Roadway infrastructure for autonomous vehicles

Abstract

To provide elevated roadways for autonomous vehicles (automated vehicles).SOLUTION: An elevated roadway 100 includes a pylon 102 extending vertically from a ground anchor having a metal tube defining a central cavity and a concrete column within the central cavity. The elevated roadway 100 further includes a bracket 104 coupled to the pylon 102 with a mounting plate secured to the pylon and a cantilevered roadway support member extending from the mounting plate. The elevated roadway 100 further comprises a cantilevered roadway section 106 coupled to the pylon 102 via a cantilevered roadway support member. The cantilevered roadway section includes a joist structure structurally coupled to the cantilevered roadway support member, a roadway member above and supported by the joist structure, and first and second lateral barriers along respective first and second sides of the roadway member, the roadway member being adapted to receive a four-wheeled roadway vehicle.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] This Patent Cooperation Treaty patent application claims priority to U.S. Provisional Patent Application No. 62 / 874,875, filed July 16, 2019, entitled "Roadway Infrastructure for Autonomous Vehicles," the entire contents of which are incorporated herein by reference.

[0002] The described embodiments relate generally to roads for vehicles, and more particularly to separated grade roadways for autonomous vehicles. [Background technology]

[0003] Vehicles such as cars, trucks, vans, buses, and trams are ubiquitous in modern society. Cars, trucks, and vans are frequently used for personal transportation to carry relatively few occupants, while buses, trams, and other larger vehicles are frequently used for public transportation. Vehicles may also be used for package transportation or other purposes. Such vehicles may be moved on roads, which may include at-grade roads, bridges, highways, overpasses, or other types of vehicular rights-of-way. Summary of the Invention

[0004] An elevated roadway for autonomous vehicles may include a pylon extending vertically from a ground anchor, the pylon having a metal tube defining a central cavity and a concrete pillar within the central cavity. The elevated roadway may further include a bracket coupled to the pylon, the bracket having a mounting plate fixed to the pylon and a cantilevered roadway support member extending from the mounting plate. The elevated roadway may further include a cantilevered roadway section coupled to the pylon via the cantilevered roadway support member, the cantilevered roadway section having a joist structure structurally coupled to the cantilevered roadway support member, a roadway member above the joist structure and supported by the joist structure, and first and second lateral barriers along first and second sides, respectively, of the roadway member. The roadway member may be adapted to receive a four-wheel roadway vehicle. The mounting plate may be secured to the pylon via an anchor embedded in the concrete pillar.

[0005] The concrete columns may comprise reinforced concrete. Either the metal tubes or the concrete columns may be capable of fully supporting the weight of the cantilevered roadway section. The joist structure may comprise a plurality of parallel joists. The plurality of parallel joists may include four parallel joists. The cantilevered roadway section may further comprise a metal form coupled to the joist structure and a concrete roadway support formed within the metal form, and the roadway members and the concrete roadway support may be part of a monolithic structure.

[0006] A road section for an elevated roadway for autonomous vehicles may include a joist structure having a plurality of parallel joists, a metal form coupled to the joist structure, a roadway member, and a monolithic roadway structure formed within the metal form and configured to transfer loads from the roadway member to the joist structure. The joist structure may include four joists arranged in parallel. The joist structure may further include a plurality of inter-joist support members.

[0007] The joist structure may have a length of 15.24 m (50 ft) or less. The joist structure may have a length of 10.6 m (33 ft) or less. The roadway section may further include a water conduit extending substantially parallel to the plurality of parallel joists configured to convey water from the roadway member to a water outlet. The joist structure may define a horizontal top plane, and the plurality of roadway supports may have varying heights to support the roadway member in a non-parallel orientation relative to the horizontal top plane.

[0008] A joist structure may be configured to be joined to one or more additional joist structures to define a joist span, and the joist span may be configured to be supported by a first pylon at a first end of the joist span and a second pylon at a second end of the joist span. A joist span may have a length of 30.48 m (100 ft) and may be formed of two 15.24 m (50 ft) joist structures, three 10.6 m (33 ft) joist structures, or any other suitable combination of joist structures.

[0009] An elevated roadway for autonomous vehicles may include a plurality of pylons, each of which extends vertically from a respective ground anchor, and a cantilevered roadway supported by the plurality of pylons, the cantilevered roadway defining a first side extending parallel to a direction of vehicle travel along at least a portion of the cantilevered roadway and a second side extending parallel to the direction of vehicle travel. Each pylon of the plurality of pylons may be disposed along the first side of a portion of the cantilevered roadway. The cantilevered roadway may be a first cantilevered roadway, and the elevated roadway may further include a second cantilevered roadway supported by the plurality of pylons disposed vertically above the first cantilevered roadway. The pylons may be spaced apart from one another by 100 feet or less. The cantilevered roadway may include a plurality of road sections joined end-to-end.

[0010] A pylon for an elevated roadway may include a metal tube defining a central cavity, a concrete pillar within the central cavity, and a first conduit at least partially embedded in the concrete pillar, the first conduit defining an inlet adjacent to the top of the pylon configured to receive water and an outlet adjacent to the bottom of the pylon configured to discharge water from the first conduit. The pylon may further include a second conduit at least partially embedded in the concrete pillar configured to accommodate a wire, the second conduit defining a first opening adjacent to the top of the pylon and a second opening adjacent to the bottom of the pylon. The pylon may be configured to support an elevated roadway.

[0011] The metal tube and concrete column may define a completely redundant load path for supporting the elevated roadway. The concrete column may be reinforced with a steel reinforcing member. The pylon may further include a reinforcing sleeve extending around a base portion of the metal tube. The pylon may further include a water reservoir within the reinforcing sleeve, and the outlet of the first conduit may be configured to drain water from the first conduit into the water reservoir.

[0012] The present disclosure will be readily understood from the following detailed description taken in conjunction with the accompanying drawings, in which like reference numerals indicate like structural elements, and in which: [Brief explanation of the drawings]

[0013] [Figure 1] FIG. 1 illustrates a portion of an exemplary elevated roadway. [Figure 2] 2 illustrates an example road section of the elevated roadway of FIG. 1. [Figure 3] FIG. 3 is an exploded view of the road section of FIG. 2. [Figure 4A] 1 is a partial cross-sectional view showing an example road section for an elevated roadway. FIG. [Figure 4B] 1 is a partial cross-sectional view showing an example road section for an elevated roadway. FIG. [Figure 5]FIG. 1 shows a cantilevered roadway section supported by pylons. [Figure 6] FIG. 6 shows the pylon of FIG. 5. [Figure 7] FIG. 7 is a partial cross-sectional view of the pylon of FIGS. 5 and 6. [Figure 8A] FIG. 10 is a side view showing a bracket coupled to a pylon. [Figure 8B] FIG. 8B is a side view showing the bracket of FIG. 8A coupled to a pylon. [Figure 9A] 1A and 1B show an example configuration of a road section supported by pylons. [Figure 9B] 1A and 1B show an example configuration of a road section supported by pylons. [Figure 9C] 1A and 1B show an example configuration of a road section supported by pylons. [Figure 9D] 1A and 1B show an example configuration of a road section supported by pylons. [Figure 10A] FIG. 1 illustrates steps in an exemplary process for constructing an elevated roadway. [Figure 10B] FIG. 1 illustrates steps in an exemplary process for constructing an elevated roadway. [Figure 10C] FIG. 1 illustrates steps in an exemplary process for constructing an elevated roadway. [Figure 10D] FIG. 1 illustrates steps in an exemplary process for constructing an elevated roadway. [Figure 10E] FIG. 1 illustrates steps in an exemplary process for constructing an elevated roadway. [Figure 10F] FIG. 1 illustrates steps in an exemplary process for constructing an elevated roadway. [Figure 11] 1A-1C illustrate an exemplary process for constructing a joist structure. [Figure 12A] 1 illustrates an exemplary vehicle. [Figure 12B] 1 illustrates an exemplary vehicle. [Figure 13A]12A-12B with its doors open. FIG. [Figure 13B] 12A-12B with its doors open. FIG. [Figure 14A] FIG. 1 is a partially exploded view of an exemplary vehicle. [Figure 14B] FIG. 2 is a partially exploded view of another exemplary vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0014] Reference will now be made in detail to each embodiment, as illustrated in the accompanying drawings. It should be understood that the following description is not intended to limit the embodiments to only one preferred embodiment. On the contrary, it is intended to cover alternatives, modifications, and equivalents that may be included within the spirit and scope of the described embodiment as defined by the appended claims.

[0015] Examples herein are generally directed to transportation systems, in which a number of vehicles may be autonomously operated to transport passengers and / or cargo along roadways having elevated roadway segments. For example, a transportation system or service may provide a fleet of vehicles operating along a roadway to pick up or drop off passengers at preset locations or stops or dynamically selected locations (e.g., selected by a person via a smartphone). In some cases, it may be necessary or beneficial to elevate all or a portion of the roadway across which vehicles must traverse. For example, in high-density urban environments, it may be impractical or undesirable to dedicate existing travel lanes or sidewalks to dedicated autonomous vehicle lanes. Accordingly, systems are described herein for elevating roadways above ground level to facilitate providing autonomous vehicle roadways while reducing or minimizing impacts on existing roads, sidewalks, and other infrastructure. The term "roadway," as described herein, may refer to a structure that supports moving vehicles.

[0016] A separated-grade roadway (also referred to herein as an elevated roadway) for autonomous vehicles can have a series of pylons anchored in the ground and supporting the roadway. The roadway can be formed of multiple modular (and optionally, partially prefabricated) road sections coupled to the pylons. Notably, the elevated roadways described herein may not be accessible to conventional roadway vehicles (e.g., cars, trucks, vans). Furthermore, vehicles used with the elevated roadway can be centrally controlled or programmed to operate according to a specific set of rules. Thus, the maximum load of the elevated roadway can be known or at least of a highly controllable magnitude. In contrast, conventional roadways and bridges must be designed to accommodate unknown worst-case load scenarios involving vehicles of various sizes, weights, speeds, etc. Because the loads on the elevated roadways of the transportation systems described herein can be highly controlled, and because the vehicles of the transportation systems are relatively small and light compared to conventional road-legal vehicles, the elevated roadways described herein can be smaller and lighter than conventional bridge spans or highway spans.

[0017] As described above, an elevated roadway can have a series of modular roadway sections supported above ground by a series of pylons. The roadway sections can have joist structures that can be at least partially manufactured (e.g., prefabricated) at a remote location and transported to a site where the joist structures can be connected to other joist structures and finally lifted and connected to the pylons. The joist structures can be formed of multiple individual joists that can be sized to be transported using conventional transportation methods. For example, the joists can be configured to fit into an air-to-land container or onto a flatbed semi-truck. In some cases, multiple joists can fit into a single air-to-land container or onto the trailer of a semi-truck. The multiple joists can then be connected together to form a joist structure, which can then be combined with other joist structures (e.g., end-to-end) and then connected to a pylon. Due to the modularity, pre-fabricated nature of the joists, and their ability to be transported using traditional transportation methods such as land, sea, and air containers and semi-trucks, deployment of elevated roadways can be faster and more efficient compared to traditional road construction approaches.

[0018] Once elevated and coupled to the pylons, a concrete roadway structure can be built atop the joist structure, thereby defining the actual wear surface of the roadway (e.g., the surface that vehicle ties contact). The roadway structure can be built atop the joist structure by attaching forms (e.g., molds that define the shape of the roadway structure) to the joists and then filling the forms with a concrete deposition machine. It should be noted that the roadway structure need not be a simple, flat, planar slab that rests on the joist structure. Rather, the roadway structure can define curves, banks, slopes, declines, or other shapes in addition to the basic, flat slab. In this way, the roadway structure can be any monolithic concrete structure, but can define unique shapes that cooperate to define the lines, curves, ridges, and banks of the roadway structure. Additional details regarding roadway structures and techniques for forming them are described herein.

[0019] As noted above, a roadway may be part of a transportation system that has or operates with a dedicated type of vehicle (or multiple dedicated types of vehicles), which may be configured to operate independently according to a known set of rules or control scheme, and which may further be directly controlled or guided by a supervisory control system. A "vehicle control scheme," as described herein, may refer to a control scheme executed by an individual vehicle (also referred to as a "local control scheme"), as well as a centralized and / or distributed control scheme (also referred to as a "supervisory control system") that may have the capability to control multiple different vehicles. A vehicle control scheme may have elements of both a local control scheme and a supervisory control scheme, and thus there may not be a clear or well-defined functional or programmatic boundary between the local control scheme and the supervisory control scheme.

[0020] Because transportation systems and their vehicles are typically limited to autonomous vehicles (e.g., typically without a human driver independently operating the vehicle) and, more specifically, to known vehicle types, the shape and geometry of road structures may be designed to accommodate the vehicle and vehicle control scheme. For example, because vehicle specifications are known (e.g., maximum speed, turning radius, maximum braking performance, acceleration capabilities, etc.), roads may be designed to accommodate the vehicle specifications with the goal of creating target ride characteristics and achieving overall vehicle-road performance.

[0021] Furthermore, autonomously controlled vehicles utilizing the vehicle and supervisory control system can utilize a wide range of roadway shapes and configurations. For example, tight turns that may be necessary to avoid on traditional highways (because they are dangerous for a human driver to make sudden changes in speed and direction) can be made possible by the present system. Specifically, because the entire roadway is known to the transportation system, all vehicles on the roadway can be configured to make appropriate speed adjustments and steering actions to safely and comfortably navigate the roadway, especially when there are sharp turns, banked turns, slopes, or downhill turns that would be excessively dangerous or inconvenient on a traditional roadway.

[0022] In some cases, a transportation system may be designed to provide specific ride characteristics for passengers as the vehicle traverses a roadway. As used herein, "ride characteristics" may refer to a set of physical parameters (such as forces or accelerations) experienced by a passenger in a vehicle traversing along a roadway. In some cases, the ride characteristics may be characterized by a set of target or upper limits or thresholds (e.g., lateral and vertical accelerations) experienced by a passenger in the vehicle traversing the vehicle (e.g., the system may be configured to maintain acceleration forces experienced by a vehicle passenger at or below a threshold level). As a specific example, the acceleration experienced by a user may be limited to less than 0.5 times gravity in the forward, rearward, and lateral directions, while vertical acceleration may be maintained between 0.5 g and 1.5 g. (These acceleration limits may be established at locations within the vehicle where the passenger's head is located during normal vehicle movement.) Other kinematic characteristics may also have target values, upper limits, or thresholds. For example, in addition to or instead of acceleration, the transportation system, and specifically the geometry of the roadway, may be designed to enable speed, jerk, and snap to all be maintained at or near target values, or at or below limit values ​​or thresholds. Furthermore, these target values ​​and / or limits may be applied throughout or substantially throughout the roadway to achieve a consistent experience. By designing the roadway (e.g., roadway turns, ramps, declines, banks, cambers, etc.) to achieve desired ride characteristics, occupants may experience a sensation of gliding without the various abrupt lateral, forward / backward, and vertical acceleration changes that occur when traveling along a conventional road.

[0023] The above-described acceleration thresholds are merely exemplary values, and other values ​​or manners of quantifying the target ride characteristics are contemplated. Notably, as discussed above, these ride characteristics may be maintained across roadways that have sharp banked turns, steep inclines or downhill slopes, or tight turns. For example, the vehicle may be programmed to traverse these roadway features in a manner that maintains the desired ride characteristics. In practice, as described herein, the vehicle may have features such as four-wheel steering and four-wheel independently adjustable suspension (including adjustable ride height, preload, damping, etc.) that can be used to help maintain the target ride characteristics along a wide variety of roadway features, shapes, and configurations.

[0024] FIG. 1 illustrates a section of an exemplary elevated roadway 100 for autonomous vehicles 108, according to embodiments described herein. The section of elevated roadway shown in FIG. 1 is beside and / or above a conventional at-grade roadway, and illustrates an elevated roadway deployed in a typical urban or suburban environment. However, this is not intended to be limiting. In fact, an elevated roadway may be deployed in any environment or location, including rural locations, inside buildings completely or partially off-road, or underground. The elevated roadway 100 is shown supporting multiple four-wheeled vehicles 108. The vehicles 108 may be autonomous or semi-autonomous vehicles specifically designed for use with the elevated roadway 100. One exemplary type of vehicle for use with the elevated roadway 100 is described in connection with FIGS. 12A-14B , although other types of vehicles may be moved along the elevated roadway 100 instead of or in addition to the vehicles described herein.

[0025] The elevated roadway is supported by a plurality of pylons 102 extending vertically from ground anchors, and in some embodiments, each section of the elevated roadway 100 may be attached to its own individual pylon 102, while in other embodiments, each section of the elevated roadway 100 may be attached to multiple pylons. The pylons 102 may be spaced apart any suitable distance. In some instances, the pylons 102 are spaced apart by approximately 100 feet (thus defining a roadway span of approximately 100 feet). The spacing of the pylons 102 may be defined by or correspond to the dimensions of the standardized length roadway sections used to form the elevated roadway 100. For example, road sections can have standardized lengths of approximately 33 feet (10.6 m) to allow these sections (or at least the joists of the road sections) to be at least partially prefabricated (at a remote location) and transported to the construction site in air and land containers, or approximately 50 feet (15.24 m) to allow transport by semi-truck. Thus, a 100-foot distance between joists would allow a roadway span to be formed into three 33-foot (10.6 m) road sections or two 50-foot (15.24 m) road sections. Standardization of pylon spacing and joist lengths simplifies design and construction planning, as pylon spacing can be standardized across regions with different transportation constraints.

[0026] The distance between the pylons 102 may be generally uniform along the length of the elevated roadway 100. For example, all or most of the pylons 102 may be spaced approximately 100 feet apart from one another. This uniform spacing may help simplify the design and construction of the elevated roadway 100. Nevertheless, in some cases, it may be necessary or beneficial to have variable spacing between the pylons, such as where the roadway curves or turns, and to accommodate buildings, obstacles, or other structures along the path of the elevated roadway 100. In some cases, if the distance between pylons is other than 100 feet, these distances may be 33 feet or 50 feet (or any additional combination of these distances) to allow for the use of standardized roadway sections. In other cases, customized roadway sections having other lengths may be provided to accommodate any suitable distance between the pylons 102.

[0027] Each pylon 102 may have a bracket 104 secured thereto to support one or more cantilevered roadway sections 106. The elevated, cantilevered configuration of the roadway sections 106 provides several advantages over other types of viaduct beam spans or highway spans. For example, because the roadway section 106 needs to be supported only along one side, pylons 102 may be positioned along whichever side of the roadway section 106 is most advantageous given construction or space constraints. Furthermore, because the roadway section 106 is cantilevered from the pylon 102, the entire width of the roadway section 106 may define an unobstructed, shielded path that may be used for shielded footpaths, roadways, and the like. In contrast, a roadway directly above that pylon (e.g., a roadway centered above a pylon) would undesirably obstruct the path defined below the roadway. Additionally, because the road sections 106 can be cantilevered from the pylon 102, multiple road sections 106 can be supported on a single pylon 102. For example, as will be described in more detail in connection with Figures 9A-9D, multiple road sections 106 can be readily supported by a single pylon 102. Such a configuration may not be possible where each road section needs to be positioned atop and / or centered on a pylon.

[0028] 2 illustrates an example roadway section 106 of the elevated roadway 100. The roadway section 106 may include a joist structure 202, a roadway member 204 above and supported by the joist structure 202, and first and second lateral barriers 206 and 208 along first and second sides of the roadway member 204. The roadway section 106 illustrated in FIG. 2 may be a standardized structure such that many equal or similar instances of the roadway section 106 may be joined together and supported by pylons, thereby creating the elevated roadway illustrated in FIG. 1.

[0029] The roadway member 204 may be adapted to receive and / or support a four-wheel roadway vehicle, such as the vehicles 108 ( FIG. 1 ), 1200 ( FIGS. 12A-13B ), and 1400, 1420 ( FIGS. 14A-14B ) described herein. A “four-wheel roadway vehicle” may refer to a wheeled vehicle that can move under its own power and can be freely maneuvered along a roadway (e.g., a track, rail, or other physical contact-based guidance mechanism). The roadway member 204 may also be adapted to receive and / or support other types of vehicles, including vehicles with different numbers of wheels (e.g., one wheel, two wheels, three wheels, or five or more wheels), construction vehicles, four-wheel roadway vehicles adapted for crewless use (e.g., for carrying cargo or other payloads), or emergency vehicles (e.g., autonomous or human-operated police vehicles, ambulances, fire engines, etc.).

[0030] The roadway member 204 may be made of or include concrete or any other suitable paving material (e.g., asphalt, bitumen). Furthermore, the roadway member 204 may not have rails or other mechanical guides to physically steer or guide vehicles. Thus, the roadway member 204 may define a substantially flat or featureless surface that allows vehicles to move freely or maneuver along the roadway. The roadway member 204 may have any suitable dimensions to accommodate the vehicles for which the transportation system is designed. For example, the roadway member 204 may have a length dimension 211 that corresponds to and / or is based on the length of a joist section (which may be standardized to 50 feet (15.24 m) or 33 feet (10.6 m) as described above, or any other suitable length). The roadway member 204 may further have a width dimension 210 of 130 inches (3.3 m) (or any other suitable width). The width dimension 210 may be configured to allow two vehicles to travel side by side or pass each other on the roadway. For example, the width dimension 210 may be at least twice the width of the vehicles, and may further include additional safety margins (e.g., 12 inches between the vehicles and between the vehicles and side barriers). The roadway member 204 may further include systems and / or components embedded in or attached to the roadway member 204 to assist in the vehicle's operation along the roadway. For example, markers that are visible and / or electronically detectable by the vehicle may be embedded in and / or attached to the roadway member 204. Such markers may assist in steering the vehicle along a desired path, may inform the vehicle of the vehicle's location on the roadway member 204 (and more generally, the vehicle's location along the roadway), and may enable the vehicle to determine speed and / or other motion parameters, or the like. In some cases, the markers are magnets or magnetic materials (eg, steel, iron) embedded in the material of the roadway member 204.

[0031] The lateral barriers 206, 208 may be formed of or include concrete and may be integrally formed with the roadway member 204. For example, the lateral barriers 206, 208 and the roadway member 204 may define at least a portion of a monolithic roadway structure formed by pouring or casting concrete into one or more metal forms. Additionally, roadway supports (e.g., roadway supports 405, 415 in FIGS. 4A-4B ) may be part of the monolithic roadway structure that further forms the roadway member 204 and the lateral barriers 206, 208. The roadway member 204, the lateral barriers 206, 208, and the roadway supports may have reinforcing materials embedded in or attached to the concrete, such as rebar, straps (e.g., metal straps), rods, beams, or brackets. As used herein, "rebar" may refer to steel reinforcing bars that may be at least partially embedded in or attached to a matrix material (such as concrete) to structurally reinforce the matrix material. The side barriers 206, 208 may have a height 212 above the roadway member 204. The height 212 may be selected based, at least in part, on the size and configuration of vehicles that will be traveling on the roadway.

[0032] Because the lateral barriers 206, 208 are integral with the roadway member 204, the roadway section can define a continuous trough structure that prevents or limits water, debris, or other objects from falling from the elevated roadway onto the ground or other underlying objects. To help remove rainwater or melting snow (or other precipitation) from the roadway member 204, the roadway section can have openings 222 in the roadway member 204 (which may be screened by iron bars) that are connected to one or more conduits 224 below the roadway member 204. The conduits 224 can extend parallel to the joists supporting the roadway member 204 and can carry water from the roadway member 204 to a water outlet in the roadway. The water outlet can be integral with the pylon and can be above, at, or below ground level. For example, the water outlet can drain to a water-sensing planter box (e.g., above grade) that is integrated into a reinforcing sleeve around the base of the pylon, to a bioswale or sump that is above grade, or to a storm system that is directly below grade (e.g., a municipal storm system).

[0033] Conduit 224 can function as a water reservoir to guard against clogged or blocked outlets or storm sewer overflows. Accordingly, conduit 224 can be configured to have a specific internal capacity that meets or exceeds any applicable storm water retention regulations, standards, and / or engineering best practices. In some cases, the roadway can have other reservoirs to supplement the capacity of conduit 224 itself. Additional details of the water outlets are described herein in connection with FIG. 6.

[0034] The road section 106 may further include a fence 216 extending above (and optionally extending from) the side barriers 206, 208. The fence 216 may include fence posts 218 supporting one or more cables 220 sufficient to comply with typical building codes and safety requirements. The fence posts 218 may be secured to the side barriers 206, 208 to provide structural support for the fence 216. For example, the fence posts 218 may be at least partially embedded in the concrete of the side barriers 206, 208 (and thus further embedded in or part of the monolithic road structure), bolted to, or secured to the side barriers 206, 208. The fence 216 may be of sufficient size and strength to restrain a fully loaded vehicle traveling at a target speed (e.g., a planned maximum vehicle speed with an appropriate additional margin) so that in the unlikely event of a collision between the vehicle and the side barriers 206, 208, the vehicle 216 may be safely contained on the roadway.

[0035] The fence 216 may also be adjustable to various heights above the side barriers 206, 208. The adjustable fence height may facilitate or enable several features. For example, the fence 216 may be positioned at various heights along different segments of the roadway, and may be positioned higher, such as along the outside of a turn or in environments where additional fence height is required or desired. As another example, the fence 216 may be used for worker safety during construction and / or maintenance of an elevated roadway. Fences for worker safety may have different requirements than fences for roadway safety. Thus, an adjustable fence may allow the fence to be positioned at a first level during roadway construction and commissioning (e.g., when workers may be on roadway members) and at a second level (which may be lower than the first level) when the roadway is used for vehicular traffic. The fence 216, including the fence posts 218, the cables 220, or both, may also be designed to be used as attachment points for safety harnesses. More specifically, the fence 216 may have a strength rating sufficient to meet or exceed safety standards for fall protection (e.g., that may be applicable during construction and / or maintenance of an elevated roadway).

[0036] The roadway may further include one or more additional conduits 226 for routing along the roadway or for carrying other supplies (such as wires). Wires from the additional conduits 226 may provide power and / or communication with devices along the roadway. Such devices may include, but are not limited to, lighting, sensors (e.g., for sensing vehicles, traffic, weather conditions, or environmental conditions), communications equipment, or any other type of electronic equipment. While one additional conduit 226 is shown, there may be any number of additional conduits supported by the roadway. Furthermore, the additional conduits may be unrelated to the function of the roadway or transportation system. For example, electricity, water, telecommunications, natural gas, or other utilities may be routed in additional conduits supported by the roadway.

[0037] As described above, the roadway member 204 may rest on and be supported by the joist structure 202. The joist structure 202 may have multiple parallel joists 228 (e.g., four parallel joists 228). The joists 228 may be formed of any suitable material, such as steel, and may have any suitable shape and / or configuration. The parallel joists 228 may be connected to each other via cables, fasteners, or other structures between the joists. Furthermore, the parallel joists 228 may be formed with or have multiple joist subsections joined end-to-end to define a single joist. Thus, for example, each of the four parallel joists 228 may be formed with or have one, two, three, four, or more joist subsections. The connected parallel joists 228 may comprise the joist structure of one of the roadway sections 106. As described herein, the joist structures of roadway sections may be joined together end-to-end to define a continuous roadway, which may include joining a free end of a joist of one roadway section to a free end of a joist of another roadway section.

[0038] The roadway section 106 may further include a wall section 230 that may shield the joist structure 202. The wall section 230 may be a load-bearing or non-load-bearing portion and may prevent or restrict access to the interior structure of the roadway by objects, animals, and individuals. However, the wall section 230 may be removable and / or movable to allow access to the joist structure, conduit, or other interior structure or configuration for construction, maintenance, or other purposes. The wall section 230 may be formed from or include any suitable material, including, but not limited to, metal, plastic, reinforced polymer, wood, glass, or the like.

[0039] Figure 3 is an exploded view of the roadway section 106 of Figure 2. This exploded view shows the parallel joists 228 that form the joist structure 202, as well as the monolithic roadway structure (with roadway members 204 and lateral barriers 206, 208) supported by the joist structure 202, and the wall section 230. As shown, the parallel joists 228 resemble a straight-chord truss (e.g., a Warren truss), although any other suitable joist or truss design may be used. After the joist structure 202 is constructed, raised, and coupled to the pylon, the roadway members 204 and lateral barriers 206, 208 can be formed into place, as described herein.

[0040] Figures 4A-4B respectively show partial cross-sectional views of two example roadway sections 400, 410. Figures 4A and 4B show how a variety of different shaped roadway members can be formed on top of the same joist structure.

[0041] 4A shows an example of a road section 400 defining a straight, horizontal wear surface. The road section 400 may have a monolithic road structure 404 (defining roadway members, sidewalls, and fences, as described above) formed on top of and supported by a joist structure 406. The joist structure 406 may have a plurality of parallel joists 407 and even inter-joist members 408. The monolithic road structure 404 may be formed by attaching a form (e.g., a metal form) to the joist structure 406, where the form defines some or all of the shape of the monolithic road structure 404. Once the form is in place, reinforcing material (e.g., rebar, steel-fiber mesh, etc.) may be placed into and / or on top of the form, and concrete may be poured into the form, thereby encapsulating the reinforcing material and ultimately forming the monolithic road structure 404. In some cases, reinforcing materials, such as reinforcing fibers, may be incorporated into the concrete or into a kettle where they may be mixed into the concrete before the concrete is poured or deposited into the forms to form the monolithic road structure 404. The concrete may be high-strength concrete having a compressive strength ranging from about 4 ksi to 10 ksi, and in some cases about 6 ksi. The forms may remain in place to add additional structural strength to and / or support the monolithic road structure 404. In other cases, the forms may be removed after the concrete has hardened.

[0042] A monolithic road structure 404 can define road members 401, sidewalls 403, and road supports 405. The road supports 405 can be part of the monolithic road structure (e.g., integral with the road members 401 and sidewalls 403) and can transfer loads from the road members 401 to the joist structure 406. The shape and size of the road supports 405 in any given road section can be selected to obtain a desired attitude of the wear surface. For example, as shown in FIG. 4A , there are four road supports 405, each positioned on top of or supported by a respective joist. All of the road supports 405 have equal heights, resulting in a wear surface of the road members 401 that is parallel to the horizontal top plane defined by the joist structure 406 (e.g., the road members 401 define a straight horizontal surface). FIG. 4B shows another configuration of roadway support that supports roadway member 411 in a non-parallel orientation relative to the horizontal top plane defined by joist structure 416 (e.g., roadway member 411 is tilted or banked).

[0043] Figure 4B shows an example of a road section 410 defining a banked roadway member. Similar to roadway section 400 of Figure 4A, roadway section 410 may have a monolithic roadway structure 414 (defining roadway members, sidewalls, and fences, as described above) formed on top of and supported by joist structure 416. Joist structure 416 may have a plurality of parallel joists 417 and even inter-joist members 418. The monolithic roadway structure 414 may be formed by attaching a form (e.g., a metal form) to joist structure 416 and using concrete and reinforcing materials to form the monolithic roadway structure 414 within the form, as described above.

[0044] The monolithic road structure 414 can define the roadway members 411, sidewalls 413, and roadway supports 415. While the monolithic roadway structure 404 defines a horizontal wear surface, the roadway members 411 can be sloped to define a sloped or banked wear surface. The sloped roadway members 411 can define a portion of a banked turnaround section of a roadway. To create the sloped roadway members 411, the roadway supports 415 can have various heights to create desired wear surface angles. In this way, the same joist structure can be used to support multiple different roadway member configurations, orientations, and / or attitudes. More specifically, the same joist structure can be used to form straight horizontal roadway sections, as well as banks, curves, ridges, or other roadway profiles. This allows the joist structure to be highly modularized, so that complex road profiles can be created by forming multiple differently shaped monolithic road structures on a standardized, uniform joist structure.

[0045] Roadway support 415 (and roadway support 405 in FIG. 4A) may be continuous along the length of the monolithic roadway structure (e.g., continuous into the drawing), and thus resemble an elongated beam structure. In other instances, the roadway supports resemble columns, with a series of columns extending along and supported by each joist structure, thereby supporting the roadway members.

[0046] Both roadway sections 400, 410 can have substantially equal widths. For example, width dimensions 402 (FIG. 4A) and 412 (FIG. 4B) can be equal. Because the monolithic roadway structure can be formed into many different shapes and configurations, the location of the monolithic roadway structure relative to the joist structure need not be uniform. For example, in FIG. 4A, the monolithic roadway structure 404 is centered above the joist structure 406. In contrast, in FIG. 4B, the monolithic roadway structure 414 is off-centered above the joist structure 416. More specifically, the monolithic roadway structure 414 defines a first protrusion 420 that is larger than a second protrusion 422 on the opposite side of the roadway. By allowing the joist structure to be off-center in a monolithic roadway structure, a wide range of roadway profiles, turns, banks, or other shapes or structures can be accommodated using a uniform, modular joist structure (e.g., without the need to modify or customize the joist structure for each roadway section), thereby providing greater design flexibility.

[0047] Figure 5 shows a cantilevered roadway section 502 supported in an elevated position by a pylon 500 extending vertically from a ground anchor 510. Figure 5 further illustrates the cantilevered configuration of the roadway section, demonstrating how the roadway section only needs to be supported along one side, and further demonstrating how the roadway section does not need to be supported from directly below (e.g., below the center) the roadway section.

[0048] The roadway section 502 may be coupled to the pylon 500 by a bracket 512 or any other suitable connector. For example, as described herein, the bracket 512 may have a mounting plate 516 that is secured to the pylon 500 by an anchor 514. The anchor 514 may be a rod, bolt, boss, or any other suitable mechanism by which the bracket 512 may be attached to the pylon 500.

[0049] The pylon 500 may be secured to a ground anchor 510 (or, in some embodiments, the ground anchor may be part of the pylon). The ground anchor 510 may be formed of or include reinforced concrete formed or otherwise placed in place below ground level 508. A reinforcing sleeve 506 may be formed around the base of the pylon 500. The reinforcing sleeve 506 may be formed of or include a metal (e.g., steel) sleeve or jacket that surrounds the base of the pylon 500. In some cases, the reinforcing sleeve 506 is formed of or includes concrete. In some cases, the reinforcing sleeve 506 comprises a metal sleeve with concrete formed inside the metal sleeve and around the base of the pylon. Other configurations are possible. For example, the reinforcing sleeve 506 may have various types of energy-absorbing materials between the outer sleeve member (e.g., a metal tube) and the pylon 500. Such materials include, but are not limited to, foam, a metallic energy-absorbing structure, or a liquid (e.g., water).

[0050] The reinforcing sleeve 506 may be at least partially hollow or may otherwise define an interior volume or chamber. The interior volume of the reinforcing sleeve 506 may be used to retain water. For example, a water conduit carrying water from the roadway surface may extend through the pylon 500 and out into or through the interior volume of the reinforcing sleeve 506. Thus, if the amount of water needing to be removed from the roadway surface exceeds the capacity of the water outlet (e.g., if the volumetric flow rate of water on the roadway surface exceeds the volumetric flow capacity of the water outlet), the water may temporarily backflow into the interior volume and, over time, flow out.

[0051] Reinforcing sleeve 506 may be configured to help avoid or mitigate damage to pylon 500 in the event of an impact. For example, pylon 500 may be located along or near a conventional surface roadway where a vehicle may strike the pylon in the event of an accident. Thus, reinforcing sleeve 506 may help absorb and / or dissipate energy from the vehicle and minimize or eliminate structural damage to pylon 500.

[0052] 6 shows additional details of the pylon 500, particularly how conduits can be at least partially buried in the pylon 500 to carry water, wires, pipes, or other objects between the roadway surface and the ground. The pylon 500 has a first conduit 602 and a second conduit 604 (although this is merely an example; the pylon 500 may have more, fewer, or different conduits). The first conduit 602 may define an inlet 606 near the top of the pylon 500 and an outlet 618 near the bottom of the pylon 500. Similarly, the second conduit 604 has an inlet 608 near the top of the pylon 500 and one or more outlets 610, 612 near the bottom of the pylon 500.

[0053] The second conduit 604 may be configured to receive water from the roadway section (e.g., via the water conduit 224 in FIG. 2 ), convey the water down through the pylon 500, and discharge the water out the second conduit 604. In some cases, the second conduit 604 may discharge water from an outlet 610 directly to a roadway, drainage ditch, or other exposed ground surface. In implementations where the reinforcing sleeve 506 has or defines internal reservoirs, the second conduit 604 may discharge water from the outlet 610 into these reservoirs.

[0054] Instead of or in addition to discharging water above ground level (e.g., from outlet 610), second conduit 604 can discharge water below ground level. For example, FIG. 6 shows outlet 612 coupled to an underground channel, such as storm sewer 614. Storm sewer 614 can carry water discharged from second conduit 604 to a treatment facility or other water receiving infrastructure. Storm sewer 614 can be provided by a municipality or public utility and can receive water from other streets, roads, buildings, etc. In other examples, a drainage right-of-way can receive water from one or more conduits within one or more pylons.

[0055] The first conduit 602 may be configured to accommodate one or more wires extending from the elevated roadway to ground level. For example, the first conduit 602 may accommodate wires for lighting, sensors (e.g., for sensing vehicles, traffic, weather conditions, or environmental conditions), communications equipment, or any other type of electronic equipment. The first conduit 602 may also accommodate other items, such as pipes for natural gas or water, etc. The wires and / or pipes may extend into the underground channel 616. The underground channel 616 may extend any suitable distance and may be joined to other underground channels to facilitate routing of wires and / or pipes to other locations, such as control panels, buildings, other pylons, utility providers, or telecommunications providers.

[0056] FIG. 7 is a cross-sectional view of the pylon 500 taken along line AA in FIG. 6 . The pylon 500 may have a metal tube 700 defining a central cavity. The central cavity may be filled with concrete, thereby creating a concrete column 702 that provides additional strength and durability to the pylon 500. The metal tube 700 or the concrete column 702 alone may provide sufficient strength to fully support the weight of a cantilevered roadway. This provides several benefits. For example, the metal tube 700 of the pylon 500 may be installed, and the roadway may be erected before the metal tube 700 is filled with concrete. This may facilitate faster and more cost-effective deployment of the elevated roadway, since road sections may be coupled to the pylon immediately after erecting the metal tube 700. Furthermore, the elevated roadway may be fully operational without filling the metal tube 700 with concrete. In this way, the elevated roadway, and the entire transportation system of which it is a part, may be tested, validated, and used before the pylon is filled with concrete.

[0057] As mentioned above, pylon 500 may have conduits extending through its interior. Figure 7 shows first conduit 602 and second conduit 604 embedded in concrete pillar 702. Figure 7 also shows an additional conduit 704 (which may be the same as or similar to first conduit 602 and second conduit 604). The conduit embedded in concrete pillar 702 may have sufficient strength to resist crushing or deformation when metal pipe 700 is filled with concrete.

[0058] The concrete pillar 702 may further include a reinforcing member 706, such as rebar or any other suitable reinforcing material or component. In some cases, the reinforcing member 706 extends between both the concrete pillar 702 and the ground anchor 510. For example, the reinforcing member 706 may be partially embedded in the concrete of the ground anchor 510 when the ground anchor 510 is formed. An exposed portion of the reinforcing member 706 may extend into the metal tube 700 and thus be embedded in the concrete pillar 702 when the metal tube 700 is filled with concrete. As shown, the reinforcing member 706 extends vertically, although any suitable configuration of reinforcing members, such as a lattice structure, may be used. In some cases, the reinforcing members 706 are interconnected (e.g., by other reinforcing members extending between them).

[0059] As mentioned above, a cantilevered roadway section may be attached to a pylon via a bracket 512 secured to the pylon. Figures 8A-8B show a pylon 500 and a bracket 512 attached to the pylon 500. Figure 8A shows the bracket 512 without a roadway section attached, while Figure 8B is a view of the pylon 500 and bracket 512 taken along line BB in Figure 8A. Figure 8B further illustrates an example attachment configuration between the bracket 512 and a joist on the roadway section.

[0060] The bracket 512 can have a mounting plate 516 and a cantilevered roadway support member 800 extending from the mounting plate 516. The mounting plate 516 is secured to the pylon via anchors 514. The mounting plate 516 and cantilevered roadway support member 800 can be constructed of multiple metal members joined together (e.g., via welding, fasteners, etc.). As another example, the mounting plate 516 and cantilevered roadway support member 800 can be different segments of a single monolithic metal structure. Other materials may be used instead of or in addition to metal (e.g., concrete). Furthermore, while one example configuration of the bracket 512 is shown in FIGS. 8A-8B, other shapes and overall configurations are contemplated. In some cases, the bracket 512 can have more, fewer, or different structural portions, structures, braces, brackets, or attachment points.

[0061] A cantilevered roadway support member 800 can support one or more joists of a cantilevered roadway section. For example, the cantilevered roadway support member 800 can define anchor points 802 to which the joists of the roadway section are secured. FIG. 8B shows a partial top cross-sectional view of the pylon 500 and the cantilevered roadway support member 800, illustrating how the joists 804 and 806 can be secured to the anchor points 802. The joists 804, 806 can be secured to the anchor points 802 in any suitable manner. For example, the joists 804, 806 can be secured to the anchor points 802 via welding, bolts, fasteners, brackets, or any other suitable technique and / or structure. As another example, instead of the ends of the joists 804, 806 being cantilevered from the face of the cantilevered road support member 800, the joists 804, 806 may be positioned on top of the cantilevered road support member 800 (and secured via welding, bolts, fasteners, brackets, etc.).

[0062] FIG. 8B shows additional details of the anchor 514 that secures the bracket 512 to the pylon 500. As shown, the anchor 514 extends through the pylon 500. If the pylon 500 has a concrete column inside a metal tube as described herein, the portion of the anchor 514 inside the pylon 500 may be at least partially encapsulated by the concrete column. The structural connection between the anchor 514 and the pylon 500 may provide the same structural redundancy as the pylon 500 alone. For example, the anchor-to-tube or anchor-to-concrete connection alone may be sufficient to fully support the bracket 512 (and the attached roadway section) (even with a vehicle on it). This redundancy is beneficial for the reliability and durability of the elevated roadway and further contributes to the ability to plan the installation and commissioning of the system by ensuring that the roadway can be fully and safely supported even without the concrete column within the pylon 500.

[0063] 8A-8B show one bracket 512 attached to the pylon 500. In some cases, additional brackets may be attached to the pylon 500. For example, the additional bracket may be attached to the side of the pylon 500 opposite the bracket 512 and secured using anchors 514 (at location 808). In cases where additional brackets are used, each bracket may be directly coupled to the joists of only one roadway section (although the joists of the roadway sections may be coupled together between two brackets).

[0064] 9A-9D show several example configurations of roadway sections coupled to pylons, demonstrating the flexibility and scalability of the elevated roadway designs described herein. FIG. 9A shows a single cantilevered roadway section 902 coupled to a pylon 900. As discussed above, this cantilevered design allows the roadway section 902 to freely protrude above the ground. This allows for increased installation flexibility because the pylon does not need to be placed directly below the center of the elevated roadway. Furthermore, this configuration allows the entire width of the roadway to function as an awning over an unobstructed path. In contrast, a pylon along the center of the roadway would obstruct the path below the roadway, limiting its functionality as an awning for a sidewalk, road, bike path, park, or vehicle right-of-way. Furthermore, this cantilevered design allows for the placement of the pylon along one side of the roadway. For example, the roadway can define the direction of vehicle travel (e.g., the direction into the drawing of FIG. 9A ), and all of the roadway pylons can be located at least partially along this one side of the road section. In some cases, different portions of the roadway can have pylons along different sides. For example, the portion of the roadway shown in FIG. 9A can have pylons located along the right side of the road section 902.

[0065] Figure 9B shows a stacked configuration, where a first cantilevered road section 904 is coupled to the pylon 900 vertically above a second cantilevered road section 906. Figure 9C shows a double cantilevered configuration, where a first cantilevered road section 908 is disposed on a first side of the pylon 900 and a second cantilevered road section 910 is disposed on the opposite side of the pylon 900. Figure 9D shows a stacked double cantilevered configuration, where a first cantilevered road section 912 and a second cantilevered road section 914 are disposed on the same side of the pylon 900 (the first section 912 is disposed vertically above the second section 914) and a third cantilevered road section 916 and a fourth cantilevered road section 918 are disposed on opposite sides of the pylon 900 (such that the third section 916 is disposed vertically above the fourth section 918).

[0066] While all of the cantilevered roadway sections in Figures 9A-9D are shown parallel (e.g., defining parallel cantilevered roadways), multiple cantilevered sections may be coupled to a single pylon in a non-parallel arrangement. For example, a pylon at a 90-degree intersection of two elevated roadways may support multiple roadway sections. In some cases, multiple roadway sections may define a single-grade intersection where two elevated roadways join, or may define a flyover-type intersection where one roadway is placed above another non-parallel roadway. In either case, the pylon may support one or more roadway sections using the structures and techniques shown and described herein.

[0067] 10A-10F illustrate an example process for assembling an elevated roadway described herein. This is just one example process, and the process of assembling a roadway may include one or more different operations and / or the operations may be performed in a different order than shown in FIGS. 10A-10F.

[0068] In operation 1000 (FIG. 10A), a ground anchor 1011 is formed in the ground. The ground anchor 1011 may be formed of reinforced concrete or any other suitable material. Other underground structures may be constructed in this operation, including, but not limited to, storm drainage storage or chambers, underground water reservoirs, etc. A conduit may be formed in the ground anchor 1011 to communicate with the conduit in the pylon.

[0069] In operation 1002 (FIG. 10B), a pylon 1012, or more specifically, the metal tube of the pylon, is attached to a ground anchor 1011. The metal tube of the pylon 1012 may be bolted or otherwise fastened to the ground anchor 1011. A reinforcing member (e.g., rebar) may be placed within the hollow interior of the metal tube. Additionally, the reinforcing member may extend out from the top of the ground anchor 1011 and be placed within the hollow interior of the metal tube, such that the reinforcing member is encapsulated within a concrete column formed within the metal tube.

[0070] In operation 1004 (FIG. 10C), the metal tube of the pylon 1012 is filled with concrete (indicated by arrow 1014). The concrete may be pumped into the metal tube through an inlet located near the bottom of the metal tube. Alternatively, or in addition, the concrete may be poured into the metal tube through an inlet near the top of the metal tube. In some cases, the metal tube defines an open top, such that the concrete may be poured directly through the top opening. After the metal tube is filled with concrete, any openings may be sealed (e.g., by welding or otherwise securing caps over the inlets and / or openings), thereby protecting the concrete column. In some cases, operation 1004 may be delayed until the roadway section is lifted and attached to the pylon, or even until the elevated roadway system is otherwise fully operational.

[0071] While operations 1000-1004 show the formation of a single ground anchor 1011 and pylon 1012, other ground anchors and pylons may be formed simultaneously or sequentially. As shown in operation 1008, multiple ground anchors 1011 and pylons 1012 may be erected before the road span is lifted and secured to the pylon 1012.

[0072] In operation 1008 (FIG. 10D), multiple joist structures 1016 are constructed and joined to form a joist span 1018 (shown in FIG. 10E). This may include, for example, assembling a joist structure from multiple joists and fastening the multiple joist structures end-to-end. The number of joist structures required may be determined, at least in part, based on the transportation constraints in the area where the roadway is being constructed. For example, for a 100-foot roadway span in an area where it is feasible to transport prefabricated 50-foot joists, the roadway span may have two joist structures. If it is more feasible to transport prefabricated 33-foot joists, the roadway span may have three joist structures. For shorter roadway spans, fewer joist structures may be used. As described above, joist structures for elevated roadways can generally be standardized so that the same joist structures (as well as joists and other components of the joist structures) can be used for multiple road sections of an elevated roadway, thereby simplifying construction and increasing the speed of roadway construction.

[0073] FIG. 11 illustrates how multiple joist structures 1016 can be constructed and connected together to form a larger, unitary joist structure for joist span 1018. As shown in FIG. 11 , two joist structures 1016-1 and 1016-2 are constructed from multiple joists 1100 (four as shown) and an inter-joist structure 1102. The inter-joist structure 1102 may include cables, beams, struts, rods, tubes, or any other suitable member or structure. The inter-joist structure 1102 may hold the joists 1100 together to form the joist structure 1016. Other structures may be used instead of or in addition to the inter-joist structure 1102 to hold the joists 1100 together to define a rigidly interconnected joist structure. Two joist structures 1016-1 and 1016-2 are joined end-to-end and define a portion of joist span 1018. Welds, brackets, fasteners, or any other suitable components or techniques may be used to form the end-to-end connections between the joist structures and / or individual joists. When a first joist structure is joined end-to-end to a second joist structure, the joists of the first joist structure may at least partially overlap the joists of the second joist structure.

[0074] Returning to FIG. 10D , in operation 1008, a joist span 1018 (formed of any number of joist sections, as described herein) may be lifted and coupled to one or more pylons. For example, using one or more cranes, a jacking system, or any other suitable technique, the joist span 1018 may be lifted, and then coupled to the pylon 1012 via brackets, as described herein. In some cases, coupling of the joist structures may occur when the joist structure is lifted or elevated (e.g., as shown in FIG. 11 ). For example, a first joist structure may be coupled to the pylon 1012, and another joist structure may be lifted so that it contacts and couples to the first joist structure.

[0075] In operation 1010 (FIG. 10F), a roadway structure 1020 may be constructed on top of the joist span 1018. Constructing the roadway structure 1020 may include bonding forms to the joist structure and filling the forms with reinforced concrete to define the roadway members, roadway supports, and sidewalls (as shown and described in connection with FIGS. 2-4B). The forms may be filled using a concrete pouring machine or paver, which fills the forms to define a smooth wearing surface along the top of the roadway members. The concrete pouring machine or paver may be at least partially automated and may be capable of forming the roadway structure 1020 according to a predetermined computer model. For example, the concrete pouring machine or paver may adjust parameters, such as the thickness of the roadway members, the height of the roadway members above the joist structure, or other parameters, to create a target roadway structure configuration. As described herein, the target roadway structure configuration may have a shape that creates target ride characteristics for vehicle passengers, and the concrete pouring machine or paver may create a roadway according to this shape. Highly accurate positioning systems and techniques can be utilized by the concrete pouring machine or paver to ensure that the position and shape of the road structure 1020 matches a predetermined computer model. For example, the concrete pouring machine or paver can utilize a differential global positioning system (e.g., differential GPS or DGPS) to establish its location and to ensure the precise location, position, and shape of the road structure 1020.

[0076] 10A-10F, other construction operations may be performed before, during, or after the operations shown and described in connection with Figures 10A-10F. For example, fences may be constructed along the roadway, conduit for water, wiring, or other utilities may be attached to the roadway (e.g., in joist structures), and other utilities may be attached to the roadway to facilitate vehicle operation.

[0077] As mentioned above, the elevated roadways described herein may be used in conjunction with transportation systems in which multiple vehicles may operate autonomously to transport passengers and / or cargo along the elevated roadway. For example, a transportation system or service may provide a fleet of vehicles operating along a roadway. Vehicles within such transportation systems may be configured to operate autonomously. As used herein, the term “autonomous” may refer to a mode or scheme in which a vehicle can operate without continuous manual control by a human operator. For example, a driverless vehicle may be operated along a roadway, including the elevated roadway described above, using a system of sensors to guide the vehicle and a system of automated driving and steering mechanisms to control the vehicle's speed and direction. In some cases, a vehicle may not require steering, speed control, or directional control from the occupant and may eliminate controls such as accelerator or brake pedals, steering wheels, and other manual controls that are accessible to the occupant. In some cases, a vehicle may have manual driving controls that may be used for maintenance, emergency overrides, etc. Such controls may be hidden, stored, or not directly accessible to the user during normal vehicle operation. For example, such controls may be designed so that they can only be accessed by skilled operators or maintenance personnel.

[0078] Autonomous operation need not exclude all human or manual operation of a vehicle or of the transportation system as a whole. For example, a human operator may be able to intervene in the operation of a vehicle for safety, convenience, testing, or other purposes. Such intervention may be on-site at the vehicle, such as when a human driver controls the vehicle, or remotely, such as when an operator sends commands to the vehicle via a remote control system. Similarly, some aspects of the vehicle may be controlled by the vehicle occupants. For example, an occupant in the vehicle may be able to select a target destination, route, speed, or control the operation of doors and / or windows. Thus, it will be understood that the terms “autonomous” and “autonomous operation” do not necessarily exclude all human intervention or operation of individual vehicles or of the transportation system as a whole.

[0079] Vehicles in the autonomous transportation systems described herein may operate on fully public roadways or on closed roadways (which, as described above, may include surface segments and elevated segments). Closed roadways may be customized for system-specific vehicle and overall transportation system operation. For example, roadways may have markers, signs, reference landmarks, or other objects or components on, within, or adjacent to the roadway to assist vehicle operation. For example, vehicles may have sensors capable of sensing magnetic markers embedded in roadway members to assist in guiding the vehicle and to determine its location, speed, orientation, etc. As another example, roadways may have signs or other indicators that can be detected by on-vehicle cameras to provide information such as location, speed limits, and traffic patterns.

[0080] Vehicles in a transportation system may have various sensors, cameras, communication systems, processors, and / or other components or systems that assist in facilitating autonomous operation. For example, a vehicle may have a sensor array that detects magnets or other markers embedded in roadway components to assist the vehicle in determining its location, position, and / or orientation on the roadway. The vehicles may further have a wireless vehicle-to-vehicle communication system, such as an optical communication system, that enables the vehicle to communicate another of its operating parameters, such as its braking state, acceleration state, its next maneuver (e.g., right turn, left turn, planned stop), or the number or type of payload (e.g., people or cargo). The vehicles may further have a wireless communication system to facilitate communication with a central operations system having supervisory command and control authority over the transportation system.

[0081] Vehicles within a transportation system may be designed to improve the operation and convenience of the transportation system. For example, a primary objective of a transportation system may be to provide comfortable, convenient, fast, and efficient transportation of people. To provide comfort to people, the vehicles may be designed for easy passenger entry and exit and may have comfortable seating configurations with ample leg and headroom. The vehicles may further have sophisticated suspension systems that provide dynamically adjustable parameters to provide a comfortable ride and help keep the vehicle positioned and level at a convenient height and to ensure a comfortable ride over a range of variable load weights.

[0082] Conventional passenger automobiles are primarily designed to operate in only one direction. This is in part because the driver faces forward and it is generally unsafe or necessary to operate in reverse over long distances. However, in autonomous vehicles where a human does not directly control the vehicle's operation in real time, it can be advantageous for the vehicle to be able to operate in both directions. For example, the vehicles in the transportation systems described herein are substantially symmetrical, such that the vehicles do not have a visually or mechanically distinct front or back. Furthermore, the wheels may be controlled independently enough that the vehicle can operate substantially identically regardless of which end of the vehicle is facing the direction of travel. This symmetrical design offers several advantages. For example, it may allow the vehicle to operate in a smaller space by potentially eliminating the need to perform a U-turn or other maneuver to reorient the vehicle so that it is facing "forward" before beginning a journey.

[0083] 12A and 12B are perspective views of an exemplary four-wheel roadway vehicle 1200 (referred to herein simply as a "vehicle") that may be used in the transportation system used herein. FIGS. 12A-12B illustrate the symmetry and bidirectionality of the vehicle 1200. Specifically, the vehicle 1200 defines a first end 1202, shown in the foreground of FIG. 12A, and a second end 1204, shown in the foreground of FIG. 12B. In some instances, the first end 1202 and the second end 1204 are substantially equal, as shown. Furthermore, the vehicle 1200 may be configured to allow either end to be moved toward the direction of travel. For example, when the vehicle 1200 moves in the direction indicated by arrow 1214, the first end 1202 is the leading end of the vehicle 1200, whereas when the vehicle 1200 moves in the direction indicated by arrow 1212, the second end 1204 is the leading end of the vehicle 1200.

[0084] The vehicle 1200 may further include wheels 1206 (e.g., wheels 1206-1 through 1206-4). The wheels 1206 may be paired according to their proximity to the ends of the vehicle. Thus, wheels 1206-1 and 1206-3 may be positioned proximate the first end 1202 of the vehicle and may be referred to as the first pair of wheels 1206, and wheels 1206-2 and 1206-4 may be positioned proximate the second end 1204 of the vehicle and may be referred to as the second pair of wheels 1206. Each pair of wheels may be driven by at least one motor (e.g., an electric motor), enabling each pair of wheels to steer the vehicle. Because each pair of wheels can turn to steer the vehicle, the vehicle may have similar travel and handling characteristics regardless of the direction of travel. In some cases, the vehicle may be operated in a two-wheel steering mode, in which only one pair of wheels steers the vehicle 1200 at a given time. In such cases, the particular pair of wheels steering the vehicle 1200 may change when the direction of travel changes. In other cases, the vehicle may be operated in a four-wheel steering mode, where the wheels operate in a coordinated manner when steering the vehicle. In four-wheel steering mode, multiple pairs of wheels may turn in the same or opposite directions, depending on the steering maneuver being performed and the vehicle speed.

[0085] The vehicle 1200 may further have doors 1208, 1210 that open to allow occupants and other payload (e.g., packages, luggage, cargo) to be placed inside the vehicle 1200. The doors 1208, 1210, described in more detail herein, may extend over the top of the vehicle such that each of the doors 1208, 1210 defines two opposing side segments. For example, each door defines a side segment on a first side of the vehicle and another side segment on a second, opposing side of the vehicle. Additionally, each door defines a roof segment that extends between the side segments and defines a portion of the roof (or top side) of the vehicle. In some cases, the doors 1208, 1210 may resemble an inverted "U" in cross section and may be referred to as roof doors. The side and roof segments of the door may be formed as a rigid structural unit such that all components of the door (e.g., the side and roof segments) move in coordination with one another. In some cases, the doors 1208, 1210 have a one-piece shell or door chassis formed from a monolithic structure, which may be formed from composite sheets or structures including, for example, fiberglass, carbon composites, and / or other lightweight composite materials.

[0086] 13A and 13B are side and perspective views of a vehicle 1200 with doors 1208, 1210 in an open position. Each of the doors 1208, 1210 defines two opposing side segments and a roof segment, and when the doors 1208, 1210 are opened, an uninterrupted interior space 1302 can be exposed. In the example shown in FIGS. 13A and 13B , when the doors 1208, 1210 are opened, an open section can be defined between the doors 1208, 1210 that extends from one side of the vehicle 1200 to the other. This can allow passengers on either side of the vehicle 1200 to board and disembark from the vehicle 1200 unhindered. The absence of overhead structure when the doors 1208, 1210 are open can allow occupants to walk across the vehicle 1200 without limitations in headroom.

[0087] Vehicle 1200 may further have seats 1304, which may be positioned on either side of vehicle 1200 and may face toward each other. As shown, vehicle has two seats 1304. However, other numbers of seats and other configurations of seats are possible (e.g., 0 seats, 1 seat, 3 seats, etc.). In some cases, seats 1304 may be removed, folded, or stored so that wheelchairs, strollers, bicycles, or luggage may be more easily placed within vehicle 1200.

[0088] Vehicles for use in the transportation systems described herein, such as vehicle 1200, can be designed for safe and comfortable operation and for ease of manufacture and maintenance. To achieve these benefits, the vehicle can be designed with a frame structure that contains many of the vehicle's structural and operational components (e.g., motor, suspension, battery, etc.) and is positioned low to the ground. A body structure can be attached or secured to the frame structure. FIGS. 14A-14B show partial exploded views of a vehicle, which may be an embodiment of vehicle 1200, illustrating an example configuration of the frame structure and body structure. As described below, the low position of the frame structure combined with the relatively lightweight body structure creates a vehicle with a very low center of gravity, which improves the vehicle's safety and handling. For example, a low center of gravity reduces the risk of the vehicle rolling over when the vehicle traverses sloping road surfaces, wind loads, or tight turns, and also reduces the vehicle's body roll during turns or other maneuvers. Furthermore, by locating many of the vehicle's operating components, such as the motor, battery, control system, and sensors (e.g., sensors that detect road magnets or other markers), on the frame structure, manufacturing and repair can be simplified.

[0089] 14A is a partially exploded view of a vehicle 1400, which may be an embodiment of vehicle 1200. Details of vehicle 1200 may be equally applicable to vehicle 1400 and therefore will not be repeated here. Vehicle 1400 may have a body structure 1402, which may have doors (e.g., doors 1208, 1210 described above) and other body components, and a frame structure 1404 to which body structure 1402 is attached.

[0090] A frame structure 1404 can be formed by joining multiple structural components together. For example, FIG. 14A shows a frame structure 1404 having a base module 1410 and a first wheel module 1406 and a second wheel module 1408. The wheel modules 1406, 1408 can be identical or similar to one another and can actually be interchangeable with one another. This can simplify assembly and repair by allowing wheel modules to be easily and quickly replaced and / or substituted, and can also require fewer unique replacement parts to be made and / or stored.

[0091] The wheel modules 1406, 1408 can include the drive, suspension, and steering components of the vehicle. For example, the wheel modules can include a wheel suspension system (which can define or include a wheel mount, axle, or hub, shown in FIG. 14A by arrow 1412), a steering system, a drive motor, and optional motor controllers. The wheels can be mounted to the wheel suspension system via the wheel mount, axle, or hub. The drive motors can include one or more drive motors that drive the wheels independently or in coordination with one another. The drive motors can receive power from a power source (e.g., a battery) mounted on the base module 1410. Additionally, motor controllers for the drive motors can be mounted on the wheel modules 1406, 1408, or such motor controllers can be mounted on the base module 1410.

[0092] The suspension system may be any suitable type of suspension system. In some cases, the suspension system has an independent suspension system for each wheel. For example, the suspension system may be a double-wishbone torsion bar suspension system. Furthermore, the suspension system may be dynamically adjustable, such as to control ride height, suspension preload, damping, or other suspension parameters when the vehicle is stationary or in motion. Other suspension systems, such as swing axle suspensions, sliding pillar suspensions, or MacPherson strut suspensions, are also contemplated. Furthermore, spring and damping functions may be achieved by any suitable component or system, such as coil springs, leaf springs, pneumatic springs, hydropneumatic springs, and magnetorheological shock absorbers. The suspension system may be configured to respond to the contours of the road surface (e.g., the elevated roadway described above) to maintain a desired occupant experience.

[0093] The wheel modules 1406, 1408 may further include a steering system that allows the wheels to be turned to steer the vehicle. In some cases, the wheels may be independently steerable, or the wheels may be coupled (e.g., via a steering rack) so that they always point in substantially the same direction during normal operation of the vehicle. As noted above, because each pair of wheels is steerable, either of the wheel modules 1406, 1408 may be a front wheel module or a rear wheel module at a given time. This may further enable the vehicle to use a four-wheel steering scheme, or even to alternate between a two-wheel steering scheme and a four-wheel steering scheme.

[0094] The base module 1410 can include components such as a battery, motors and mechanisms for opening and closing the vehicle doors, and a control system (including a computer or other processing unit). The wheel modules 1406, 1408 can be fixedly attached to the base module 1410 via bolts or other fasteners, interlocking structures, rivets, welding, or the like. In some cases, the wheel modules 1406, 1408 can be non-destructively detachable from the base module 1410 (e.g., without requiring cutting weldments or metal or damaging the structural material of the modules), allowing the modules to be replaced or disassembled from one another to facilitate repair or maintenance. For example, the wheel modules 1406, 1408 can be removably attached to the base module 1410 using one or more screw fasteners or pins.

[0095] 14B is a partially exploded view of a vehicle 1420, which may be an embodiment of vehicle 1200. Details of vehicle 1200 may be equally applicable to vehicle 1420 and therefore will not be repeated here. Vehicle 1420 may have a body structure 1422, which may have doors (e.g., doors 1208, 1210 described above) and other body components, and a frame structure 1424 to which body structure 1422 is attached.

[0096] While the frame structure 1404 of Figure 14A includes a base module and two wheel modules, the frame structure 1424 of Figure 14B includes two wheel modules 1426, 1428 and no separate base module. The wheel modules 1426, 1428 can include all of the components of the wheel modules 1406, 1408 of Figure 14B, but can also include components coupled to or otherwise integrated with the base module 1410. For example, each wheel module 1426, 1428 can include a wheel suspension (which can include a wheel mount or axle, indicated in Figure 14B by arrow 1430), a steering system, a drive motor, and a motor controller.

[0097] The wheel modules 1426, 1428 may further include a battery, a control system (including a computer or other processing unit), motors and mechanisms for opening and closing vehicle doors, etc. In some cases, components of the wheel modules 1426, 1428 may be configured to serve as alternate or spare components. For example, each wheel module 1426, 1428 may have a control system capable of controlling all vehicle operations, including controlling the components and mechanisms of its own wheel module as well as the components and mechanisms of the other wheel modules in the frame structure 1424. Thus, if one control system malfunctions or fails, the other control systems on the other wheel modules can seamlessly take over operation of the vehicle.

[0098] The wheel modules 1426, 1428 may be fixedly attached to one another via bolts or other fasteners, interlocking structures, rivets, welding, etc. In some cases, the wheel modules 1426, 1428 may be non-destructively detachable from one another (e.g., without requiring cutting weldments or metal or damaging the structural material of the modules), such that the modules may be replaced or disassembled from one another to facilitate repair or maintenance. For example, the wheel modules 1426, 1428 may be removably attached to the base module 1410 using one or more threaded fasteners or pins.

[0099] Although the body structure 1422 is shown separated from the frame structure 1424 in FIG. 14B , other embodiments can integrate the body structure 1422 with the frame structure 1424. For example, the body structure 1422 can have a first segment 1432 and a second segment 1434 that can be structurally coupled to wheel modules 1426 and 1428, respectively. In this manner, structural components of the body structure 1422 and the frame structure 1424 that require or benefit from precise alignment can be assembled onto a common substructure, thereby reducing misalignment between these components. For example, as described herein, a door mechanism can have a four-bar linkage with one pivot axis located on the first body segment 1432 and another pivot axis located on or near the wheel module 1426 (e.g., the wheel module is directly underneath the body segment). By incorporating the first body segment 1432 into the underlying wheel module 1426, the relative position between these pivot axes can be more tightly controlled, thereby allowing for more predictable or reliable operation of the door mechanism. Additionally, in many instances, alignment between the first segment 1432 and the second segment 1434 of the body structure 1422 can be less critical than alignment between a given segment of the body structure 1422 and the underlying wheel module. Thus, integrating separate segments of the body structure 1422 into separate wheel modules can improve tolerances and alignment of vehicle components.

[0100] 14A-14B illustrate exemplary configurations of a vehicle and frame structure. However, other configurations are possible. Additionally, the frame structure and body structure shown in FIGS. 14A-14B are intended to more diagrammatically represent these components, which may include other structures that are omitted from FIGS. 14A-14B for clarity. Additional structural connections and integrations may be established between the body structure and frame structure beyond those explicitly shown in FIGS. 14A-14B. For example, components of a door mechanism that opens and closes a door on the body structure may be joined to both the door and the frame structure.

[0101] The above description, for purposes of explanation, uses specific terminology to enable a thorough understanding of the described embodiments. However, it will be apparent to those skilled in the art that these specific details are not required to practice the described embodiments. Accordingly, the above description of the specific embodiments described herein has been presented for purposes of illustration and description. The above description of the specific embodiments described herein is not intended to be exhaustive, or to limit the embodiments to only the precise forms disclosed. It will be apparent to those skilled in the art that many modifications and variations are possible in light of the above teachings. For example, while the methods and processes disclosed herein have been described with reference to certain operations being performed in a particular order, these operations may be combined, subdivided, or reordered to form equivalent methods or processes without departing from the teachings of the present disclosure. Furthermore, structures, features, components, materials, steps, processes, etc. described herein in connection with one embodiment may be omitted from that one embodiment or incorporated in other embodiments. Furthermore, although the term "roadway" is used herein to mean a structure that supports moving vehicles, the elevated roadways described herein do not necessarily conform to any definition, standard, or requirement that may be associated with the term "roadway" as may be used in statutes, regulations, transportation acts, or the like. Thus, the elevated roadways described herein are not necessarily required to (and, indeed, may not) provide the same features and / or structure as a conventional "roadway." Of course, the elevated roadways described herein may conform to any and all applicable laws, safety regulations, or other rules for the safety of occupants, third parties, operators, constructors, maintenance workers, and the like.

Claims

1. (1) An assembly of road sections, comprising: (a) a first road section, 1. A first monolithic concrete structure, comprising: a first roadway member defining a first wear surface; a first set of roadway supports extending from the first roadway member; and a first pair of lateral barriers; a first monolithic concrete structure having a first joist structure coupled to the first set of road supports and supporting the first unitary concrete structure; a first road section having a first side road section; (b) a second road section coupled to the first road section, A second monolithic concrete structure, comprising: a second roadway member defining a second wear surface inclined relative to the first wear surface; a second set of roadway supports extending from the second roadway member; and a second set of lateral barriers; a second monolithic concrete structure having a second joist structure coupled to the second set of roadway supports and supporting the second unitary concrete structure; A second road section having an assembly of road sections having (2) a set of pylons anchored to the ground supporting the assembly of said road sections; 16. An elevated roadway for autonomous vehicles having a

2. the second wear surface defines a slope; and The elevated roadway of claim 1 , wherein the slope is defined, at least in part, by a difference in elevation between at least some of the roadway supports of the second set.

3. the second roadway member defines a first side and a second side opposite the first side; and 3. The elevated roadway of claim 2, wherein the second side of the second roadway member is elevated relative to the first side of the second roadway member.

4. the second roadway member defines a first end and a second end opposite the first end; and The elevated roadway of claim 2 , wherein the second end is elevated relative to the first end.

5. The elevated roadway of claim 4 , wherein at least a subset of the second set of roadway supports each extend along a length of the second solid concrete support.

6. The elevated roadway of claim 1 , wherein the second joist structure comprises a plurality of parallel joists.

7. The elevated roadway of claim 1 , wherein the first wear surface of the first roadway member is substantially horizontal.

8. (1) A plurality of road sections, (a) a first road section, a first joist structure; A first monolithic road structure, comprising: A first roadway member; and a first set of roadway supports located between and coupled to the first roadway member and the first joist structure; a first monolithic road structure having a first road section having a first side road section; (b) a second road section coupled to the first road section, a second joist structure; and A second monolithic road structure, comprising: A second roadway member; and a second set of roadway supports located between and coupled to the second roadway member and the second joist structure; a second monolithic road structure having A second road section having a plurality of road sections having (2) a set of pylons supporting the plurality of road sections; and 16. An elevated roadway for autonomous vehicles having a

9. the first monolithic roadway structure defines a first portion of the curve of the elevated roadway; and The elevated roadway of claim 8 , wherein the second monolithic roadway structure defines a second portion of the curve.

10. The first monolithic road structure further comprises a first pair of the barriers; and 10. The elevated roadway of claim 9, wherein the second monolithic roadway structure further comprises a second pair of the barriers.

11. 10. The elevated roadway of claim 9, wherein the curve is a banked curve.

12. the first joist structure defines a horizontal top surface; and The elevated roadway of claim 11 , wherein the first roadway member defines a wear surface that is non-parallel to the horizontal top plane.

13. At least one pylon of the set of pylons is located on the outside of the curve; and 10. The elevated roadway of claim 9, further comprising a bracket coupled to the at least one pylon and to at least one of the first or second roadway sections.

14. 9. The elevated roadway of claim 8, wherein each of the first monolithic road structure and the second monolithic road structure is formed of molded reinforced concrete.

15. (1) A set of road sections, comprising: (a) a first road section, a first joist structure; A first monolithic road structure, comprising: A first roadway member defining a horizontal wear surface; and a first set of road supports configured to support the first monolithic road structure and coupled to the first joist structure; a first monolithic road structure having a first road section having a first side road section; (b) a second road section coupled to the first road section, a second joist structure; and A second monolithic road structure, comprising: a second roadway member defining an inclined wear surface; and a second set of roadway supports configured to support the second roadway members and coupled to the second joist structure; a second monolithic road structure having A second road section having a set of road sections having (2) a set of pylons supporting said set of road sections; 16. An elevated roadway for autonomous vehicles having a

16. the first monolithic road structure is formed of a first integral concrete structure; and 16. The elevated roadway of claim 15, wherein the second monolithic roadway structure is formed of a second unitary concrete structure.

17. the first monolithic road structure is centrally disposed over the first joist structure; and 17. The elevated roadway of claim 16, wherein the second monolithic roadway structure is offset relative to the second joist structure.

18. the second joist structure defines a horizontal top surface; and 17. The elevated roadway of claim 16, wherein each road support of the second set of road supports has a different height.

19. 17. The elevated roadway of claim 16, wherein the second set of roadway supports comprises a plurality of posts, each post of the plurality of posts extending from the second roadway member.

20. 17. The elevated roadway of claim 16, wherein the first joist structure is coupled to the second joist structure.

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