Vehicles capable of operating on cantilevered supports

Abstract

A vehicle 100 to operate in a first mode in a cantilevered manner from a first side of the vehicle, the vehicle comprising: a cabin 110 having a first side wall 200 defining a first doorway 205 in the

Description

Technical Field The disclosure relates to vehicles capable of running on guideway tracks, on roadways, and cantilevered from the side of a structure, as well as to arrangements of tracks and junctions. Background Transportation systems using vehicles capable of running on ground level guideway tracks at grade or in tunnel, and also cantilevered from the side of an elevated structure, have been proposed for a number of years. Such vehicles can only run where bespoke infrastructure is provided, either in the form cantilever tracks or guideway tracks beneath the vehicle. This limits the vehicle to pre-defined routes. WO2022 / 101146, in the name of the present applicant, discloses vehicles capable of running on ground level guideway tracks at grade or in tunnel, and cantilevered from the side of a structure. WO2024 / 188904, also in the name of the present applicant, discloses vehicles capable of running on ground level guideway tracks at grade or in tunnel, and cantilevered from the side of a structure, as well as on a regular roadway. In both prior cases, upper cantilever wheel assemblies on each side of the vehicle are located towards the roof of the vehicle. Summary of the disclosure Against this background, there is provided a vehicle configured to operate in a first mode in a cantilevered manner from a first side of the vehicle, the vehicle comprising: a cabin accessible via a doorway in the first side of the vehicle; a first support wheel on the first side of the vehicle configured to engage with a first lower running surface beneath the first support wheel for supporting the vehicle from beneath in the first mode; a first upper cantilever wheel assembly on the first side of the vehicle configured to bear against a first upper guide surface located proximate the first side of the vehicle in the first mode; a first lower cantilever wheel assembly on the first side of the vehicle configured to bear against a first lower guide surface located proximate the first side of the vehicle in the first mode; wherein the doorway is located above the first support wheel, the first upper cantilever wheel assembly and the first lower cantilever wheel assembly. In this way, significantly reduced track infrastructure is required by comparison with a conventional cantilevered arrangement whereby the first upper cantilever wheel assembly is located above the doorway. Furthermore, the doorway may be aligned with a platform above the track infrastructure, meaning that track infrastructure does not impede access to the vehicle, including the doorway, from the platform. In some arrangements in accordance with the disclosure, the vehicle is further configured to operate in a second mode in a cantilevered manner from a second side of the vehicle, the cabin further comprising a second side wall defining a second doorway in the second side of the vehicle, wherein an interior of the cabin is accessible via the second doorway; a second support wheel on the second side of the vehicle configured to engage with a second lower running surface beneath the second support wheel for supporting the vehicle from beneath in the second mode; a second upper cantilever wheel assembly on the second side of the vehicle configured to bear against a second upper guide surface located proximate the second side of the vehicle in the second mode; a second lower cantilever wheel assembly on the second side of the vehicle configured to bear against a second lower guide surface located proximate the second side of the vehicle in the second mode; wherein the second doorway is located above the second support wheel, the second upper cantilever wheel assembly and the second lower cantilever wheel assembly. In some arrangements in accordance with the disclosure, the first side of the vehicle is a left side of the vehicle and the second side of the vehicle is a right side of the vehicle; wherein the vehicle is further configured to operate in a third mode in which the vehicle is supported from beneath on a guideway track in a non-cantilevered manner, the vehicle further configured such that in the third running mode: the left support wheel is configured to engage with the left lower running surface beneath the left support wheel for supporting the vehicle from beneath in the first mode and the third mode; the right support wheel is configured to engage with a right lower running surface beneath the right support wheel for supporting the vehicle from beneath in the second mode and the third mode; the left lower cantilever wheel assembly is further configured to bear against a left lower guide surface located proximate the left side of the vehicle in the third mode; the right lower cantilever wheel assembly is further configured to bear against a right lower guide surface located proximate the right side of the vehicle in the third mode; wherein the left support wheel and the right support wheel are configured to effect steering of the vehicle in the third mode. By providing the flexibility to run on a cantilever track, on a guideway track and optionally also on a roadway, the vehicles may run on an elevated cantilever track over congested areas and provide a frequent service that will not impact ground level activity such as public highway traffic. In less congested areas, the vehicles may run on ground level guideways or roadways without physical guide surfaces. This arrangement of differing operating modes in different parts of a city reduces capital costs, can reduce operating costs, and reduces energy consumption and environmental impact. Vehicles can operate in both cantilever modes, that is the first mode and the second mode, at the same time. They can operate in the first or second cantilever mode, and at the same time in one of the lower support modes, the third or fourth mode. They can operate guided in the third mode from just one side and can continue seamlessly from third mode to fourth mode. Operating in more than one mode at the same time enables a vehicle to transfer seamlessly from one mode to another. By providing transfer zones ahead of junctions, vehicles operating in the fourth mode can, individually or in platoons, select alternative directions, using the steering arrangements. The direction selected by each vehicle’s controls can be made from the vehicle without moving parts on the roadway. When each vehicle in a platoon is autonomously controlled, each vehicle can select its direction and route itself individually. Also in this way, for example, a platoon of multiple vehicles providing high rider capacity to meet demand in the centre of a city, can split into multiple shorter platoons to travel into outer areas of lower demand, and split again as it moves further out. Brief description of the drawings Embodiments of the disclosure are now provided with reference to the accompanying drawings, in which: Figure 1 shows a schematic view of a vehicle in accordance with the prior art when operating in a first mode, whereby it is cantilevered from the left side from a left upper cantilever wheel assembly; Figure 2 shows a schematic view of the vehicle of Figure 1 when operating in a second mode, whereby it is cantilevered from the right side from a right upper cantilever wheel assembly; Figure 3 shows a schematic view of the vehicle of Figures 1 and 2 when operating in a third mode, whereby it is supported from beneath without being cantilevered; Figure 4 shows a schematic view of the vehicle of Figures 1 to 3 when operating in a fourth mode, whereby it is supported from beneath on a roadway; Figure 5 shows a schematic view of a part of a track system in accordance with the prior art configured for left side cantilever running from a left upper cantilever wheel assembly; Figure 6 shows a schematic view of a part of a track system in accordance with the prior art configured for right side cantilever running from a right upper cantilever wheel assembly; Figure 7 shows a schematic view of a part of a guideway track system configured for bottom support running on a guideway track; Figure 8 shows a schematic plan view of a vehicle running on guideway track as per the third mode; Figure 9 shows a schematic plan view of a vehicle running on a roadway as per the fourth mode; Figure 10 shows an example of a junction in accordance with the prior art with vehicles entering on guideway track in which the vehicle is operated in the fourth mode in the middle of the junction in order to steer towards the appropriate exit to depart in any of the first mode, the second mode, and the third mode; Figure 11 shows a schematic view of a vehicle in accordance with the disclosure when operating in a first mode, whereby it is cantilevered from the left side from a left upper cantilever wheel assembly; Figure 12 shows a schematic view of the vehicle of Figure 11 when operating in a second mode, whereby it is cantilevered from the right side from a right upper cantilever wheel assembly; Figure 13 shows a schematic view of the vehicle of Figures 11 and 12 when operating in a third mode, whereby it is supported from beneath without being cantilevered; Figure 14 shows a schematic view of the vehicle of Figures 11 to 13 when operating in a fourth mode, whereby it is supported from beneath on a roadway; Figure 15 shows a schematic view of a part of a track system in accordance with the disclosure configured for left side cantilever running from a left upper cantilever wheel assembly; Figure 16 shows a schematic view of a part of a track system in accordance with the disclosure configured for right side cantilever running from a right upper cantilever wheel assembly; and Figure 17 shows a vehicle in accordance with the present disclosure operating in cantilevered mode from a left side of the vehicle (in the orientation of the Figure). Detailed description The illustrated embodiments all enable running of the vehicle in first, second, third and fourth modes. The scope of the disclosure is not limited to vehicles capable of functioning in all four modes described in relation to the example embodiments. As the skilled person will appreciate, multiple modes are not an essential feature of the invention. The invention relates to the vehicle running in a cantilevered mode from either side (that is either the first mode or the second mode). The vehicle shown in Figure 17 is shown operating in the first mode (left cantilevered mode). The vehicle shown in Figure 17 may or may not have the capability of operating in any one or more of the second, third and fourth modes. What follows is an explanation of a vehicle having four modes. Vehicles designed to run on both ‘bottom support’ and cantilevered from the side of a structure ‘side support’ require guide wheels, or equivalent means, acting on a suitable guide surface, to keep the vehicle positioned on its guideway track when operating in the third mode, and to counter the moment exerted by the mass of the vehicle when operating in the first mode or the second mode. Such guide wheels may be rubber-tyred and such equivalent means may be a flange on a steel wheel, or a hard-wearing, low-friction, means such as a magnetic counter-force or an air pressure cushion. In a first mode, the vehicle is cantilevered from a left side, in a second mode the vehicle is cantilevered from a right side, in a third mode the vehicle is supported from beneath on a guideway track in a non-cantilevered manner, and in a fourth mode the vehicle is supported from beneath on a roadway. In this document, the term roadway is used to describe a surface having no track elements or guide surfaces distinct from the roadway surface itself. While such a roadway has no guide surfaces, it may have guide elements such a visible line on the roadway for a vehicle to follow. The term roadway encompasses roadways that are dedicated for the purpose of vehicles described this document, and may, where the necessary regulatory permissions have been obtained, include private and / or public highways. Figure 1 show a highly schematic representation of a vehicle 100 in accordance with the prior art operating in the first mode; Figure 2 shows the vehicle 100 operating in the second mode; Figure 3 shows the vehicle 100 operating in the third mode; and Figure 4 shows the vehicle 100 running in the fourth mode. The vehicle 100 comprises a left doorway 205 on the left side of the vehicle 200 and a right doorway 305 on the right side of the vehicle 300. The left doorway 205 and the right doorway each provide access to an interior cabin 110 of the vehicle. The left side 200 may comprise a left side door having an open configuration in which access to the cabin 110 through the left side doorway 205 is possible, and a closed configuration in which access to the cabin 110 via the left side doorway 205 is blocked. Similarly, the right side 300 may comprise a right side door having an open configuration in which access to the cabin 110 through the right side doorway 305 is possible, and a closed configuration in which access to the cabin 110 via the right side doorway 305 is blocked. The interior cabin 110 of the vehicle is bounded in part by a floor 105. The cabin may be for passengers. The cabin may be for freight. Applications for the vehicle might include passenger transit systems, freight transportation systems, freight sorting systems such as in warehouses, in ships or at docks. Referring to Figures 1 to 4, a vehicle 100 in accordance with the prior art comprises a left support wheel 210 on the left side 200 of the vehicle 100 and a right support wheel 310 on the right side of the vehicle. In many embodiments, there may be a plurality of left support wheels 210 and a plurality of right support wheels 310. In the examples of Figures 8 and 9, the vehicle 100 comprises two left support wheels 210 and two right support wheels 310. Other numbers of left support wheels 210 and right support wheels 310 may also be present. The left support wheel 210 is configured to engage with a left lower running surface 410 beneath the left support wheel 210 for supporting the vehicle 100 from beneath and the right support wheel 310 is configured to engage with a right lower running surface 510 beneath the right support wheel 310 for supporting the vehicle 100 from beneath. The left and right lower running surfaces 410, 510 may be substantially horizontal. The vehicle 100 also comprises a left upper cantilever wheel assembly 230 on the left side of the vehicle 100 and a right upper cantilever wheel assembly 330 on the right side 300 of the vehicle 100. In many embodiments, there may be a plurality of left upper cantilever wheel assemblies 230, 235 and a plurality of right upper cantilever wheel assemblies 330, 335 along the length of the vehicle 100. The term “wheel assembly” is used throughout this document to refer to an assembly comprising a mounting and at least one wheel rotatably mounted to the mounting. The left upper cantilever wheel assembly 230 and the right upper cantilever wheel assembly 330 are each located above the floor 105, towards a roof of the vehicle. The left upper cantilever wheel assembly 230 may comprise a plurality of wheels 233, 235 and the right upper cantilever wheel assembly 330 may comprise a plurality of wheels 333, 335. In the illustrated embodiment, each of the left upper cantilever wheel assembly 230 and the right upper cantilever wheel assembly 330 comprises a pair of wheels 233, 235, 333, 335. However, it may be that each of the left upper cantilever wheel assembly 230 and the right upper cantilever wheel assembly 330 comprises four wheels, or more. In the case of an arrangement comprising four wheels, the first two may be as shown in Figures 1 to 4 and the second two may be immediately behind the first two. The left upper cantilever wheel assembly 230 and the right upper cantilever wheel assembly 330 may each comprise a bogie for carrying the wheels 233, 235, 333, 335. Per the illustrated embodiment of Figures 1 to 4, the left upper cantilever wheel assembly 230 may be located in a left channel 231 on the left side 200 of the vehicle 100 and the right upper cantilever wheel assembly 330 may be located in a right channel 331 on the right side 300 of the vehicle 100. By locating the left upper cantilever wheel assembly 230 and the right upper cantilever wheel assembly 330 in channels 231,331, the wheel assemblies 230, 330 may be protected from mechanical damage, from weather damage, and from vandalism, which would be more likely if the wheel assemblies 230, 330 protruded outside the envelope of the vehicle. In embodiments where pairs of wheels 233, 235, 333, 335 are provided on each upper cantilever wheel assembly 230, 330, it may be that, as per the illustrated embodiment, the wheel assembly 230, 330 comprises one wheel of each pair on either side of a beam, 232, 332 that projects from the vehicle within the channel 231,331. In this way, upward and downward leverage on the beam 232, 332 is balanced by the pair of wheels 233, 235, 333, 335. The vehicle 100 also comprises a left lower cantilever wheel assembly 250 on the left side 200 of the vehicle 100 and a right lower cantilever wheel assembly 350 on the right side 300 of the vehicle 100. In many embodiments, there may be a plurality of lower cantilever wheel assemblies 250 and a plurality of right lower cantilever wheel assemblies 350. Although in the schematic illustrations of Figures 1 to 4, the left lower cantilever wheel assembly 250 and the right lower cantilever wheel assembly 350 are shown for clarity to be above the left support wheel 210 and the right support wheel 310, they are more likely to be lower than where shown. For example, they may be at a similar height to or below axles of the left support wheel 210 and the right support wheel 310. In addition, or instead, the left support wheel 210 and the right support wheel 310 may be located within channels (not shown) in a similar fashion to the channels 231,331 in which the left upper cantilever wheel assembly 230 and the right upper cantilever wheel assembly 330 are located. The left upper cantilever wheel assembly 230 is configured to bear against a left upper guide surface 430, where present, located proximate the left side 200 of the vehicle 100 (as shown in Figure 1 (in which embodiment the left upper guide surface 430 comprises a pair of left upper guide surfaces 433, 435). Similarly, the right upper cantilever wheel assembly 330 is configured to bear against a right upper guide surface 530 (shown in Figure 1 as pair of right upper guide surfaces 533, 535), where present, located proximate the right side 300 of the vehicle 100 (as shown in Figure 2 in which embodiment the right upper guide surface 530 comprises a pair of right upper guide surfaces 533, 535). The left and right upper guide surfaces 430, 530 may be substantially vertical. As already discussed, the left upper guide surface 430 may comprise a pair of left upper guide surfaces 433, 435. The right upper guide surface 530 may comprise a pair of right upper guide surfaces 533, 535. The left lower cantilever wheel assembly 250 is configured to bear against a left lower guide surface 450, where present, located proximate the left side 200 of the vehicle 100 (as shown in Figure 1 and Figure 3). Similarly, the right lower cantilever wheel assembly 350 is configured to bear against a right lower guide surface 550, where present, located proximate the right side 300 of the vehicle 100 (as shown in Figures 2 and 4). The left and right lower guide surfaces 450, 550 may be substantially vertical. In the first mode, as shown in Figure 1, the left upper cantilever wheel assembly 230 is engaged with the pair of left upper guide surfaces 433, 435, the left lower cantilever wheel assembly 250 is engaged with the left lower guide surface 450, and the left support wheel 210 is engaged with a left lower running surface 410 beneath the left support wheel 210. In the second mode, as shown in Figure 2, the right upper cantilever wheel assembly 330 is engaged with the pair of right upper guide surfaces 533, 535 and the right lower cantilever wheel assembly 350 is engaged with the right lower guide surface 550, and the right support wheel 310 is engaged with the right lower running surface 510 beneath the right support wheel 310. In the third mode, as shown in Figure 3, the left lower cantilever wheel assembly 250 is engaged with the left lower guide surface 450, the left support wheel 210 is engaged with a left lower running surface 410 beneath the left support wheel 210, the right lower cantilever wheel assembly 350 is engaged with the right lower guide surface 550, and the right support wheel 310 is engaged with the right lower running surface 510 beneath the right support wheel 310. In the fourth mode, as shown in Figure 4, the left support wheel 210 is engaged with a left lower running surface 410 beneath the left support wheel 210 and the right support wheel 310 is engaged with the right lower running surface 510 beneath the right support wheel 310. Turning to the track system, there may be sections of left cantilever track as shown schematically in Figure 5, sections of right cantilever track as shown schematically in Figure 6 and sections of bottom support guideway track as shown schematically in Figure 7. In addition, the vehicle may run on regular roadway (see the surface beneath the vehicle in Figure 4). Referring to Figure 5, in left cantilever track sections 400, the track system comprises a left support structure 480 comprising the left upper guide surface 430 (which may comprise a pair of left upper guide surfaces 433, 435), the left lower running surface 410 and the left lower guide surface 450. Referring to Figure 6, in right cantilever track sections 500, the track system comprises a right support structure 580 comprising the right upper guide surface 530 (which may comprise a pair of right upper guide surfaces 533, 535), the right lower running surface 510 and the right lower guide surface 550. Referring to Figure 7, in bottom support guideway track sections 600, the track system comprises the left lower running surface 410, the left lower guide surface 450, the right lower running surface 510 and the right lower guide surface 550. Note that in some embodiments, a single lower running surface (not shown) may comprise the left lower running surface 410 and the right lower running surface 510. Having separate left and right lower running surfaces is not a requirement. Figure 8 shows a plan view of a vehicle running in a bottom support guideway track section 600. The track comprises the left running surface 410, the left lower guide surface 450, the right running surface 510 and the right lower guide surface 550. Figure 9 shows a plan view of a vehicle running on a roadway, without guide surfaces. The track system may comprise different levels of track which may be stacked. This may be particularly appropriate in the case of stacked cantilevered tracks. A single structure may be provided to support multiple cantilever tracks provided one above another. Provision may be made for transitioning between different track levels using a lift or by any other appropriate provision. In the case of a lift, a section of height adjustable track may be provided such that the vehicle itself acts as a lift carriage when the height adjustable track is moved vertically. Steering of the vehicle in the fourth mode may be effected by steering of the left support wheel 210 and the right support wheel 310. For example, the left support wheel and the right support wheel may be configured to be operable at differential speeds in order to effect steering of the vehicle. In an alternative, the left support wheel 210 may be pivotable about a first substantially vertical axis and the right support wheel 310 may be pivotable about a second substantially vertical axis in order to effect steering of the vehicle, per a conventional vehicle steering system. In this way, running on a roadway (per Figure 4) the vehicle may steer using conventional means. The vehicle can be bi-directional with steering provided at both ends. Figures 11, 12, 13 and 14 show a highly schematic representation of a vehicle 101 in accordance with the disclosure. The vehicle 101 illustrated in Figures 11, 12, 13 and 14 differs from the vehicle 100 shown in Figures 1,2, 3 and 4 in that the left upper cantilever wheel assembly 230 and the right upper cantilever wheel assembly 330 are each located beneath the floor 105. In this way, all of the wheel assemblies are located beneath the cabin 110 of the vehicle 101. It should be noted that Figures 11, 12, 13 and 14 are highly schematic and that all of the wheel assemblies are, for clarity, shown on an exaggerated scale relative to the size of the vehicle 101. It may be that upper cantilever wheel assemblies and the lower cantilever wheel assemblies are considerably smaller than shown in Figures 11, 12, 13 and 14 relative to the size of the vehicle and that they are located closer to a base of the vehicle than shown schematically in Figures 11, 12, 13 and 14, meaning that the floor 105 and the doorways 205, 305 are also located closer to the base than shown schematically in Figures 11, 12, 13 and 14. Figures 15 and 16 show a cantilever track sections 401,501 configured to be used with the vehicle 101 of Figures 11, 12, 13 and 14. By contrast with the cantilever track sections 400, 500 of Figures 5 and 6, the left support structure 480 and the right support structure 580 are significantly shorter, which significantly reduces the infrastructure requirements, including the materials required and the visual impact. Alternatives to the shape and geometry of the arrangements of the upper guide surface 430, 530 of Figures 15 and 16 are possible and fall within the scope of the disclosure. For example, instead of the upper guide surface 430, 530 taking the form of an element having a C-shaped cross section with a gap between upper and lower guide surfaces 433, 435, 533, 535 through which the beam 232, 332 of the wheel assembly 230, 330 extends, there may be an element having an H-shaped cross-section. In this way, a first wheel 233, 333 of the upper cantilever wheel assembly 230, 330 may extend from an upper transverse beam of the upper cantilever wheel assembly 230, 330 over the top of a first side of the H to reach the upper guide surface 433, 533. Similarly, a second wheel 235, 335 of the upper cantilever wheel assembly 230, 330 may extend from a lower transverse beam of the upper cantilever wheel assembly 230, 330 under the bottom of the first side of the H to reach the lower guide surface 435, 535. Other shapes and geometries are possible and fall within the scope of the disclosure. In the examples of Figures 8 and 9, where there is a plurality of left support wheels 210 and a plurality of right support wheels 310, it may be that all or only some of the left support wheels 210 are steerable and it may be that all or only some of the right support wheels 310 are steerable. A junction may be provided for the track system. One example junction is shown, in a highly schematic form, in Figure 10. While the example of Figure 10 is a three-way junction (one entry and three exits - or three entries and one exit), other types are envisaged, including two-way junctions, four-way junctions and junctions having more than four ways. For ease of explanation, compass coordinates (with north facing up the page) are used in relation to the routes entering and exiting the junction 800 of Figure 10. As the skilled person would readily understand, compass coordinates are simply a convenient way of describing the Figure and do not in any way limit the directions of such junctions when implemented. A southerly route comprises a guideway track 600 for vehicle operation in the third mode. A northerly route comprises a guideway track 600 for vehicle operation in the third mode. A north-westerly route comprises a left cantilever track section 400. A northeasterly route comprises a right cantilever track section 500. In a region of the junction between all routes, a roadway section is provided. A platoon of vehicles 100 is shown entering the junction 800 from the southerly route. Once the platoon of vehicles 100 (or individual vehicles 100) enters the roadway section 700, selection of which of the alternative routes (namely north, north west or north east) is to be pursued is effected by the vehicle being steered through the roadway section 700 towards the route of choice. In this way, the junction itself requires no moving parts. Furthermore, the route selection of the vehicle may be effected without steering, engaging or disengaging any of the left lower cantilever wheel assembly 250, the right lower cantilever wheel assembly 350, the left upper cantilever wheel assembly 230 or the right upper cantilever wheel assembly 330. Thus, other than the ability to rotate, the left lower cantilever wheel assembly 250, the right lower cantilever wheel assembly 350, the left upper cantilever wheel assembly 230 and the right upper cantilever wheel assembly 330 do not move (e.g. inwardly or outwardly). Referring back to Figure 10, the platoon of vehicles 100 may decouple (partially or entirely) such that different vehicles 100 may pursue different routes. In the illustration, vehicle A is shown pursuing the north-westerly route on left cantilever running, vehicle B is shown pursuing the northerly route on guideway running, vehicle C is shown pursuing the northeasterly route on right cantilever running, and vehicle D is shown progressing through the roadway section 700 in the direction of the north-westerly route. A tapered or angled section 455 may be present in the left lower guide surface 450 while a tapered or angled section 555 may be present in the right lower guide surface 550 to facilitate gentle transition between running modes and to compensate in the event that steering is controlled sub-optimally such that the vehicle is not perfectly aligned exit from the junction. In other words, the guide surfaces may be wider on entry to a newly bifurcated section in order to allow for minor lateral adjustments (e.g. by funnelling) in order to accommodate imperfect vehicle alignment when navigating a junction. The tapered or angled section may comprise security guides proximate the junction configured to restrict deviation of lower guide wheels. By providing conventional steering means using only the left support wheel(s) 210 and the right support wheel(s) 310, the vehicle is capable of running and steering on a roadway without guide surfaces. The support wheels 210, 310 may comprise a hub motor powered independently of one or more of the others. Steering (and more generally navigation) may be controlled by interpreting visible markings on the roadway, by electronic or magnetic devices, by satellite guidance, by 5G network, or by equivalent means. As such, it may be that such vehicles are capable of autonomous running (up to ‘Level 5 autonomy’). It may be that transition between one form of running (e.g. first mode) and another form of running (e.g. third mode) is advantageous even where there is no junction. In such situations, the track arrangement required for the first type of running (e.g. in the case of the first mode, a left lower running surface and a left upper guide surface) and the track arrangement required for the second type of running (e.g. in the case of the third mode, a left lower running surface and the right lower running surface) may overlap. In the example of transitioning from first mode to third mode, this would mean that the left lower running surface is continuous and also that there is an overlap section in which there is both a left upper guide surface (to support first mode running) and a right lower running surface (to support third mode running). Each vehicle 100 may comprise a first link at either end of the vehicle 100 for selective engagement to and disengagement from an adjacent vehicle 100. The first link may be mechanical or electronic. The first link may be actuatable remotely. The first link may be a virtual link whereby adjacent vehicles are “linked” by virtue of control meaning that they operate as a platoon even where there may be no mechanical connection between the adjacent vehicles. In this way, vehicles may operate in platoons when in city centre locations with high demand and may divide into smaller platoons or individual vehicles when providing last mile services. The vehicle 100 may comprise one or more photovoltaic panels. One or more photovoltaic panels may be located on the upper surface of the vehicle 100. The vehicle 100 may be equipped with an inflatable emergency escape slide deployable in case of emergency. The track system may be fitted with one or multiple photovoltaic panels. The track system may be equipped with comprise inflatable emergency escape slides that may be deployed for escape from height, or for sections over water be deployed as a raft, or both. The disclosure further includes a control system configured to control operation of the vehicles including steering of the support wheels 210, 310 dependent upon vehicle routing instructions. The vehicle routing instructions may be provided in advance or in real time, for example to deploy vehicles to meet demand. The control system comprises a local vehicle element and may or may not include a remote element, for example provided by a central control centre. Given that such vehicles 100 may be used in a variety of circumstances, for example, simple airport links or complex city networks, or hot or cold climates, detailed vehicle size, design and fit-out may vary. The fundamental control system, embodied in software and hardware, can conveniently be packaged in a ‘black box’ or equivalent that could be offered to independent licensed vehicle builders in different countries and jurisdictions. Another desirable feature of vehicles that can operate on both bottom support and side support modes is the ability to power or apply brakes to any of the support wheels independently. When operating on bottom support, a pair of support wheels, left and right, can be powered to drive the vehicle; alternatively all support wheels can be powered to drive the vehicle on bottom support. However, when operating on side support, one or all of the running wheels on the selected supported side are powered, the running wheels on the other side preferably not powered. Using in-hub electrically powered traction motors in all the running wheels, selectively operated by a central control system on the vehicle, and such vehicle central control system itself linked to, and controlled by the control and the transit system control arrangements, brings a number of benefits that include potential simplicity of design, with potential weight reduction and increased useful space, some energy saving and, on side support, the reduction of any undesirable water spray or dirt thrown off the idle wheels if powered. A further desirable feature of vehicles that can operate on both bottom and side support in platoons is the ability for the platoons to dis-aggregate into smaller platoons of vehicles or even individual vehicles, while moving or stationary, under automated control. Vehicles are operated in platoons in order to provide a desired rider capacity. The capacity of each vehicle, the number in the platoon and the frequency of the platoon determines the rider capacity per hour in a transit system. Typically a city transit system will require relatively high capacity in the downtown area and will need less capacity as the platoons travel further and further into the suburbs and beyond. High capacity requires long platoons and costly long stations. Operating long platoons in low demand sectors is costly and wasteful. By aggregating or disaggregating vehicles as they travel between high and low demand sectors, a transit system can provide seamless high frequency services through the system, without incurring excessive capital costs in the outer lower demand sectors. For example a 4-vehicle N-bound platoon could split into two 2-vehicle platoons, one to the NW and the other to the NE. By providing software controlled links between vehicles that operate seamlessly on both bottom support and side support modes, such vehicles can be operated in long platoons, in platoons consisting of platoons of smaller or larger numbers vehicles, and individually. The links can be mechanical, engaging or disengaging electrically or by other means as controlled electronically by the software. Alternatively, the link can be electronic with suitable proximity and other sensors communicating to the vehicle control system to adjust the speed of the vehicle to the speed of the adjacent vehicles and to maintain contact or a desired separation Such separation may be fixed within operational parameters, for example 10 -5000 cm, or may be varied depending on the position of the vehicle in the platoons and the overall speed of the platoons. For example it may prove advantageous to adjust the speeds of the first and last vehicles in the platoons such that the vehicles in the platoons remains coherent and close; on the other hand, for operational and safety purposes it may prove advantageous to increase the separation as the platoons speed increase or if a particular platoons or vehicle is about to be disaggregated from the platoon. An advantage offered by vehicles capable of running on ground level guideway tracks at grade or in tunnel, and also cantilevered is that the elevated structure can be of relatively light construction, more on the scale a sturdy footbridge than a traditional railway viaduct. Typically elevated guidance structures will be mounted on pillars of reinforced concrete, steel or other strong material, partly sunk into a foundation hole. Preferably the pillars are light enough to be manufactured off-site, for installation on-site. By drilling a hole for the foundation of the pillar, inserting a base tablet at a desired depth to control the depth of insertion of the pillar, inserting a pre-fabricated tubular socket of a rigid material such as concrete or steel, rough on the exterior to provide an anchor to the surrounding ground, optionally securing the tubular socket in place with concrete between the tube and the surrounding ground, such pre-fabricated socket provided with an internal screw-like female thread, so that a pillar provided with a bolt or screw-like male thread can be bolted or screwed into the prepared socket, and locked into angular position with a suitable pin. Such a pre-fabricated pillar could, if required, be extracted and repositioned should the alignment of the guideway need to be adjusted or extended. The pillar can also be provided with a bolt or screw-like thread at the top so that a sealing cap, optionally fitted with support members for the guideway, can be screwed on, facilitating installation on-site, and also removable and repositionable if required. Installation of pre-fabricated components offers the advantages of faster erection, lower costs and reduced local disruption, compared with building a much larger viaduct on-site for conventional light rail transit. All such vehicles and guideways can have part or all of their upper surfaces covered with photo-voltaic panels to collect solar energy for use within the system or for exterior sale. Such vehicles and guideways can be fitted with inflatable emergency escape slides similar to those fitted to passenger aeroplanes, as a means of escape from elevated track or vehicles, supplementary to walkways and stairs. Where the elevated structure passes over water, the slide can be arranged to also act as a raft.

Claims

1. A vehicle configured to operate in a first mode in a cantilevered manner from a first side of the vehicle, the vehicle comprising:a cabin having a first side wall defining a first doorway in the first side of the vehicle, wherein an interior of the cabin is accessible via the first doorway;a first support wheel on the first side of the vehicle configured to engage with a first lower running surface beneath the first support wheel for supporting the vehicle from beneath in the first mode;a first upper cantilever wheel assembly on the first side of the vehicle configured to bear against a first upper guide surface located proximate the first side of the vehicle in the first mode;a first lower cantilever wheel assembly on the first side of the vehicle configured to bear against a first lower guide surface located proximate the first side of the vehicle in the first mode;wherein the first doorway is located above the first support wheel, the first upper cantilever wheel assembly and the first lower cantilever wheel assembly.

2. The vehicle of claim 1 further comprising a cabin floor located above the first support wheel, the first upper cantilever wheel assembly and the first lower cantilever wheel assembly.

3. The vehicle of claim 2 wherein a lower boundary of the first doorway is aligned with the cabin floor.

4. The vehicle of any preceding claim wherein the vehicle is further configured to operate in a second mode in a cantilevered manner from a second side of the vehicle, the cabin further comprising a second side wall defining a second doorway in the second side of the vehicle, wherein an interior of the cabin is accessible via the second doorway;a second support wheel on the second side of the vehicle configured to engage with a second lower running surface beneath the second support wheel for supporting the vehicle from beneath in the second mode;a second upper cantilever wheel assembly on the second side of the vehicle configured to bear against a second upper guide surface located proximate the second side of the vehicle in the second mode;a second lower cantilever wheel assembly on the second side of the vehicle configured to bear against a second lower guide surface located proximate the second side of the vehicle in the second mode;wherein the second doorway is located above the second support wheel, the second upper cantilever wheel assembly and the second lower cantilever wheel assembly.

5. The vehicle of claim 4 when dependent upon claim 2 or claim 3 wherein the cabin floor is located above the second support wheel, the second upper cantilever wheel assembly and the second lower cantilever wheel assembly.

6. The vehicle of claim 2 wherein a lower boundary of the second doorway is aligned with the cabin floor.

7. The vehicle of claim 4 or any claim dependent on claim 4 wherein the first side of the vehicle is a left side of the vehicle and the second side of the vehicle is a right side of the vehicle;wherein the first support wheel is a left support wheel; the first upper cantilever wheel assembly is a left upper cantilever wheel assembly; and the first lower cantilever wheel assembly is a left lower cantilever wheel assembly;wherein the second support wheel is a right support wheel; the second upper cantilever wheel assembly is a right upper cantilever wheel assembly; and the second lower cantilever wheel assembly is a right lower cantilever wheel assembly.

8. The vehicle of claim 7 wherein the vehicle is further configured to operate in a third mode in which the vehicle is supported from beneath on a guideway track in a noncantilevered manner, the vehicle further configured such that in the third running mode: the left support wheel is configured to engage with the left lower running surface beneath the left support wheel for supporting the vehicle from beneath in the first mode and the third mode;the right support wheel is configured to engage with a right lower running surface beneath the right support wheel for supporting the vehicle from beneath in the second mode and the third mode;the left lower cantilever wheel assembly is further configured to bear against a left lower guide surface located proximate the left side of the vehicle in the third mode;the right lower cantilever wheel assembly is further configured to bear against a right lower guide surface located proximate the right side of the vehicle in the third mode;wherein the left support wheel and the right support wheel are configured to effect steering of the vehicle in the third mode.

9. The vehicle of claim 8 wherein the left support wheel and the right support wheel are configured to be operable at differential speeds in order to effect steering of the vehicle.

10. The vehicle of claim 8 or claim 9 wherein the left support wheel and the right support wheel are pivotable about a substantially vertical axis in order to effect steering of the vehicle.

11. The vehicle of claim 8 or any claim dependent on claim 8 further comprising: a left upper bogie that comprises the left upper cantilever wheel assembly; and a right upper bogie that comprises the right upper cantilever wheel assembly.

12. The vehicle of claim 8 or any claim dependent on claim 8 wherein the left upper cantilever wheel assembly comprises a first pair of left upper cantilever wheels rotatable about a first upper left substantially vertical axis and the right upper cantilever wheel assembly comprises a first pair of right upper cantilever wheels rotatable about a first upper right substantially vertical axis.

13. The vehicle of claim 12 when dependent upon claim 11 wherein the left upper bogie comprises the pair of left upper cantilever wheels, and the right upper bogie comprises the pair of right upper cantilever wheels.

14. The vehicle of claim 13 wherein:the left upper bogie comprises a second pair of left upper cantilever wheels rotatable about a second upper left axis parallel to the first upper left axis; andthe right upper bogie comprises a second pair of right upper cantilever wheels rotatable about a second upper right axis parallel to the first upper right axis.

15. The vehicle of claim 7 or any claim dependent on claim 7 wherein:the vehicle comprises a left side channel in which the left upper cantilever wheel assembly is located such that the left side of the vehicle extends outwardly further than the left upper cantilever wheel assembly; andthe vehicle comprises a right side channel in which the left upper cantilever wheel assembly is located such that the right side of the vehicle extends outwardly further than the right upper cantilever wheel assembly.

16. The vehicle of claim 7 or any claim dependent on claim 7 wherein:the left upper cantilever wheel assembly is located in a left channel on the left side of the vehicle; andthe right upper cantilever wheel assembly is located in a right channel on the right side of the vehicle.

17. The vehicle of claim 7 or any claim dependent on claim 7 wherein:the left support wheel comprises a wheel having a substantially vertical orientation and configured to rotate about a first substantially horizontal axis; andthe right support wheel comprises a wheel having a substantially vertical orientation and configured to rotate about a second substantially horizontal axis.

18. The vehicle of claim 7 or any claim dependent on claim 7 further comprising: multiple upper cantilever wheel assemblies on the left side of the vehicle; multiple upper cantilever wheel assemblies on the right side of the vehicle.

19. The vehicle of claim 7 or any claim dependent on claim 7 wherein one or more of the left support wheel, the right support wheel comprises a hub motor powered independently of one or more of the others.

20. The vehicle of any preceding claim further comprising a first link at either end of the vehicle for selective engagement to and disengagement from an adjacent vehicle.

21. The vehicle of any preceding claim further comprising one or more photovoltaic panels and / or one or more inflatable emergency escape slides deployable in case of emergency.

22. The vehicle of any preceding claim configured to operate in a platoon with one or more other said vehicles, wherein the vehicles in the platoon are configured to travel in the platoon as determined, optionally variable, intervals between 0 cm and 5 m and to aggregate and disaggregate on the track system of any of claims 16 to 20 and 22 to 24.s

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