Transportation system

Abstract

A transportation system (100) is disclosed, which is based on multiple pods (110) without any prime mover and has multiple main tracks (102) having flexible actuators that engage with the pods (110) and move the pods along the main tracks. The pods (110) can be transported by last-mile vehicles to provide a seamless connection between commuters' origin and destination without any alterations. The transportation system includes a station (150) with a steering belt (104), an accelerator / decelerator path (106), and steering blocks (114), at which the pods (110) can be transferred between the main tracks (102) and last-mile vehicles.

Description

Technical Field

[0001] This disclosure relates to the technical field of transportation. Specifically, this disclosure relates to public transportation systems that enable users to achieve door-to-door travel without the need to change vehicles. Background Technology

[0002] The background information below is relevant to this disclosure, but it is not necessarily prior art. The average person spends 1 to 1.5 hours daily in urban transportation. The weight-to-passenger ratio of vehicles used for public transport such as buses and trains is very high. This leads to energy waste due to the vehicle's own weight. In the case of subways or trains, commuters often need to transfer between stations at their origin / destination. Typically, average travel speeds are very low due to traffic congestion during peak hours. Multiple mandatory stops at intermediate stations along the subway / train line further increase journey duration.

[0003] Conventional transportation requires robust and durable infrastructure. To address traffic congestion, overpasses, elevated highways, and / or underground subway lines have been constructed. Overpasses on roads need to withstand heavy loads. Furthermore, due to the scarcity of available space, the construction of overpasses is costly and often complex. As the economy develops, individual needs also change. Ordinary people need privacy, dislike transferring (e.g., changing trains from one line to another), prefer uninterrupted journeys, seek door-to-door transportation services, and also demand increased safety. At the same time, more economical transportation systems are more readily accepted by the public.

[0004] While autonomous or driverless vehicles and PRT (Personal Rapid Transit) are among the hottest research and development areas, the technology will take time to mature, and therefore, such vehicles are unlikely to be used in the near future. Another issue with autonomous PRT systems relates to dynamic automatic control, which requires reducing the headway to lower system capacity. Cable car and similar transportation systems suffer from capacity and speed problems. Hyperloop, the "fifth mode of transportation," is designed for extremely high speeds. However, the high energy demands of frequent acceleration and deceleration, coupled with the frequency and number of stops required in cities, make Hyperloop unsuitable for urban transportation.

[0005] Therefore, a transportation system that mitigates the problems associated with existing technologies is needed.

[0006] Purpose of the invention

[0007] The purpose of this invention is to provide a transportation system that provides door-to-door service;

[0008] Another objective of this invention is to provide a fast, compact, energy-efficient, reliable, stable, and safe high-capacity transportation system. Summary of the Invention

[0009] Various aspects of this disclosure relate to a transportation system based on multiple pods, none of which are prime movers and configured to move via a main track having flexible actuators for engaging with and moving the pods along the main track. The pods can also be transported by last-mile vehicles to provide a seamless connection between commuters' origin and destination without requiring any change of mode of transport. The transportation system includes a transfer station with steering belts, accelerator / decelerator tracks, and a last-mile loading / unloading area for transferring pods between the tracks and the last-mile vehicles.

[0010] In one aspect, the disclosed transport system includes multiple main tracks, each main track having multiple annular flexible actuators arranged along the length of the main track, each of the multiple annular flexible actuators having multiple engagement devices located on its upper surface. The system also includes multiple pods configured to engage with the engagement devices of the flexible actuators for propulsion along the length of the main tracks.

[0011] In one aspect, the engagement device is a friction material disposed on the upper surface of the flexible actuator. The plurality of pods include longitudinally oriented channels located on the bottom surface of the pods, the channels being sized such that the corresponding flexible actuators engage with the channels to generate friction between the channels and the friction material, which serves as a traction force for moving the pods together with the flexible actuators.

[0012] In an implementation, the transport system may further include: at least one steering belt for guiding the pod from the station to the corresponding main track, or for steering the pod from the main track to the station; and at least one acceleration / deceleration path for accelerating the pod from the station and transporting the accelerated pod to the steering belt at a speed synchronized with the speed of the steering belt, or for decelerating the pod received from the steering belt when it arrives at the station.

[0013] In an implementation, the transportation system may further include: at least one last-mile vehicle configured to carry at least one of the plurality of pods and move together with the pods from the commuter’s starting point or to the commuter’s destination; and at least one turning block located at a station to allow the pods to transfer between the at least one last-mile vehicle and the at least one acceleration / deceleration path.

[0014] In one implementation, the transportation system may include a control system having a control unit to control each of the main track, the at least one steering belt, the at least one acceleration / deceleration path, and the last-mile loading / unloading block based on signals from sensors constructed together with each of the plurality of pods, so as to move the pods from the commuter's starting point to the corresponding destination.

[0015] In one implementation, the transport system may include multiple synchronizers disposed between the flexible actuators of the main track and between the steering track and the corresponding main track.

[0016] In one embodiment, the main track may include at least one fixed strip positioned parallel to the plurality of flexible actuators along the length of the main track. Furthermore, the pod may have wheels configured to rest on the at least one fixed strip and bear at least a portion of the pod's weight.

[0017] In one embodiment, the wheel may be configured with the pod such that the lower end of the wheel is positioned above the bottom surface of the pod, allowing the bottom surface of the pod to be supported on the at least one steering belt and the at least one steering block.

[0018] In one implementation, the acceleration / deceleration path may have a series of wheels configured to engage with the pod's passageway. These wheels can rotate at gradually increasing speeds when the acceleration / deceleration path is used as an acceleration path, or at gradually decreasing speeds when used as a deceleration path. Each wheel can be connected to an adjacent wheel via a gear or belt mechanism that increases or decreases the speed of the adjacent wheel.

[0019] In one implementation, each of the steering block and the transport area on the at least one last-mile vehicle may have an array of moving axle rollers. The rotation axis of the moving axle rollers is rotatable to orient the moving axle rollers in the desired direction of movement for achieving the pod during loading and unloading from the last-mile vehicle.

[0020] In one embodiment, the steering belt may include an annular conveyor that moves along a direction substantially aligned with the length of the main track, and a plurality of rollers disposed on the annular conveyor. At least some of the rollers are configured to selectively rotate along an axis perpendicular to the direction of movement of the annular conveyor, so that the pod moves in a direction transverse to the direction of movement of the annular conveyor.

[0021] In one implementation, the plurality of rollers can be rotated by dedicated motors, and the motors of the rollers can be operatively connected to a control system. The control system can be configured to identify the rollers below a pod based on a signal from one of the plurality of pods and selectively actuate the corresponding motors to move the pod laterally, thereby merging the pod with the main track or turning the pod away from the main track, or to move the pod along the direction of movement of the main track without actuating the corresponding motors.

[0022] In one embodiment, at least some of the plurality of rollers may be movable shaft rollers, such that the rotation axis of the movable shaft roller can be selectively rotated to orient the movable shaft roller in the desired direction of motion to achieve the pod.

[0023] Various objects, features, aspects and advantages of the subject matter of this invention will become more apparent from the following detailed description of preferred embodiments and from the accompanying drawings, in which the same reference numerals denote the same parts. Attached Figure Description

[0024] The accompanying drawings are included to provide a further understanding of this disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0025] Figure 1A An exemplary system diagram of a disclosed transportation system according to an embodiment of the present disclosure is shown.

[0026] Figure 1B The illustration shows a schematic diagram of a station in a disclosed transportation system according to an embodiment of the present disclosure.

[0027] Figure 2A An exemplary perspective view of a pod according to an embodiment of the present disclosure is shown.

[0028] Figure 2B An exemplary front view of a pod according to an embodiment of the present disclosure is illustrated.

[0029] Figure 3A An exemplary perspective cross-sectional view of the main track according to an embodiment of the present disclosure is illustrated.

[0030] Figure 3B The illustration shows an embodiment according to the present disclosure. Figure 3A An exemplary arrangement of multiple flexible actuators on the main track.

[0031] Figure 3C An exemplary perspective view of a steering belt according to an embodiment of the present disclosure is shown.

[0032] Figure 3DAn exemplary perspective cross-sectional view of an accelerator / decelerator track according to an embodiment of the present disclosure is illustrated.

[0033] Figure 4A and Figure 4B Exemplary perspective views of last-mile vehicles with and without pods, according to embodiments of the present disclosure, are shown respectively.

[0034] Figure 5 An exemplary top view of a station having a last-mile loading / unloading area and a stopping area according to an embodiment of the present disclosure is illustrated.

[0035] Figure 6 An exemplary turning section of the main track of a disclosed transportation system according to an embodiment of the present disclosure is illustrated.

[0036] Figure 7A An exemplary case of a moving track failure according to an embodiment of the present disclosure is illustrated.

[0037] Figure 7B An exemplary configuration of a transportation system, according to an embodiment of the present disclosure, is illustrated for handling any type of failure. Detailed Implementation

[0038] The following is a detailed description of embodiments of the present disclosure as depicted in the accompanying drawings. The embodiments are detailed enough to clearly convey the present disclosure. However, the amount of detail provided is not intended to limit contemplative variations of the embodiments; rather, the invention is intended to cover all modifications, equivalents, and substitutions falling within the spirit and scope of the present disclosure as defined by the appended claims.

[0039] The embodiments described herein relate to a transportation system based on multiple pods, each without a prime mover and configured to move via a main track equipped with flexible actuators for engaging with and moving the pods along the main track. The pods can also be transported by last-mile vehicles to provide a seamless connection between commuters' origin and destination without requiring any alterations. The transportation system includes transfer stations with steering belts, accelerator / decelerator tracks, and last-mile loading / unloading areas for transferring pods between the tracks and last-mile vehicles.

[0040] Now refer to 1A to Figure 7B The document discloses different aspects of a transport system 100, which includes: a plurality of main tracks 102 (also referred to as moving tracks or simply tracks, and all these terms are used interchangeably below), the plurality of main tracks 102 having a plurality of annular flexible actuators 302 arranged along the length of the main tracks 102 (see reference 100). Figure 3AMultiple pods 110 are configured to engage with a flexible actuator 302 to be propelled and moved along the length of a main track 102. Thus, the pods 110 are characterized by moving along the main track 102 without any prime mover, such as an IC engine or motor, which provides the required traction to the pods 110 via the flexible actuator 302.

[0041] In one aspect, the engagement device of the flexible actuator can be a friction material 304 disposed on the outward-facing surface of the flexible actuator 302 (see reference). Figure 3A The pod 110 may include a longitudinally oriented channel 206 located on the bottom surface of the pod 110 (see reference). Figure 2A and Figure 2B Channel 206 may be sized such that the corresponding flexible actuator 302 can engage with channel 206 to generate friction between channel 206 and friction material 304 as a traction force to move pod 110 together with flexible actuator 302.

[0042] The transport system 100 may further include: at least one steering belt 104 for merging the pod 110 into the main track 102 or steering the pod 110 away from the main track 102; and at least one acceleration / deceleration path 106 for accelerating the pod 110 and transporting the accelerated pod to the steering belt 104 at a speed synchronized with the speed of the steering belt 104, or for decelerating the pod 110 received from the steering belt 104. In one aspect, the steering belt 104 and the acceleration / deceleration path 106 are also configured to move the pod 110 in the desired direction without any traction on the pod 110 itself.

[0043] In the implementation method, such as Figure 1B As shown, the steering belt 104 can be suitably configured to function as either a separation belt 104b (also called a separation siding, and these two terms are used interchangeably below) or a merging belt 104a (also called a merging siding, and these two terms are used interchangeably below) without making any significant changes to the mechanical construction of the steering belt 104. Similarly, the acceleration / deceleration path 106 can be configured to function as either an accelerator track 106a (also called an acceleration path, and these two terms are used interchangeably below) or a decelerator track 106b (also called a deceleration path, and these two terms are used interchangeably below) without making any significant changes to the mechanical construction of the acceleration / deceleration path 106.

[0044] In an implementation, the transportation system 100 may further include means for providing its users with a last-mile connection from the commuter's point of origin (also referred to as origin / origin, and the terms are used interchangeably below) to the commuter's destination (also referred to as destination, and the terms are used interchangeably below). This means includes at least one last-mile connecting vehicle 400 (see reference 100). Figure 4A and Figure 4B The at least one last-mile connecting vehicle 400 is capable of carrying one or more pods 110 to the station 150 (see reference). Figure 5 The proposed transportation system 100 transports users (also known as commuters) between their origin and destination. In one aspect, the user does not need to disembark from the last-mile vehicle 400 and board the pod 110, or vice versa; instead, the last-mile vehicle 400 is configured to carry the pod 110 itself in which the user sits. Thus, the proposed transportation system 100 provides a means for seamless travel of commuters between their origin and destination, thereby providing a door-to-door connection.

[0045] exist Figure 1B In the illustrated embodiment, the construction of station 150 of the proposed transportation system is disclosed, which may provide multiple stations, such as station 150, on a network of tracks 102 at predetermined locations. Station 150 may be configured to provide any one or a combination of the following functions: receiving pods 110 entering from a commuter's respective starting point; unloading pods 110 from the main track 102 to continue to the user's respective destination; and allowing commuters to disembark from pods at station 150 itself without using the last-mile vehicle 400 service.

[0046] like Figure 1BAs shown, station 150 may include a main track 102 configured to bring pods 110 from other locations to station 150 and transport pods 110 from station 150 to other locations. Station 150 may be configured to allow pods 110, after the corresponding commuter has disembarked, or pods received by the last-mile vehicle 400, to merge into the pod flow on track 102, and to allow pods 110 to branch off from the pod flow on track 102 to allow commuters to disembark or board the last-mile vehicle 400. For this purpose, station 150 may include an accelerator path 106a and a decelerator path 106b, the accelerator path 106a being used to accelerate pods 110 that need to merge with the pod flow on track 102, and the decelerator path 106b being used to decelerate pods 110 arriving at station 150 from other locations. The station also includes turning zones 104, such as a merging zone 104a located between the accelerator path 106a and the main track 102, and a separating zone 104b located between the decelerator track 106b and the main track 102.

[0047] like Figure 1B As shown, station 150 of transport station 100 may include a stop area for pods 110 located between accelerator path 106a and decelerator path 106b. This stop area can be used to park arriving and departing pods. The stop area may be at least one turning block 114, which, together with turning belt 104 and acceleration / deceleration path 106, is appropriately constructed to enable pods 110 to be positioned at a corresponding desired location at station 150. For this desired location, the turning block 114 has the function of moving each pod 110 in any desired direction, as will be described in subsequent paragraphs.

[0048] In the implementation method, refer to Figure 1A The transportation system 100 may further include a control system 160 having a centralized control unit and individual control units to control each of the main track 102, steering belt 104, acceleration / deceleration path 106, and steering block 114 based on signals from sensors from each of the pods 110. Centralized control of the control system 160 through the control of each component in the assembly enables the pods 110 to move from the starting point of each commuter to their corresponding destination by appropriately actuating the corresponding steering belt 104, acceleration / deceleration path 106, and steering block 114. In one embodiment, the central control may be embodied in a server and may be used for starting, stopping, applying emergency braking, etc. In another embodiment, the individual control units for controlling the assembly / component may be located within the assembly / component itself.

[0049] In implementations, in addition to centralized control, the control system 160 of the disclosed transportation system 100 may also include a local control system that operates via signals from the pod 110 based on direct communication between the pod 110 and other assemblies / components such as the main track 102, steering belt 104, acceleration / deceleration path 106, and steering block 114. The control units of each of the main track 102, steering belt 104, acceleration / deceleration path 106, and steering block 114 can act based on signals to move the pod 110 along a desired route to its respective destination.

[0050] In one embodiment, the network of main tracks 102 may include regions with different track speeds. In another embodiment, a first region may have a speed of 30 km / hr, a second region may have a speed of 60 km / hr, a third region may have a speed of 90 km / hr, and a fourth region may have a speed of 120 km / hr.

[0051] Figure 2A and Figure 2B The illustration shows a perspective view and a front view of pod 110. Pod 110 is a non-propulsive, passive, lightweight pod designed to accommodate one or more users. Pod 110 is configured to support the weight of one or two average adult individuals and their belongings while minimizing the weight of the pod. Pod 110 is adapted to resist various forces applied thereto and remain stable, particularly during acceleration, deceleration, loading, lateral displacement, etc. Pod 110 may also include one or more channels 206 located on its underside, which can engage with a flexible actuator 302 of track 102 for propulsion along track 102. Special devices can be installed in pod 110 to provide a unique identifier for each pod in pod 110 and identify its position on transport system 100. Control system 160 or control units of different assemblies / components can use the identifier and position of the pod to control other assemblies / components on transport system 100 to move pod 110 between a corresponding starting point and a corresponding destination. The device can also receive and store passenger destination information via a scanning system (selected from a group consisting of QR codes, smart cards, etc.). The device can also have the ability to transmit destination information to other assemblies / components via the control system 160 or directly, such as to the last-mile vehicle 400, the turning block 114 in the stop area, the accelerator / decelerator path 106, the steering belt 104, and the main track 102.

[0052] In one embodiment, the pod 110 may be configured to receive power from a station 150 and track 102 on which the pod 110 will move or be supported, the station 150 including a steering belt 104, steering blocks 114, an accelerator / decelerator path 106, and a last-mile vehicle 400. The pod 110 may also be equipped with a battery, as described above, which can be charged by the received power and can also be used to power centralized audiovisual information and alarm devices, passenger personal devices, ventilation fans, etc., installed within the pod 110.

[0053] In implementation, the pod 110 can be used in variations such as an ambulance pod, a cargo pod, a cargo and passenger compartment configuration. Furthermore, the front wheels 202 and rear wheels 204 of the pod 110 can be equipped with shock-absorbing suspensions to facilitate a smooth transition between the separating lateral line 104b / merging lateral line 104a and the main track 102.

[0054] Figure 3A A perspective sectional view of the main track 102 is shown, illustrating its propulsion mechanism. The propulsion mechanism includes a plurality of flexible actuators 302 arranged along the length of the track 102. Each flexible actuator 302 may be based on an annular flexible element including a connecting link, such as a chain, to provide the required flexibility. The flexible actuators 302 may include a plurality of engagement devices along their length. In one aspect, the engagement devices may be friction material elements 304 disposed on the outward-facing surfaces of the links of the flexible actuators 302. The friction material elements 304 may be shaped such that they engage with channels 206 located on the bottom surface of the pod 110 to generate friction between the channels 206 and the friction material elements 304, which acts as a traction force to move the pod together with the flexible actuators 302.

[0055] The flexible actuator 302 can be wound around a plurality of idler rollers 312 and can be driven by a motor 308 via at least one roller coupled to the motor 308, such as Figure 3A As shown in the diagram. Furthermore, at least one tensioner grooved roller may be provided on the slack side of the flexible actuator 302. The main track 102 may also have at least one fixing strip 310, located on either or both sides of the flexible actuator 302 extending parallel to it. Figure 3BAs shown, a synchronizer mechanism 306 can be provided between the drive units of adjacent flexible actuators 302 to ensure that the flexible actuators 302 move at the same linear velocity for a jitter-free transition of the pod 110 from one flexible actuator 302 to the next. The synchronizer mechanism 306 can also be used to compensate for any deviations in the speed of the flexible element actuators due to variations in load conditions. In one embodiment, the synchronizer may include a clutch mechanism capable of receiving actuation commands from a control unit of any assembly / component or from the control system 160 to selectively allow adjacent flexible actuators 302 to move at different or the same speed. In another embodiment, the function of the synchronizer can be digitally implemented by monitoring the RPM of each flexible actuator 302 and controlling the speed of the associated motor 308.

[0056] In one embodiment, the wheels 202, 204 of the pod 110 and at least one fixed strip 310 of the track 102 can be configured such that the lowest point of each of the wheels 202, 204 and at least one fixed strip 310 is positioned above the bottom surface of the pod 110. This allows the bottom surface of the pod 110 to contact the other assemblies of the transport system 100, i.e., the steering block 114 and the steering belt 104, without the wheels 202 and 204 interfering with the respective assemblies, but allows the wheels 202 and 204 to roll on the fixed strip 310 as the pod 110 moves along the main track 102. In another embodiment, the wheels 202 and 204 can be configured with the pod 110 such that the fixed strip 310 carries only a portion of the load of the pod 110 via the wheels 202 and 204, with the remaining weight carried by the flexible actuator 302, which is sufficient to provide sufficient friction to traction the pod 110. Therefore, the overall rated load and required capacity of the motor driving the moving track 102, as well as the weight of the moving element therefrom, will be reduced.

[0057] Figure 3CA perspective view of a steering belt 104 is shown, which has a movable annular conveyor 352 having an array of multiple rollers 354. Each of the multiple rollers 354 can be configured to rotate along an axis aligned with the direction of movement of the annular conveyor 354, so as to move the pod 110 in a direction transverse to the direction of movement of the annular conveyor 352. In an alternative embodiment, each of the multiple rollers 354 can be a rotating shaft roller, such that the axis of rotation of the roller can be rotated about a vertical axis to orient the axis of rotation in different directions, including the direction aligned with the direction of movement of the conveyor 352, so that the roller 354 can move the pod 110 resting on it in a direction transverse to the direction of movement of the annular conveyor 352. The movable shaft configuration of the roller 354 can orient the axis of rotation of the roller 354 perpendicular to the direction of movement of the conveyor 352, and thus rotate in one direction or the other to increase or decrease the speed of the pod 110 supported thereon. In one embodiment, when the roller has a movable shaft configuration, the outer cylindrical surface of the roller may have a convex shape to allow the roller shaft to rotate without excessive friction and wear by providing a small contact area between the bottom surface of the pod 110 and the roller 354.

[0058] In one embodiment, rollers 354 can be rotated by dedicated motors, and motors of multiple rollers 354 can be operatively coupled to control system 160. Control system 160 can be configured to determine the position of pod 110 based on signals from pod 110 and identify rollers 354 below pod 110, and selectively actuate the corresponding motors to move pod 110 laterally, thereby merging pod 110 received by accelerator track 106a with main track 10, or redirecting pod 110 received by main track 102 to deceleration track 106b. Rollers 354 can also remain stationary without actuating their corresponding motors, allowing pod 110 to advance in the direction of movement of main track 102.

[0059] In one embodiment, a dedicated motor for rotating roller 354 can be incorporated into the roller itself, i.e., roller 354 can be made from the motor itself, to reduce weight and space consumption. For example, the motor housing can be configured as the motor rotor and further configured to provide the cylindrical surface of the roller. Similarly, roller 402 (see Figure 4) and roller 502 (see Figure 554) can also be integrated into the roller itself, i.e., roller 354 can be made from the motor ... Figure 5 It can also be constructed with a dedicated motor to achieve versatility and reduce diversity.

[0060] In one embodiment, rollers 354 can be rotated by dedicated motors, and the motors of multiple rollers 354 can be actuated based on signals from pods 110 indicating specific positions of pods 110. Rollers 354 below pods 110 are identified, and their corresponding motors are selectively actuated to move pods 110 laterally, thereby merging pods 110 received by accelerator track 106a with the main track 102, or redirecting pods 110 received by the main track 102 to deceleration track 106b. Rollers 354 can also remain stationary without actuating their corresponding motors, allowing pods 110 to advance in the direction of movement of the main track 102.

[0061] In another embodiment, roller 354 can be actuated solely based on signals from pod 110, which would enable the system to operate quickly and reduce the communication load on control system 160, and roller 354 could be used for local control without interference from control system 160.

[0062] In one embodiment, the steering belt 104 may have a first set of rollers 354 and a second set of rollers 354. The first set of rollers 354 may be powered, while the second set of rollers 354, i.e., the remaining rollers 354, may be unpowered. The steering belt 104 may be configured to rotate at the same speed as the main track 102, for example, by providing a synchronizer such as a synchronizer mechanism 306.

[0063] In another embodiment, the steering belt 104 may have a boot-shaped sorting mechanism instead of the roller 354.

[0064] Reference Figure 3DThe accelerator / decelerator path 106 is configured to increase the speed of the pod 110 from zero to a predetermined speed or decrease it from a predetermined speed to zero, the predetermined speed being equal to the speed of the main track 102. In another embodiment, the accelerator path 106a is configured to increase the speed of the pod 110 from a first predetermined speed to a second predetermined speed, and the decelerator path 106b is configured to change the speed of the pod 110 from the second predetermined speed back to the first predetermined speed. In one embodiment, the accelerator / decelerator path 106 includes a series of wheels 356 that rotate at progressively increasing or decreasing speeds depending on whether it is used as accelerator path 106a or decelerator path 106b. Each wheel in the series of wheels 356 can be connected to an adjacent wheel 356 by a gear or belt mechanism 358 that decreases or increases the speed of the adjacent wheel 356. The accelerator / decelerator path 106 may include a drive motor. Wheel 356 may be configured to engage with channel 206 of pod 110 to transmit force between pod 110 and accelerator / decelerator path 106 during acceleration or deceleration of pod 110. In one embodiment, wheel 356 may include a friction material element disposed on an outward-facing surface of wheel 356 and may be shaped such that wheel 356 engages with channel 206 located at the bottom surface of pod 110 to generate friction. In another embodiment, accelerator / decelerator path 106 may also include at least one retaining strip, similar to retaining strip 310, located on either side of a series of wheels 356 extending parallel thereto, and wheels 202 and 204 of pod 110 may rest on the retaining strip to partially support pod 110.

[0065] In one embodiment, the reducer path 106b can be a regenerative reducer that can recover kinetic energy from the pod 110 and store the kinetic energy for later use.

[0066] like Figure 4A and Figure 4BAs illustrated, the last-mile vehicle 400 of this disclosure can be a manually driven vehicle configured to transport one or more of a plurality of pods 110 along with commuters from a point of origin to a station 150, to merge with the flow of pods 110 on the main track 102 via a turning block 114, or to transport pods 110 from the station 150 to their destination after they have been sorted and received from the main track 102. The carrying area on the last-mile vehicle 400 may include an array of multiple movable rollers 402 to enable the pods 110 to move in any direction, such as laterally to the longitudinal direction of the last-mile vehicle 400, for loading and unloading pods 110 from one side of the last-mile vehicle 400, or in a direction parallel to the longitudinal direction of the last-mile vehicle 400, for loading and unloading pods 110 from the rear of the last-mile vehicle 400. It should be understood that rollers 402, 354, and 502 (see reference 1) Figure 5 They can be the same in terms of universality and reducing diversity.

[0067] In one implementation, a driver may be assigned to each last-mile vehicle 400. In another implementation, the last-mile vehicle 400 may be an autonomous vehicle configured to move in an autonomous driving mode, which is enabled using artificial intelligence. The last-mile vehicle 400 may have a predetermined speed limit, such as 25 km / hr.

[0068] Figure 5 Further details of station 150 are shown, wherein station 150 may have a last-mile loading / unloading area 112 and a stopping area 108. Loading / unloading area 112 is used for loading and unloading last-mile vehicles 400 using pods 110, and stopping area 108 has a platform 504 to allow commuters who do not wish to use the last-mile vehicle 400 for the last-mile connection to exit or board pods 110. Steering block 114 may have a moving shaft roller 502, the axis of rotation of which can be controlled to align the axis of rotation to achieve a desired direction of movement of pods 110, such as moving pods 110 from the decelerator path 106b toward the last-mile loading / unloading area 112 or to the stopping area 108, and moving pods 110 from the last-mile loading / unloading area 112 or the stopping area 108 toward the accelerator path 106a. Similarly, as in the case of roller 354 of steering belt 104, each of the movable shaft rollers 502 can be operatively coupled to control system 160, or directly based on signals from pod 110, for selective rotation of the rotation axis of roller 502 and rotation of roller 502 about its axis based on the identified pod 110 placed on roller 502 and the destination of the identified pod 110.

[0069] exist Figure 6 The diagram illustrates a turning block 11 of the moving track 102. The turning block 11 may include a decelerator path 106b at the beginning of the bend and an accelerator path 106a at the end of the bend. In one embodiment, the pod moves along the straight track 102 at a speed of 60 km / h. The decelerator path 106b is configured to decelerate the pod entering the turning block 11, for example, from 60 km / h to 30 km / h, and the accelerator path 106a may be configured to accelerate the pod leaving the turning block 11, for example, from 30 km / h to 60 km / h. The turning block 11 also includes at least one turning block segment 11a. Furthermore, in one embodiment, the turning block 11 has multiple parallel turning block segments 11a, 11b, etc., wherein a separating lateral line 104b and a merging lateral line 104a are located at the entrance and exit of the bend of the turning block 11, respectively. By setting up multiple turning sections, it is possible to ensure that the travel speed along the turn is reduced during the turn to provide safety while ensuring the same overall pod flow rate.

[0070] With the help of Figure 7A and Figure 7B The illustration depicts an exemplary scenario of any track malfunction, where stations N1, N2, N3, ... N6 are normal stations, and X is the point where an undesirable accident has occurred, such as a collision or damage / malfunction of the flexible element actuator. Station S1 is an example of a special station with higher capacity and two special main tracks and decelerator tracks MD1, MD2, and two steering belts DP1, DP2. Station S2 is an example of a special station with higher capacity and one special main track and accelerator track MA1. In an emergency, the first main track and decelerator track MD1 are configured to act as a decelerator path (e.g., 60 km / hr to 45 km / hr), and under normal conditions, the first main track and decelerator track MD1 are configured to act as the main track. In an emergency, the second main track and decelerator track MD2 are configured to act as a decelerator path (e.g., 60 km / hr to 45 km / hr), and under normal conditions, the second main track and decelerator track MD2 will act as the main track. The purpose of providing separation is to have a predetermined gap between the arriving pods. In the event of an emergency, the main track and accelerator track MA1 are configured to serve as accelerator paths (e.g., 45 km / hr to 25-60 km / hr), and under normal conditions, the main track and accelerator track MA1 can function as the main track. The first bogie band DP1 is configured to separate the pods, and the second bogie band DP2 is configured to merge the pods.

[0071] In the event of an emergency, at station S1, Figure 7B Braking is applied within the "Evacuation Zone" (EZ) shown. In an emergency, the pod at the separation flank will safely enter the "Evacuation Zone" (EZ), and from the next moment onward, the other pods will begin to separate.

[0072] In the event of an emergency, at station S2, Figure 7B Braking is applied within the "Evacuation Zone" (EZ) shown. In an emergency, the pod at the separation flank will safely leave the "Evacuation Zone" (EZ), and from the next moment onward, the other pods will begin to separate.

[0073] Alternatively, powered rollers (not shown in the accompanying drawings) can be mounted on pod 110. The mounted powered rollers enable pod 110 to move in any direction. These rollers can be digitally controlled. Instead of providing powered rollers for merging lateral lines 104a and separating lateral lines 104b, flat belts with a high coefficient of friction can be provided at merging lateral lines 104a and separating lateral lines 104b. The powered rollers of pod 110 can move in the desired direction while separating / merging. Interchange station 150 can have a flat belt, allowing pod 110 to perform lateral movements itself, wherein the lateral movements of pod 110 can be digitally controlled while being guided by sensors. Furthermore, pod 110 can be transferred to last-mile vehicle 400 using the powered rollers of pod 110.

[0074] In this implementation, the central control unit of the control system 160 can be implemented in a server and may include a monitoring system for monitoring functions; therefore, the central control unit is referred to below as the "central control unit and monitoring server". Various types of devices can be installed on different assemblies / components, i.e., on the main track 102, the steering belt 104, and the accelerator / decelerator path 106. These devices can transmit data such as the real-time position of the pod 110, the speed of the pod 110, the orientation of the pod 110, the operating conditions of components such as wear and tear or any damage, motor operating conditions, brake operating conditions, RPM information, foreign objects, load conditions, etc., to the "central control unit and monitoring server".

[0075] In the implementation, data received from devices installed on different assemblies / components can be used to detect the location of each pod 110 in the pods 110, station crowd management, rewiring / management of empty pods 110 to other stations, last-mile booking, emergency declarations, capacity of pods on various tracks, etc.

[0076] In this implementation, the devices mounted on different assemblies / components can be any or a combination of electrical devices, cameras, computers, servers, sensors, or processing units. These devices are capable of transmitting and receiving data from other devices with very low latency via wired or wireless connections.

[0077] In an implementation, the "central control unit and monitoring server" can be configured to control the motors of the main track 102, the dedicated motors of the rollers of the steering belt 104, the motors of the acceleration / deceleration path 106, and the dedicated motors of the rollers of the steering block 114, and to apply braking to the affected parts in the event of an emergency.

[0078] In implementation, the "central control unit and monitoring server" may include computers, sensors, and electrical devices capable of wirelessly or wiredly controlling various components.

[0079] Although various embodiments of the invention have been described above, other and additional embodiments of the invention can be devised without departing from the basic scope of the invention. The scope of the invention is defined by the following claims. The invention is not limited to the described embodiments, versions, or examples, which are included to enable those skilled in the art to make and use the invention when combined with information and knowledge available to them.

[0080] Advantages of the present invention

[0081] The present disclosure described above has several technical advantages, including but not limited to, enabling a transportation system that provides door-to-door services;

[0082] This disclosure provides a fast, compact, energy-efficient, reliable, secure, and safe high-capacity transportation system.

Claims

1. A transportation system, comprising: Multiple main tracks, each of the multiple main tracks including multiple annular flexible actuators arranged along the length of the main track, and each of the multiple annular flexible actuators including multiple engagement devices located on the upper surface of the multiple annular flexible actuators; Multiple pods, the multiple pods being configured to engage with the multiple engagement devices to be propelled along the length of the main track; At least one steering belt, configured to be located at the end of the main track, is provided to guide the pod from the station to the main track or to turn the pod from the main track to the station. The main track includes at least one fixed strip positioned parallel to the plurality of annular flexible actuators along the length of the main track. The pod includes wheels configured to rest on the at least one fixed strip and bear at least a portion of the weight of the pod. The engagement device is a friction material disposed on the upper surface of each of the plurality of annular flexible actuators, and each of the plurality of pods includes a longitudinally oriented channel on the bottom surface of the corresponding pod. The channel is sized such that the corresponding flexible actuator engages with the channel, and the friction between the channel and the friction material provides a traction force for moving the pod together with the flexible actuator. The at least one steering belt includes an annular conveyor that moves along a direction aligned with the length of the main track and a plurality of rollers disposed on the annular conveyor, wherein at least one of the plurality of rollers is configured to selectively rotate along an axis perpendicular to the direction of movement of the annular conveyor, so as to move at least one pod in a direction transverse to the direction of movement of the annular conveyor.

2. The transport system of claim 1, wherein, The transportation system also includes: At least one acceleration / deceleration path, the at least one acceleration / deceleration path being used to accelerate the pod from the station and transport the accelerated pod to the at least one steering belt at a speed synchronized with the speed of the at least one steering belt, or to decelerate the pod received from the at least one steering belt when the pod arrives at the station; At least one last-mile vehicle, the at least one last-mile vehicle being configured to carry at least one of the plurality of pods and move together with the at least one pod from the commuter's starting point to the commuter's destination; and At least one turning block, located at the station, for transferring the at least one pod between the at least one last-mile vehicle and the at least one acceleration / deceleration path.

3. The transport system of claim 2, wherein, The transportation system also includes a control system, which includes a control unit for controlling each of the plurality of main tracks, the at least one steering belt, the at least one acceleration / deceleration path, and the at least one steering block based on signals from sensors constructed together with each of the plurality of pods, thereby moving the respective pod from the commuter's starting point to the corresponding commuter's destination.

4. The transportation system of claim 1, wherein, The transportation system also includes multiple synchronizers disposed between the plurality of annular flexible drives on the main track and between the at least one steering belt and the corresponding main track.

5. The transportation system according to claim 1, wherein, The wheel and the corresponding pod are configured such that the lower end of the wheel is positioned above the bottom surface of the corresponding pod to allow the bottom surface of the corresponding pod to be supported on the at least one steering belt and the at least one steering block.

6. The transportation system according to claim 2, wherein, The at least one acceleration / deceleration path includes a series of wheels configured to engage with the passageway of the pod, the series of wheels rotating at an increasing speed when the at least one acceleration / deceleration path is used as an acceleration path or at a decreasing speed when the at least one acceleration / deceleration path is used as a deceleration path; and wherein each of the series of wheels is connected to an adjacent wheel by a gear or belt mechanism that increases or decreases the speed of the adjacent wheel.

7. The transportation system according to claim 2, wherein, Each of the at least one steering block and the carrying area on the at least one last-mile vehicle includes a series of moving axle rollers, wherein the rotation axis of the moving axle rollers is rotatable to orient the moving axle rollers in a desired direction of movement for achieving the pod during loading and unloading of the pod from the at least one last-mile vehicle.

8. The transportation system according to claim 1, further comprising: At least one acceleration / deceleration path, the at least one acceleration / deceleration path being used to accelerate the pod from the station and transport the accelerated pod to the at least one steering belt at a speed synchronized with the speed of the at least one steering belt, or to decelerate the pod received from the at least one steering belt when the pod arrives at the station; as well as A control system comprising a control unit configured to control each of the plurality of main tracks, the at least one steering belt, and the at least one acceleration / deceleration path based on signals from sensors constructed together with each of the plurality of pods, thereby moving the corresponding pod from the station to or from the main track to the station, wherein the at least one steering belt comprises an annular conveyor that moves along a direction aligned with the length of the main track and a plurality of rollers disposed on the annular conveyor, wherein at least some of the rollers are configured to selectively rotate along an axis perpendicular to the direction of movement of the annular conveyor, thereby moving at least one pod in a direction transverse to the direction of movement of the annular conveyor.

9. The transportation system according to claim 8, wherein, Each of the plurality of rollers is rotated by a dedicated motor, wherein the motors of the plurality of rollers are operatively coupled to the control system, and wherein the control system is configured to, based on a signal from one of the plurality of pods, identify the roller below the pod and selectively actuate the corresponding motor to move the pod laterally to merge the pod with the main track or to turn the pod away from the main track, or to move the pod forward along the direction of movement of the main track without actuating the corresponding motor.

10. The transportation system according to claim 8, wherein, At least some of the rollers are movable shaft rollers, wherein the rotation axis of the movable shaft roller is selectively rotatable to orient the movable shaft roller in a desired direction of motion to achieve the pod.

11. The transportation system according to claim 9, wherein, At least one of the rollers is made from a dedicated motor itself, thereby reducing weight and space requirements.

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