A guided vehicle includes a guidance unit having first and second V-mounted guide pulleys resting on first and second running surfaces of a guide rail. The running surfaces are on sides of a median longitudinal plane of the guide rail and each pulley has a flange for freely gripping the guide rail. A device and method protecting against loss of vehicle guidance include a section with longitudinal height fixed along its length to a guide rail part, between running surfaces, the section having a cross-section guiding the unit during derailment or loss of guidance thereof with the section fixed to the guide rail part. The cross-section geometry holds the first pulley flange on the side of the median plane including the first pulley running surface and the second pulley flange on the side including the second pulley running surface. A device fixes the section to the guide rail.

Described is a hybrid transportation system with hybrid vehicles (H-vehicles) that can travel on pavement (or off-road), then transition to railroad track travel, and then later transition back onto pavement without stopping or requiring an operator to exit the vehicle. At static rail junctions (with no moving switch parts) the H-vehicle selects its outgoing track. Turns at passive junctions are made by applying lateral force which may be applied using multiple methods including side roller diverters and steering. Separate road wheels and rail wheels may be employed on an H-vehicle, or a combination wheel can be used with concentric road and rail wheel components. Combination wheels may be locked together or unlocked with relative rotational angular velocities. Transition between road and rail travel is facilitated using transition spans which connect roads to rails. Improved rail-only vehicles (R-) vehicles and junctions are also described

A rail based mobility system includes various vehicles and railway infrastructure, and related methods of operation, that are able to operate efficiently in an on-demand fashion. The system can include a plurality of transportation vehicles, rail tracks with one or multiple junctions, and systems and methods of modifying and enabling road vehicles to use the rail tracks and mobility system.

A rail based mobility system includes various vehicles and railway infrastructure, and related methods of operation, that are able to operate efficiently in an on-demand fashion. The system can include a plurality of transportation vehicles, rail tracks with one or multiple junctions, and systems and methods of modifying and enabling road vehicles to use the rail tracks and mobility system.

Described is a hybrid transportation system with hybrid vehicles (H-vehicles) that can travel on pavement (or off-road), then transition to railroad track travel, and then later transition back onto pavement without stopping or requiring an operator to exit the vehicle. At static rail junctions (with no moving switch parts) the H-vehicle selects its outgoing track. Turns at passive junctions are made by applying lateral force which may be applied using multiple methods including side roller diverters and steering. Separate road wheels and rail wheels may be employed on an H-vehicle, or a combination wheel can be used with concentric road and rail wheel components. Combination wheels may be locked together or unlocked with relative rotational angular velocities. Transition between road and rail travel is facilitated using transition spans which connect roads to rails. Improved rail-only vehicles (R-) vehicles and junctions are also described.

Described is a hybrid transportation system with hybrid vehicles (H-vehicles) that can travel on pavement (or off-road), then transition to railroad track travel, and then later transition back onto pavement without stopping or requiring an operator to exit the vehicle. At static rail junctions (with no moving switch parts) the H-vehicle selects its outgoing track. Turns at passive junctions are made by applying lateral force which may be applied using multiple methods including side roller diverters and steering. Separate road wheels and rail wheels may be employed on an H-vehicle, or a combination wheel can be used with concentric road and rail wheel components. Combination wheels may be locked together or unlocked with relative rotational angular velocities. Transition between road and rail travel is facilitated using transition spans which connect roads to rails. Improved rail-only vehicles (R-) vehicles and junctions are also described.

A guide rail beam (10), a track beam unit (100), and a track beam (1000) for a rail vehicle (7) are disclosed. The guide rail beam (10) includes a fixing plate (1), a flange plate (2), a web plate (3), and a stiffening rib (5). The fixing plate (1) is disposed on a mounting surface (20). The flange plate (2) is disposed above the fixing plate (1). A road wheel (71) travels on the flange plate (2). An upper end of the web plate (3) is connected with the flange plate (2), and a lower end of the web plate (3) is connected with the fixing plate (1). The web plate (3) is in contact with and be associated with a guide wheel (72) to guide a traveling track of the guide wheel (72). An upper end of the stiffening rib (5) is connected with the flange plate (2), and a lower end of the stiffening rib (5) is connected with the fixing plate (1).

A guide rail beam (10), a track beam unit (100), and a track beam (1000) for a rail vehicle (7) are disclosed. The guide rail beam (10) includes a fixing plate (1), a flange plate (2), a web plate (3), and a stiffening rib (5). The fixing plate (1) is disposed on a mounting surface (20). The flange plate (2) is disposed above the fixing plate (1). A road wheel (71) travels on the flange plate (2). An upper end of the web plate (3) is connected with the flange plate (2), and a lower end of the web plate (3) is connected with the fixing plate (1). The web plate (3) is in contact with and be associated with a guide wheel (72) to guide a traveling track of the guide wheel (72). An upper end of the stiffening rib (5) is connected with the flange plate (2), and a lower end of the stiffening rib (5) is connected with the fixing plate (1).

The present invention relates to the field of automated transportation systems. Particularly, it relates to a transportation system comprising guide-ways or tracks, vehicle units [100, 100a] with wheel-axle assembly for switching of vehicles from primary [20] to secondary track [22] on changing trajectory to maintain same vertical plane and the method. It comprises of central controller [101], vehicle chassis with main wheels [2W], guide wheels [4iw, 4ow], guide blocks [05, 06], actuator [09]. The chassis [30] has set of contractible axles fixed to wheels [2W] to enables movement from primary [20] to secondary track [22] by withdrawing the wheels [2W] from expanded position [C] to contracted position [C] or vice-versa. The forces required to compress the spring loaded axle axis is derived from inner guide wheels rolling over the edge flange [26] when swung using single linear motor actuator [09] and related electronic controls.

The present invention relates to the field of automated transportation systems. Particularly, it relates to a transportation system comprising guide-ways or tracks, vehicle units [100, 100a] with wheel-axle assembly for switching of vehicles from primary [20] to secondary track [22] on changing trajectory to maintain same vertical plane and the method. It comprises of central controller [101], vehicle chassis with main wheels [2W], guide wheels [4iw, 4ow], guide blocks [05, 06], actuator [09]. The chassis [30] has set of contractible axles fixed to wheels [2W] to enables movement from primary [20] to secondary track [22] by withdrawing the wheels [2W] from expanded position [C] to contracted position [C] or vice-versa. The forces required to compress the spring loaded axle axis is derived from inner guide wheels rolling over the edge flange [26] when swung using single linear motor actuator [09] and related electronic controls.