A safe, highly automated traffic system for vehicles, and a method for entering and exiting a dedicated U-shaped channel to ensure safe, highly automated driving at cruising speeds.

Abstract

The present invention relates to a two-mode, preferably electrically driven, transportation system. [Solution] The present invention introduces an auxiliary support having at least one retractable roller mounted on a support arm, enabling lateral traverse of the inner surface via a ramp while maintaining cruising speed. The roller temporarily bears the vehicle load during traverse and retracts to maintain ground clearance. Additional features include a third rail for power supply, an emergency braking caliper acting on a continuous rail independent of tire-road friction, a variable height suspension to minimize body roll during lateral shifts, and a lateral distance sensor for precise wheel centering in the U-shaped groove. Methods for safe entry and exit from the U-shaped groove are also provided through adjusted steering, roller deployment, and suspension adjustment.

Description

Technical Field

[0001] The present invention relates to a two-mode, preferably electrically driven, transportation system, one operating mode being conventional control by a driver and the other being a safe highly automated driving mode, including the following: - A high-speed, quasi-level 4 highly automated driving mode (not requiring constant driver vigilance), which requires only automotive-level reliability with mechanical backup guidance in an emergency mode such as in the case of a failure of the highly automated driving system; - Dynamic charging of electric or hybrid vehicles with very low voltage and medium output; - The possibility of platooning to increase traffic capacity without widening the road, reducing risks by emergency braking independent of tire-road adhesion, triggered by inertia in the case of a failure of the brake control system, as described in the applicant's prior publication WO94 / 26573.

Background Art

[0002] The development of autonomous traffic in automobiles is currently facing legal issues because the responsibility for accidents is shifting from the driver to the manufacturer (and its suppliers). In fact, the majority of today's traffic accidents are caused by human error, and the driver is mainly responsible.

[0003] All existing autonomous vehicle concepts rely on "non-contact" technologies including sensors and electronic control systems, which have automotive-level reliability but are sensitive to failures (software bugs, power outages, etc.). As a result, the majority of manufacturers are limited to level 2 driving assistance systems, requiring the driver to be constantly vigilant and ready to take control, thereby exempting the manufacturer from liability for accidents due to failures of the non-contact trajectory control system in the autonomous mode.

[0004] However, drowsiness on highways is one of the leading causes of highway accidents, and while Level 2 driver assistance relieves drivers of the need to constantly keep the vehicle centered in their lane, it does not help to alleviate the monotony of high-speed driving on highways or other separated roads like expressways.

[0005] Given current traffic volume and speeds, even the lack of lane markings or a brief interruption of contactless guidance systems could lead to loss of control or collisions.

[0006] The aviation industry has developed extremely reliable electrical systems, but such systems are too expensive for automotive applications, require regular maintenance programs, and are difficult to integrate with the routine automotive services that today's drivers expect. In fact, there are millions of aircraft worldwide, while there are more than a billion vehicles on the roads—more than 5,000 times as many.

[0007] Therefore, all serious projects for fully autonomous vehicles without immediate driver alert are currently limited to very low speeds (e.g., in traffic) to minimize accident consequences, or focus on shared vehicles owned by fleet operators to absorb high acquisition costs and ensure rigorous maintenance. Also, while electric propulsion offers significant improvements in reducing pollution and noise, it still faces the heavy challenge of on-board energy storage.

[0008] For example, 100 kg of lead-acid batteries can store the same amount of energy as about 700 grams of gasoline in 1 liter of gasoline. Lithium-ion technology has quadrupled battery energy density over the past 20 years—from 40 Wh / kg to over 150 Wh / kg—but driving range remains insufficient and is a significant obstacle to the electrification of the automotive fleet in developed countries.

[0009] Furthermore, the manufacture and recycling of these batteries have significant environmental impacts that contradict ecological goals for the coming decades of the 21st century.

[0010] Many studies have explored the possibility of contactless charging of moving vehicles using magnetic induction, but efficiency is significantly reduced by the gap between the transmitter and receiver, and infrastructure costs are prohibitive for widespread deployment.

[0011] Furthermore, long-distance travel is increasingly taking place on double-lane roads, highways, or separated roads. [Overview of the Initiative]

[0012] The object of the present invention is to provide a dedicated U-shaped groove installed along the inside of a separated traffic lane, designed to accommodate a pair of vehicle side wheels. This U-shaped groove functions as a mechanical lane-keeping system formed by the cooperation of one side which is part of the base of a "jersey" wall-type cast-in-place crash barrier and the other side which forms part of a continuous rail anchored to the road alongside the dedicated U-shaped groove.

[0013] This dedicated U-shaped groove advantageously utilizes the unused space between the "Jersey" wall and the continuous lane markings that demarcate the high-speed lane. This rough zone does not infringe on existing traffic lanes and enables safe, highly automated driving of properly equipped vehicles. The U-shaped groove shares the road laterally with conventional traffic, thereby allowing an economically viable transition toward the phased deployment of highly automated driving modes.

[0014] In the applicant's previous PCT application PCT-FR93-00486 (published as WO94 / 26573), the safety benefit of such guided traffic—all side-wheel pairs traveling within a U-shaped groove—has already been demonstrated. However, the described systems require either a halt in one side of the U-shaped groove or a forward entry and exit, as seen in the "O-Bahn" system used in Adelaide, Australia, since the 1990s, but the side halt poses a safety risk of steering system failure or emergency braking within the zone where the side wall is halted. U.S. Patents 712541A and 1118853A disclose that the sides of a protruding wheel guide may be formed to slope downward to road level. U.S. Patent 1288664A discloses two side-trough-shaped tracks with identical longitudinal grooves for receiving vehicle wheels and maintaining a safe spacing relationship when passing each other in the same or opposite direction. All of the above examples illustrate a structure in which one of the vehicle's wheels "falls" into a guide groove due to lateral movement and gravity.

[0015] The present invention provides a novel solution for entering and exiting a dedicated U-shaped groove, offering auxiliary support to allow a pair of side wheels to traverse laterally along the inner surface at cruising speeds, potentially matching the current maximum statutory highway speeds in most countries. As an advantage, retractable rollers mounted on the side wheel stub axles temporarily reduce the load on the side wheels by rolling on an auxiliary running surface located at the upper edge of the inner surface of the dedicated U-shaped groove, ensuring vertical positioning without impact upon entry, and allowing the side wheels to be withdrawn from the U-shaped groove, even at cruising speeds.

[0016] The primary function of this system is to provide mechanical emergency lateral guides to control the vehicle's trajectory in the event of emergency mode activation due to primary steering system failure, for vehicles operating in a highly automated driving mode having a pair of side wheels that travel within a dedicated U-shaped groove. As a result, the highly automated driving mode according to the present invention allows for lateral entry and exit at any point in the shared infrastructure, at higher speeds than systems that require specific dedicated gates, such as the O-Bahn system.

[0017] Thanks to these essential features of the present invention, privileged entry and exit zones along dedicated U-shaped grooves are no longer necessary, and vehicles can enter and exit at any location. An advantage is that this exclusive, dedicated U-shaped groove is directly bounded by a "Jersey" type crash barrier or other lane separation wall on the separated road, with the sides bordering the U-shaped groove supported by the underside of the Jersey barrier. This design advantageously utilizes unused strips of pavement between the Jersey wall and the continuous white lane markings defining the high-speed lane.

[0018] Therefore, even when installed along the left side of a separated road in the case of right-hand driving, the dedicated U-shaped groove for vehicle guidance retains all its functional characteristics, and the modified infrastructure remains usable by conventional driver-controlled vehicles. This greatly facilitates the adoption of the system and leaves open the possibility of a gradual increase in the number of vehicles equipped for highly automated driving.

[0019] One advantage is that the side wheel pair can be equipped with variable height suspension, whose height is adjusted in sync with lateral movement to minimize body roll. The suspension height of the other side wheel pair is also adjustable, eliminating body roll when entering and exiting the dedicated U-shaped groove, making the transition imperceptible to both the driver and passengers.

[0020] One or more lateral distance sensors located in front of the side wheels allow the steering servo control system for centering the front wheels within the U-shaped groove to continuously measure the lateral distance between the vehicle and the side boundary of the U-shaped groove. This provides a simplified, highly automated driving mode that does not rely on visual detection of lane markings. While this lateral distance can be continuously measured by multiple sensors located in front of the front wheels, failure of the distance measurement system is still possible. In such a case, physical contact between the tire sidewall—or rim edge in the case of a puncture—and the side of the U-shaped groove can maintain the vehicle's trajectory until an emergency stop. The vehicle then rotates its front wheels upon stopping to exit the U-shaped groove and clear its designated track. This manual exit procedure is also applicable if a vehicle not equipped with the system accidentally places a pair of side wheels within the U-shaped groove. For experienced drivers, it is clear that authorities are likely to impose rigorous periodic inspections of the guides and emergency braking devices to minimize failures.

[0021] Another objective of the present invention is to facilitate electric mobility through dynamic charging at very low voltages, positioned along traffic lanes at voltages of 50VAC or 120VDC or less, in order to comply with safety standards. Although this voltage is lower than the standard for a typical 400V battery pack, the very low safety voltage of 120VDC allows for sequential charging of each 100V section of the battery pack by switching, as modern batteries consist of cell elements that carry only a few volts.

[0022] In a preferred embodiment, the jersey barrier features a “third rail” located above the first side surface on each side of the U-shaped groove, connected to one pole of a very low-voltage power supply. The vehicle is equipped with a lateral sliding shoe to ensure electrical charging during operation, the other pole of which is connected to a continuous rail of conductive material and contacted by a brush or other known device.

[0023] In fact, from the perspective of global energy efficiency, not only the energy for propelling the vehicle but also the energy required for raw material extraction and manufacturing of the vehicle and its battery pack are considered. The present invention can significantly reduce the capacity and thus the weight of the in-vehicle battery pack. This reduces manufacturing-related CO2 emissions. Also, the very low voltage of 120 VDC collected through sliding contact can directly supply power to the motor in autotransformer mode without passing through the battery. The battery is only used for temporary additional energy supply or recovery of surplus energy from slopes and speed changes during highly automated driving.

[0024] Finally, the present invention aims to reduce current road congestion by enabling platooning of multiple vehicles. Thereby, the inherent risk of platooning that reduces the vehicle-to-vehicle distance is mitigated by in-vehicle emergency braking calipers.

[0025] Tests in the 1990s PATH (Partners for Advanced Transit and Highways) program demonstrated that air resistance can be reduced by 20% when vehicles are only 1 meter apart. However, this configuration poses challenges to the control system, especially the risk of collision between vehicles in the platoon in emergency braking situations.

[0026] To address this problem, the present invention provides an emergency braking caliper, preferably mounted behind the rear wheels, capable of achieving a deceleration of several g and engaging and disengaging with a continuous rail during entry and exit to the highly automated driving mode. This device maximizes the reaction time for detecting and responding to transient or permanent obstacles on a dedicated U-shaped groove, significantly reducing the braking distance and potentially less than the current 2-second separation rule on highways. As a result, the emergency braking caliper according to the present invention provides additional time for obstacle analysis and prevents deterioration of braking performance under wet or frozen conditions.

[0027] As an advantage, this braking system can be combined with a telescopic bumper integrated into the front bumper of the vehicle, operates by inertia like a system used for a heavy trailer coupling, and mechanically activates an emergency brake caliper in emergency mode in case of failure of the on-vehicle electronic control system or a complete power outage.

[0028] The present invention increases road traffic throughput without the need for the construction of additional lanes as today, representing important economic and environmental benefits.

[0029] For example, instead of widening a highway to a double three-lane when peak traffic exceeds 4,000 vehicles per hour, the present invention increases the flow capacity at cruising speed to over 6,000 vehicles per hour and can achieve this with only a small part of the construction cost of the third lane.

[0030] The continuous rail is: - On the one hand, it provides a stable support surface in a straight line without abrupt fluctuations like an asphalt road, and the rollers of the auxiliary support facilitate the lateral entry and exit of the side wheels into the dedicated U-shaped groove at high speed; and - On the other hand, it provides a lateral guide to keep the vehicle in the intended trajectory in emergency mode. The continuous rail is composed of coupled rail sections that permit sufficient clamping and frictional force transmission to absorb the braking force of dozens of tons exerted by a group of vehicles traveling in a queue.

[0031] The present invention is a safe highly automated traffic system for vehicles, including the following: A dedicated U-shaped groove arranged beside a traffic lane and configured to receive a pair of side wheels of a vehicle; The U-shaped groove includes a running surface substantially parallel to the paved surface of the traffic lane; And two side surfaces located on the opposite side and extending on the running surface, A first side surface located outside the footprint of the vehicle; and A second side surface located inside the footprint of the vehicle; Both side surfaces are substantially perpendicular to the running surface; The second side has a height equivalent to the minimum ground clearance of the vehicle, allowing for vehicle-free passage; An auxiliary running surface provided on the upper edge of the second side surface, substantially parallel to the running surface; The second side surface and the auxiliary running surface are supported by a continuous rail; The system further: Auxiliary support that enables the vehicle to traverse laterally between the second side and the auxiliary running surface; The auxiliary running surface is connected to the pavement surface of the traffic lane via a gently sloping ramp oriented perpendicular to the direction of traffic; The auxiliary support includes at least one roller mounted on a support arm articulated to the stub axle of the front wheel of the pair of side wheels; The aforementioned auxiliary support device can be stored vertically between the following positions: In the lowered position, the auxiliary support device positions the roller at the same height as the lowest point of contact of the front wheel tire on the pavement, so that even if the front wheel is aligned perpendicularly with the dedicated U-shaped groove, the front wheel tire does not contact the running surface of the U-shaped groove, the roller rolls on the auxiliary running surface to temporarily support the load on the front wheel and maintain cruising speed; and When raised, avoid interference with the vehicle's minimum ground clearance.

[0032] The auxiliary support allows the inner surface to be traversed laterally via a gently sloping ramp oriented perpendicular to the direction of travel, and the ramp connects the pavement surface to the upper edge of the inner surface of a dedicated U-shaped groove.

[0033] Lateral crossing of the inner surface is facilitated by positioning the running surface of the dedicated U-shaped groove at a lower height than the pavement surface.

[0034] Means for transverse crossing of the inner surface can be combined as an advantage: -A gently sloping ramp perpendicular to the direction of travel, connecting the paved surface to the upper edge of the inner surface; and - A dedicated U-shaped groove running surface located at a relatively low elevation relative to the paved surface.

[0035] The upper edge of the inner surface includes an auxiliary running surface substantially parallel to the pavement surface. The front wheels of the pair of side wheels are equipped with auxiliary supports that can temporarily reduce the load on the front wheels during cruising speed and are supported by the auxiliary running surface. The auxiliary supports are: Raised position to avoid interference with the vehicle's minimum ground clearance; and The auxiliary support can be vertically retracted between a lowered position where the lowest point of contact is substantially the same level as the point of contact of the front wheel tire on the paved surface. The auxiliary support includes at least one roller mounted on a support arm hinged to the stub axle of the front wheel of the pair of side wheels. The inner side and auxiliary running surface are supported by a continuous rail.

[0036] The continuous rail further includes a third surface, like a shelf, substantially parallel to and located below the auxiliary running surface, the third surface and the auxiliary running surface are clamped by an emergency braking caliper connected to the vehicle structure, generating a frictional braking force on the rail, which in an emergency is 1 g (9.81 m / s²). 2 It is possible to achieve values ​​exceeding ) and independent of the coefficient of friction between the wheel and the pavement.

[0037] The side wheel pair can be equipped with variable height suspension, and the height of these suspensions is: -The slope decreases during the lateral ascent of the gentle slope ramp, the auxiliary support is lowered, and the pair of side wheels moves over the auxiliary running surface and aligns perpendicularly with the dedicated U-shaped groove; and - The wheel is increased to lower it to the running surface, and the auxiliary support is simultaneously retracted upwards. This sequence minimizes or eliminates vehicle body roll during lateral entry into a dedicated U-shaped groove at high speed. The reverse sequence is used when withdrawing from the U-shaped groove.

[0038] A lateral distance sensor, positioned in front of the pair of side wheels, measures the distance between the vehicle and the outer surface of a dedicated U-shaped groove, and controls the vehicle's steering system to generally keep the pair of side wheels centered within the U-shaped groove during highly automated driving.

[0039] A "third rail" is positioned along the outer surface of a dedicated U-shaped groove to supply power to one pole of an electrical power supply, with a return conductor to the source provided by a continuous rail of conductive material. The vehicle is equipped with known means, such as sliding shoes, for establishing electrical contact with both the third rail and the continuous rail while in motion.

[0040] The yaw torque during emergency braking is: Inertial force acting along the longitudinal axis of the vehicle, where the vehicle's center of gravity is substantially located; and - Generates braking force acting on a continuous rail; It is counteracted by torque generated by lateral forces, including: The contact force exerted by the sliding shoe, locked in a retracted position on the third rail located outside the U-shaped groove and in front of the emergency braking caliper; and The lateral contact force exerted by the jaws of the emergency braking caliper on the continuous rail.

[0041] The present invention further provides a method for transitioning between conventional highway driving and a safe, highly automated driving mode at cruising speed, comprising a dedicated U-shaped groove located along the edge of the road, capable of receiving a pair of side wheels of the vehicle by vertical placement for entry and vertical withdrawal for exit. The pair of side wheels is equipped with rollers fixed to the inner surface of the wheel stub axle so as to be vertically retractable. In the lowered position, the lowest part of the rollers is against the tire- It is at essentially the same level as the road contact point. The method includes the following steps for entry: 1. Extend the retractable roller downward so that its lowest contact point in the lowered position is at the same level as the lowest contact point of the front wheel tire; 2. The vehicle is steered laterally toward the designated U-shaped groove, so that the pair of side wheels ascends the ramp gently; 3. The lateral movement continues until the centerlines of the pair of side wheels are aligned perpendicularly with the centerline of the dedicated U-shaped groove, and the retractable rollers roll on the auxiliary running surface to temporarily bear the load of the front wheels; 4. Retract the retractable roller upwards and position the pair of side wheels perpendicular to the running surface, then exit: 1. The retractable roller extends downward and makes contact with the auxiliary running surface and rolls, thereby unloading the pair of side wheels from the running surface; 2. The retractable roller is further extended downward to raise the front wheel so that its lowest contact point reaches the level of the auxiliary running surface; 3. Steering the vehicle away from the designated U-shaped groove; 4. Continue lateral movement until the pair of side wheels fully engages with the ramp and descends gently to the paved surface of the traffic lane; 5. The retractable rollers are retracted upward to restore the clearance relative to the vehicle's minimum ground clearance.

[0042] This method is further refined when the pair of side wheels is equipped with variable height suspension. During entry, the ramp decreases simultaneously with the rise of the ramp in step 2, and increases simultaneously with the retractable rollers in step 4; During exit, the retractable roller decreases simultaneously with its downward extension in step 2, and increases simultaneously with the descent of the ramp in step 4. [Brief explanation of the drawing]

[0043] Other features and advantages of the present invention will become apparent from the following description of embodiments with reference to the accompanying drawings, in the drawings: Figure 1 is a perspective view of a two-lane highway with right-hand traffic, showing two platoons of three vehicles traveling in the highly automated driving mode according to the present invention. Figure 2 is a front view showing two vehicles traveling in opposite directions in highly automated driving mode, each with a pair of left-side wheels engaged in a dedicated U-shaped groove. Figure 3 shows a detailed view of the dedicated U-shaped groove that enables the highly automated driving mode shown in Figure 2, schematically representing the left wheel of the vehicle. Figure 4 is a perspective view of an electric vehicle equipped with devices necessary for the highly automated driving mode according to the present invention, and includes an enlarged view showing the auxiliary rollers. Figures 5, 7, and 9 are perspective views illustrating the transition sequence from conventional operation to highly automated operation mode, showing the lateral movement of the side wheels on the ramp and into the U-shaped groove. Figures 6, 8, and 10 are enlarged views of Figures 5, 7, and 9, respectively, showing the vehicle transparently and illustrating the rollers that temporarily support the vehicle's weight during the transition. Figures 11, 12, and 13 are front views illustrating the adjustment of the variable height suspension and lateral vehicle motion, minimizing or eliminating body roll when entering and exiting the highly automated driving mode. Figures 14 and 15 are perspective views showing the engagement and disengagement of the emergency braking caliper to the continuous rail, and the assembly of the rail section. Figures 16 and 17 are top and perspective views, respectively, of the yaw torque countermeasure mechanism during emergency braking. Figures 18 and 19 are front views of elevated or underground dedicated infrastructure, illustrating the reduction in lane width made possible by the highly automated driving system according to the present invention. [Modes for carrying out the invention]

[0044] Figure 1 shows a right-hand traffic separation highway "a," including traffic lanes "b" and "c," separated by the well-known "New Jersey" type concrete guardrail 1. As before, the highway runs from outside to inside: variable-width shoulders 10b and 10c; These are "low-speed" lanes, typically 3.5 meters wide, including roadways 11b and 11c, separated by two white lines: a continuous line on the right (2b, 2c) and a dashed line on the left (3b, 3c); These are "high-speed" or overtaking lanes, typically 3.5 meters wide, including roadways 12b and 12c, separated by a dashed line on the right (3b, 3c) and a continuous line on the left (4b, 4c); A central roughened strip (13b, 13c) approximately 1 meter wide, which can be reduced to 0.5 meters in urban or suburban contexts, separates the continuous lane markings (4b, 4c) from the concrete jersey wall 1.

[0045] Light vehicle D and heavy vehicle E will continue to travel in lanes 11 and 12 under driver control as before, and will generally remain in the center of the lane.

[0046] Light vehicles F1 through F6 operate in a convoy, straddling lane markings 4b or 4c, in a highly automated driving mode (pseudo-level 4 or 5 according to SAE standards), without requiring constant driver vigilance, and vehicles F travel straddling lane markings 4b or 4c.

[0047] Figures 2 and 3 show a cross-sectional view of the central portion of road "a". At the center is a concrete guardrail 1 and two drainage channels 17b and 17c of the known "slot pipe" type made of precast concrete, with drainage pipes 18 supplied by drainage slots 13b and 13c in the running surface 22. The channels 17b and 17c are embedded on both sides of the base of the concrete guardrail 1. Vehicles F2 and F4 engage their left-side wheel assemblies in the U-shaped channels 21b and 21c, including: It is placed on a drainage ditch 17b or 17c, with a running surface 22 that is substantially parallel to the road 12 and preferably low; The outer surface 23, which forms the upper outer branch of the U, can function as the base for a concrete guardrail 1. Surface 23 is topped with a substantially vertical, recessed conductive "third rail" surface 24 attached to an insulating support 25, the support 25 can favorably accommodate medium-voltage cables 26 supplying power to a substation that supplies very low voltage power to the vertical conductive surface 24; The continuous rail 27 is bolted 28 to the flange of its laminated profile 29 on the drainage groove 17, and its inner surface forms relative to the vehicle F. The rail 27 has three continuous surfaces: a lower continuous surface 30, a continuous side surface 31, and an upper auxiliary running surface 32, all of which form the cornice of the U-shaped groove 21.

[0048] A gently sloping ramp 34, substantially matching the height of the continuous rail 27, is composed of ramp segments and is attached to the mounting flange of the rail 29.

[0049] Therefore, the substantially vertical sides 23 and 31 function as lateral guides in emergency mode, keeping the side wheels in a dedicated U-shaped groove through physical contact between the sidewalls (or rim edges in case of puncture) of the tires 35 and 36 and sides 23 and 31. This emergency mode is activated only in the event of a failure of the steering control system (not shown), which is already implemented in some vehicles. As an advantage, the steering control system does not require optical recognition and is simplified, using simple lateral distance telemetry such as ultrasonic sensors 33 to keep the front wheels 35 centered on the driving surface 22 during highly automated driving mode.

[0050] Figure 4 shows a light electric vehicle F equipped with the system necessary for the highly automated driving mode according to the present invention. It is a right-hand drive vehicle, and the left side wheel 16 has the following features: Preferably a multi-sensor lateral distance sensor system 33 is located in front of the front wheel 35; Retractable sliding shoe 37 located at the bottom of the left bodywork; An auxiliary support system comprising two assemblies 8, each having retractable rollers 38, 39, mounted on a support arm 14, preferably actuated by an electric actuator 15, and mounted on the stub axles 9 of the two left wheels 35 and 36; an emergency braking caliper 40 located behind the left rear wheel 36.

[0051] Figures 5, 6, 7, 8, 9, and 10 show the transition sequence from conventional operation under driver control to the highly automated driving mode according to the present invention. The reverse sequence allows for exiting highly automated driving.

[0052] In Figures 5 and 6, vehicle F travels on a conventional lane 12b, which is bordered by a dashed line marking (3b) on the right and a continuous marking (4b) on the left. A lateral distance sensor system 33 measures the distance between vehicle F and the concrete guardrail 1. Rollers 38 and 39, sliding shoes 37, and emergency braking calipers 40 are all retracted. If the system detects the presence of the equipped infrastructure segment according to the present invention, for example by geolocation, and the distance to the concrete barrier 1 and the vehicle speed meet certain criteria, the driver can initiate a transition to a highly automated driving mode.

[0053] In Figures 7 and 8, the vehicle F, having initiated the transition, autonomously steers to the left while maintaining its cruising speed. The left wheels 35 and 36 cross the lane markings 4b and ascend the ramp 34. Simultaneously, the rollers 38 and 39 are deployed by rotating the support arms 14, which are actuated by the actuator 15. When the wheels 35 and 36 are aligned perpendicular to the running surface 22, the rollers 38 and 39 are placed on the auxiliary running surface 32 of the rail 27, temporarily supporting the load on the wheels 35 and 36. When the rollers 38 and 39 are retracted upward, the wheels 35 and 36 are positioned perpendicular to the running surface 22.

[0054] In Figures 9 and 10, vehicle F deploys a retractable sliding shoe 37 located on the lower left side of the body, making sliding contact with a conductive surface 24, which can be made of aluminum to reduce Joule effect losses. A brush or sliding shoe 56 (behind actuator 53) contacts a steel continuous rail 27 to establish a return current path. This enables a dynamic power transfer of approximately 25-30 kW per vehicle. Simultaneously, the emergency braking caliper 40 tilts forward and engages with the rail 27. A roller 41 placed on the rail 27 holds the caliper lining 42 close to the three continuous surfaces 30, 31, and 32 but without direct contact during normal operation.

[0055] Thanks to its high emergency braking capacity, the grip between the tire and the road surface is independent of the tire (because the emergency brake caliper 40 is directly mounted to the rail 27), allowing vehicles F1, F2, F3, F4, F5, and F6 to travel advantageously in a convoy with a vehicle-to-vehicle distance of less than 1 meter, as shown in Figure 1. This allows for grouping into convoys of two or more vehicles, significantly increasing the number of vehicles per hour on the road. With a convoy of 3-4 vehicles, the maximum throughput can be increased by approximately 250%, from about 1,700 vehicles / hour to almost 6,000 vehicles / hour in a dedicated lane. Known short-range measuring devices such as ultrasonic sensors can reduce the distance between vehicles within the same convoy, significantly reducing air resistance.

[0056] Vehicles traveling in such a convoy can leave the group at any time using a vehicle-to-vehicle communication system such as Wi-Fi®, Bluetooth®, or similar technology. Before a junction or road separation—requiring a return to the original driving rather than a simple exit—vehicles intending to take the right-hand branch can exit the highly automated driving mode and re-enter only after joining the dedicated U-shaped groove of the new branch. Vehicles intending to leave the convoy send signals to the vehicles in front and behind, and they automatically adjust their speed to re-establish the required 2-second separation distance. For example, at a speed of approximately 120 km / h, approximately 10 seconds are required to restore this regulated distance, allowing for a safe departure from the convoy and the highly automated driving mode according to the present invention. When the majority of traffic is operating in a highly automated driving mode and lane markings are easily detectable, vehicles equipped with Level 3 autonomous driving capabilities can perform the exit operation from the dedicated U-shaped groove 21 before the junction under driver supervision—but without direct intervention—make a lane change to take the right-hand branch, and then re-enter the U-shaped groove 21 of the new lane. Reference beacons installed in branching areas help basic autonomous systems (Level 3) accurately locate vehicles relative to infrastructure under low-visibility conditions (night, rain, fog, etc.).

[0057] Figures 11, 12, and 13 illustrate the transition sequence to the highly automated driving mode according to the present invention in the case of a vehicle equipped with variable height suspension, which has the advantage of minimizing or eliminating vertical motion and body roll during the transition.

[0058] Figure 11 shows a front view of a variable-height suspension vehicle F5 traveling on a conventional lane 12c. The lateral distance sensor system 33 measures the distance between the vehicle F5 and the concrete guardrail 1, and the roller 38 is in the raised position. If the measured distance matches a predetermined value and the vehicle speed is sufficient, the driver can initiate switching to the highly automated driving mode.

[0059] Figures 12 and 13 show vehicle F5 steering to the left into the U-shaped groove 21 while maintaining cruising speed. The left front wheel 35 crosses the lane marking 4b and ascends the ramp 34. Simultaneously, the right suspension 51 is raised and the left suspension 52 is lowered to neutralize vehicle roll. As rollers 38 and 39 are lowered and wheels 35 and 36 are aligned perpendicular to the running surface 22, the left suspension 52 is raised to gently place wheels 35 and 36 (the latter hidden behind wheel 35) on the running surface 22. Rollers 38 and 39, which temporarily supported the load of wheels 35 and 36, are retracted upward, and only the wheels bear the lateral weight of vehicle F5.

[0060] Figure 14 shows a favorable joint system for connecting rail sections 29 that form a continuous rail 27. The leading end of the rail section 27 in the direction of travel is formed as an open mortis 29b, and the trailing end is formed as a tenon joint 29a. The connection can be secured using, for example, three locked BTR screws. An advantage is that the ends of the tenon joint 29a and mortis 29b are inclined in both vertical and horizontal planes, avoiding abrupt height discontinuities in the transverse plane. This system allows for manufacturing tolerances in rail section length and facilitates maintenance and replacement.

[0061] Figures 14 and 15 illustrate the emergency braking system of the present invention, which enables platooning of light vehicles with minimal vehicle spacing. This system is particularly well-suited to mitigating collision risks in highly automated driving where trajectory and speed control are managed by the system rather than by direct driver input. Thanks to a scanning system such as radar that detects vehicles or obstacles on the path, the control system can adjust the vehicle speed. However, in the case of sudden obstacles or stopped or damaged vehicles, the emergency braking caliper of the present invention provides significantly greater deceleration capability than conventional vehicle braking systems, which are typically limited by the tire-road friction coefficient (often less than 1).

[0062] In Figure 14, the wheel 36 of vehicle F has just been placed on the running surface 22. The emergency braking caliper 40 is in the release position and is tilted at an angle around the axles 48 and 49 behind the wheel 36. On the caliper support 45, which is integrated with the left rear suspension arm 47, the pin 46 fits into the hole 44 on the tilted caliper 40.

[0063] In Figure 15, the caliper 40 engages with the continuous rail 27 by rotation around axes 48 and 49, which allow for height tolerances. Rollers 41 hold the caliper lining 42 close to the surfaces 30, 31, and 32 of the rail 27, but without direct contact under normal conditions. A vertical piston 53 is preferably located on top of the caliper 40. A pin 46 on the bracket 45 engages with a hole 44, preventing rotation of the caliper 40 relative to the rear axle due to the eccentric mounting of the caliper relative to the inclined axis.

[0064] Figures 16 and 17 show the forces during high-capacity emergency braking, where yaw torque is generated by the lateral displacement between the following: braking force 57 exerted by the vehicle on the continuous rail 27; and An inertial force of 50 acting substantially along the longitudinal center plane of the vehicle. This yaw torque is favorably counteracted by the torque generated between the following: The force 54 exerted by the caliper jaws on the continuous rail surface 31 prevents the caliper from detaching from the rail 27; and During power collection, a minimum contact pressure is normally applied to the conductive surface 24, but when the emergency braking caliper is activated, a force 55 is exerted by the retractable sliding shoe 37, which locks in the retracted position.

[0065] Figure 18 shows an example of a low-cost elevated "slide" pedestrian bridge 61 with a low vehicle weight operating in the highly automated driving mode according to the present invention. Such a pedestrian bridge would allow crossings of urban areas, pedestrian zones, roads, highways, railways, rivers, etc.

[0066] Figure 19 shows the small cross-sectional size of the tunnel 62 required for dedicated U-shaped channel traffic for light vehicles operating in the highly automated driving mode according to the present invention. This small size is due to the precise lateral positioning of the vehicle made possible by the system. The present invention allows for greater flexibility in terms of vehicle width compared to external roller-based solutions proposed by "Tracline 65," "O-Bahn," or more recently by Elon Musk's "Boring Company."

[0067] The device of the present invention is particularly advantageous in solving the problems of accessing and escaping from lanes exclusively for light vehicles, as shown in Figures 18 and 19, and enables lateral entry and exit to a highly automated driving mode on road infrastructure shared with vehicles traveling in conventional free driving mode.

[0068] While the description and drawings refer to right-hand traffic, it is clear to experienced individuals that the present invention is equally applicable to left-hand traffic. Furthermore, the highly automated driving mode is not limited to electric or hybrid vehicles, and it is conceivable that vehicles powered by internal combustion engines can also enjoy the benefits of highly automated driving and platooning in areas where electrification of road infrastructure is not economically feasible.

[0069] One major advantage of the improved road mobility provided by this invention is that the transition between conventional driving and highly automated driving can be achieved on existing infrastructure without requiring significant investment.

[0070] If the majority of the vehicle fleet is equipped for highly automated driving modes, considering the narrow width footprint of the guided traffic lanes according to the present invention, it becomes possible to create additional lanes on separated highways or two-lane roads simply by shifting lane markings or slightly reducing lane width.

[0071] Another significant advantage of the enhanced road mobility according to the present invention is the reduction in the required size of the battery pack for fully electric vehicles. Such vehicles can operate with sufficient battery capacity for less than 100 km between charges, representing a 3 to 5 times reduction in battery weight compared to the larger batteries required in conventional free-running electrified mobility, leading to significant savings in weight, cost, vehicle structural requirements, thermal management, and environmental impact.

[0072] It is understood that the device according to the present invention is adaptable to other separated lane road configurations, including single-lane roads, alternative U-shaped groove and rail geometry, or other vehicle designs. Therefore, the above examples are only specific embodiments and do not limit the scope of the present invention.

Claims

1. A safe, highly automated transportation system for vehicles, It is provided with a dedicated U-shaped groove positioned beside the traffic lane and configured to receive a pair of side wheels of the vehicle; the dedicated U-shaped groove is: A running surface substantially parallel to the paved surface of the aforementioned traffic lane; Two opposite sides extending over the running surface, including a first side located outward with respect to the vehicle's footprint and a second side located inward with respect to the vehicle's footprint, wherein the first and second sides are substantially perpendicular to the running surface, and the second side has a height corresponding to the vehicle's minimum ground clearance, allowing the vehicle to pass without interference; and An auxiliary running surface is provided on the upper edge of the second side surface and substantially parallel to the running surface, where the second side surface and the auxiliary running surface are supported by a continuous rail. Equipped with, The highly automated transportation system further includes an auxiliary support device that enables the vehicle to traverse laterally beyond the second side and the auxiliary travel surface; The auxiliary running surface is connected to the pavement surface of the traffic lane via a gently sloping ramp oriented perpendicular to the direction of traffic; The auxiliary support device includes at least one roller mounted on a support arm articulated to the stub axle of the front wheel of the pair of side wheels; The auxiliary support device is vertically stowable between the lowered and raised positions: In the lowered position, the auxiliary support device positions the lowest contact point of at least one roller at the same height as the lowest contact point of the front wheel tire on the pavement surface, so that even when the front wheel is aligned perpendicularly to the dedicated U-shaped groove, the tire does not contact the running surface of the dedicated U-shaped groove, the front wheel is aligned perpendicularly to the dedicated U-shaped groove, and the roller rolls on the auxiliary running surface to temporarily support the load on the front wheel in order to maintain cruising speed; and, At the aforementioned raised position, interference with the vehicle's minimum ground clearance is avoided. Highly automated transportation systems.

2. In the highly automated transportation system according to claim 1, the continuous rail has a third surface substantially parallel to and located below the auxiliary running surface, the third surface and the auxiliary running surface are clamped by an emergency braking caliper connected to the vehicle structure to generate an emergency friction braking force on the continuous rail, the emergency friction braking force, in an emergency, independently of the coefficient of adhesion between the vehicle's tires and the pavement surface, is 1 g (9.81 m / s²). 2 It is possible to achieve values ​​exceeding ).

3. In the highly automated transportation system according to claim 1, at least the pair of side wheels is equipped with a variable height suspension, and the height of the variable height suspension is: The gentle slope ramp decreases as it ascends laterally, and then the pair of side wheels moves on the auxiliary running surface and aligns perpendicularly with the dedicated U-shaped groove while the auxiliary support device is in the lowered position; and, The pair of side wheels are increased and placed on the running surface, while the auxiliary support device is simultaneously retracted upward; thereby minimizing or canceling vehicle body roll during lateral crossing between the second side and the auxiliary running surface at cruising speed, When removing the pair of side wheels from the dedicated U-shaped groove and returning them to the pavement surface, the reverse sequence is performed.

4. In the highly automated transportation system according to claim 1, a "third rail" powered by a power source is located along the first side surface of the dedicated U-shaped groove, a return conductor is provided by the continuous rail made of a conductive material, and the vehicle is equipped with known means for establishing electrical sliding contact between the "third rail" and the continuous rail.

5. In the highly automated transportation system according to claim 2, the yaw torque generated during emergency braking between the inertial force of the vehicle acting along the longitudinal axis where the center of gravity of the vehicle is substantially located and the emergency friction braking force acting on the continuous rail is counteracted by a torque generated by a lateral force, which includes: a contact force exerted by an electrically sliding shoe locked in a retracted position on a “third rail” located outside the dedicated U-shaped groove and in front of the emergency braking caliper; and a lateral contact force exerted by the jaws of the emergency braking caliper engaging with the continuous rail.

6. A method for entering and exiting a dedicated U-shaped groove for ensuring safe, highly automated driving at cruising speed, the dedicated U-shaped groove being positioned alongside a traffic lane and including an auxiliary running surface connected to the pavement surface of the traffic lane by a gently sloping ramp perpendicular to the direction of traffic at the upper part of the inner surface of the dedicated U-shaped groove adjacent to the vehicle; the dedicated U-shaped groove being configured to receive a pair of side wheels of the vehicle; the pair of side wheels being equipped with at least one retractable roller attached to a support arm articulated to the stub axle of the front wheel of the pair of side wheels; the method is: To enter the dedicated U-shaped groove:

1. Extend the retractable roller downward so that its lowest contact point in the lowered position is at the same level as the lowest contact point of the front wheel tire; 2. Steering the vehicle laterally toward the dedicated U-shaped groove to allow the pair of side wheels to ascend the ramp gently; 3. Continue the lateral movement until the centerlines of the pair of side wheels are aligned perpendicularly with the centerline of the dedicated U-shaped groove, allowing the retractable roller to roll on the auxiliary running surface and temporarily bear the load of the front wheel; 4. Retract the retractable roller upward, placing the pair of side wheels perpendicularly on the running surface of the dedicated U-shaped groove. To exit the designated U-shaped groove:

6. Extend the retractable roller downward and make contact with the auxiliary running surface, thereby unloading the pair of side wheels from the running surface; 7. Extend the retractable roller further downward and raise the front wheels so that the lowest contact point of the retractable roller reaches the level of the auxiliary running surface; 8. Steering the vehicle away from the designated U-shaped groove; 9. Continuing lateral movement until the pair of side wheels fully engage with the ramp and descend gently onto the pavement surface of the traffic lane; 10. Retracting the retractable roller upward to restore the vehicle's ground clearance. A method for preparing for something.

7. In the method according to claim 6, at least the pair of side wheels is equipped with a variable height suspension, and while entering the dedicated U-shaped groove, the suspension height of the pair of side wheels decreases in step 2 simultaneously with the rise of the ramp and increases in step 4 simultaneously with the retractable roller being retracted; while exiting the dedicated U-shaped groove, the suspension height of the pair of side wheels decreases in step 7 simultaneously with the downward extension of the retractable roller and increases in step 9 simultaneously with the descent of the ramp.

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