Technical Field

[0001] The present invention relates to apparatus, methods and systems that enable a vehicle to anticipate irregularities in a surface on which they are travelling. In one particular form, the present invention relates to apparatus, methods and systems for enabling a very fast train (VFT) to anticipate irregularities in a rail line, either by stopping before a potentially derailing irregularity or by effectively neutralising the effects of a less severe irregularity.

Background Art

[0002] In order to compete with air travel, the speed of land-based transport vehicles needs to increase. Very fast trains (VFTs), for example, can often be quicker than flying to

destinations only a few hundred kilometres away (it is estimated that a VFT would take 2 hours and 44 minutes to travel from Sydney to Melbourne and 2 hours and 37 minutes to travel from Sydney to Brisbane). However, despite numerous feasibility studies having been conducted, VFTs have not yet been introduced in Australia.

[0003] Given the vast distances which need to be traversed in Australia, the most practical travelling surface for VFTs is via rail lines. VFT rail lines are designed to be substantially free from convex ("bumps") and concave ("dips") irregularities, because the effects of such track defects on a VFT will increase with its speed, perhaps catastrophic ally. Indeed, significant damage or even derailment may be caused if a VFT were to travel too fast over even a relatively minor irregularity in a rail line. Despite the best of care during manufacture, however there will be small irregularities introduced unintentionally during construction. Periodic inspection and maintenance of the rail lines may not be frequent enough to detect some irregularities (e.g. on very hot days, rail lines tend to expand, which may cause temporary buckling). Furthermore, irregularities might occur suddenly due to subsidence, earthquake and similar natural phenomena, with sabotage always being a risk due to the rails being easily accessible over a long distance.

[0004] Similar problems may also be experienced by other kinds of vehicles, such as road- based vehicles. As would be appreciated, the effects on a vehicle of potholes, crests and dips in a road will be more severe as the vehicle's speed increases. This is especially the case for larger vehicles such as coaches and trucks, and even more so for articulated trucks.

[0005] It would be advantageous if irregularities in a travelling surface could be detected immediately before a vehicle was to travel over the surface. It would also be advantageous if such irregularities, once detected, could be anticipated by a vehicle travelling on the travelling surface.

Summary of Invention

[0006] The present invention relates generally to apparatus, methods and systems where a condition of a travelling surface ahead of a vehicle is inspected for irregularities immediately before the vehicle is to travel over the surface. The present invention also relates generally to vehicles capable of using the results of such an inspection to anticipate any irregularities.

[0007] In a first aspect, the present invention provides a system for enabling a primary vehicle to anticipate irregularities in a travelling surface. The system comprises a scout vehicle that is configured to precede the primary vehicle by a distance that exceeds an emergency stopping distance of the primary vehicle and which transmits data indicative of a condition of a travelling surface over which the scout vehicle is traveling, and an adjustable suspension operably associated with the primary vehicle. The primary vehicle is configured to receive (and typically process) the data and, if the data is indicative of a traversable irregularity in the travelling surface, to activate the adjustable suspension whereby irregularities in the travelling surface are anticipated.

[0008] The present invention advantageously provides a system in which a scout vehicle is in communication with a trailing primary vehicle (e.g. a VFT carrying passengers or cargo). Any irregularity in the travelling surface detected by the scout vehicle is communicated back to the primary vehicle, with sufficient warning being provided to enable the primary vehicle to anticipate the irregularities by adjusting the adjustable suspension (where such

irregularities are safely traversable) so that the effects of the irregularity are substantially neutralised (e.g. hardly felt by a passenger on the VFT). Other irregularities may be traversable by actuating the adjustable suspension such that it masks the irregularity but, at the same time, slowing the primary vehicle down in order for it to safely traverse the irregularity sensed by the scout vehicle. In some circumstances, however, it may be necessary for the primary vehicle to come to a complete stop in the event of the scout vehicle finding a non-traversable (e.g. potentially derailing) irregularity on the travelling surface.

[0009] In some embodiments (as described below), the adjustable suspension may also be actuated such that it counters any transverse forces experienced by the scout vehicle (e.g. by causing the primary vehicle to tilt slightly so that it can travel around corners at a faster speed).

[0010] In a second aspect, the present invention relates to a vehicle suspension system for anticipating irregularities in a travelling surface. The suspension system comprises a data receiver configured to receive data indicative of a condition of the travelling surface about to be traversed and a compressible member located between a cabin of the vehicle and the travelling surface. The compressibility of the compressible member is adjustable in anticipation of an irregularity in the travelling surface about to be traversed.

[0011] Such a vehicle suspension system, when used in the system of the first aspect of the present invention, for example, can enable the primary vehicle to anticipate irregularities in a surface over which the vehicle is travelling. Further features and embodiments of this aspect of the present invention are described below.

[0012] In a third aspect, the present invention provides a very fast train (VFT) comprising the vehicle suspension system of the second aspect of the present invention.

[0013] In a fourth aspect, the present invention provides a scout vehicle for inspecting a condition of a travelling surface ahead of a primary vehicle. The scout vehicle comprises a sensor for sensing a condition of a travelling surface over which the scout vehicle is travelling; a transmitter for transmitting data indicative of the condition of the travelling surface over which the scout vehicle is travelling; a receiver for receiving data from the primary vehicle; and a controller which, in response to the data from the primary vehicle, controls a speed of the scout vehicle such that a distance by which the scout vehicle precedes the primary vehicle exceeds an emergency stopping distance of the primary vehicle.

[0014] In a fifth aspect, the present invention relates to a primary vehicle (e.g. a VFT) configured to anticipate irregularities in a travelling surface. The primary vehicle comprises a transmitter for transmitting data to a scout vehicle configured to precede the primary vehicle, the data including a distance by which the scout vehicle must precede the primary vehicle (in order for that distance to exceed an emergency stopping distance of the primary vehicle); a receiver for receiving data indicative of a condition of the travelling surface over which the scout vehicle is travelling; a processor for processing the data; and a controller which, in response to the data from the scout vehicle, causes the primary vehicle to anticipate the irregularities.

[0015] The primary vehicle of the fifth aspect of the present invention may, for example, utilise the system of the first aspect of the present invention. Further features and

embodiments of this aspect of the present invention are described below.

[0016] In a sixth aspect, the present invention relates to a method for anticipating

irregularities in a travelling surface. Further features and embodiments of this aspect of the present invention are described below.

[0017] In a seventh aspect, the present invention relates to a method for operating an anticipatory suspension system of a vehicle. Further features and embodiments of this aspect of the present invention are described below.

Brief Description of Drawings

[0018] Embodiments of the present invention will be described in further detail below with reference to the following figures, in which:

[0019] Figure 1 shows the nett effect when an irregularity in a surface is countered with a bleeding and infusing cycle in an air spring suspension system;

[0020] Figure 2 depicts an embodiment of the present invention in which a scout vehicle precedes a VFT on a rail; and

[0021] Figure 3 depicts an anticipatory suspension system of a VFT in accordance with an embodiment of the present invention.

Description of Embodiments

[0022] As noted above, the present invention provides a system for enabling a primary vehicle (e.g. a train and, in particular, a VFT) to anticipate irregularities in a travelling surface (e.g. a rail line). The system comprises: a scout vehicle (e.g. the scout vehicle described below) that precedes the primary vehicle by a distance that exceeds the emergency stopping distance of the primary vehicle, and which transmits data indicative of a condition of a travelling surface over which the scout vehicle is traveling; an adjustable suspension operably associated with the primary vehicle; the primary vehicle being capable of receiving (and typically processing) the data and, if the data is indicative of a traversable irregularity in the travelling surface, to activate the adjustable suspension whereby irregularities in the travelling surface are anticipated.

[0023] In operation of this system, the scout vehicle precedes the primary vehicle by a prescribed distance, whilst transmitting data indicative of the condition of the travelling surface over which the scout vehicle is traveling. Given the "sacrificial" nature of the scout vehicle, the primary vehicle would typically include the vast majority of the necessary components, with the scout vehicle including the minimum number of components provide its required function. In effect, the primary vehicle is typically intended to be the master and the scout vehicle its servant.

[0024] The primary vehicle is able to anticipate irregularities in the travelling surface. As used herein, the phrase "anticipate irregularities" (and the like) is to be understood to mean that the primary vehicle is capable of actuating the adjustable suspension in a manner whereby any effect of the irregularity on the primary vehicle is substantially neutralised. In effect, a person travelling on the primary vehicle would either not feel, or feel to a

significantly lesser degree, the effects of any irregularities over which the primary vehicle travels. In this manner, the primary vehicle may, for example, either provide a smoother ride at the same speed or be capable of travelling at a higher speed on the same surface that is used for lower-speed vehicles (e.g. a VFT may be able to use existing train rails).

[0025] The primary vehicle may anticipate irregularities in the travelling surface in a number of different ways, depending primarily on the nature of the irregularity and the speed at which the primary vehicle is travelling. In the worst case, for example, the primary vehicle may need to come to a halt (possibly via an emergency stop) if the data from the scout vehicle is indicative of a damaged (i.e. non-traversable) travelling surface, and where there is a risk of the primary vehicle itself being damaged or caused to leave the travelling surface if it were to travel over the damaged travelling surface. Alternatively, the primary vehicle may need to slow down if the data is indicative of a damaged travelling surface, where there may be a risk of the primary vehicle itself being damaged or caused to leave the travelling surface if it were to travel over the damaged travelling surface at too fast a speed.

[0026] More typically, however, it is envisaged that the primary vehicle is adapted to take anticipatory action such that, even though an irregularity has been detected, the primary vehicle does not need to slow down (or does not need to slow down too much) when traversing the irregularity. The primary vehicle may simply activate the adjustable suspension (also referred to herein as a "smart suspension" system) if the data from the scout vehicle is indicative of a traversable irregularity in the travelling surface. Such an adjustable suspension can be activated so that the body of the primary vehicle effectively does not experience the irregularities, or experiences them to a significantly lesser degree. As noted above, such anticipatory and adjustable suspension can provide a smoother ride at the same speed or enable the primary vehicle to safely travel at a higher speed over a particular surface. As would be appreciated, such an adjustable suspension would be better suited to neutralising irregularities in the vertical plane, rather than the horizontal plane. Horizontal irregularities may require the primary vehicle to slow down in order to safely traverse them.

[0027] In some embodiments, the data indicative of the condition of the travelling surface over which the scout vehicle is travelling may include a measure of an irregularity in the travelling surface over which the scout vehicle is travelling. The data indicative of the condition of the travelling surface over which the scout vehicle is travelling may, for example, include a profile of the measured irregularity.

[0028] In some embodiments, the data transmitted by the scout vehicle may include a measure of a transverse force acting on the scout vehicle.

[0029] Although described herein primarily with respect to trains and, in particular, very fast trains (VFTs), it is to be appreciated that the present invention has broader application.

Indeed, the present invention may be used with vehicles travelling on travelling surfaces such as roads, for example, where the effects of travelling over potholes, crests and dips will become more severe as the vehicle's speed increases.

[0030] In this regard, the present invention also provides a vehicle suspension system for anticipating irregularities in a travelling surface. The suspension system comprises a data receiver configured to receive data indicative of a condition of the travelling surface about to be traversed and a compressible member located between a cabin of the vehicle and the travelling surface. The compressibility of the compressible member is adjustable in anticipation of an irregularity in the travelling surface about to be traversed.

[0031] In some embodiments of the vehicle suspension system for anticipating irregularities in a travelling surface, the compressible member may comprise a fluid containing reservoir and a pump that is operable to add or remove fluid from the reservoir in anticipation of an irregularity in the travelling surface. In some embodiments, the compressible member may comprise a plurality of fluid containing reservoirs, each reservoir being associable with a corresponding wheel of the vehicle.

[0032] In some embodiments of the vehicle suspension system for anticipating irregularities in a travelling surface, the data indicative of a condition of the travelling surface about to be traversed may be transmitted by a scout vehicle travelling along the traveling surface ahead of the vehicle. In alternative embodiments, however, such a scout vehicle may not be required. For example, the vehicle (i.e. the vehicle including the suspension system) may be following relatively closely behind another vehicle (e.g. VFTs separated by only a short period of time), and be able to use data supplied by the earlier vehicle (or its scout vehicle) to actuate its suspension system for anticipating irregularities in a travelling surface. Whilst such data will not be as recent at that obtained by a dedicated scout vehicle, it may be deemed sufficient in some circumstances.

[0033] Components of the aspects of the present invention will now be described in further detail below.

Scout vehicle

[0034] The present invention utilises a scout vehicle for inspecting a condition of a travelling surface ahead of a primary vehicle. The scout vehicle may comprise: a sensor for sensing a condition of a travelling surface over which the scout vehicle is travelling; a transmitter for transmitting data indicative of the condition of the travelling surface over which the scout vehicle is travelling; a receiver for receiving data from the primary vehicle; and a controller which, in response to the data from the primary vehicle, controls a speed of the scout vehicle such that a distance by which the scout vehicle precedes the primary vehicle exceeds an emergency stopping distance of the primary vehicle. [0035] Each of the features of such a scout vehicle will now be described in more detail.

[0036] The scout vehicle may have a sensor for sensing a condition of a travelling surface over which the scout vehicle is travelling. Any suitable sensor or combination of sensors may be used to sense the relevant condition(s) of the travelling surface, with the type of sensor(s) depending on factors such as the form of the vehicles and travelling surface. For example, the sensor may be able to sense a condition in the form of an irregularity in the travelling surface over which the scout vehicle is travelling. As noted above, such

irregularities may take the form of convex (e.g. "bumps") or concave (e.g. "dips")

irregularities, which are substantially in a vertical plane. However, irregularities in other planes (e.g. a substantially horizontal plane) may also be encountered, such as when a rail line has buckled. As would be appreciated, any such irregularity could potentially cause derailment and the scout vehicle should be capable of detecting them. Even if the "smart suspension" system described below cannot neutralise irregularities in a horizontal plane, their detection could prompt the primary vehicle to slow down to a speed at which the irregularities can be safely traversed.

[0037] Alternatively, or in addition, the sensor may be able to sense a condition in the form of a transverse force (also known as a lateral or radial force) acting on the scout vehicle (e.g. as it moves at a particular speed around a bend in the travelling surface).

[0038] As the scout vehicle will likely feel a physical effect upon travelling over an irregularity, sensors suitable for detecting such irregularities may be those that detect physical effects. For example, an accelerometer may be used to detect irregularities because they will cause the scout vehicle to move in a predictable manner. For example, a bump or dip in a rail line, or a lip where two rails join, would cause the scout vehicle to jolt, with the jolt being detectable and its magnitude measurable by an accelerometer. In some embodiments, the accelerometer would need to measure accelerations over time to allow an integration to distance-height/depth of an irregularity.

[0039] Similarly, if it is desired to sense and/or measure lateral force being felt by the scout vehicle when travelling along the travelling surface (e.g. a bend in a rail line), then sensors such as gyroscopes may be used (although some accelerometers may also be able to measure such effects).

[0040] Sensors such as accelerometers should ideally be housed on the scout vehicle as close to the travelling surface as possible (lest other components of the scout vehicle absorb some of the effect of the irregularity). For example, sensors such as accelerometers may be located close to the wheels of the scout vehicle. In some embodiments it may be desirable to have two or more accelerometers on the scout vehicle, for example, so that irregularities on both rail lines can be independently detected. This would be especially useful with the "smart suspension" systems described below, where data from the accelerometers are indicative of the forces felt by each wheel of the scout vehicle, which will be substantially identical to that which will be felt by the wheels of the following primary vehicle, should it also traverse the irregularity.

[0041] The location of sensors such as gyroscopes for sensing and/or measuring transverse forces is less important, and they may therefore be located somewhere centrally within the chassis of the scout vehicle.

[0042] The sensor need only detect or sense an irregularity in order to have utility in the present invention. Typically, however, the sensor is capable of measuring any irregularities on the travelling surface over which the scout vehicle is travelling, especially in embodiments where such a measurement may help the primary vehicle to substantially neutralise the irregularity, as described in further detail below. In such embodiments, the data indicative of the condition of the travelling surface over which the scout vehicle is travelling may include a measure of the irregularity, for example a profile of the measured irregularity (i.e. the physical dimensions of the irregularity, such as the rise or fall of the surface above/below its norm).

[0043] The data indicative of the condition of the travelling surface over which the scout vehicle is travelling may include a location of the irregularity which, for example, may be calculated based on the time instant that the scout vehicle travels over the irregularity, in combination with the distance by which the scout vehicle precedes the primary vehicle and the speed of the primary vehicle at that time. This is especially applicable in situations where the scout and primary vehicles are on rail lines, where the travelling surface will be exactly the same for both vehicles. Where such calculations are made, they may be calculated on the primary vehicle, based on data received from the scout' s transmitter, or calculated on the scout and transmitted to the primary vehicle. In general, however, given the "sacrificial" nature of the scout vehicle (see below), it is envisaged that it would carry a minimum amount of potentially expensive components. Positioning systems such as a GPS located on the scout vehicle might also be used, assuming that accurate locational data can be provided by the GPS and communicated to the primary vehicle in a timely manner (e.g. the distance between the scout and primary vehicles is the difference in their coordinates). Such GPS systems might be more useful in road-based embodiments of the present invention, and also be useful as back-up systems in general.

[0044] In some embodiments, the data indicative of the condition of the travelling surface over which the scout vehicle is travelling may include the measured profile of the irregularity and the location of the irregularity (and/or the time the scout traversed the irregularity).

[0045] The scout vehicle may also have a transmitter for transmitting data indicative of the condition of the travelling surface over which the scout vehicle is travelling. Any transmitter capable of transmitting the volume of data described herein may be used, bearing in mind that the scout and primary vehicles may be separated by a number of kilometres and may sometimes not be in line of sight of each other.

[0046] Such transmitters may transmit data in any suitable manner, for example, via radio waves (e.g. using UHF, VHF or HF, some of which may provide BLOS (beyond line of sight) communication) or microwaves (e.g. using existing communication systems capable of transmitting data over an appropriate distance). New and emerging radio communications systems such as software-defined radio (SDR) and cognitive radio (CR) might also be used in the present invention. Such systems may be advantageous because they can involve pairing of receivers and transmitters, making them more difficult to interfere with. Such systems also tend to be small and have low power requirements.

[0047] In some circumstances, the transmitters may be able to take advantage of repeating stations of existing networks (e.g. mobile telephone networks) in order to increase

transmission distance, provided that appropriate precautions are taken in the event of signal loss. In other embodiments, repeater stations may need to be custom built, particularly in locations where the scout and primary vehicles are likely to be separated by a significant distance.

[0048] Examples of currently available transmitters that might be used in the present invention include those employed with smartphone communication systems.

[0049] The scout vehicle may also have a receiver for receiving data from the primary vehicle. Such data may include a speed at which the primary vehicle is travelling or, where the relevant calculations are performed on the primary vehicle, a throttle setting for the controller. Similar to the transmitter discussed above, any receiver capable of receiving the volume of data described herein may be used, bearing in mind that the scout and primary vehicles may be separated by a number of kilometres and may sometimes not be in line of sight of each other.

[0050] In some embodiments, the receiver and transmitter used in the present invention may be provided as an integrated unit, as is presently the case for smartphones.

[0051] The scout vehicle may constantly transmit data regarding the condition of the travelling surface, or may be configured to only transmit such data in the event of an irregularity over a predefined threshold being sensed.

[0052] The scout vehicle may also have a controller which, in response to the data from the primary vehicle, controls the speed of the scout vehicle so that it remains far enough in front of the primary vehicle to ensure that the primary vehicle can come to a complete stop in the event of the scout vehicle traversing a severe irregularity (e.g. in the event of sabotage or land subsidence). Thus, the controller is configured to maintain the scout vehicle ahead of the primary vehicle by a distance the same as or exceeding an emergency stopping distance of the primary vehicle.

[0053] It is considered that any damage which might occur to the scout vehicle upon leaving the travelling surface (e.g. by becoming derailed by travelling too fast over an irregularity) is vastly preferable to the damage and potential loss of life that might occur should the primary vehicle leave the travelling surface. It should be noted, however, that the scout vehicle is likely to be more stable on the travelling surface than the trailing primary vehicle, thus an irregularity which triggers an emergency stop of the primary vehicle might not cause the scout vehicle to be derailed. A loss of signal from the scout vehicle may also cause the primary vehicle to perform an emergency stop, although safeguards to prevent an

unnecessary emergency stop in the event of a temporary loss of signal from the scout vehicle may be built-in to the system.

[0054] The controller is operable to adjust the speed of the scout vehicle in order to control the distance by which the scout vehicle precedes the primary vehicle. For example, if the distance between the scout and primary vehicles is to be increased (e.g. if the primary vehicle speeds up), then the controller must cause the speed of the scout vehicle to temporarily increase relative to that of the primary vehicle, for a period of time sufficient to widen the gap between the scout and primary vehicles by the appropriate amount. Similarly, if the distance between the scout and primary vehicles is to be decreased (e.g. if the primary vehicle slows down, if the tracks become wet (e.g. due to rain, detected by either the scout or primary vehicle) or the travelling surface becomes more torturous), then the controller must cause the speed of the scout vehicle to temporarily decrease relative to that of the primary vehicle, for a period of time sufficient to narrow the gap between the scout and primary vehicles by the appropriate amount. Once the distance between the scout and primary vehicles is appropriate, the controller simply maintains this distance, regardless of the topography of the travelling surface. Ideally, the scout vehicle should be situated ahead of the primary vehicle by a distance that is just over the emergency stopping distance so that it is not too far ahead of the primary vehicle, but is unlikely to (temporarily) come within the emergency stopping distance in the event of the primary vehicle accelerating.

[0055] The controller may be configured to adjust the speed of the scout vehicle using any suitable mechanism. For example, the controller may be configured to open or close a throttle to control a flow of fuel (typically diesel fuel) into an internal combustion motor that drives the wheels of the scout vehicle. Alternatively, the controller may be configured to increase or decrease a flow of electricity into an electric motor that drives the wheels of the scout vehicle.

[0056] The controller responds to data received from the primary vehicle. The controller may itself calculate an appropriate distance based on data sent by the primary vehicle, for example, data which includes a speed at which the primary vehicle is travelling, and adjust the speed of the scout vehicle accordingly. Alternatively, the required distance by which the scout vehicle should precede the primary vehicle may be included with the data from the primary vehicle, with the controller merely operable to adjust the speed of the scout vehicle as instructed (e.g. the data is merely throttle control).

[0057] The distance by which the scout vehicle should precede the primary vehicle must be the same as or exceed the emergency stopping distance of the primary vehicle. The emergency stopping distance is based primarily on the current speed of the primary vehicle and may, in some circumstances, also be dependent on factors such as the weight of the primary vehicle (which is variable depending on the number of passengers or its load), the topography (especially the gradient), curvature or other characteristics of the travelling surface between the scout and primary vehicles, as well as external factors such as weather (stopping distances would typically increase when the travelling surface is wet). In some embodiments, data relating to such factors may be stored in a memory operatively associated with the controller (or with a processor in the primary vehicle and transmittable to the controller) and accessible whilst travelling, or be capable of being downloaded whilst travelling. Alternatively (or in addition), sensors on the scout vehicle (and/or primary vehicle) may also be configured to measure such factors and take them into account when calculating the distance by which the scout vehicle should precede the primary vehicle.

[0058] As the distance by which the scout vehicle precedes the primary vehicle will vary depending primarily on the speed of the primary vehicle, it is envisaged that the scout vehicle would be immediately in front of the primary vehicle when it starts its journey, with the distance by which it precedes the primary vehicle increasing as the speed of the primary vehicle increases. At the end of the journey, as the primary vehicle slows down, the distance by which it precedes the primary vehicle decreases such that, when the primary vehicle comes to a stop, the scout vehicle would again be immediately in front of the primary vehicle.

[0059] A distance between the scout and primary vehicles may be determined using any suitable technique. For example, the distance may be calculated based on data transmitted between the vehicles (e.g. their relative speeds over time). For example, a radar may be used to measure the distance between the vehicles using well-known techniques. A GPS may also be used (provided it is capable of rapidly determining accurate positional data), as this would provide locational data even in the event of the scout and primary vehicles being out of line of sight of each other.

[0060] The scout vehicle may also include other components such as speedometer to accurately measure its speed and/or a GPS to accurately measure its speed and locate its position. Such speed and locational data may also be included in the data transmitted back to the primary vehicle so that the primary vehicle continually monitors the location of the scout vehicle using a number of techniques.

[0061] The scout vehicle may also include cameras to record a condition of the travelling surface or an area around the travelling surface, as well as other equipment that may be used to detect other kinds of defects in, on or around the travelling surface (noting the fast speeds at which the scout vehicle will likely be travelling). It is not intended, however, that the scout vehicle replace existing inspection equipment (such as rail inspection cars, which carry a multitude of sensors but need to move relatively slowly along the track in order to detect defects), which would still need to be carried out on a regular basis.

[0062] As noted above, the scout vehicle also includes a motor (e.g. an electric motor or an internal combustion engine) which drives the wheels of the scout vehicle and hence propels the vehicle along the travelling surface. The output of the motor (and hence the speed at which the scout vehicle travels) is controlled by the controller.

[0063] The scout vehicle may have any form that is suitable for travelling along the travelling surface at an appropriate speed. For example, in embodiments where the travelling surface is in the form of a rail line, the scout vehicle would typically comprise wheels (typically four) configured to engage and travel along the rail lines in a conventional manner. The scout vehicle would also have a chassis in which all of the components can be securely housed and, bearing in mind that many travelling surfaces are exposed to the elements, be substantially water and dust proof. Some form of suspension system to dampen the effect of any irregularities on the body of the vehicle may also help to extend the life of the electrical components contained on the vehicle, although any sensors for sensing irregularities in the travelling surface would need to be positioned in a location not affected by any such suspension.

[0064] Typically, the footprint of the scout vehicle (e.g. its laterally opposing wheel configuration) would be configured similarly to that of the primary vehicle in order for the effects of the irregularities sensed by the scout vehicle to be as similar as possible to those that will be felt by the primary vehicle as it traverses the irregularity. For example, the wheels and axles of the scout vehicle may be the same as those of the primary vehicle.

[0065] The scout vehicle would typically have an aerodynamic shape, and could have a relatively low profile (which may help to prevent its derailment, for example, should it travel over an irregularity that could cause the primary vehicle to derail). Solar panels may be provided on upward facing surfaces which would help to power the vehicle (or at least components within the vehicle). Rain and temperature detectors may be housed in the scout vehicle (and/or the primary vehicle) for assessing the current weather conditions (as noted above, factors such as rain and heat can affect emergency stopping distances). Typically, the scout vehicle would be an unmanned drone but, in some embodiments, the scout vehicle may be adapted to carry a passenger. Scout vehicles are envisaged as being relatively small and cheap, and as having a low centre of gravity (making them more resistant to derailment than larger vehicles).

Adjustable suspension

[0066] Any suspension system which can be adjusted in the time scales required by a particular primary vehicle may be used in the system of the present invention. One suitable adjustable suspension might comprise an air spring suspension system, where a compressed gas (typically compressed air) is rapidly infused or bled into the system in order to adjust the absorption capacity of the suspension system (as will be described in further detail below). In some embodiments, for example, a pressure inside the air suspension system might be adjustable (e.g. by rapidly bleeding or infusing air into a bladder) in anticipation of the irregularity, whereby a substantially constant pressure is maintained within the air suspension system as the irregularity is traversed.

[0067] The adjustable suspension is operably associated with the primary vehicle. Any structure whereby the adjustable suspension is effective to provide the necessary suspension to the primary vehicle may be used in the present invention. Typically, the adjustable suspension comprises an air suspension system on the wheels of the primary vehicle. Thus, whilst the wheels of the primary vehicle closely follow the travelling surface (and its irregularities), the remainder of the body of the primary vehicle effectively travels independently of the wheels and, due to the ever-active suspension system, has a more consistent travelling motion. In some embodiments, each wheel of the primary vehicle may have its own adjustable suspension system. Alternatively, the adjustable suspension system may be operatively associated with the mountings via which the axle between two wheels is mounted to the body of the primary vehicle.

[0068] In embodiments where the primary vehicle is a train, the adjustable suspension systems may be associated with a bogie for the train. In such embodiments, the bogie assembly typically comprises four wheels on two axes and a chassis that is joined to the underside of the train carriage via a turntable in order to allow some rotational flexibly between the wheels (and rail line) and the carriage (e.g. as is required when going around a bend). The adjustable suspension systems on such a bogie would be situated between the wheels and the chassis.

[0069] In some embodiments, the adjustable suspension system may also be activatable in response to data which is indicative of a transverse force acting on the scout vehicle. For example, a pressure inside the air spring suspension systems of laterally opposing wheels of the primary vehicle may be independently adjustable in anticipation of the transverse force. Thus, when the scout vehicle measures a significant transverse force (as would be

experienced, for example, when travelling around a bend), this data can be used by the adjustable suspension of the primary vehicle to tilt the primary vehicle at the appropriate time and to the appropriate angle (e.g. like a tilt train), so that the vehicle can travel safely around the bend, either without slowing down or by slowing down less than it would need to if the primary vehicle was not tilted.

[0070] Computer systems on the primary vehicle may have to simultaneously perform functions including: sensing the speed of the primary vehicle, calculating the emergency stopping distance (primarily based on its speed and weight, but possibly also requiring factors such as the nature of the upcoming terrain and weather conditions to be taken into account), sensing the relative positions of the primary and scout vehicles (e.g. using radar or GPS positional data), transmitting appropriate data to the scout vehicle such that it remains ahead of the primary vehicle by more than the emergency stopping distance (e.g. by transmitting data that causes the controller to control the speed of the scout vehicle), measuring the distance between the primary and scout vehicles, receiving data from the scout vehicle and deciding whether an emergency stop is necessary and, if not, calculating (based on that data) the nature and location of any surface irregularity or necessary weight shift (i.e. to counter a transverse force), and initiating and controlling any anticipatory action, such as via the smart suspension system described herein.

[0071] In some embodiments, data concerning the sensed or measured irregularities may be recorded in a memory on the scout and/or primary vehicles, with this data being used to predict irregularities in subsequent trips over the travelling surface or being uploaded into a central repository of data for other vehicles to use or in order to schedule maintenance of the travelling surface. However, whilst such stored data may be used in conjunction with "live" data being received from the scout, the live data should obviously be given greater weight because it is indicative of the current conditions and will include any recent, potentially catastrophic, changes in the travelling surface.

[0072] A specific form of an adjustable ("Smart") air spring suspension system in accordance with an embodiment of the present invention will now be described, by way of example only.

[0073] In conventional spring suspension systems, any irregularity over which the vehicle travels compresses the spring (for a positive or convex irregularity, e.g. a bump) or decompresses the spring (for a negative or concave irregularity, e.g. a dip or a pothole), with the nett effect on the spring depending on the size of the irregularity and the speed of the vehicle. The change in the spring's compression state is transferred to the vehicle, but to a lesser degree than would be the case without the spring. In effect, the spring absorbs a significant proportion of the impact with the irregularity. [0074] Air spring suspension systems are also known, in which an air bag (also referred to as air bellows or bladders) replaces the spring in conventional suspension systems. The suspension's stiffness is proportional to the pressure in the air bags, which increases on compression (e.g. when a bump is traversed). Thus, air can be pumped into the air bag in order to stiffen the suspension or to lift the vehicle's body off the ground (e.g. as a vehicle becomes heavier, such as when it is loaded), or air pumped out of the air bag in order to loosen the suspension or to lower the vehicle's body towards the ground (e.g. as the vehicle is unloaded).

[0075] In this embodiment of the present invention, the air-spring suspension system includes a source of a compressed gas (typically compressed air), which can be rapidly infused into the bellows in order to increase pressure within the suspension system, or rapidly bled from the bellows, whereby the pressure within the suspension system will decrease. The rapid infusion and bleeding of air into and out of the bellows is controlled by a computer system on the primary vehicle and based on the data provided by the scout vehicle. In effect, the bleeding-infusion cycle can counter the pressure changes caused by the irregularity and maintain a substantially constant pressure in the suspension system as the irregularity is traversed, with substantially no change (or a significantly reduced effect) occurring in the force on the chassis above the suspension system.

[0076] The scout vehicle travels ahead of the primary vehicle and provides data about the travelling surface as it travels over it. Any irregularities in the surface are sensed by the scout vehicles sensor(s), recorded and transmitted to the primary vehicle, with the location of the irregularities either being transmitted by the scout vehicle or calculated on the primary vehicle based on other parameters (e.g. the time at which the scout vehicle traversed the irregularity).

[0077] The data about the irregularity would include its height and duration (i.e. its profile), which is shown as profile 10 in Figure 1. Profile 10 may be measured as the number of millimetres by which the bump deviates from the smooth travelling surface, with its peak shown at 12, and is proportional to the pressure inside the air bellows of the sir-spring suspension, if no neutralising action were taken. Based on this data, a maximum volume of air 14 that needs to be displaced from the bellows as the wheel passes over the peak 12 of the irregularity can be calculated in order to maintain a substantially constant pressure across the suspension system (i.e. so that the chassis of the primary vehicle will feel substantially no shock) as the irregularity is traversed. A quick acting valve of known capacity can be opened at about the same time as the irregularity reaches the relevant wheel and held open for a specific time 16 to bleed the required amount of air from the bellows (i.e. until the volume of air 14 is reached). A similar quick acting valve via which air can be supplied back into the bellows can be opened over a time period 18 starting at around the peak 14 of the irregularity 12 and ending at around the same time as the irregularity ends in order to inflate the bellows back to their original pressure. As can be seen in Figure 1, the nett effect 20 to the chassis of the primary vehicle is substantially less than would be the case without the bleed/infuse cycle.

[0078] A similar procedure (in reverse) can be used when the primary vehicle travels over negative irregularities (e.g. potholes, dips or other concave irregularities). As will be appreciated, knowledge of the approaching irregularities (by size and when), transmitted by the scout vehicle back to the primary vehicle, can allow the primary vehicle to substantially neutralise any effect of the irregularities by anticipatory corrective actions using its "smart" suspension systems, thus allowing either a smoother ride at the same speed or higher speeds using existing rails.

[0079] A transverse weight shift (i.e. a tilt) may be achieved by air infusion to the high- weight side of the primary vehicle as it travels around the corner, along with a corresponding air bleed from low-weight side. As will be appreciated, knowledge of weight-shifts on curves from the scout vehicle can allow the primary vehicle to compensate in order to prevent derailment, either via the "smart" suspension system, or by speed control.

[0080] It will be appreciated that other methods might be used in the air spring suspension systems described above to maintain substantially constant pressure while traversing an irregularity (i.e. when the size of the irregularity has been measured). For example, regulators may be used to maintain a constant pressure (usually downstream of a varying high pressure source such as a gas cylinder). Less common are back-pressure regulators, which maintain a constant high pressure, usually bleeding / venting to atmosphere (these are not unlike common pressure relief valves). Alternatively, if irregularities are only likely to be relatively small (e.g. about 1mm to about 20mm), then it may be possible to use a range of low-pressure pockets to bleed into (and corresponding high-pressure pockets to bleed from) which have the required volume to raise /lower the pressure in the suspension. In such embodiments, pockets calibrated to irregularities measured to deviate by 1mm, 2mm, 4mm, 7mm and 9mm, for example, could cover the l-20mm range in combination. [0081] In alternative embodiments, a large air volume may be provided in combination with the air spring. In such embodiments, any volume reduction (i.e. caused by traversing a bump) would generate a minimal pressure change, and timing and airflows would become less essential. Indeed, it may be possible to have a single valve, which is opened ahead of the irregularity and closed after it in order for the irregularity to be anticipated. The only essential requirement of such a system is that the pressure drop through the valve should not exceed the allowable minimal pressure variation.

[0082] In some embodiments, the large air volume may comprise a number of isolatable compartments separated by baffles. In such embodiments, in the event of an irregularity greater than the stroke of the suspension being encountered, the relevant compartments (e.g. those on one side of a train) can be isolated in turn in order define a smaller volume, the pressure (e.g. air content) of which can be adjusted in the manner described above in order to anticipate the irregularity as it is traversed.

[0083] In such embodiments, the operation of the isolating valve(s) between the isolatable compartments and large air volume may be determined by a size category of the measured irregularity (i.e. rather than an exact measurement). For example, the data indicative of a condition of the travelling surface may comprise four categories of irregularity - too large (which triggers an emergency stop of the vehicle), large (which causes the vehicle to slow down, and likely activate the isolating valves when traversing the irregularity), not-so large (which causes the isolating valves to be closed as the irregularity is traversed) and small (where the irregularities are able to be absorbed by the large air volume of the suspension system without the need to isolate any of the isolatable compartments). These categorisations will depend on factors such as the stroke of the suspension of the vehicle and the operating pressure of the air suspension system.

[0084] Whilst such embodiments may provide more "coarse" control of the air spring suspension system than other embodiments described herein, they would still be effective to anticipate irregularities, and may be cheaper to construct and operate (making them more suited to very fast freight trains, for example).

[0085] It is to be appreciated that the principals of the present invention could be applied to suspension systems other than the air-spring suspension systems described herein.

[0086] As such, in another aspect of the present invention, there is provided a vehicle suspension system for anticipating irregularities in a travelling surface. The suspension system comprises a data receiver configured to receive data indicative of a condition of the travelling surface about to be traversed and a compressible member located between a cabin of the vehicle and the travelling surface. The compressibility of the compressible member is adjustable in anticipation of an irregularity in the travelling surface about to be traversed.

[0087] The vehicle suspension system may be used in the system of the present invention, but is also able to be used in other relevant applications.

[0088] In some embodiments, the compressible member may comprise a fluid containing reservoir (e.g. a bellow) and a pump that is operable to add or remove fluid (e.g. compressed air) from the reservoir in anticipation of an irregularity in the travelling surface. Such an operation may, for example, be as described above.

[0089] In some embodiments, the compressible member may comprise a plurality of fluid containing reservoirs, each reservoir being associable with a corresponding wheel of the vehicle.

[0090] In some embodiments, the data indicative of a condition of the travelling surface about to be traversed may be transmitted by a scout vehicle travelling along the traveling surface ahead of the vehicle. The scout vehicle may be as described above.

[0091] An embodiment of the present invention is described below with reference to Figure 2. In this embodiment, a scout vehicle in the form of a drone 22 adapted to travel on rail lines 24 is shown a distance D ahead of a primary vehicle in the form of a very fast train (VFT) 26.

[0092] Drone 22 includes a chassis 28 and four wheels, shown generally as 30, which are adapted to engage and travel along the rail lines 24, 24 in a conventional manner. Drone 22 also includes sensors in the form of an accelerometer 32 and a gyroscope 34. Accelerometer 32 is positioned directly above a wheel 30 of the primary vehicle, in a position where it is best able to measure the effects of any irregularities of the rail line 24 on the wheel 30 as the irregularity is traversed. Although not shown, a second accelerometer may be provided in a similar position with respect to the opposite wheel 30 of the drone 22, which travels on the other of the rail lines 24 in order to measure the effects of any irregularities along that rail line. Gyroscope 34 is positioned generally centrally within the drone 22, where it is able to measure any transverse forces (or other inertial forces) acting on the drone 22, such as those that would be experienced when the drone 22 travels around a bend.

[0093] Drone 22 also includes a controller 35, which may be operatively connected to a PLC 36. PLC 36 and/or controller 35 may be operatively connected to a data transceiver 38, via which data transmitted from the VFT 26 can be received for processing and via which data from the drone 22 (e.g. from accelerometer(s) 32 and gyroscope 34, etc.) can be transmitted back to the VFT 26 for processing (as will be described below). Controller 35 controls the output of a motor 40, which drives the wheels 30 in order to propel the drone 22 along the rail lines 24 at an appropriate speed.

[0094] In some embodiments, the drone 22 may not require the PLC 36, with all

computations being performed instead on the VFT 26 (e.g. based on "raw" data from the accelerometer(s) 32 and gyroscope 34 transmitted by the data transceiver 38). In such embodiments, the controller 35 may simply be operable to control the speed of the drone 22 in response to data including a throttle setting sent by the VFT 26.

[0095] The VFT 26 has a data transceiver 41, for receiving data sent by the drone 22, and a PLC 42 for processing this data. The output of PLC 42 can be used to control a controller 44, which controls a speed at which the VFT 26 is travelling, for example, if the data is indicative of a rough surface approaching or a bend in the rail lines. The output of PLC 42 can also be used to control an anticipatory suspension system 46, such as that described herein, which can anticipate the irregularities measured by the drone 22 in order to "smooth out" the irregularities such that their effect on the cabin of the VFT 26 is either negated or minimised (standard suspensions would simply absorb the irregularities, but with some effect being transferred to the VFT). The output of PLC 42 can also be used to control an anticipatory suspension system 46, such as that described above, which can "tilt" the VFT 26 as it goes around a bend in the rails. Finally, an essential function of PLC 42 is to cause an emergency stop of the VFT 26 in the event of data being received from the done 22 that is indicative of an irregularity that cannot safely e traversed by the VFT 26 (or in the event of a complete loss of signal from the drone 22, etc.).

[0096] The VFT 26 also has a radar 48, which can be used to measure the distance between the VFT 26 and drone 22, when they are in sight of each other. In other embodiments (not shown), the drone 22 may also have a radar, with the measured distance between it and the VFT being compared to that measured by radar 48 in order to improve accuracy, In other embodiments (not shown), the drone 22 may have a radar and the VFT 26 not, although given the sacrificial nature of the drone 22, such embodiments are less likely. In some

embodiments (also not shown), one or both of the drone 22 and VFT 26 may have a GPS, with the locational data obtained therefrom being used to either confirm the data received from the radar(s) (e.g. 48) or provide relative positional data of the drone 22 and VFT 26 when they are not within sight of each other.

[0097] In use, the data transceiver 38 of drone 22 receives data from the VFT 26 that typically includes the speed at which the VFT 26 is travelling and its calculated emergency stopping distance D. The emergency stopping distance may be calculated by the PLC 36 on the drone 22 but, given its sacrificial nature, as few as possible potentially expensive components should ideally be included on the drone, and such calculations may be better performed by the PLC 42 on the VFT 26 (and just throttle data transmitted to controller 35).

[0098] As will be appreciated, the emergency stopping distance for a vehicle will depend on a number of factors, such as the speed of the vehicle and its weight, the nature of the terrain over which the vehicle is travelling (e.g. inclination, bends, etc.), weather conditions and the condition of the travelling surfaces. All of these factors should ideally be taken into account when calculating an emergency stopping distance. Once so calculated, the controller 35 causes the motor 40 to either speed up, slow down or maintain the speed of the drone in order to ensure that it precedes the VFT 26 by a distance the same as or greater than D. In this manner, in the event of a potentially catastrophic irregularity in one or both of the rails 24, 24 being detected by the drone 22, the VFT 26 will have time to perform an emergency stop before reaching the irregularity.

[0099] Whilst the drone 22 is travelling over the rail lines 24, its sensors 32, 34 constantly sense the condition of the rail lines 24 and any transverse forces (i.e. potentially tipping forces) on the drone 22. The data generated by sensors 32 and 34 can either be sent back to the VFT 26 via transceiver 38 in raw form (i.e. for processing on the VFT), or processed by PLC 36 before being sent back to the VFT 26. In some embodiments, in order to save power or keep the cost of the drone 22 as low as possible, data may only be sent from the transceiver 38 in the event of the sensors 32, 34 sensing an irregularity or lateral forces above a certain threshold (e.g. that is indicative of a potentially derailing irregularity).

[0100] An embodiment of an anticipatory suspension system of a VFT will now be described with reference to Figure 3, which depicts a set of wheels of a primary vehicle (VFT) in the form of bogie 100. Bogie 100 has four wheels, shown generally at 102 (only two of which can be seen), which are attached to a frame 104 via axles 106, 106. The frame 104 has a conical member 108 situated thereon, over the top of which sits air bellows 110. Air bellows 110 sit underneath and support thereon a main body 112 of the VFT. Air can be rapidly pumped into the air bellows 110 from a high pressure (e.g. about 700kPa) air supply 114 via a quick acting infusion valve 116. Similarly, air can be rapidly bled from the air bellows 110 into the atmosphere via a quick acting bleed valve 118. The quick acting infusion 116 and bleed 118 valves are controlled by a controller 120 (similar to PLC 42), which receives data transmitted by the scout vehicle (not shown in Figure 3) via a receiver 122 (similar to data transceiver 41).

[0101] In operation, when the controller 120 receives data indicative of a surface irregularity in the form of a bump from the receiver 122, it calculates the magnitude of the irregularity and, from this, a maximum volume of air to be displaced from the bellows 110 as the wheels 102, 102 pass over the peak of the irregularity (i.e. in order to maintain a substantially constant pressure across the suspension system as the irregularity is traversed). Alternatively, as noted above these calculations might be performed on the scout vehicle.

[0102] Quick acting bleed valve 118 can be opened at about the same time as the irregularity reaches wheel 102, and held open for a specific time to bleed the required amount of air from the bellows 110. Once over the peak, bleed valve 118 can be closed and quick acting infusion valve 116 opened and air supplied back into the bellows 110 until around the same time as the irregularity ends. Once the irregularity has been traversed, the bellows 110 should have been inflated back to its original pressure.

[0103] Depending on the nature and complexity of the irregularity (and the capacity and specification of the infusion 116 and bleed 118 valves), the controller may be able to run a number of bleed/infuse cycles whilst traversing the irregularity in order to even further "smooth out" the travel of the VFT.

[0104] Although not shown in Figure 3, the opposite wheels of the bogie 100 would typically have a similar structure, with a cone, bellows etc. so that the suspension system associated with the opposite wheels is independently operable so that irregularities on both rail lines can be independently anticipated.

[0105] As will be appreciated, the basic controls and function of apparatus, methods and systems in accordance with the present invention have been described. It is to be appreciated that specific embodiments might include additional controls and functionality in the interest of safety and reliability, such being appreciated as necessary or desirable by persons skilled in the art. [0106] It will be appreciated that the present invention provides a number of new and useful results. For example, specific embodiments of the present invention may provide one or more of the following advantages:

• safer travel because of real time measurement of irregularities along a travelling surface;

• the primary vehicle can perform an emergency stop in the event of a catastrophic irregularity in the traveling surface being detected;

• more comfortable and faster travel will be possible when the anticipatory "smart" suspension system described herein is used; and

• data generated by the scout vehicle could be used to prioritise maintenance of the travelling surface.

[0107] It will be understood to persons skilled in the art of the invention that many modifications may be made without departing from the spirit and scope of the invention. All such modifications are intended to fall within the scope of the following claims.

[0108] In the claims which follow and in the preceding description of the invention, except where the context requires otherwise due to express language or necessary implication, the word "comprise" or variations such as "comprises" or "comprising" is used in an inclusive sense, i.e. to specify the presence of the stated features but not to preclude the presence or addition of further features in various embodiments of the invention.