 rests and the surface 31 of the continuous guide rail 27, preventing any possibility of the brake caliper disengaging from the guide rail 27, and - The force 55, which is freely deployed laterally in the highly automated operating mode according to the invention to apply only a slight current-collecting pressure on the conductive surface 24, is blocked and retracted when the emergency brake caliper is actuated.

[0065] Figure 18 An example of a low-cost aerial “gliding” pedestrian bridge 61 is shown, which is due to the light weight of the light vehicles that move in a highly automated traffic mode according to the invention, allowing passage through urban areas, pedestrians, roads, highways, railways, rivers, etc.

[0066] Figure 19 This illustrates the small size of the tunnel 62 required for dedicated rail transit of light vehicles moving in the highly automated traffic mode according to the invention, due to the precise lateral positioning of the vehicle. Compared to solutions based on external rollers, such as those from Projects "Tracline65," "O Bahn," and more recently Elon Musk's "The Boring Company," the system according to the invention has the advantage of leaving a great deal of freedom in terms of vehicle width.

[0067] The above-described device of the present invention allows for lateral entry and exit from road infrastructure coexisting with vehicles traveling in free mode, as per the invention's highly automated traffic mode, such as... Figure 18 and 19 As shown, this is particularly helpful in solving problems caused by entering and leaving dedicated lanes reserved for light vehicles.

[0068] The description and accompanying figures illustrate "right-hand" traffic, but it will be apparent to those skilled in the art that the system is also applicable to "left-hand" traffic. Furthermore, the highly automated driving mode is not limited to electric or hybrid drives; it is conceivable that internal combustion engine vehicles could take advantage of highly automated driving and queuing in areas where road electrification is uneconomical.

[0069] According to the present invention, a significant advantage of enhancing road mobility is that it allows for the transformation from free-roaming to highly automated traffic according to the present invention on existing infrastructure without requiring substantial investment.

[0070] When most of the fleet will be equipped to operate in highly automated traffic modes, and due to the small footprint of the guide lanes according to the invention, this allows for a reduction in infrastructure size, such as... Figure 18 and 19 As shown, an additional lane can be created on a separate two-lane or two-way highway without any actual infrastructure work, simply by slightly altering the position of the marking lines or reducing the lane width to a limited extent.

[0071] Another important advantage of the increased road mobility according to the invention is the reduction in battery size of “100% electric” vehicles, which will not be able to limit themselves to the capacity required to cover shorter distances of less than 100 kilometers between charging stations, providing a reduction in battery weight to one-third to one-fifth, the impact on weight, cost, the necessity of a vehicle with enhanced thermal design, and the environmental impact of the size of previous-generation batteries imposed on “free-roaming” electric vehicles to date.

[0072] Needless to say, the device according to the invention can be applied to other lane-separated road configurations, especially single-lane roads in each direction, other forms of trenches and tracks or other vehicle structures, and the examples given above are merely illustrative and in no way limit the scope of application of the invention.

Claims

1. An automated transportation system for a motor vehicle (F), the system having a dedicated track (21) in the form of a "U"-shaped groove on one side of a traffic lane (12b, 12c) to accommodate the side wheel assembly (l6) of the vehicle in a highly automated driving mode, the system comprising: - A driving surface (22) parallel to the road surface of the traffic lanes (12b, 12c). - Two side surfaces (23, 31) located on either side and above the driving surface (22), relative to the footprint of the vehicle (F), one is an outer surface (23) and the other is an inner surface (31), the side surfaces (23, 31) being perpendicular to the driving surface (22), the inner surface (31) maintaining the current ground clearance of the motor vehicle. - An auxiliary rolling surface (32) located at the upper end of the inner surface (31) is parallel to the driving surface (22). The inner surface (31) and the auxiliary rolling surface (32) are supported by a continuous guide rail (27). The system includes means for laterally passing through the inner surface (31) and the auxiliary rolling surface (32) during lateral movement of the vehicle, including auxiliary support devices (8a, 8b) fixed to the axle (9a) of the front wheel (35) of the side wheel assembly (16), which allow the load of the front wheel (35) to be temporarily taken over by applying a load to the auxiliary rolling surface (32) when traveling at a continuous speed. The auxiliary support devices (8a, 8b) can be retracted by moving between a low position of the lower contact point at the same height as the contact point between the front wheel and the road (12) and a high position that maintains the ground clearance of the vehicle.

2. The system according to claim 1, wherein, The auxiliary rolling surface (32) is connected to the road surface (12) by a ramp (34), which is generally gently inclined perpendicular to the direction of traffic.

3. The system according to claim 1, wherein, The running surface (22) of the dedicated track (21) in the form of a "U" shaped groove is positioned at a height lower than the road surface (12).

4. The system of claim 1, wherein the means of transversely passing through the inner surface and the auxiliary rolling surface (32) is obtained by a combination of the following: - The ramp (34), which slopes gently in a direction perpendicular to traffic, connects the road surface (12) to the auxiliary rolling surface (32), and - Position the travel surface (22) of the dedicated track (21) at a height lower than that of the road (12).

5. The system according to claim 1, wherein, The auxiliary support device (8a) includes at least one roller (38) mounted on a support arm (14a), the support arm being hinged to the axle (9a) of the front wheel (35) in the side wheel assembly (16).

6. The system according to claim 1, wherein, The continuous guide rail has a third surface (30) at the eaves, the third surface (30) being parallel to and below the auxiliary rolling surface (32). The third surface (30) and the auxiliary rolling surface (32) can be clamped by an emergency brake caliper (40) connected to the vehicle structure (F) to generate braking force through friction on the continuous guide rail (27), the braking force being able to reach above 1g (9.81m / s²) in an emergency. 2 The high value of ) is independent of the coefficient of friction between the wheel and the road (12).

7. The system according to claim 1, wherein, At least the side wheel assembly (16) is equipped with a height-adjustable suspension (51, 52), and the height of the suspension (51) is: - During the lateral ascent of the ramp (34) on the gentle slope, the auxiliary support device then moves on the auxiliary rolling surface (32) with the side wheel assembly (16) to position itself perpendicular to the dedicated track (21), and then - Increase the height to allow the wheel to rest on the rolling surface (22), while the auxiliary support devices (8a, 8b) simultaneously rise. This results in the vehicle body roll being limited or even eliminated during lateral entry at sustained speed, on the dedicated track (21), and the reverse sequence is used when lifting the wheels to leave the dedicated track (21).

8. The system as described in claim 1, characterized in that, A sensor is provided in front of the side wheel assembly (16) for measuring the lateral distance (33) of the side wheel assembly (16) from at least one of the outer surfaces, the lateral distance controlling the vehicle's steering mechanism to keep the wheels of the side wheel assembly (16) approximately in the center of the dedicated track (21) when driving.

9. The system according to claim 1, wherein, The "third rail" powered by the electrodes of the power source has a lateral contact surface outside the rail (21), which is caused by the continuous rail (27) to return to the power source, and wherein the vehicle is equipped with a known device for establishing an electrical connection with the "third rail" and the continuous rail (27) when driven by the retractable sliding / rolling shoes (37, 56).

10. The system of claim 6, wherein the components are... - Inertial force (50) on the longitudinal axis of the vehicle, the center of gravity of the vehicle is located on the longitudinal axis of the vehicle, and - Braking force (49) on the continuous guide rail (27). The yaw torque generated during emergency braking is balanced by the torque generated by the lateral forces formed as follows: - The contact force (55) applied to the retractable sliding / rolling shoe (37) locks upon retraction onto a "third guide rail" located outside the dedicated track in the form of the "U" groove and in front of the emergency brake caliper (40), and, - The brake caliper (40) engages with the caliper bottom lateral contact force (54) on the guide rail (27).

11. A method for transitioning from an open-lane motor vehicle traffic mode to a highly automated traffic mode restricted to a single lane at a continuous speed via lateral displacement, the method comprising a dedicated track (21) in the form of a "U"-shaped groove located at the edge of the open lane, a side wheel assembly (16) capable of accommodating the motor vehicle (F) by "vertical drop" for entry and "vertical lift" for exit, the side wheel assembly (16) being equipped with retractable rollers (38, 39) fixed vertically and retractably to the inner surface of axles (9a, 9b), the lower portion of the rollers being at wheel-road contact level in a lowered position, comprising the following steps Enter:

1. Approaching the track laterally by acting on the vehicle's steering (21).

2. Lower the retractable rollers (38, 39) to temporarily support the weight of the vehicle supported by the side wheel assembly (16) by bearing on the auxiliary rolling surface (32) of the continuous guide rail (27) when the side wheel assembly (16) is perpendicular to the dedicated track (21).

3. Raise the rollers (38, 39) so that the side wheel assembly (16) rests vertically on the dedicated track (21). And exit:

1. Lower the rollers (38, 39) supported on the auxiliary rolling surface (32) of the continuous guide rail (27) and vertically lift the side wheel assembly (16) from the dedicated track (21).

2. Actuate the vehicle to steer, causing the side wheel assembly (16) to displace laterally toward the open lane.

3. Continue to move laterally until the side wheel assembly (16) is on an open road, then the rollers retract upwards to restore the vehicle's ground clearance and allow normal open road travel.

12. The method according to claim 11, wherein, At least the side wheel assembly (16) is equipped with height-adjustable suspension (51, 52), and wherein: - The steps for "entry" include, during step 3: the suspension height of the side wheel assembly (16) increases simultaneously with the retraction of the rollers (38, 39), - The steps for "exiting" include during step 1: the suspension height of the side wheel assembly (16) decreases simultaneously with the lowering of the rollers (38, 39).

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