Narrow width personal transportation system

Abstract

A personal transportation system includes a plurality of personal transportation vehicles (PTVs) that travel on a network of track segments having a series of track segments. A PTV main segment has a lateral width adapted to accommodate a single occupant. A PTV drive mechanism propels the PTV and includes a track engagement element that projects downward from the main segment and has a narrow lateral width such that the main segment is susceptible to tipping over when the PTV is at rest. A space between the lateral width of the main segment and the track engagement element is occupiable by a public infrastructure. Each track segment includes a ground portion that minimally accommodates the lateral width of the track engagement element, and an unoccupied space above the ground portion that is free of non-temporary obstructions and minimally accommodates the main segment lateral width. A guidance mechanism guides the PTV along the network of tracks and prevents the PTV from deviating from the track segments. A stabilization mechanism stabilizes the PTV along the network of tracks and prevents the PTV from tipping over when turning / merging / diverging.

Description

Technical Field

[0001] This invention generally relates to the field of transportation, and more particularly to autonomous personal transportation integrated with existing public transportation infrastructure. Background Technology

[0002] A fundamental requirement of modern society is the ability to transport people and goods to their designated destinations efficiently and safely. Existing transportation mechanisms have several drawbacks. Private cars and other personal vehicles occupy significant space on public roads, leading to traffic congestion and bottlenecks (wasting fuel, time, and incurring substantial economic costs) and exacerbating environmental pollution. Private vehicles also require parking or remain idle when not in use, wasting valuable land resources. Vehicles designed for transporting multiple passengers and goods (such as buses, vans, or taxis) are often inefficient because they typically require multiple stops or stations to pick up or drop off passengers, significantly extending the overall journey time. Furthermore, passengers (and / or goods) need to travel from their initial location to a designated pick-up point and from a designated drop-off point to their intended destination, further increasing travel time and inconvenience. Often, especially in congested locations such as city centers, even public multi-passenger vehicles are caught in traffic jams alongside private vehicles, wasting considerable road space, particularly at the beginning and end of the journey (during which time vehicles are often relatively empty).

[0003] Trains, subways, and other forms of rail transport operating on dedicated lanes separate from public roads can help alleviate road congestion and provide relatively fast transport for large numbers of passengers and / or other goods. However, rail transport requires significant investment in supporting infrastructure, including railway tracks, bridges and tunnels, and rail stations, which is costly, time-consuming, and occupies valuable real estate. Rail transport is also characterized by additional constraints, such as a relatively small number of stations along a given track route (passengers must reach stations to board and alight), and fixed arrival and departure times that passengers must adapt to their schedules.

[0004] Another type of public transportation system is Personal Rapid Transit (PRT), in which a series of small, automated vehicles are guided along a network of dedicated tracks or rails, typically located above ground in urban areas. Several PRT systems have been designed and implemented in practice, such as Morgantown PRT and Skycube. However, dedicated tracks require significant investment in planning and infrastructure. Furthermore, the number of PRT stations is generally limited, making PRT systems primarily suitable for situations requiring rapid transport between a few stations within a limited area, such as university campuses or airport terminals (e.g., Heathrow PRT).

[0005] To provide additional flexibility in rail-based or track-based transportation systems (whether underground or above ground), various solutions and approaches have been proposed for transferring vehicles between rail tracks, including diversion and merging techniques. These solutions generally fail to provide sufficient flexibility or speed to accommodate a large number of small, separate railcars. Examples of such solutions are disclosed in: U.S. Patent No. 6,389,982, entitled “Transport system”, to Evensen; U.S. Patent No. 7,624,685, entitled “Guideway and chassis system for wheel-based rail running vehicle”, to Andreasson et al.; U.S. Patent No. 7,966,943, entitled “Mass transit vehicle system”, to Brigham; U.S. Patent No. 8,950,337, entitled “Personal transportation rail system”, to Davis; and U.S. Patent Application Publication No. 2011 / 0196561, entitled “Patent for a personal transportation network-PTN”, to Jorgensen. However, these routes require expensive above-ground infrastructure and / or must reduce the risk of tipping over due to their construction with sufficient width and weight, and are therefore unsuitable for small, personal railcars.

[0006] Smaller personal transport vehicles (such as motorcycles, mopeds, bicycles, and scooters) are generally very unsafe for drivers and others nearby. They are prone to accidents, easily tipping over or overturning, moving quickly and unexpectedly through traffic, and therefore easily colliding with other drivers and pedestrians. Furthermore, small personal vehicles are generally only suitable for use by certain types of users (e.g., typically younger people) and only in certain areas (e.g., urban environments with adequate supporting infrastructure) during certain weather conditions (e.g., clear visibility and low precipitation). Small personal vehicles can also become a public nuisance when improperly or carelessly parked or left idle.

[0007] There are also smaller cars designed for a maximum of one or two occupants, such as miniature or micro-motor vehicles. These vehicles take up less space when parked or idle, but still travel along regular roads and lanes, and therefore have little effect on alleviating road congestion.

[0008] A significant drawback of motor vehicles is the amount of air and noise pollution they emit. This applies to both private vehicles (such as cars and trucks) and public transport vehicles (such as buses and trains). In recent years, the development and market availability of electric vehicles (EVs) have increased. EVs use electric motors for propulsion and therefore emit fewer pollutants compared to conventional diesel-powered motor vehicles. However, considerable challenges remain to be addressed with EVs, such as improving efficiency and reducing costs, the need for regular trips to battery charging stations and / or the installation of home charging infrastructure, and the indirect pollution associated with power generation and battery disposal.

[0009] Another relatively recent development is the increased interest in autonomous vehicles (AVs), or “self-driving cars,” which are capable of operating without human intervention, and companies are investing heavily in advancing the technology. These autonomous vehicles, embedded with sophisticated sensors and control systems, aim to improve transportation efficiency by minimizing traffic accidents primarily caused by human error and freeing up personal time for non-driving tasks while on the move. However, integrating autonomous vehicles into existing transportation infrastructure in a safe and reliable manner remains a significant challenge. While the widespread adoption of autonomous vehicles may help alleviate parking problems, they may not solve traffic and road congestion issues, and could even exacerbate congestion if individuals (e.g., single occupants) use autonomous vehicles instead of public transportation options. AVs are also vulnerable to security threats such as cyberattacks, which have the potential to cause substantial losses and harmful effects.

[0010] Several alternative transport routes were proposed, but they often lack flexibility and are not suitable for different road conditions or terrain types, or have relatively large space requirements, especially occupying large sections of public roads or sidewalks at turns or intersections. Similar to railway construction, the required infrastructure is complex and requires high precision and time investment. Managing problematic locations (such as pedestrian crossings and intersections occupied by additional conventional transport vehicles) is difficult. Safety constraints are also an issue, particularly at intersections, pedestrian crossings, bus stops, and barriers leading to dedicated transport lanes.

[0011] US Patent No. 7,302,319, granted to Wu, entitled "Personal Transportation System," relates to an automated personal transportation system for moving passengers and light goods. Small vehicles or automobiles are used on a railroad-like network of tracks, including a pair of side rails and a central rail. The side rails engage the rigid wheels of the vehicles to support them, and the central rail engages the guide wheels to center the vehicles on the tracks and reduce noise associated with lateral vibrations. The width of the vehicles is limited to the size of a single seat. Vehicles can be statically and dynamically coupled to form a train. Multiple stops and stations are provided for loading and unloading at the side rails outside the main line of the rail network. A central control system is responsible for functions related to the entire system, such as vehicle registration, user registration, and traffic control. A roadside control system is responsible for controlling operations related to stops and stations, diversion, and merging. A vehicle control system is responsible for controlling operations related to vehicle operation, such as acceleration, braking, coupling and disengagement steps, and collision avoidance.

[0012] U.S. Patent Application Publication No. 2009 / 0320713, granted to Amiri, entitled “People and cargo transit systems and vehicles,” relates to a transportation system comprising multiple lanes or tracks along a road, and vehicles traveling within the lanes. The vehicles may be narrow, single-seat vehicles. The lanes may be dedicated narrow lanes adjacent to the curb of an existing urban street or the boundary of an urban road. The vehicles and lanes include anti-rollover devices for stabilizing the vehicles and eliminating swaying. The anti-rollover devices may be embodied by claws or hooks attached to the vehicle that slidably grip the rails extending along the lane, or by magnets sliding over a steel strip laid along the lane surface, or on at least one side of the vehicle and along the wall of the lane. The lanes also include structures that allow and withstand vehicle passage, wherein the passing vehicle crosses some of these structures at multiple intersections, traffic entrances, and exits along the lane, rather than flying over them.

[0013] U.S. Patent No. 4,671,185, entitled "Switch mechanism," granted to Anderson et al., relates to an onboard switching mechanism for use in a transportation system having a wheeled vehicle supported by fixed rails. The vehicle includes a bogie located below a main body. The bogie includes a main frame and wheels for rolling the vehicle along the rails. The switching mechanism has a first elongated upper switching arm, which is pivotally attached to the main frame of the bogie near the midpoint of the first arm. The upper switching arm includes a first switching wheel and a second switching wheel fixed at the ends of the arm, the switching wheels having intersecting axes of rotation. The upper switching arm is switchable between a first position and a second position. The first position engages the first switching wheel with a first switching channel located within the rails, and the second switching wheel is away from the second switching channel. The second position engages the second switching wheel with the second switching channel and away from the first switching channel. The first and second positions of the upper switching arm allow the vehicle to select a desired path (left or right) within the rails. The geometry of the upper switch arm is designed such that the line of action of the force applied to the switch wheel will be perpendicular to the switch channel and will pass directly through the pivot point of the switch arm. A similar geometry is provided for the lower switch arm, such that the force applied there will pass directly through the pivot point of the lower arm. Summary of the Invention

[0014] According to one aspect of the invention, a personal transportation system is thus provided, comprising a plurality of personal transport vehicles (PTVs), a track network, a guidance mechanism, and a stabilization mechanism. Each PTV includes a main section and a drive mechanism. The main section defines a lateral width adapted to accommodate a single occupant. The drive mechanism is configured to propel the PTV and includes at least one track engagement element projecting downward from the main section and defining a lateral width narrower than the lateral width of the main section, such that the main section is easily tipped over when the PTV is stationary, thereby allowing the space between the lateral width of the main section and the lateral width of the track engagement element to be occupied by public infrastructure. The track network comprises a series of track sections on which the plurality of PTVs travel. Each track section includes a ground portion defining a lateral width minimally adapted to accommodate the lateral width of the track engagement element. Each track section further includes an open space above the ground portion, the open space being free of non-temporary obstructions, the open space defining a lateral width minimally adapted to accommodate the lateral width of the main section. A guiding mechanism is configured to guide the PTV and prevent it from deviating from the track section as it travels along the track network. The guiding mechanism uses: at least one external rail configured to engage with the PTV's connecting element and hold the PTV on the current track section, and / or an internal guiding control system configured to detect the boundary or centerline of the current track section and control the PTV's steering to keep it within the detected boundary or aligned with the detected centerline. A stabilizing mechanism is configured to stabilize the PTV as it travels along the track network and prevent it from tipping over during turns, merging, or diverging. The stabilization mechanism may include at least one of the following: at least one connector arm including a connecting element, which can engage a stabilizing rail fixedly mounted along a track section of the track network; at least one stabilizing rail fixedly mounted along a track section of the track network and configured to engage with a portion of the PTV; at least one side wheel extending below a main section and configured to engage with the track section and apply complementary lateral forces to the track section; at least one weight sensor configured to detect the weight carried by the PTV; at least one angle sensor configured to detect the tilt of the PTV; and an internal counterweight disposed within the PTV and configured to provide a reaction force to stabilize the PTV during movement. At least a portion of the stabilizing rail may be located at a ground level below ground or at a lower height above ground. The connector arm may be a separable connector arm to allow separation of at least one separable connector arm on a selected side of the PTV to guide the PTV in a selected direction of the track network. The PTV may further include a vehicle control unit configured to guide and direct the PTV on the track network.The vehicle control unit may include at least one detector, such as: a detector configured to detect markings indicating at least one characteristic of the track section; a detector configured to detect potential hazards near the track section; and / or a location detection unit configured to provide information about at least one of the PTV's location, direction, and speed. The drive mechanism may include: a wheel array comprising a plurality of wheels aligned along a single lateral central axis of the PTV below the main section; at least one electric propulsion mechanism; and / or at least one magnetic propulsion mechanism. The track section may include a track integrated with at least a portion of a public transport infrastructure, including: roads; road shoulders; road edges; road medians; sidewalks; pedestrian paths; driving lanes; bicycle lanes; running tracks; median barriers; bridges; and / or tunnels. The track section may include a track adjacent to a road or sidewalk, such that when traveling over the track, at least a portion of the PTV's main section extends above the road or sidewalk. The number of lanes in the track section may be selectively allocated according to requirements or restrictions regarding the PTV; the location of the track section; and / or time requirements. PTVs can be configured to selectively increase or decrease the lateral width of their track engagement elements to meet the width requirements of the track section. The lateral width of the track engagement element may be less than half the lateral width of the main section. The lateral width of the track engagement element may be less than 35 cm, and the lateral width of the main section is in the range of 60-100 cm. The main section may include: a wide upper portion suitable for accommodating the upper body of a passenger; and a narrow lower portion suitable for accommodating the lower body of a passenger, wherein the stabilizing rail is configured to engage with the narrow lower portion of the main section such that the lateral width of the narrow lower portion, together with the stabilizing rail, does not exceed the lateral width of the wider upper portion of the main section.

[0015] According to another aspect of the invention, a method for personal transportation is thus provided. The method includes the step of providing a plurality of personal transport vehicles (PTVs), each PTV including a main section and a drive mechanism. The main section defines a lateral width adapted to accommodate a single occupant. The drive mechanism is configured to propel the PTV and includes at least one track engagement element projecting downward from the main section and defining a lateral width narrower than the lateral width of the main section, such that the main section is easily tipped over when the PTV is stationary, thereby allowing the space between the lateral width of the main section and the lateral width of the track engagement element to be occupied by public infrastructure. The method further includes the step of providing a track network comprising a series of track sections on which the plurality of PTVs travel. Each track section includes a ground portion defining a lateral width minimally adapted to accommodate the lateral width of the track engagement element. Each track section further includes an open space above the ground portion, the open space being free of non-temporary obstructions, the open space defining a lateral width minimally adapted to accommodate the lateral width of the main section. The method further includes the step of using a guiding mechanism to guide the PTV and prevent it from deviating from the track section while traveling along the track network. The guiding mechanism uses: at least one external rail configured to engage with the PTV's connecting element and hold the PTV on the current track section, and / or an internal guiding control system configured to detect the boundary or centerline of the current track section and control the PTV's steering to keep the PTV within the detected boundary or aligned with the detected centerline. The method further includes the step of using a stabilizing mechanism to stabilize the PTV while traveling along the track network and prevent it from tipping over during turns or merging. The stabilization mechanism may include at least one of the following: at least one connector arm including a connecting element, which can engage a stabilizing rail fixedly mounted along a track section of the track network; at least one stabilizing rail fixedly mounted along a track section of the track network and configured to engage with a portion of the PTV; at least one side wheel extending below the main section and configured to engage with the track section and apply complementary lateral forces to the track section; at least one weight sensor configured to detect the weight carried by the PTV; at least one angle sensor configured to detect the tilt of the PTV; and an internal counterweight disposed within the PTV and configured to provide a reaction force to stabilize the PTV during movement. At least a portion of the stabilizing rail may be located at a ground level below ground or at a lower height above ground. The connector arm may be a separable connector arm to allow for the separation of at least one separable connector arm on a selected side of the PTV to guide the PTV in a selected direction of the track network. The track section may include a track integrated with at least a portion of a public transport infrastructure, which includes: roads; road shoulders; road edges; road medians; sidewalks; pedestrian paths; driving lanes; bicycle lanes; running tracks; median barriers; bridges; and / or tunnels.The track section may include a track adjacent to a road or pedestrian walkway, such that when traveling over the track, at least a portion of the main section of the PTV extends over the road or pedestrian walkway. The method may further include guiding the PTV through a diverging intersection by separating a connecting arm on one side of the PTV from the corresponding side stabilizing rail as it approaches the diverging intersection, thereby guiding the PTV towards the opposite side by keeping it connected to the stabilizing rail only on the opposite side. The method may further include guiding the PTV through a merging intersection by separating a connecting arm on one side of the PTV from the corresponding side stabilizing rail as it approaches the merging intersection from the opposite side, thereby keeping the PTV connected to the stabilizing rail on the opposite side until merging is complete. The number of lanes in the track section may be selectively allocated according to requirements or constraints regarding: the location of the PTV; the location of the track section; and / or time requirements. The lateral width of the track joining element may be less than half the lateral width of the main section. The lateral width of the track engagement element may be less than 35 cm, and the lateral width of the main section is in the range of 60-100 cm. The main section may include: a wide upper portion suitable for accommodating the upper body of a passenger; and a narrow lower portion suitable for accommodating the lower body of a passenger, wherein the stabilizing rail is configured to engage with the narrow lower portion of the main section such that the lateral width of the narrow lower portion together with the stabilizing rail does not exceed the lateral width of the wider upper portion of the main section. Attached Figure Description

[0016] The invention will be more fully understood and appreciated from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0017] Figure 1 This is a schematic diagram of a personal transportation system constructed and operated according to an embodiment of the present invention;

[0018] Figure 2A This is a rear view schematic diagram of a personal transport vehicle constructed and operated according to an embodiment of the present invention, having stable rails on each side.

[0019] Figure 2B yes Figure 2A A schematic diagram of the right side view of the PTV and the stabilized rail;

[0020] Figure 3A This is a schematic front view of a personal transport vehicle and stabilization mechanism constructed and operated according to an embodiment of the present invention, having exemplary dimensions.

[0021] Figure 3B It is separate from the stable rails. Figure 3A A front view diagram of a personal transport vehicle;

[0022] Figure 3C yes Figure 3B A rear view diagram of a personal transport vehicle;

[0023] Figure 3D yes Figure 3B A schematic diagram of the right side view of a personal transport vehicle;

[0024] Figure 4A This is a front view schematic diagram of an exemplary personal transportation system deployment constructed and operated according to an embodiment of the present invention, wherein personal transportation vehicles travel on or partially above a public sidewalk.

[0025] Figure 4B This is a top view schematic diagram of an exemplary personal transportation system deployment constructed and operated according to another embodiment of the present invention, the personal transportation system deployment having a dedicated track located between a public road and a public sidewalk;

[0026] Figure 4C This is a rear upper perspective view of an exemplary personal transportation system deployment constructed and operated according to an embodiment of the present invention, wherein a personal transportation vehicle travels on a road divider.

[0027] Figure 5 This is a schematic diagram of an exemplary two-wheeled personal transport vehicle constructed and operated according to an embodiment of the present invention, which travels along a track section;

[0028] Figure 6A This is a schematic rear cross-sectional view of a separable connecting arm with mechanical connection, constructed and operated according to an embodiment of the present invention.

[0029] Figure 6B This is a schematic rear cross-sectional view of a separable connecting arm with magnetic connection constructed and operated according to another embodiment of the present invention.

[0030] Figure 7A This is a schematic diagram of a track section with a lane-separating intersection constructed and operated according to an embodiment of the present invention;

[0031] Figure 7B This is a schematic diagram of a track section with a lane merging intersection constructed and operated according to an embodiment of the present invention;

[0032] Figure 7C This is a schematic diagram of a track section with a docking area constructed and operated according to an embodiment of the present invention;

[0033] Figure 8A This is a schematic side cross-sectional view of a PTV constructed and operated according to an embodiment of the present invention, the PTV having a separable connecting arm in a transition descent phase;

[0034] Figure 8BThis is a schematic rear cross-sectional view of a PTV constructed and operated according to an embodiment of the present invention, the PTV having a separable connecting arm mechanically connected to descend into the ground;

[0035] Figure 8C This is a schematic rear cross-sectional view of a PTV constructed and operated according to an embodiment of the present invention, the PTV having a separable connecting arm with magnetic connection that descends to the ground;

[0036] Figure 8D It is constructed and operated according to embodiments of the present invention. Figure 8A A schematic diagram of the rear section of a PTV, which has a connecting arm positioned on a dedicated stabilizing rail above the ground.

[0037] Figure 9 This is a top view schematic diagram of a multi-lane dedicated track constructed and operated according to an embodiment of the present invention;

[0038] Figure 10 This is a top view schematic diagram of a PTV track network constructed and operated according to an embodiment of the present invention, the PTV track network being integrated with a public road section and including ground-level stabilized rails; and

[0039] Figure 11 This is a top view schematic diagram of a PTV track network comprising ground-level stabilized rails constructed and operated according to another embodiment of the present invention, the track network being integrated with a public road section, wherein multiple PTV lanes are allocated from regular vehicle lanes. Detailed Implementation

[0040] This invention overcomes the shortcomings of existing technologies by providing a personal transport system and method that offers efficient, safe, and convenient transport, utilizes limited road space, and is easily adaptable to various types of environments and public road constructions. Designated personal transport vehicles, narrow in width and suitable for accommodating a single passenger or cargo, are guided along their respective routes on a track network. The personal transport vehicles are stabilized to prevent overturning, and potential hazards along the track network can be detected and eliminated. The personal transport vehicles are characterized by the space between a wider main vehicle section and a narrower vehicle track junction element, which can be occupied by public infrastructure. The disclosed personal transport system is used to significantly reduce road congestion and reduce air and noise pollution from conventional private and public transport vehicles. The disclosed personal transport system can also be integrated into existing public transport infrastructure at a reasonable cost and with minimal obstruction to other vehicles or pedestrians. The disclosed personal transport system also enables seamless movement of a large number of personal transport vehicles in multi-lane and multi-intersection track networks for lane changes, merging, and diverging operations.

[0041] Now see Figure 1 , Figure 1 This is a schematic diagram of a personal transportation system (generally designated 100) constructed and operated according to an embodiment of the present invention. System 100 includes a plurality of personal transport vehicles (PTVs) 120, a track network 110, a stabilization mechanism 130, a guidance mechanism 140, a central controller 102, at least one long-range track sensor 104, and at least one short-range track sensor 106. Each PTV 120 is communicatively connected to the central controller 102, to the track sensors 104 and 106, and to the other PTVs 120. The PTVs 120 travel along the track network 110.

[0042] Each PTV120 is characterized by a main section 122 and a drive mechanism 124. The main section 122 is configured to accommodate a single passenger with a minimal number of personal belongings. Alternatively, the main section 122 may accommodate goods or cargo no larger or heavier than a typical single passenger. The terms “user,” “operator,” and “passenger” are used interchangeably herein to refer to any individual or group of people using the personal transport vehicle of the present invention. The main section 122 may include a seat that allows the user to sit. Alternatively, the user may stand during travel, and the main section 122 may include a foot platform for the user to stand on and configured to support the user’s weight. The size of the main section 122, particularly its lateral width, is preferably as small as possible while still being large enough to accommodate a single passenger. For example, the section 122 may be approximately 60-100 cm (e.g., 70 cm) wide, approximately 120-180 cm (e.g., 160 cm) long, and approximately 115-200 cm (e.g., 165 cm) high. It should be recognized that the main section 122 is not necessarily constructed as a closed compartment, and alternatively, it can be an open area, as is commonly seen in two-wheeled vehicles such as motorcycles, scooters, and mopeds.

[0043] The drive mechanism 124 includes components for enabling the PTV 120 to propel along the track network 110. The drive mechanism 124 includes track engagement elements extending below the main section 122, which may be embodied by one or more wheels and axles (e.g., four-wheeled vehicles such as automobiles; two-wheeled vehicles such as motorcycles or mopeds; or even single-wheeled vehicles such as unicycles). The wheels may be propelled using conventional motor vehicle propulsion systems such as internal combustion engines, which may use fossil fuels or alternative fuel types (e.g., ethanol, biodiesel, natural gas) as fuel. The PTV 120 may alternatively or additionally be propelled using electric power, such that the drive mechanism 124 may include an electric motor, an electric power source (e.g., a battery or fuel cell), and associated electric vehicle (EV) components. The PTV 120 may also obtain electric power from sources located on or near the track network, such as conductive rails and current collectors embedded in at least a portion of the track (e.g., as used in many train and metro systems), underground power cables, overhead power transmission lines (e.g., as used in trams and trolleybuses), and / or charging stations. Alternatively, the PTV120 may be further propelled using magnetic or electromagnetic propulsion, for example, similar to a magnetic levitation (magnetic levitation) train, such that the drive mechanism 124 (and / or track network 110) may include elements configured to generate magnetic levitation (e.g., via electromagnetic or electric suspension), such as linear induction motors. Other propulsion technologies such as solar or wind power are also applicable, and multiple propulsion mechanisms can be integrated in a “hybrid” model. The drive mechanism 124 may also include vehicle propulsion elements located at least partially in the main compartment 122 of the PTV120. The PTV120 may be an autonomous or self-propelled vehicle, or manually operated. The lateral width of the track engagement element of the drive mechanism 124 may be less than half the lateral width of the main section 122. For example, the width of the main section 122 may be in the range of 60-100 cm (e.g., 70 cm), and the width of the track engagement element may be less than 35 cm (e.g., 30 cm). More generally, the lateral width of the track engagement element may be narrower than the lateral width of the main section, making the main section prone to tipping over or overturning when the PTV is stationary (e.g., due to inherent instability).

[0044] Each PTV 120 also includes a vehicle control unit 126 and a location detection unit 128. The vehicle control unit 126 is configured to guide and direct the PTV 120 on the track network 110, such as by ensuring that the PTV 120 remains on the correct track and follows the correct route, and travels within specified speed and acceleration limits for a given track segment. The vehicle control unit 126 may include at least one detector or scanner, such as a camera, radio frequency identification (RFID) device, optical detector, laser detector (e.g., laser rangefinder or LIDAR), radar detector, etc. The detector may be configured to detect and identify optical markings located along the track network, such as lane markings, which may have characteristic colors or patterns reflecting certain track characteristics (e.g., lane direction, lane boundaries, turns, merging points, diverging points, or stopping points, etc.). The vehicle control unit 126 may be further configured to prevent accidents and collisions. For example, the vehicle control unit detector can detect obstacles or other potential hazards on or near the track along the route of the PTV120 and guide the PTV120 to change its route or slow down to avoid the detected obstacles. The corresponding vehicle control units 126 of the PTV120 can also communicate with each other to provide warnings of obstacles or oncoming vehicle traffic and to prevent collisions with each other.

[0045] PTV120 also includes a location detection unit 128, which may include components and / or applications associated with a Global Navigation Satellite System (GNSS) such as Global Positioning System (GPS). Thus, the location detection unit 128 may be embodied by a GPS receiver configured to receive geolocation information from GNSS satellite 108, but may also include additional components configured to provide information about the position, orientation, and / or speed of a moving vehicle, such as motion sensors (e.g., accelerometers), rotation sensors (e.g., gyroscopes), inertial measurement units (IMUs), or other navigation devices known in the art.

[0046] PTV120 may further include additional vehicle accessories that can be arranged on or within the main section 122, such as basic components commonly found in many standard vehicles. For example, PTV120 may include: drive and braking components (e.g., steering wheel, accelerator pedal, brake pedal, motor, suspension, transmission or gearbox, indicators); instrument panel (e.g., odometer, speedometer, fuel and temperature gauges, navigation information such as maps or driving routes); headlights; windshield wipers; air conditioning / heating unit; communication devices; safety mechanisms (e.g., seat belts, airbags), collision avoidance systems; etc.

[0047] PTV 120 may further include a user interface (not shown) to allow a vehicle operator or passenger to control parameters or settings associated with components of system 100 in order to provide instructions to vehicle control unit 126 or to perform manual control of selected driving operations. For example, PTV 120 may include devices or components suitable for performing standard vehicle operations, such as a joystick or manual controller suitable for controlling selected driving operations such as starting to drive, braking, acceleration, deceleration, turning, route selection, etc. The user interface may be a cursor or touchscreen menu interface for manual input of instructions or data, and / or an audio interface for allowing sound instructions or voice commands. The user interface may also be used to indicate relevant information to the vehicle operator, such as information detected by track sensors 104, 106 (e.g., current vehicle location, speed, driving route, estimated arrival time, potential obstacles, other nearby PTVs). For example, a display or graphical interface may be used to visually display information, while an audio speaker may be used to audibly indicate information.

[0048] The rail network 110 includes a series of tracks or travel paths on which PTVs 120 can travel. The tracks may include at least a portion of or be integrated with existing public transport infrastructure, including but not limited to: roads, road shoulders, road edges, road medians, sidewalks or pedestrian paths, driving lanes, bicycle lanes, jogging tracks, median barriers, bridges; and / or tunnels. For example, a track section may be represented by an existing transport path or driving lane on which wheel-propelled PTVs can travel, such as a road shoulder, a section of a sidewalk, or a median barrier. Alternatively, the track section may be a dedicated lane designed specifically for PTV transport, such as a narrow PTV passage established between a road and a sidewalk, or a dedicated PTV bridge or PTV tunnel. See also Figure 1 The first PTV 120A (shown on the upper left of the figure) travels on a first track section 111 defined by a portion of the pedestrian curb 115, such that the wheels of the first PTV 120A pass over the pedestrian curb 115, and the main compartment 122 of the first PTV 120A extends laterally on either side of the pedestrian curb 115. The second PTV 120B (shown on the upper right of the figure and behind the first PTV 120A) travels on a second track section 112 defined by a road portion adjacent to the pedestrian curb 115, such that the wheels of the second PTV 120B pass over the road lane, and one side of the main compartment 122 of the second PTV 120B extends laterally across the pedestrian curb 115. When the second PTV120B reaches the first track section 111, the wheels of the second PTV120B can be transferred to travel on the pedestrian curb 115 and continue along the track section 111 (i.e., similar to PTV120A).

[0049] Track sections may be characterized by paved surfaces that facilitate the movement of vehicles, particularly wheeled vehicles. Track sections may also include railway tracks, fasteners, ballast, and / or infrastructure for supporting electrically or magnetically powered vehicles, such as linear induction motors. Track sections may include boundary elements, such as physical dividers (e.g., dividing fences, barriers, a series of bollards) or simple lane markings, to separate PTV travel paths from adjacent pathways (e.g., regular vehicle lanes or pedestrian walkways). More generally, track sections may be physically (e.g., by means of paved surfaces, lane markings, railway track infrastructure, etc.) or virtually (e.g., simple pathways, such as existing pedestrian walkways or portions of road shoulders, not necessarily defined by markers or physical features). Exemplary constructions of track network 110 will be provided below (e.g., see...). Figure 9-11 ).

[0050] The track network 110 is generally characterized by the ground track portion and the open space above it. The ground track portion is defined with a lateral width adapted to minimally accommodate the lateral width of the track engagement propulsion element of the drive mechanism 124 of the PTV 120. For example, if the propulsion element of the drive mechanism 124 is embodied by one or more wheels, the lateral width of the ground track portion may be approximately 3-40 cm (e.g., 10 cm) to accommodate the width of the PTV wheels and axles, while occupying a minimum additional space beyond what is necessary. Correspondingly, the open space of the track network 110 defines a lateral width above the ground track portion adapted to minimally accommodate the lateral width of the main section 122 of the PTV 120. For example, if the width of the main section 122 is approximately 70 cm, the lateral width of the open space may be at least greater than 70 cm to fully accommodate the main section 122 of the PTV 120, while still ensuring that the main section 122 does not obstruct surrounding objects adjacent to the track. The vacant space can be considered to begin at a certain height directly above the track engagement propulsion element of the drive mechanism 124, or at the bottom of the main compartment 122. For example, if the main compartment 122 is 70 cm wide and begins at a height of 30 cm above the ground, with the propulsion element measuring 10 cm wide and 30 cm high, then the ground track portion (defined as having a minimum lateral width greater than 10 cm) occupies the area below the 30 cm height, while the vacant space portion (defined as having a minimum lateral width greater than 70 cm) occupies the area above the 30 cm height (and extends at least upwards to the top of the main compartment 122). The vacant space should be free of permanent or fixed obstacles and obstructions to allow the PTV 120 to pass unimpeded and safely along the track network 110, but may contain temporary objects (e.g., windblown debris, litter, small animals) caused by uncontrollable natural events or human activities, which can be removed after detection to allow for unimpeded and safe passage.

[0051] The system further includes at least one stabilizing mechanism 130 to stabilize the PTV 120 during travel and / or when stationary. The stabilizing mechanism 130 may be coupled to the PTV 120 and / or to a fixed structure on or near the track network 110. For example, the stabilizing mechanism 130 may include one or more stabilizing rails 131 and 132, which may be integrated or connected along the PTV track to a fixedly mounted structure such as a wall, fence, or post. The stabilizing rails may be laterally aligned and configured to support the PTV 120, such as by engaging with corresponding connector arms coupled to the respective sides of the PTV main section 122. Connecting elements, such as mechanical or magnetic coupling mechanisms, may be disposed at the ends of the connector arms and configured to removably engage with the stabilizing rails. Alternatively, the connecting elements may be located directly on the PTV 120, such as magnetic coupling mechanisms positioned on the inner or outer surface of the PTV main section 122. See also Figure 2A and Figure 2B . Figure 2A This is a schematic rear view of a personal transport vehicle (generally marked 135) constructed and operated according to an embodiment of the present invention, having stable rails on each side. Figure 2B yes Figure 2A A schematic right-side view of the PTV and stabilizing rails. The PTV 135 includes a left stabilizing rail 136 and a right stabilizing rail 141 configured to support and stabilize the PTV 135. The left stabilizing rail 136 is connected to the PTV 135 via at least one connector arm and at least one corresponding connecting element (e.g., a mechanical bearing). For example, a left front connector arm (not shown) positioned on the left front side of the main PTV section is connected to the left stabilizing rail 136 via a left front connecting element (not shown), and a left rear connector arm 137 aligned with and positioned behind the left front connector arm is connected to the left stabilizing rail 136 via a left rear connecting element 139. Correspondingly, a right front connector arm (not shown) positioned on the right front side of the main PTV section is connected via a right front connecting element 144 (in... Figure 2BThe right rear connector arm 142, which is connected to the right stabilizing rail 141 and aligned with and positioned behind the right front connector arm, is connected to the right stabilizing rail 141 via the right rear connecting element 145. The left stabilizing rail 136 is mounted on a first fixing post 138 (or other mounting structure) located on the left side of the PTV track, and the right stabilizing rail 141 is mounted on a second fixing post 143 (or other mounting structure) located on the right side of the PTV track. As used herein, the term "connector arm" should be interpreted broadly as any element or part of an element that projects outward from the PTV and is configured to engage (directly or indirectly) with the stabilizing rail (e.g., via its connecting element). Similarly, as used herein, the term "stabilizing rail" should be interpreted broadly as any element or part of an element that is mounted externally to the PTV (e.g., on a separate mounting structure) and configured to engage (directly or indirectly) with the connector arm of the PTV (e.g., via its connecting element).

[0052] The stabilizing rail can be raised from the ground surface to allow two-wheeled PTVs to pass. By allowing such vehicles to move along the edge of the track while occupying minimal space (track width), the track can be part of an existing public transport lane, such as a sidewalk or road shoulder. Furthermore, even for relatively unstable PTV types (e.g., narrow-body vehicles) or unstable driving scenarios (e.g., at high speeds and / or sharp turns), the raised stabilizing rail can substantially engage with the PTV near its center of gravity to reliably prevent the possibility of overturning. The stabilizing rail can be configured to engage with the lower and narrower areas of the main PTV section 122 (e.g., below the passenger handrails) such that they do not protrude relative to the upper and wider areas of the main section 122. For example, when a passenger's arm is resting on the side handrail, the upper portion of the passenger's body (i.e., from the arm / shoulder upwards) may occupy a greater width than the lower portion of the passenger's body (i.e., below the arm / shoulder). This allows the main section 122 to be constructed with, for example, a wider upper section with a lateral width of approximately 70 cm (to accommodate the wider upper body of a passenger) and a narrower lower section with a lateral width of approximately 50 cm (to accommodate the narrower lower body of a passenger). In this case, a stabilizing rail can engage with the narrower lower section of the main section such that the lateral protrusion of the rail on either side of the narrower lower section does not exceed the lateral width of the wider upper section of the main section. For example, if the rail protrudes 10 cm on either side, the total width of the narrower lower section, together with the two rails, will be 70 cm, similar to the wider upper section. It should also be recognized that the space on either side of the track engagement element below the PTV main section (caused by the difference in lateral width of the main section relative to the lateral width of the narrower track engagement element) can be occupied by public infrastructure (e.g., sidewalks or road sections) to allow the PTV to maneuver effectively along narrow tracks near existing road infrastructure. See also Figure 3A , Figure 3B , Figure 3C and Figure 3D . Figure 3A This is a front view schematic diagram of a personal transport vehicle (labeled 150) with exemplary dimensions constructed and operated according to an embodiment of the present invention, and a stabilizing mechanism. Figure 3B This is a front view of the PTV150 separated from the stable rails. Figure 3C This is a schematic diagram of the rear view of the PTV150. Figure 3D This is a schematic diagram of the right side view of the PTV150.

[0053] A single stabilizing rail on one side of the PTV may be sufficient to provide basic support and stability, while a pair of stabilizing rails (one on each side, or two on one side) provides enhanced support and stability. As a further alternative, two pairs of stabilizing rails, with two rails on each side of the PTV, provide additional capability to allow for the merging and splitting of the PTV (as will be further elaborated below) while maintaining support and stability during operation. Stabilizing rails 131, 132 may be mounted to poles or support structures near the track section (in... Figure 1 (Drawn as a vertical dashed line), or embedded in a partition barrier or wall. Stabilized rails can be positioned at a sufficient height to ensure effective track stability to at least prevent PTV overturning, while additionally providing transport flexibility in certain track locations and terrains, such as sidewalks, trees, or other nearby natural or man-made objects that might obstruct PTV passage. For example, stabilized rails can be located at a height of approximately 20-70 cm above the ground (e.g., [illustrated as a vertical dashed line]). Figure 3A , Figure 3B and Figure 3C (As depicted in the painting). Figure 1In the illustrated embodiment, the two stabilizing rails 131, 132 are configured such that the upper rail 131 engages above the center of gravity of the upper portion of the main portion 122 of the PTV 120, while the lower rail 132 engages below the center of gravity of the lower portion of the main portion 122, thereby substantially minimizing the possibility of PTV overturning, even during sharp turns or at high speeds. Alternatively, in certain environments (e.g., for certain track section locations or terrains with minimal nearby obstructions), a single stabilizing rail on one side may be sufficient. Conversely, multiple stabilizing rails on each side may be required in other situations. It should be noted that if the PTV connector arm is rigidly coupled to the PTV, the range of motion of the PTV may be limited, particularly its maneuverability during sharp turns (i.e., at small-radius turning angles). Therefore, the PTV connector arm engaging with the stabilizing rail may be characterized by a flexible or non-rigid connection to the PTV to provide enhanced PTV maneuverability during turning operations, and particularly facilitates the execution of sharp turns. When the PTV is connected to a side stabilizing rail (located on either side of the PTV main section), such sharp turns may also be subject to strict constraints, and therefore the PTV can be stabilized and guided using only the bottom stabilizing rail located directly below the PTV main section during sharp turns, in order to achieve a greater range of movement during sharp turns.

[0054] The stabilizing mechanism 130 may be configured to mechanically engage with the wheels of a wheel-propelled vehicle or electromagnetically engage (but not necessarily in direct contact with) the magnetic elements of an electromagnetically propelled vehicle to stabilize such a vehicle. Alternatively, the stabilizing mechanism 130 may be configured to engage with at least one side of the PTV, such as the right or left side of the main section 122, as if using stabilizing rails and connector arms. The stabilizing mechanism 130 may also be alternatively configured to engage with an upper section of the PTV 120, such as the top of the main section 122 (e.g., a top plate). The stabilizing mechanism 130 may also be located below the PTV 120, above or below a track section, such as underground. Another example of the stabilizing mechanism 130 may be a counterweight, such as a balance weight, embedded within a portion of the PTV 120, configured to provide enhanced stability to vehicles prone to instability or lack of balance, such as two-wheeled or one-wheeled vehicles.

[0055] The system further includes at least one guiding mechanism 140 to guide the PTV 120 along the track network 110 and prevent the PTV 120 from deviating from the correct track section. The guiding mechanism 140 may be embodied by guard rails, such as the stabilizing rails 131, 132 of the stabilizing mechanism 130, which may be configured to engage with mechanical or magnetic coupling elements at the ends of the corresponding connector arms of the PTV 120 and hold the PTV on the current track section. Thus, at least some of the same elements or components may be used for both stabilization and guidance. The guiding mechanism 140 may be configured to engage with the bottom portion of the PTV 120 (e.g., with the wheel of a wheel-driven PTV), or with at least one side of the PTV 120 (e.g., one or both sides of the main section 122), or with the upper portion of the PTV 120 (e.g., the top of the main section 122). The guidance mechanism 140 may include an internal guidance control system configured to use techniques known in the field of vehicle guidance to prevent the PTV 120 from deviating from a designated route and / or to keep the PTV 120 along the centerline of the track network 110. For example, the internal guidance control system may include detection components (such as one or more optical sensors) and processing components, the detection components operable to detect boundaries at each side (i.e., the right and left sides) of the current track segment, and the processing components operable to (e.g., automatically and continuously) control the vehicle steering mechanism to maneuver the PTV 120 such that the PTV 120 remains at least within the detected track segment boundaries, such as by keeping the PTV 120 substantially aligned with the centerline of the track segment. Such an internal guidance control system may be used in conjunction with a clear depiction of the track segment boundaries or track centerline using clearly defined markings (such as selectively colored markings) that can be detected by suitable (e.g., optically based) detection components. If certain conditions are met, such as when the vehicle deviates from the centerline of the track by at least a preselected threshold amount (which may be specified based on the characteristics and features of a particular PTV), the internal guidance control system may modify or terminate the vehicle's movement (e.g., by controlling the vehicle's steering mechanism). The internal guidance control system may include at least a portion of or be integrated with the vehicle control unit 126, such as by utilizing at least one of the detectors of the vehicle control unit 126.

[0056] The central controller 102 is responsible for the general operation of the system 100. For example, the central controller 102 may manage functions such as traffic control and route management (e.g., real-time monitoring of PTV locations, establishing routes and speeds for each PTV along the corresponding track network segments), detecting and removing obstacles in the track network, collision avoidance, monitoring and managing faults and errors in system components, and managing PTV bookings, including user authentication and payment. It should be noted that PTV bookings, user authentication, and payment can be implemented through various platforms, including but not limited to: smartphone applications, websites, smart cards, and dedicated terminals. The central controller 102 can manage the distribution of PTVs along the track network and the establishment of routes and speeds by utilizing machine learning tools known in the art (e.g., neural networks, deep learning algorithms, regression models) to identify traffic patterns and PTV driving characteristics, and by considering historical data (e.g., information about previous PTV journeys) to help optimize the current operation of the system 100. The central controller 102 may be distributed across multiple computing devices or components, which may be located in a single location or multiple locations. Information can be transmitted between components of system 100, such as between central controller 102 and PTV 120, via any suitable data communication channel or network, using any type of channel or network model and any data transmission protocol (e.g., wired, wireless, radio, WiFi, Bluetooth, etc.).

[0057] Track sensors 104 and 106 are each configured to detect relevant information in the vicinity of track network 110 to monitor and guide the movement of PTV 120 and help prevent collisions or accidents. For example, track sensors 104 and 106 may include at least one sensor configured to detect information about vehicle movement, such as the position, direction, and / or speed of the moving PTV. Track sensors 104 and 106 may be further configured to identify obstructions in or near track sections. Track sensors 104 and 106 may further include at least one sensor for detecting ambient light levels or for detecting weather or climate conditions (e.g., rain, snow, precipitation, fog, strong winds, extreme heat). Track sensors 104 and 106 may also be further configured to determine track conditions, such as by detecting errors or faults along track network 110. Information detected by track sensors 104 and 106 may be transmitted to central controller 102 for processing, or may be actively or passively transmitted to one or more PTVs 120 (e.g., via vehicle control unit 126) and may be indicated to the vehicle operator. For example, track sensors 104 or 106 may indicate that PTV 120 is approaching or arriving at a specific type of track network intersection, such as: intersections, overpasses, merging or diverging lanes, stop lines or yield lines, traffic lights, roundabouts, etc. Track sensors 104 and 106 generally include one or more sensors operable to detect electromagnetic radiation (e.g., visible or invisible light, infrared, ultraviolet, radar, microwave, RF) in any wavelength range, which can be converted into electronic signals for subsequent processing and / or transmission. For example, track sensor 104 may be embodied by at least one optical sensor, such as an IR sensor or a high-resolution camera, operable to capture images of the vicinity of track network 110 over a relatively long distance. Therefore, track sensor 104 may be positioned at an elevated height, such as mounted on a pole or support structure near a section of track 111, to facilitate long-range imaging. For example, long-range track sensor 104 may be configured to detect obstructions or other potential hazards in the travel path of PTV 120, as well as the position and speed of PTV 120, and forward the detected information to central controller 102 and / or vehicle control unit 126. Short-range track sensor 106 may be located on or near a track segment of track network 110 and may be embodied by a passive detection element, such as a radio frequency identification (RFID) tag detectable at a short distance (e.g., several meters apart) by a corresponding RFID reader of PTV 120, allowing PTV 120 to obtain information directly from short-range track sensor 106, such as the vehicle position or distance to adjacent track segments. Alternatively, track sensor 106 may be an RFID reader configured to detect a corresponding RFID tag of PTV 120. More generally, the detection tag and reader may operate using any suitable form of signal transmission, such as electromagnetic radiation or magnetic force.

[0058] It should be noted that the functions associated with each of the elements of system 100 may be distributed among multiple devices or components, or may be performed by other elements of system 100. For example, the functions described with respect to vehicle control unit 126 or location detection unit 128 may alternatively or additionally be implemented by other sensors or detectors, such as track sensor 104 or track sensor 106.

[0059] The rail network of a personal transportation system can be integrated with existing public transportation infrastructure in various ways. See also Figure 4A , Figure 4A This is a front view schematic diagram of an exemplary personal transportation system deployment constructed and operated according to an embodiment of the present invention, wherein the personal transportation vehicle travels on or partially above a public sidewalk. A first PTV (labeled 151) travels on a track 152 defined by the edge of a public road 159, the track being adjacent to the curb of the sidewalk 153 and adjacent to a road lane 154 on which regular vehicles travel. The track 152 further extends over a short segment of the sidewalk 153. Specifically, the track engagement elements (e.g., wheels) of the PTV 151 are adjacent to the edge of the sidewalk 153, but the main compartment of the PTV extends partially over a segment of the sidewalk, such that the operation of the PTV 151 neither obstructs or hinders the path of regular vehicles on the road lane 154 nor obstructs pedestrians on the sidewalk 153. The second PTV (labeled 155) travels on a separate track 156, which is defined by a small segment of sidewalk 157 (opposite to sidewalk 153) and extends adjacent to the road lane 158 on a small segment of road 159. Specifically, the track engagement elements (e.g., wheels) of PTV 155 travel on the curb edge of sidewalk 157, but the main compartment of PTV 155 extends partially on a small segment of road 159 between road lane 158 and sidewalk 157, such that the operation of PTV 155 neither obstructs or hinders the path of regular vehicles on road lane 158 nor obstructs pedestrians on sidewalk 157.

[0060] Alternatively, the track can be completely separated from adjacent road lanes and pedestrian walkways. See also Figure 4B , Figure 4BThis is a top view schematic diagram of an exemplary personal transportation system deployment constructed and operated according to another embodiment of the present invention, the personal transportation system deployment having dedicated tracks located between a public road and a public sidewalk. A first PTV 161 travels in one traffic direction on a first track 162, and a second PTV 163 travels in the opposite traffic direction on a second track 164. Each track 162, 164 follows a dedicated lane located between a road lane and an adjacent sidewalk, such that PTVs 161, 163 are completely enclosed within the respective tracks 162, 164 without extending over a portion of the road or sidewalk, and thus completely avoid obstruction of existing road and sidewalk. It should be appreciated that allocating dedicated PTV tracks between a road and a sidewalk can be used to alleviate road congestion and traffic by effectively providing additional transport lanes within a fixed space, thereby increasing transport capacity.

[0061] As a further alternative, PTVs could be configured to travel directly on walls, fences, or barriers. See also Figure 4C , Figure 4C This is a rear top perspective view of an exemplary personal transportation system deployment constructed and operated according to an embodiment of the present invention, wherein a personal transport vehicle (PTV) travels on a road divider. The PTV (generally designated 165) is configured to travel on a road divider 166 adjacent to a public road. For example, the road divider 166 may be a concrete barrier positioned along a highway (e.g., between guardrails) and may traverse unpaved terrain surfaces. The divider 166 is configured with a pair of extensions 167, 168 that extend laterally outward and vertically upward from the upper shoulder of the divider 166. Each extension 167, 168 is coupled to a corresponding stabilizing rail of the PTV 165. Specifically, the left extension 167 extends from the left side of the divider 166 and is coupled to the left stabilizing rail 169. The left stabilizing rail 169 is coupled to a left connecting element located at the end of the left connector arm of the PTV 165. Correspondingly, the right extension 168 extends from the right side of the divider 166 and is coupled to the right stabilizing rail 170. The right stabilizing rail 170 is connected to a right connecting element located at the end of the right connector arm of the PTV 165. Therefore, extension members 167, 168 support corresponding stabilizing rails 169, 170, which stabilize the PTV 165 as the PTV wheel 173 travels on the top shoulder of the wall 166. For safety reasons, the PTV 165 may be designed to carry cargo or goods, rather than human passengers.

[0062] It should be recognized that, according to other embodiments of the invention, track sections can be integrated with roads, sidewalks, or other existing public transport infrastructure with additional configurations. Furthermore, a PTV route may traverse multiple track sections that combine different types of integration with public transport infrastructure. For example, a PTV route may begin on a dedicated path between a road lane and a sidewalk, then transition to travel on the sidewalk curb, and then on the road divider.

[0063] Now see Figure 5 , Figure 5 This is a schematic diagram of exemplary two-wheeled personal transport vehicles (labeled 180 and 181) constructed and operated along a track section according to embodiments of the present invention. Each PTV 180, 181 is a two-wheeled transport vehicle, similar to a scooter or moped. Alternative two-wheeled vehicle constructions are also possible, such as those similar to a bicycle. PTV 180 includes a platform 182 for a passenger to stand on and handlebars 183 for the passenger to grip. PTV 180 further includes a main drive wheel 184 that engages with a track section 188 defined by a portion of a sidewalk, such that the main drive wheel 184 travels over a sidewalk curb 189 when PTV 180 is in operation. PTV 180 further includes a control unit 186 configured to control operation of PTV 180 and provide guidance. Control unit 186 may include at least one detector to detect obstacles or track markings or identify track characteristics (e.g., similar to control unit 126 of PTV 120). PTV 180 includes an optional user interface 187 that allows the vehicle operator to control selected driving operations (e.g., start driving, braking, acceleration, deceleration, turning, route selection) or overtaking driving operations via default or automatic control, such as by pressing a button or manipulating an input device located on or adjacent to the handlebars 183. For example, the user can overtake the default control to allow overtaking another PTV on track segment 188 or to initiate an emergency stop for PTV 180. Overtaking of the default control can be allowed for a specified duration (e.g., a few seconds) or a specified number of times during a given journey. User interface 187 can allow one or more preset actions to be established when certain conditions are met, such as, for example, the PTV automatically stopping when the default control is overtaken for a selected time period. Control unit 186 can be instructed to ensure that PTV 180 remains on the driving route under selected conditions (e.g., only in certain areas) based on the detected location of PTV 180 (e.g., only on track segments with infrastructure capable of supporting two-wheeled PTVs, such as on main roads).

[0064] Optionally, PTV180 may include a stabilization mechanism to provide balance and stability. For example, the stabilization mechanism may include at least one side wheel 185 disposed on the bottom edge of platform 182 and extending outward, wherein the side wheel 185 engages with one side of the track (pedestrian curb 189) and applies complementary lateral forces according to the angular direction of the vehicle. The stabilization mechanism may also include a weight sensor configured to detect the weight carried by PTV180, and an angle sensor (e.g., a gyroscope-based sensor) configured to detect the tilt or tilt angle of PTV180 (e.g., in six degrees of freedom or three rotational axes). For example, complementary forces may be applied to the side wheel 185 in a selected direction and magnitude (e.g., by connecting the side wheel 185 to a connecting part of PTV180) based on the detected weight and tilt angle to maintain PTV180 in a stable upright position and prevent tipping. The stabilization mechanism may optionally include an internal counterweight configured to provide complementary counterweight forces to balance and stabilize the PTV180 during its movement, such as by using an internal electrical or magnetic mechanism to reposition the counterweight to a selected orientation to balance and keep the PTV upright. It should be noted that components of the PTV180 (such as side wheels 185, control unit 186, and user interface 187) may be built into or integrally formed with the PTV, or may be configured for connection to an existing PTV via a fixed or removable connection (e.g., where PTV components are available and assembled for a selected period, such as through temporary rental).

[0065] According to at least some embodiments of the invention, the PTV connecting arm can be configured to temporarily detach or disconnect from the stabilizing rail to facilitate merging and splitting operations. Specifically, by detaching the connecting arm from the corresponding stabilizing rail on one side while keeping the connecting arm on the other side attached to the corresponding stabilizing arm, the PTV can be guided in a selected direction. See now Figure 6A and Figure 6B . Figure 6A This is a schematic rear cross-sectional view of a separable connecting arm with mechanical connection, constructed and operated according to an embodiment of the present invention. Figure 6B This is a schematic rear cross-sectional view of a separable connecting arm with magnetic coupling, constructed and operated according to another embodiment of the invention. The PTV (not shown) includes multiple connecting arms, such as at least one connecting arm on the right side and at least one connecting arm on the left side. For example, the PTV may include two connecting arms on each side (i.e., two left connecting arms and two right connecting arms), one positioned above the PTV's center of mass and the other positioned below the PTV's center of mass. In another example, the PTV may include four connecting arms on each side (i.e., four left connecting arms and four right connecting arms), two positioned above the PTV's center of mass and two positioned below the PTV's center of mass. Figure 6A and Figure 6BIn the example provided, connecting arms 192 and 196 ( Figure 6A ) and connecting arms 202 and 206 ( Figure 6B ) represents a pair of right connecting arms, where the upper right connecting arm (192, 202) is located above the center of mass of the PTV, and the lower right connecting arm (196, 206) is located below the center of mass of the PTV.

[0066] See Figure 6A Connecting arms 192 and 196 are removably attached to a stabilizing rail 198, which can be mounted to a fixed mounting structure (not shown), such as a wall or post attached to the ground. Each connecting arm 192 and 196 includes a corresponding mechanical coupling element 193 and 197, which may be embodied by an array of mechanical bearings. Specifically, the upper right connecting arm 192 includes an upper right mechanical coupling element 193, and the lower right connecting arm 196 includes a lower right mechanical coupling element 197. In a first state or “support mode” generally designated 190, coupling elements 193 and 197 are removably attached to the right stabilizing rail 198, such that the connecting arms 192 and 196 are rigidly held and prevented from moving. Specifically, the upper right connecting element 193 is detachably engaged from below with the upper portion of the right stabilizing rail 198, embedded within a first recess 191 to prevent displacement of the upper right connecting arm 192, while the lower right connecting element 197 is detachably engaged from above with the lower portion of the right stabilizing rail 198, embedded within a second recess 194 to prevent displacement of the right connecting arm 196. In state 190, both connecting arms 192, 196 are rigidly attached to the right stabilizing rail 198, forcing the PTV to maintain a rightward travel path while remaining stable. In the second state, or "unsupported mode," generally designated 195, the connecting elements 193, 197 are disengaged from or disconnected from the right stabilizing rail 198, allowing the connecting arms 192, 196 to have degrees of freedom of movement and ceasing to support or stabilize the PTV. Specifically, the upper right connecting element 193 separates from the recess 191 in the upper portion of the stabilizing rail 198 to allow displacement of the upper right connecting arm 192, while the lower right connecting element 197 separates from the second recess 194 in the lower portion of the stabilizing rail 198 to allow displacement of the lower right connecting arm 196. In state 195, both connecting arms are effectively separated from the right stabilizing rail 198, so that the PTV is no longer forced to maintain a rightward travel path via the right connecting arms 192, 196.

[0067] Figure 6B Depicting something similar to Figure 6AThe configuration is shown, but the connecting arms have magnetic coupling elements instead of mechanical coupling elements. Specifically, the upper right connecting arm 202 includes an upper right magnetic coupling element 203 configured to be magnetically coupled to a complementary magnetic element 201 on the upper portion of the right stabilizing rail 208. The lower right connecting arm 206 includes a lower right magnetic coupling element 207 configured to be magnetically coupled to a complementary magnetic element 204 on the bottom portion of the right stabilizing rail 208. In the first state or “support mode” generally designated 200, the magnetic coupling elements 203, 207 are magnetically coupled to the corresponding magnetic elements 201, 204, for example, by applying magnetic repulsive forces from multiple directions to achieve positional balance. Thus, the connecting arms 202, 206 are rigidly held and prevented from moving, forcing the PTV to maintain its rightward travel path and preventing overturning. In the second state, or “unsupported mode” generally marked 205, the magnetic connecting elements 203, 207 are separated or disconnected from the corresponding magnetic elements 201, 204 (e.g., no longer a balancing magnetic force is applied), which effectively separates the connecting arms 202, 206 from the right stabilizing rail 208, so that the PTV is no longer forced to maintain a rightward travel path through the right connecting arms 202, 206.

[0068] When the connecting arm on one side of a PTV is disengaged while the connecting arm on the other side remains attached, the PTV can be guided in a selected direction, facilitating operations such as merging and splitting. For example, if the left connecting arm is disengaged and therefore has full freedom of movement, while the right connecting arm remains attached and is therefore rigidly held and prevented from moving, the PTV is effectively pushed to the right. Conversely, if the right connecting arm is disengaged and the left connecting arm remains attached, the PTV is effectively pushed to the left. In this way, PTVs can be guided at intersections, junctions, or stopping areas of the track network to manage merging, splitting, and stopping operations without the need for dedicated track guidance mechanisms such as railway switches or turnouts.

[0069] Now see Figure 7A , Figure 7B and Figure 7C . Figure 7AThis is a schematic diagram of a track section (labeled 211) with a lane-diverging intersection constructed and operated according to an embodiment of the present invention. Multiple PTVs 212, 213, 214 travel along the diverging track section 211. When a PTV reaches the diverging intersection, a connecting arm on one side of the PTV can detach from the corresponding stabilizing rail on that side to guide the vehicle toward the opposite side. Each PTV 212, 213, 214 is depicted in a different travel state. Specifically, PTV 212 is in a normal travel state, where both the left and right connecting arms are attached to the corresponding left and right stabilizing rails, and thus PTV 212 maintains a substantially straight path. In PTV 213, the connecting arm on the right side is detached (i.e., in an unsupported mode), while the left connecting arm remains attached (i.e., in a supported mode), forcing PTV 213 to move toward the left and effectively guiding PTV 213 to follow the left diverging lane 218. In PTV 214, the right connecting arm remains attached (i.e., in supported mode), while the left connecting arm is disengaged (i.e., in unsupported mode), forcing PTV 214 to face to the right and effectively guiding PTV 214 to follow the right merging lane 219. A merging lane marker 217 positioned next to track section 211 provides indication of the approach merging lane intersection and signals the PTV to disengage the connecting arm on the applicable side according to the direction the vehicle should be guided. In this way, each vehicle is guided to follow its corresponding travel path while maintaining traffic flow and avoiding collisions.

[0070] like Figure 7B As shown, a similar protocol can be applied to manage merging operations. Figure 7BThis is a schematic diagram of a track section (generally labeled 221) with a merging intersection point constructed and operated according to an embodiment of the invention. When one of PTVs 222, 223, and 224 arrives at the merging intersection point of track section 221, a connecting arm on one side of the PTV can detach to guide the vehicle along the merging intersection point. PTV 222 is shown with a left connecting arm and a right connecting arm attached to the respective left and right stabilizing rails, and thus PTV 222 maintains a straight path along the rear merging lane 226. PTV 223 enters the merging intersection point from the left merging lane 228 of track section 221. The right connecting arm of PTV 223 detaches (i.e., in an unsupported mode), while the left connecting arm of PTV 223 remains attached (i.e., in a supported mode) to keep PTV 223 connected to the left stabilizing rail and guide PTV 223 along the left merging lane 228. As PTV223 completes its merging and leaves the merging intersection, its right connecting arm is reattached to the right stabilizing rail to allow PTV223 to continue straight along the rear merging lane 226. PTV224 enters the merging intersection from the right merging lane 229 of track section 221. The right connecting arm of PTV224 remains attached (i.e., in supported mode), while the left connecting arm of PTV224 is disengaged (i.e., in unsupported mode) to maintain PTV224's connection to the right stabilizing rail and guide PTV224 along the right merging lane 229. As PTV224 completes its merging and leaves the merging intersection, its left connecting arm is reattached to the left stabilizing rail to allow PTV224 to continue straight along the rear merging lane 226. Merging lane marker 227, located next to track section 221, provides indication of approach to the merging intersection and signals PTVs 222, 223, 224 to separate the connecting arms on one side according to the direction from which the vehicle approaches.

[0071] like Figure 7C As shown, a similar protocol can also be applied to manage vehicle parking in designated parking areas. Figure 7C This is a schematic diagram of a track section (generally labeled 231) with a stop area (labeled 236) constructed and operated according to an embodiment of the present invention. Stop area 236 may be a designated area where the PTV stops during its journey to allow passengers to board or alight, and / or to allow the loading or unloading of goods or supplies. For example, stop area 236 may be part of a transport terminal or station, which may be located underground or above ground and is publicly accessible.

[0072] When one of PTVs 232, 233, and 234 arrives at the entrance of the stop area 236 of track section 231, a connecting arm on one side can detach to guide the PTV in the corresponding direction to enter or leave the stop area 236. PTV 232 is shown with both a left connecting arm and a right connecting arm attached to the respective left and right stabilizing rails, maintaining a straight path along the travel lane 238 of track network 221. In PTV 233, the left connecting arm is attached while the right connecting arm is detached to keep PTV 233 connected to the left stabilizing rail and force PTV 233 to bypass the stop area 236 and follow the path of the left stabilizing rail towards the travel lane 235 (beyond the stop area 236). In PTV 234, the right connecting arm is attached while the left connecting arm is detached to keep PTV 234 connected to the right stabilizing rail, which guides PTV 234 to the right to enter the stop area 236 from the incoming travel lane 238. After PTV 234 completes its stop and leaves stop area 236, the left connecting arm is reattached to the left stabilizing rail to allow PTV 234 to continue straight along the travel lane 235. Stop area lane marker 237, located next to track section 231, provides indication of approach to or end of the stop area and signals PTVs 232, 233, and 234 to detach or reattach the connecting arm on the corresponding side if necessary, to guide approaching PTVs into the stop area or to achieve lane merging after leaving the stop area.

[0073] The disconnection of the PTV connecting arm can be performed manually by the PTV passenger (e.g., via the user control interface) or automatically by an automatic control mechanism when relevant lane markings (217, 227, 237) are detected (e.g., by the optical scanning device of the vehicle controller 126).

[0074] It should be recognized that using detachable connecting arms for PTV guidance allows for the organized movement of a large number of different types of PTVs by guiding them in the appropriate direction along their routes of travel, without the need for physical mechanisms on the track section to control path changes, such as railway switches or turnouts. Such physical mechanisms can inherently create large gaps between moving PTVs, which can waste valuable transport space and limit the number of vehicles and passengers in the track network at a given time. Furthermore, detachable connecting arms facilitate driving operations such as merging, diverging, and entering or leaving designated stopping areas, while stabilizing PTVs with the aid of stabilizing mechanisms (e.g., connecting arms and stabilizing rails) to prevent overturning and collisions or accidents (e.g., by preventing PTVs from deviating from their designated travel paths and coming into contact with other vehicles or pedestrians).

[0075] At least a portion of the PTV stabilization mechanism may be located at the ground level (i.e., below or at a lower height above the ground), rather than at an elevated height. Ground-level stabilization mechanisms may be applied at least some times and / or in at least some situations to avoid obstructing other vehicles or pedestrians. For example, connecting arms may typically be raised so that the PTV's center of gravity is supported between the connecting arms (e.g., one connecting arm above the center of gravity and the other below), minimizing the risk of overturning even at high speeds or sharp turns. When the PTV reaches a track section involving potential encounters with other vehicles or pedestrians (e.g., at intersections with public roads or pedestrian crossings, crosswalks, public bus stops, or pedestrian crossings), the stabilizing rails may be moved to the ground level (below or at a lower height below the ground), and the PTV connecting arms may correspondingly move downwards to follow the ground-level stabilizing rails, thus not obstructing the path of other vehicles or pedestrians.

[0076] See Figure 8A , Figure 8B , Figure 8C and Figure 8D . Figure 8A This is a schematic side cross-sectional view of a PTV (labeled 250) constructed and operated according to an embodiment of the present invention, the PTV having a separable connecting arm in a transition descent phase. Figure 8A The transition from the normal raised state of the connecting arm to the ground level state is depicted, in which the front connecting arm 251 on the right side of PTV250 has been lowered but the corresponding rear connecting arm 252 has not yet been lowered. Figure 8B This is a schematic rear cross-sectional view of a PTV (labeled 253) constructed and operated according to an embodiment of the present invention, the PTV having detachable connecting arms mechanically connected and lowered to the ground. PTV 253 includes a left connecting arm assembly 254 and a right connecting arm assembly 255. Both connecting arm assemblies 254 and 255 are fully lowered and positioned at the ground level to allow other vehicles or pedestrians free movement and passage on the ground. Figure 8C This is a schematic rear cross-sectional view of a PTV (labeled 256) constructed and operated according to an embodiment of the present invention, the PTV having separable connecting arms magnetically connected and lowered to the ground level. PTV 256 includes a left connecting arm assembly 257 and a right connecting arm assembly 258. Both connecting arm assemblies 257 and 258 are fully lowered and positioned at the ground level to allow other vehicles or pedestrians free movement and passage on them. Figure 8D It is constructed and operated according to embodiments of the present invention. Figure 8B A schematic diagram of the rear section of a PTV, which has a connecting arm positioned on a dedicated stabilizing rail above the ground. Figure 8DA PTV 253 is depicted with connecting arm assemblies 254 and 255, positioned on a dedicated rail or horizontal component (labeled 259) at a lower height above ground. This arrangement may somewhat obstruct the passage of other vehicles or pedestrians, but it avoids the need for underground excavation and the associated costs of developing infrastructure for underground connecting arm construction. Connecting arms at ground level may correspond to connecting arms connected to elevated, stable rails (e.g., ...). Figure 6A Arms 192, 196), wherein the connection to the descending stabilizing rail can force the connecting arm to descend to the ground level accordingly. Alternatively, unlike the connecting arm connected to the ascending stabilizing rail, the ground level connecting arm can be a separate component.

[0077] According to other embodiments of the invention, the stabilization and / or guiding mechanisms may have alternative configurations designed to provide stability and safety for the PTV during turning or merging operations, while being positioned at ground level to allow free movement of other vehicles and pedestrians. For example, the stabilization and guiding mechanisms may thus be embodied as: at least one connecting arm on either side of the PTV, wherein magnetic (or electromagnetic) elements are disposed at the distal end of each arm and positioned close to the ground; a corresponding array of mechanical bearings beneath each magnetic element, configured to roll along the ground in the direction of travel of the PTV; and corresponding rails on the ground along the track on either side of the PTV, the rails being constructed of a thin strip of ferromagnetic material (e.g., iron). When the PTV travels straight, the bearings magnetically engage with the ferromagnetic rails on both sides of the PTV to provide stability and prevent the PTV from tipping over or veering to the left or right. When the PTV reaches a merging intersection, the ferromagnetic rails continue along one of the merging lanes, while a magnetic rail having the same polarity as the magnetic elements is positioned along a second merging lane (starting slightly ahead of the merging intersection). For example, a ferromagnetic rail is positioned along the left shunting lane after the shunting intersection, while a magnetic rail with the same magnetic polarity as the PTV connecting arm's magnetic element is positioned along the right shunting lane after the shunting intersection. If the PTV needs to travel along the left shunting lane, the PTV deploys its connecting arm such that the magnetic element causes the corresponding bearing to engage with the left shunting lane ferromagnetic rail and repel the right shunting lane rail (due to the common polarity), thereby guiding the PTV to the left. If the PTV needs to travel along the right shunting lane, the PTV can switch the magnetic polarity of the magnetic element at the end of its connecting arm, or alternatively, deploy different connecting arms with opposite magnetic polarities to cause the magnetic element to engage with the right shunting lane rail, thereby guiding the PTV to the right. A similar protocol can be established for merging intersections. After the shunting / merging intersection, the magnetic rail terminates and continues as a ferromagnetic rail along a straight track section. Although such an embodiment provides reduced stabilization and guidance (e.g., with...) Figures 7A-7C and Figures 8A-8DCompared to the embodiments described herein, it still provides sufficient stability and guidance for PTV travel involving low speeds and non-sharp (wide-angle) turns. Alternative embodiments may be based on electromagnetic elements activated according to their distance from the ground, such that, for example, when a mechanical bearing is in contact with the ground, the resulting pressure prevents current flow, thus deactivating the electromagnetic element, while when the bearing is positioned above the ground and not under physical pressure, current can flow to activate the electromagnetic element. Additional mechanisms can be deployed using electrical, magnetic, optical, and / or mechanical elements or techniques known in the art to achieve weight stability while minimizing friction with the ground or external surfaces. Specific stabilization and / or guidance mechanisms used by the PTV can be adapted to match the specific terrain or road conditions encountered by the PTV during a given travel route.

[0078] A track network may include dedicated track sections with multiple lanes and different track intersections and track characteristics. See now. Figure 9 , Figure 9 This is a top view schematic diagram of a multi-lane dedicated track constructed and operated according to an embodiment of the present invention. Track section 271 includes multiple lanes on which PTVs are designed to travel, wherein the lanes are connected by different intersections. For example, track section 271 includes a merging intersection 273 leading to the merging lane 274 and a diverging intersection 275 leading to diverging lanes 278 and 279. Track section 271 also includes a stop area 276 for designated PTV stops. Lane markings 277 are positioned at relevant locations beside the lanes to indicate upcoming intersections or areas.

[0079] According to one aspect of the invention, a personal transport system enables seamless movement of a large number of PTVs (Personal Transportation Vehicles) through lane changes and merging and diverging operations in a multi-lane and multi-intersection track network (e.g., track section 271), while providing effective stability to substantially prevent PTV overturning. Specifically, the PTVs are guided and directed through different lanes between various track intersections by guidance mechanisms (e.g., at least one stabilizing rail) as described above, configured to apply selective forces on the respective sides of the PTV via corresponding separable connecting arms and connecting elements as they approach an intersection or junction. Figure 6A and Figure 6BAs shown, the stabilization of the PTV is provided by a stabilization mechanism (such as at least one stabilizing rail) as described above, configured to apply selective forces on the respective sides of the PTV via at least two connecting arms configured to support the PTV on opposite sides of its center of mass (e.g., above and below the center of mass). Thus, a multi-lane and multi-intersection track network (such as track segment 271) can support efficient travel and lane-changing operations of multiple narrow-width PTVs (i.e., each PTV is characterized by defining a main section with a lateral width suitable for accommodating a single occupant) by providing guiding and stabilizing mechanisms configured to apply complementary forces to support the PTV's center of mass (e.g., above and below) as the PTV approaches a lane intersection. In this way, the applied forces are essentially horizontal, so that despite the inherent characteristics of the PTV (e.g., narrow lateral width suitable for a single occupant and a relatively high center of mass), even when the PTV is traveling at high speed or making sharp turns, torques or rotational forces that could otherwise cause the PTV to overturn are substantially avoided.

[0080] Track section 271 represents a dedicated track located adjacent to a public road 280 over which regular vehicles travel. For example, track section 271 can be allocated from at least a portion of existing road 280, such as by allocating one (or a portion thereof) of a road lane to be used as a dedicated PTV track for PTV transport. The ability to allocate PTV tracks from within public roads can be a direct result of commuters shifting from regular vehicle transport to PTV transport. Removal of public road lanes (or portions thereof) can also be used to significantly reduce the total number of regular vehicles on public roads, thereby alleviating road congestion and other traffic problems, while providing multiple PTV lanes to increase the number of PTVs to maintain a similar total transport capacity. For example, by providing three PTV lanes in the allocated PTV track section, tripling the number of PTVs, the same number of commuters' existing transport capacity can be maintained within one-third of the original area, replacing regular private vehicles. It should be noted that such multi-lane and multi-intersection track sections can also support PTVs in which the width of track joining elements (e.g., wheel arrays) is not necessarily narrower than that of the main section, due to the minimization of constraints on integration with existing public transport at different locations and terrains.

[0081] Furthermore, lanes in track section 271 can be selectively allocated based on the specific needs and requirements of a PTV (e.g., a four-wheeled PTV may require multiple lanes or a wider single lane compared to a narrower two-wheeled PTV), and / or based on constraints arising from a specific location, terrain, or timing (this provides greater flexibility to accommodate different configurations). The allocation of PTV track sections from existing roads or public transport infrastructure (i.e., determining the extent of public road lanes designated for PTV transport) can also be determined based on local requirements and restrictions (e.g., location and / or time). For example, existing infrastructure may limit a track section to only one lane, while multiple lanes may be feasible in adjacent track sections. As another example, the number of allocated PTV lanes can be selectively reduced or expanded during specific time periods, such as by increasing the number of PTV lanes during peak traffic hours and then reallocating some of these lanes to regular vehicles or pedestrians during off-peak hours, or by restricting PTV lanes during construction projects involving nearby road infrastructure and then expanding the PTV track section to include additional lanes after the construction project is completed. If a given PTV track section includes lanes or tracks requiring maneuverability through narrow widths, such as tracks along narrow road shoulders, sidewalk curbs, or medians, the PTV can be configured to increase or decrease the lateral width of its track engagement elements as needed. For example, if the rightmost lane is close to the sidewalk curb (creating a lower obstruction), while the remaining lanes on the left are unobstructed in the lower portion, the PTV can use four wheels (i.e., in a standard four-wheel vehicle configuration, a pair of wheel arrays distributed below each side of the PTV) to travel in the left lane for enhanced stability, while transitioning to a two-wheel configuration (e.g., by unifying the front pair of wheels into a single unit and the rear pair of wheels into a single unit) to enable maneuverability close to the sidewalk curb when traveling in the rightmost lane.

[0082] Personal transportation systems can combine elevated and ground-level stabilized rails for optimal integration with existing public transportation infrastructure and road networks. See also... Figure 10 , Figure 10This is a top view schematic diagram of a PTV track network constructed and operated according to an embodiment of the present invention, which is integrated with a public road section and includes ground-level stabilized rails. The PTV track network (generally designated 310) is integrated with intersecting public roads 302 and 304. The PTV track network 310 includes multiple elevated rail segments, including track segments 311, 313, 314, 316, 318, 319, 321, and 323 (indicated by solid gray lines), and multiple ground-level rail segments (i.e., where the stabilized rails pass below or at a lower height above the ground), including track segments 312, 315, 317, and 322 (indicated by dashed gray lines). Specifically, the elevated rail segment 311 extends to the ground-level rail segment 312 (which passes next to public bus stop 312), and then continues to a pair of diverging lanes of track segments 313 and 314. In the ground-level rail section, the main PTV section travels above the ground, but external components connecting to the PTV (such as parts of stabilizing or guiding mechanisms, e.g., stabilizing rails, PTV connecting arms) may descend to the ground level (e.g.,...). Figures 8A-8D (as shown in the diagram) to avoid obstructing other vehicles or pedestrians. If a PTV approaching from track section 312 needs to turn right (i.e., in a direction perpendicular to road 302 and parallel to road 304), the PTV may continue along track sections 313, 315, and 316. If a PTV approaching from track section 312 needs to continue straight (i.e., in a direction parallel to road 302), the PTV may continue along track section 314, then through ground-level track section 317 (where the stabilizing rails pass below road 304 next to the ground-level public pedestrian crossing 308), and through track sections 318, 319, and 321. If a PTV approaching from track section 312 needs to turn left (i.e., in a direction perpendicular to road 302 and parallel to road 304), the PTV may continue along track sections 314, 317, 318, and 319, then through track sections 322 and 323. Therefore, right turns can be implemented before the public road intersection, while left turns are implemented after the intersection and require additional travel. However, the construction of the rail network 310 provides route flexibility by combining different rail types, rail shapes, and lane intersections (e.g., merging and diverging lanes) without allocating PTV access from the driving lanes of roads 302 and 304, while minimizing the disruption of regular vehicles and pedestrians to existing public transport infrastructure.

[0083] See Figure 11 , Figure 11This is a top view schematic diagram of a PTV track section comprising ground-level stabilized rails constructed and operated according to another embodiment of the invention. The track network is integrated with a public road section, wherein multiple PTV lanes are allocated from regular vehicle lanes. The PTV track network (generally labeled 340) is integrated with intersecting public roads 332 and 334. The PTV track network 340 includes track sections allocated from the driving lanes of road 332, such as track sections 341, 345, 346, 351, and 352, each track section comprising multiple PTV lanes. The PTV track network 340 includes multiple elevated rail segments, including track sections 341, 342, 344, 346, 348, 351, and 354 (indicated by solid gray lines), and multiple ground-level rail segments (i.e., where the stabilized rails pass below or at a lower height above the ground), including track sections 343, 345, 347, 352, and 353 (indicated by dashed gray lines). If a PTV approaching from track segment 341 (i.e., traveling "north") needs to turn right, the PTV can continue along track segments 342, 343, and 344. If a PTV approaching from track segment 341 needs to continue straight, the PTV can continue along track segments 345 and 346. If a PTV approaching from track segment 341 needs to turn left, the PTV can travel along the leftmost divergence lane of track segment 345 and then continue through track segments 347 and 348. Similar arrangements provide route flexibility for PTVs traveling in the opposite direction. For example, if a PTV approaching from track segment 351 (i.e., traveling "southbound") needs to continue in a straight line, the PTV can continue via track segments 352 and 354. However, if a PTV approaching from track segment 351 needs to turn left, the PTV can travel along the leftmost divergence lane of track segment 352 and then continue via track segments 353, 343, and 344. Therefore, the construction of track network 340 provides route flexibility, where multiple PTV paths are integrated with multiple lanes in different directions at and around public road intersections, while minimizing interference from regular vehicles and pedestrians to existing public transport infrastructure.

[0084] Multiple PTVs can be linked together to form a series of interconnected vehicles configured to travel together on a track network, similar to a train. The linking between PTVs can be accomplished using suitable connection mechanisms and techniques known in the art, providing sufficient strength and flexibility to allow for minimal travel speeds without significantly limiting the number of vehicles in the series. For example, a PTV may consist of a front section and a rear section, each of which can be opened and form a removable connection with the front or rear section of another PTV. For instance, the rear section of a PTV may be configured similarly to an articulated vehicle, such as an articulated bus, with flexible sidewalls and upper and lower connecting joints. When a user submits a PTV reservation for two people, two individual PTVs can be interconnected, such as the removable rear section of the first PTV being connected to the removable front section of the second PTV to accommodate two passengers. The linked PTVs may have already been connected to a designated pick-up location and then subsequently disconnected at the destination location after the journey is completed. In another exemplary configuration of a connectable PTV, the seats or standing platforms in the main PTV section can be folded or repositioned to allow two passengers to sit or stand facing each other. Multiple PTV sections can be connected in a similar manner.

[0085] According to one aspect of the invention, one or more PTVs can be temporarily combined into or within different PTVs for a shared journey. For example, at least one “local transport” PTV designed for short-distance travel (e.g., local transport within a city) can be combined into a larger “regional transport” PTV designed for long-distance travel (e.g., intercity transport). The local transport PTV (e.g., a short-length single-occupant vehicle, such as a two-wheeled PTV) can be housed within the main section of the regional transport PTV (e.g., a larger multi-occupant PTV, such as a truck or bus capable of accommodating multiple single-occupant PTVs, such as up to thirty). In this way, local transport PTV occupants can be transported to a long-distance destination via the regional transport PTV, which can be autonomous (self-driving) or manually operated by the user.

[0086] PTV tracks may include gaps or drainage openings to allow for proper drainage. Generally, track sections or other personal transport system components in contact with the ground may be constructed with drainage openings and / or otherwise integrated with an underground drainage system so as not to impede drainage operations.

[0087] The PTV may include other components to facilitate movement. For example, the PTV may include tools adapted to clear debris and remove or transfer obstructions on the track along the PTV's path of travel. These tools may include blades or scrapers positioned at the front of the main section of the PTV and configured to collect and push aside relatively small obstructions in the PTV's path. The obstruction removal tool may be manually controlled by a PTV passenger or a remote operator. As another example, the PTV may include tools adapted to clear or melt snow or ice on track sections or stabilize the rails, such as by pushing away snow / ice or by dispersing substances such as salt, enabling the PCT to move in snowy or icy weather conditions.

[0088] The PTV may further include image sensors or cameras configured to capture images of the vehicle interior, such as images depicting the passengers and / or cargo being carried. The captured images may be transmitted to remote locations, such as users associated with a PTV reservation (e.g., parents of children traveling in the PTV) or system control operators, and may be used for safety purposes (e.g., to ensure the safety, security, or integrity of passengers and / or cargo). The PTV or track section may further include at least one sensor or indicator configured to detect or indicate correct PTV connections (e.g., for connecting or interconnecting PTVs) or maintenance requests. PTV inspection stations located along the PTV track network may provide selected inspection services, such as evaluation of PTV components and parts, to verify functionality and, if necessary, repair or replacement.

[0089] According to one aspect of the invention, a computer-implemented application, such as a smartphone application, executable on a computing device communicating with a computer network is provided to enable users to book personal transport vehicles (PTVs). Users can use the application to book PTVs at specified times and locations, depending on current availability and demand, and await an initial authentication and approval process. The application can also incorporate various features such as user preferences and history, common routes or destinations, etc. PTV bookings can also be implemented at dedicated PTV booking stations, which may be distributed in various locations, such as near a PTV track network.

[0090] According to another aspect of the invention, a PTV can be used to facilitate the delivery of goods to a destination without the need for a user to be present in the PTV. For example, there may be at least one local assistant, which may be embodied by a human or a robotic machine, that appears at the delivery location to retrieve the goods from the PTV and deliver them to the endpoint destination (e.g., similar to an automated delivery drone), thereby eliminating the need for a passenger in each PTV to accompany the goods during their transport.

[0091] According to another aspect of the invention, goods transported by PTV can be protected by a security mechanism that can be applied by a first designated user (e.g., the sender of the goods) at the point of origin of the journey. The security mechanism can then be deactivated by a second designated user (e.g., the recipient of the goods) at the destination of the journey by means of a security deactivation step (such as a digital code or other authentication process). The security mechanism and / or security deactivation step can be applied remotely, such as via an application program implemented by a computer executable on a computing device belonging to the sender or recipient of the goods.

[0092] Although certain embodiments of the disclosed subject matter have been described to enable one skilled in the art to practice the invention, the foregoing description is intended to be exemplary only. It should not be used to limit the scope of the disclosed subject matter, which should be determined with reference to the following claims.

Claims

1. A personal transportation system comprising: a plurality of personal transportation vehicles, each comprising a drive mechanism; and a main section defining a lateral width suitable for accommodating a single occupant; a network of tracks comprising a series of track sections on which the plurality of personal transportation vehicles travel, the network of tracks comprising a plurality of lanes and intersections and junctions, the network of tracks being suitable for integration with existing public conveyance infrastructure such that at least one public road or sidewalk passes through at least one of the track sections; a stabilizing mechanism configured to stabilize the personal transportation vehicles while traveling along the network of tracks and prevent the personal transportation vehicles from tipping over while turning or merging or diverging, the stabilizing mechanism comprising stabilizing rails mounted along the track sections of the network of tracks and configured to engage a portion of the personal transportation vehicles; and a guiding mechanism configured to guide the personal transportation vehicles through the intersections and the junctions and between the plurality of lanes and prevent the personal transportation vehicles from deviating from the track sections, the guiding mechanism comprising: stabilizing rails and connecting arms, the stabilizing rails comprising at least one of: i) respective rails on the ground along the track sections on either side of the personal transportation vehicles to allow free movement of other vehicles and pedestrians; and ii) ground level rail segments and elevated rail segments configured to guide the personal transportation vehicles at ground level along track sections passing through public roads or sidewalks while allowing vehicles and pedestrians to pass over the ground; the connecting arms each comprising a coupling element that is detachably engageable with a respective one of the stabilizing rails for applying a selected force on a respective side of the personal transportation vehicles when approaching a junction or intersection so as to keep the personal transportation vehicles on a designated track section.

2. The personal transportation system of claim 1, wherein the coupling elements comprising at least one magnetic / electromagnetic coupling element disposed on a distal end of each connecting arm, the magnetic / electromagnetic coupling element being configured to change its magnetic polarity; wherein the guiding mechanism further comprises at least one array of mechanical bearings disposed below each magnetic / electromagnetic coupling element configured to roll along the ground in the direction of travel; wherein the stabilizing rails comprise stabilizing rails on the ground along the track sections on at least one side of the personal transportation vehicles, the rails comprising a band of ferromagnetic material, wherein when the personal transportation vehicles travel straight, the bearings magnetically engage the stabilizing rails to provide stability and prevent the personal transportation vehicles from tipping over or deviating from the designated track section, and when the personal transportation vehicles reach a merging or diverging junction, at least one of the magnetic / electromagnetic coupling elements is directed to selectively switch its magnetic polarity to engage a selected stabilizing rail of opposite magnetic polarity and direct the personal transportation vehicles towards a selected direction.

3. The personal transportation system of claim 1, wherein the stabilizing rails comprising: a left stabilizing rail disposed along the track segment on a left side of the personal transportation vehicle; a right stabilizing rail disposed along the track segment on a right side of the personal transportation vehicle; wherein the connecting arm comprises: at least one left upper connecting arm extending from the left side of the personal transportation vehicle, the left upper connecting arm comprising at least one left upper coupling element configured to detachably engage from below an upper portion of the left stabilizing rail; at least one left lower connecting arm extending from the left side of the personal transportation vehicle, the left lower connecting arm comprising at least one left lower coupling element configured to detachably engage from above a lower portion of the left stabilizing rail; at least one right upper connecting arm extending from the right side of the personal transportation vehicle, the right upper connecting arm comprising at least one right upper coupling element configured to detachably engage from below an upper portion of the right stabilizing rail; and at least one right lower connecting arm extending from the right side of the personal transportation vehicle, the right lower connecting arm comprising at least one right lower coupling element configured to detachably engage from above a lower portion of the right stabilizing rail, wherein when the personal transportation vehicle is traveling straight, each of the left and right sides of the personal transportation vehicle is in a supported mode such that each of the left upper coupling element and the left lower coupling element are coupled to the left stabilizing rail and each of the right upper coupling element and the right lower coupling element are coupled to the right stabilizing rail to provide stability and prevent the personal transportation vehicle from tipping over or deviating left or right from the designated track segment, wherein when the personal transportation vehicle reaches a merge or diverge intersection, the respective side of the personal transportation vehicle enters an unsupported mode to direct the personal transportation vehicle toward a selected direction, the unsupported mode selected from the group consisting of: a left side unsupported mode in which each of the left upper coupling element and the left lower coupling element are uncoupled from the left stabilizing rail while each of the right upper coupling element and the right lower coupling element remain coupled to the right stabilizing rail so as to direct the personal transportation vehicle to the right; and a right side unsupported mode in which each of the right upper coupling element and the right lower coupling element are uncoupled from the right stabilizing rail while each of the left upper coupling element and the left lower coupling element remain coupled to the left stabilizing rail so as to direct the personal transportation vehicle to the left.

4. A method for personal transportation, the method comprising the steps of: providing a plurality of personal transportation vehicles, each personal transportation vehicle comprising a drive mechanism; and a main section defining a lateral width suitable to accommodate a single occupant; providing a track network comprising a series of track segments upon which the plurality of personal transportation vehicles travel, the track network comprising a plurality of lanes and intersections and junctions, the track network being suitable for integration with existing public conveyance infrastructure such that at least one public roadway or sidewalk passes through at least one of the track segments; stabilizing the personal transportation vehicle while traveling along the network of tracks and preventing the personal transportation vehicle from tipping over while turning or merging or diverging, using a stabilizing mechanism comprising stabilizing rails mounted along the track segments of the network of tracks and configured to engage a portion of the personal transportation vehicle; and guiding the personal transportation vehicle through the intersections and cross points and between the plurality of lanes and preventing the personal transportation vehicle from deviating from the track segments, using a guiding mechanism comprising: stabilizing rails and connecting arms, the stabilizing rails comprising at least one of: i) respective rails on either side of the personal transportation vehicle along the track segments on the ground to allow free movement of other vehicles and pedestrians; and ii) ground level rail segments and elevated rail segments configured to guide the personal transportation vehicle along the track segments crossing public roads or sidewalks at ground level while allowing vehicles and pedestrians to pass over the ground; the connecting arms each comprising a coupling element that is detachably engageable with a respective one of the stabilizing rails for applying a selected force on a respective side of the personal transportation vehicle when approaching a cross point or intersection in order to keep the personal transportation vehicle on a designated track segment.

5. The method of claim 4, wherein the coupling elements comprising at least one magnetic / electromagnetic coupling element disposed on a distal end of each connecting arm, the magnetic / electromagnetic coupling element configured to change its magnetic polarity; wherein the guiding mechanism further comprises at least one array of mechanical bearings disposed below each magnetic / electromagnetic coupling element configured to roll along the ground in the direction of travel; wherein the stabilizing rails comprise respective stabilizing rails on at least one side of the personal transportation vehicle along the track segments on the ground, the rails comprising a band of ferromagnetic material, wherein when the personal transportation vehicle is traveling straight, the bearings magnetically engage the stabilizing rails to provide stability and prevent the personal transportation vehicle from tipping over or deviating from the designated track segment, and when the personal transportation vehicle reaches a merging or diverging cross point, at least one of the magnetic / electromagnetic coupling elements is directed to selectively switch its magnetic polarity to engage a selected stabilizing rail of opposite magnetic polarity and direct the personal transportation vehicle towards a selected direction.

6. The method of claim 4, wherein the stabilizing rails comprising a left stabilizing rail disposed along the track segments on a left side of the personal transportation vehicle; a right stabilizing rail disposed along the track segments on a right side of the personal transportation vehicle; wherein the connecting arms comprise: at least one left upper connecting arm extending from the left side of the personal transportation vehicle, the left upper connecting arm comprising at least one left upper coupling element configured to detachably engage an upper portion of the left stabilizing rail from below; at least one right upper connecting arm extending from the right side of the personal transportation vehicle, the right upper connecting arm comprising at least one right upper coupling element configured to detachably engage an upper portion of the right stabilizing rail from below; at least one left lower connecting arm extending from a left side of the personal transportation vehicle, the left lower connecting arm including at least one left lower coupling element configured to detachably engage from above a lower portion of the left stabilizing rail; at least one right upper connecting arm extending from a right side of the personal transportation vehicle, the right upper connecting arm including at least one right upper coupling element configured to detachably engage from below an upper portion of the right stabilizing rail; and at least one right lower connecting arm extending from a right side of the personal transportation vehicle, the right lower connecting arm including at least one right lower coupling element configured to detachably engage from above a lower portion of the right stabilizing rail, wherein when the personal transportation vehicle is traveling straight, each of the left and right sides of the personal transportation vehicle is in a supported mode such that each of the left upper coupling element and the left lower coupling element is coupled to the left stabilizing rail and each of the right upper coupling element and the right lower coupling element is coupled to the right stabilizing rail to provide stability and prevent the personal transportation vehicle from tipping over or deviating left or right from the designated track segment, and when the personal transportation vehicle reaches a merge or diverge intersection, a respective side of the personal transportation vehicle enters an unsupported mode to direct the personal transportation vehicle toward a selected direction, the unsupported mode selected from the group consisting of: a left side unsupported mode in which each of the left upper coupling element and the left lower coupling element is uncoupled from the left stabilizing rail while each of the right upper coupling element and the right lower coupling element remains coupled to the right stabilizing rail so as to direct the personal transportation vehicle to the right; and a right side unsupported mode in which each of the right upper coupling element and the right lower coupling element is uncoupled from the right stabilizing rail while each of the left upper coupling element and the left lower coupling element remains coupled to the left stabilizing rail so as to direct the personal transportation vehicle to the left.

7. A personal transportation system comprising: a plurality of personal transportation vehicles, each personal transportation vehicle comprising: a main segment defining a lateral width adapted to accommodate a single occupant; and a drive mechanism configured to propel the personal transportation vehicle, the drive mechanism including at least one track engagement element that projects downward from the main segment and defines a lateral width that is narrower than the lateral width of the main segment such that the main segment is susceptible to tipping over when the personal transportation vehicle is at rest, whereby a space between the lateral width of the main segment and the lateral width of the track engagement element is available to be occupied by a public infrastructure; a network of tracks including a series of track segments on which the plurality of personal transportation vehicles travel, each track segment comprising: a ground portion defining a lateral width that is minimally adapted to accommodate the lateral width of the track engagement element; and an empty space above the ground portion, the empty space being free of non-temporary obstructions, the empty space defining a lateral width that is minimally adapted to accommodate the lateral width of the main segment; a guidance mechanism configured to guide the personal transportation vehicle and prevent the personal transportation vehicle from deviating from the track segment while travelling along the track network at a ground level, which uses: an internal guidance control system configured to detect a boundary or a centerline of a current track segment and control steering of the personal transportation vehicle to keep the personal transportation vehicle within the detected boundary or aligned with the detected centerline; and a stabilization mechanism configured to stabilize the personal transportation vehicle and prevent the personal transportation vehicle from tipping over while turning or merging or diverging while travelling along the track network, wherein the stabilization mechanism is selected from the group consisting of: at least one side wheel extending below the main section and configured to engage with and apply a complementary lateral force to a track segment; at least one weight sensor configured to detect a weight carried by the personal transportation vehicle; at least one angle sensor configured to detect a tilt of the personal transportation vehicle; and an internal counterweight disposed within the personal transportation vehicle and configured to provide a counteracting force to stabilize the personal transportation vehicle during personal transportation vehicle motion.

8. The personal transportation system of claim 7, wherein, a track segment includes a track adjacent to a road or a sidewalk such that at least a portion of a main section of the personal transportation vehicle extends above the road or sidewalk when travelling above the track.

9. The personal transportation system of claim 7, wherein, the personal transportation vehicle is configured to selectively expand or reduce a lateral width of its track engagement elements to comply with width requirements of a track segment.

10. A method for personal transportation, the method comprising the steps of: providing a plurality of personal transportation vehicles, each personal transportation vehicle comprising: a main section defining a lateral width suitable for accommodating a single occupant; and a drive mechanism configured to propel the personal transportation vehicle, the drive mechanism comprising at least one track engagement element protruding downward from the main section and defining a lateral width narrower than the lateral width of the main section such that the main section is prone to tipping over when the personal transportation vehicle is at rest, whereby a space between the lateral width of the main section and the lateral width of the track engagement element is available to be occupied by a public infrastructure; providing a track network comprising a series of track segments on which the plurality of personal transportation vehicles travel, each track comprising: a ground portion defining a lateral width minimally suitable to accommodate the lateral width of the track engagement element; and an empty space above the ground portion, the empty space being free of non-temporary obstacles, the empty space defining a lateral width minimally suitable to accommodate the lateral width of the main section; and guiding the personal transportation vehicle and preventing the personal transportation vehicle from deviating from the track segment while travelling along the track network at a ground level using a guidance mechanism, the guidance mechanism using: an internal guidance control system configured to detect a boundary or a centerline of a current track segment and control steering of the personal transportation vehicle to keep the personal transportation vehicle within the detected boundary or aligned with the detected centerline; and stabilizing the personal transportation vehicle while travelling along the network of tracks and preventing the personal transportation vehicle from tipping over when turning or merging or diverging, the stabilizing mechanism selected from the group consisting of: at least one side wheel extending below the main section and configured to engage with and apply a complementary lateral force to a track section; at least one weight sensor configured to detect a weight carried by the personal transportation vehicle; at least one angle sensor configured to detect a tilt of the personal transportation vehicle; and an internal counterweight disposed within the personal transportation vehicle and configured to provide a counteracting force to stabilize the personal transportation vehicle during movement of the personal transportation vehicle.

11. The method of claim 10, wherein, the track section comprises a track adjacent to a road or a sidewalk such that at least a portion of the main section of the personal transportation vehicle extends above the road or sidewalk when travelling above the track.

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