Urban private and mass transportation system
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2026-01-31
- Publication Date
- 2026-08-13
Smart Images
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Abstract
Description
[0001] DESCRIPTION
[0002] URBAN PRIVATE AND MASS TRANSPORTATION SYSTEM
[0003] The subject of the invention relates to a private and mass transportation system developed for urban passenger or cargo transportation. The system in question offers a structure that can operate independently of traffic in urban transportation, allows for the creation of a special route for each transport, and aims to provide high efficiency.
[0004] The system consists of three main components that can communicate wirelessly with each other and with a central operating unit:
[0005] 1. Specialized guide transportation tracks (2, 4), which consist of multiple transportation paths elevated from ground level and dedicated exclusively to the use of the system's transportation vehicles (1), forming a network structure where these paths are interconnected, and where the transportation vehicles (1) can make selective transitions between different transportation paths within this network structure.
[0006] 2. Driverless transportation vehicles (1), powered by electrical energy, moving on these special transportation tracks (2, 4).
[0007] 3. A wireless electronic operating system that ensures the compatible and coordinated operation of the transportation vehicles (1) and the special transportation tracks (2, 4).
[0008] Within the scope of the aforementioned transportation system, passengers or cargo can be transported from any point of departure to any selected destination point without stopping at any intermediate points, based on a direct and private transportation principle. Furthermore, the system has a modular structure that allows independently moving transportation vehicles (1) to dynamically merge according to need, enabling more transportation vehicles (1) to move on the special track (2, 4). To provide mass transportation, it allows for reaching mass transport capacity by eliminating the safety distance between vehicles and having multiple transportation vehicles (1) move together.
[0009] The movement, route selection, guidance, and coordination of the transportation vehicles (1) within the system are carried out by an operating system located in each vehicle— which enables each transportation vehicle (1) to move autonomously and in synchronization with other vehicles via wireless data exchange between the transportation vehicles (1) and the special transportationtracks (2, 4)— and by a central electronic operating system that manages the entire system.
[0010] State of the Art
[0011] Today, urban passenger transportation is mainly carried out through two primary models. The first model includes traditional mass transportation systems realized with vehicles such as buses, subways, trams, and monorails. Although some of these systems (such as subways and monorails) move on dedicated special lines, they cannot provide personalized and uninterrupted (non-stop) transportation due to fixed routes and the obligation to stop at specific stations.
[0012] In the second model, individual transportation is provided by private vehicles, taxis, or rental cars. Even if these vehicles partially possess autonomous driving capabilities with developing camera, sensor, and radar technologies, they share the same physical ground (highways) with pedestrians and other traffic elements. This situation brings about traffic congestion, insufficient parking space, high emission values, and security risks, especially in densely populated cities.
[0013] In small-scale urban cargo transportation, motorized couriers, pedestrian couriers, and to a limited extent, unmanned aerial vehicles (drones) are commonly used. Motorized couriers pose risks in terms of traffic safety and cause noise and environmental pollution. Drone technology, on the other hand, cannot offer a widespread solution due to urban airspace restrictions, limited carrying capacity, and security concerns.
[0014] The most important limitation of these systems in the state of the art is that high-capacity mass transportation systems lack flexibility, while individual transportation remains directly dependent on traffic and infrastructure problems. Furthermore, in none of the existing systems is there an integrated structure where rubber-tired autonomous vehicles provide both personalized uninterrupted transportation on an elevated special line and reach mass transportation capacity by dynamically merging.
[0015] Solution to the Technical Problem and Provided Benefits
[0016] The proposed transportation system offers significant environmental and social advantages in urban transportation. Since the system consists of driverless vehicles operating entirely on electrical energy, it provides zero local emissions during movement and contributes directly to the improvement of air quality. Inaddition, the contact of rubber tires with special guide surfaces produces significantly lower noise and vibration levels compared to traditional rail systems. Thanks to the mechanical clamping structure, the absence of the risk of the vehicle derailing or overturning may allow for higher speeds safely; this can indirectly contribute to the reduction of general vehicle emissions by accelerating the traffic flow. This system, which can be used continuously day and night, serves the sustainability of urban life and the enhancement of quality of life as a clean, quiet, safe, and efficient urban transportation solution.
[0017] Description of Figures
[0018] Figure 1: A perspective view of a two-part special track structure containing a technical channel between them, and a driverless transportation vehicle moving on this track with its cabin positioned at the lower part of the track (suspension type).
[0019] Figure 2: A view of the mass transportation mode (platoon structure) created by the coordinated merging of multiple driverless transportation vehicles on the two-part special track.
[0020] Figure 3: A detailed view showing the assembly detail of the single-part special track structure from the upper side (by suspension method) and the configuration of the wheel groups contacting the upper, lower, and side surfaces of the track.
[0021] Figure 4: A view showing the assembly of the single-part special track structure supported from the bottom and the wheel-surface interaction of the transportation vehicle whose cabin is located at the top part of the track.
[0022] Figure 5: A top view of multiple parking tracks integrated into the main movement path, allowing vehicles to make individual entry-exits to stations and to park.
[0023] Figure 6: A view of the transportation cabin (la) being suspended downwards by a vertical movement mechanism.
[0024] Explanation of references in the figures
[0025] The correspondence of the reference numbers in the figures is as follows:
[0026] 1. Transportation vehicle
[0027] la. Cabin
[0028] 2. Special track consisting of two parts
[0029] 2a. Channel
[0030] 3. Mass transportation vehicle4. Special track consisting of a single part
[0031] 4a. Right side surface of the special track
[0032] 4b. Left side surface of the special track
[0033] 4c. Upper surface of the special track
[0034] 4d. Lower surface of the special track
[0035] 5. Wheel moving on the right side surface of the special track
[0036] 6. Wheel moving on the left side surface of the special track
[0037] 7. Wheel moving on the upper surface of the special track
[0038] 8. Wheel moving on the lower surface of the special track
[0039] 9. Metal parts
[0040] 10. Steel rope
[0041] 11. Movement path
[0042] 12. Single-vehicle station path
[0043] 13. ertical movement mechanism
[0044] Description of the Invention
[0045] This invention relates to an urban private and mass transportation system developed for urban passenger or cargo transportation, capable of simultaneously providing private transportation and high-capacity transportation (mass transit) services on the same infrastructure. The system consists of driverless transportation vehicles (1) powered by electrical energy, moving on elevated specialized guide transportation tracks (2, 4), and a wireless electronic operating system that ensures the compatible operation of these vehicles (1) and the transportation tracks (2, 4). The terms "specialized guide transportation track (2, 4)" or "transportation track (2, 4)" used in this description do not include the structure of two parallel steel rails used in traditional railway systems.
[0046] Special Transportation Tracks and Network Structure
[0047] The special transportation tracks (2, 4) within the scope of the invention are specialized guide tracks (2, 4) consisting of multiple track segments suitable for urban transportation requirements, and these track segments are interconnected to form a multi-directional transportation network. The special tracks (2, 4) are mounted at a certain height from the ground level on metal, concrete, or similar structures using carrier metal parts (9) and steel ropes (10); thus, the system operates completely isolated from existing road traffic.The special transportation tracks (2, 4) are not in the form of a single linear line; they form a branching network structure throughout the city via junction points, merging points, and routes extending in different directions. Thanks to this structure, transportation vehicles (1) can be selectively guided between different tracks within the road network without being tied to a fixed route between the departure point and the destination point.
[0048] The specialized guide tracks (2, 4) can be implemented in two different structures; in both applications, the transportation vehicle (1) can be located at the top or bottom of the track.
[0049] In one application, the special track (2) consists of two opposing parts with a channel (2a) between them, and with this track structure, the transportation vehicle cabin (la) is preferably located suspended at the lower part of the track. In another application, in the single-part special track (4) structure, the transportation cabin (la) is preferably located at the upper part of the track. In both track structures, the special track (2, 4) has a right side surface (4a), a left side surface (4b), an upper surface (4c), and a lower surface (4d), and these surfaces are arranged to be suitable for the movement of the wheels (5, 6, 7, 8) of the transportation vehicle (1).
[0050] In the special track (2, 4) structure, there are position plates and signal receivers that receive electronic signals from the transportation vehicle (1). To protect the special track (2, 4), which is structured by being elevated and isolated from the ground, from climatic and environmental factors— preferably to close its upper part— the top of the metal construction structure to be mounted on it can be covered with coating materials. By mounting panels called solar panels, which enable obtaining electrical energy from solar energy, on the upper part of the coating materials, the electrical energy obtained in this way can be transferred to the electrical system feeding the system.
[0051] Mechanical Guiding and Clamping Structure
[0052] The special track structure (2, 4) is designed to be simultaneously and continuously gripped from at least three different surfaces by the rubber wheels (5, 6, 7, 8) of the transportation vehicle (1). The wheels (5, 6, 7, 8) of the transportation vehicle (1) contact the right, left, upper, and / or lower surfaces of the track together, ensuring that the transportation vehicle (1) surrounds and compulsorily follows the track geometry like a mechanical lock. This mechanical locking structure is the primary and decisive element in the directiondetermination of the transportation vehicle (1); no sensor, software, or active system can replace this physical guidance, they can only complement it.
[0053] Thanks to this multi-surface simultaneous contact and mechanical clamping structure:
[0054] The possibility of the transportation vehicle (1) moving out of the special track (2, 4) line, swerving to the sides, or overturning in the vertical or horizontal plane is structurally prevented. Thus, although the system uses a structure that does not contain rails, it provides a stability that exceeds the physical guidance safety of rail systems.
[0055] Direction Change Mechanism
[0056] At the junction and merging points where the special transportation tracks (2, 4) diverge into more than one direction, there are movable direction-changing parts that change the track geometry in accordance with the route the transportation vehicles (1) will take. The aforementioned direction-changing parts are structures positioned to rotate right or left around a pivot shaft located in their center.
[0057] Moving the direction-changing parts to the right or left according to the direction the transportation vehicle (1) will go is carried out using at least one of three different methods: electromagnetic, mechanical, and electronic. While these methods can be applied separately, a gradual and safer directionchanging process can also be provided by using more than one method together.
[0058] 1. Electromagnetic Direction Change
[0059] In this method, the direction-changing part has at least one section consisting of metal sensitive to a magnetic field. Electromagnets located on the right and left sides of the transportation vehicle (1) are positioned to control the movement of the direction-changing part.
[0060] According to the direction the transportation vehicle (1) will go, the electromagnet on the relevant side is activated, and the direction-changing part is moved by the effect of magnetic attraction or repulsion is rotated toward the desired direction. In this way, the structure of the special track (2, 4) in the direction where the transportation vehicle (1) will proceed is positioned to create an uninterrupted track geometry for the vehicle.2. Mechanical Direction Change
[0061] In this application, the transportation vehicle (1) has at least two wheels (5, 6) moving on the right (4a) and left (4b) side surfaces of the track, located at the front of the vehicle. Depending on the direction it will take, the transportation vehicle (1) applies mechanical pressure to move the direction-changing part to the right or left via these wheels. At the point where the wheels— located at the front of the transportation vehicle (1) and moving on the side surfaces of the track— pass over the direction-changing part while in motion, the directionchanging part is moved to the right or left according to the desired direction by the mechanical force generated. Thus, during the passage of the transportation vehicle (1), the continuation of the specialized guide track (2, 4) is made uninterrupted in the desired direction.
[0062] 3. Electronic Direction Change
[0063] In this method, the direction-changing process of the transportation vehicle (1) is carried out entirely or partially through electronically controlled drive systems that act exclusively on the physical direction-changing parts of the special transportation track (2, 4), and not on the transportation vehicle (1) itself. At least one electronically actuated drive element, such as an electric motor, servo motor, linear actuator, rotary actuator, or geared motor mechanism, is located on the direction-changing part or within the infrastructure of the special transportation track (2, 4).
[0064] Route information corresponding to the selected destination of the transportation vehicle (1) is processed by the vehicle's control unit, and based on this information, electronic control commands are generated and transmitted— directly or via a central electronic operating system— to the electronically controlled drive elements associated with the direction-changing part. Upon receiving these commands, the drive elements physically reconfigure the geometry of the special transportation track (2, 4) by rotating or repositioning the direction-changing part toward the selected route prior to the arrival of the transportation vehicle (1).
[0065] Data obtained from sensors, position detectors, cameras, or similar sensing units located on the transportation vehicle (1) may be used solely for route verification, positional confirmation, timing synchronization, and safety-related purposes. Such sensing units do not perform, replace, or assume any compulsory direction-determining function. The determination of the direction ofmovement of the transportation vehicle (1) during forward travel is exclusively and compulsorily governed by the physical geometry of the special transportation track (2, 4), as mechanically configured by the direction-hanging part.
[0066] During passage through the junction, the transportation vehicle (1) does not execute any active steering action, free wheel angle adjustment, or vehicle-side directional maneuvering. Instead, the transportation vehicle (1) passively follows the mechanically established and uninterrupted geometry of the special transportation track (2, 4), and the direction change is thereby realized solely hrough physical guidance and compulsory mechanical constraint.
[0067] Accordingly, in the electronic direction change method, electronic systems function only as control and actuation means for configuring the track geometry in advance of vehicle passage, while the guidance, stabilization, and direction of the transportation vehicle (1) remain entirely dependent on the mechanical interaction between the transportation vehicle (1) and the special transportation track (2, 4).
[0068] Combined and Gradual Use
[0069] One, two, or all of the electromagnetic, mechanical, and electronic directionchanging methods can be used together. In this way, the direction-changing process can be performed more precisely, more safely, and with a lower probability of failure. The direction-changing part and the mechanisms moving this part are positioned to ensure that the geometry of the special track (2, 4) becomes uninterrupted according to the desired direction before the passage of the transportation vehicle (1). Each transportation vehicle (1) can dynamically perform direction-changing operations within the special track network (2, 4) through its own hardware, sensors, and electronic commands.
[0070] Transportation Vehicles
[0071] Transportation vehicles (1) are driverless vehicles powered by electrical energy, designed to move on special transportation tracks (2, 4), and are not steered by a steering wheel. Each transportation vehicle (1) contains a transportation cabin (la), and this cabin (la) can be positioned at the top or bottom side of the track depending on the track structure.
[0072] Transportation vehicles (1) possess:A transportation cabin (la),
[0073] Rubber wheel groups (5, 6, 7, 8) positioned on vertical and horizontal axes, Electromagnets used to control the direction-changing parts on their right and left sides,
[0074] A computer system, control panel, sensors, and cameras,
[0075] Communication modules (Wi-Fi / 5G),
[0076] At least one electric motor,
[0077] A safe braking system,
[0078] Contact shoes for receiving electrical energy,
[0079] A power supply for energy regulation,
[0080] A backup battery for potential power outages.
[0081] Energy Supply System
[0082] Continuous electrical energy is provided to the transportation vehicles (1) through electrical channels extending along the special transportation tracks (2, 4). The transportation vehicles (1) receive electrical energy through shoes in contact with this energy line, and the power supply on the vehicle regulates this energy to feed the motors and electronic systems. In case of interruptions in the main energy line, the battery on the vehicle provides temporary energy. Wireless Electronic Operating System
[0083] The wireless electronic operating system is a system consisting of a central structure and electronic communication systems located in each vehicle, operating in harmony with each other. All transportation vehicles (1), special transportation tracks (2, 4), and the central main computer system are in constant communication with each other via the wireless electronic operating system. This system manages the system by processing data entered into the central main computer system as well as data obtained from the computers, sensors, cameras, and control panels on the transportation vehicles, and from the position plates and signal receivers on the track.
[0084] The wireless electronic operating system coordinates the departure, cruising, direction-changing, merging, separating, parking, and arrival operations of the transportation vehicles (1) via electronic commands; thus, it ensures that private and mass transportation services are carried out safely and efficiently on the same infrastructure.
[0085] Stations and Parking TracksIn the private and mass transportation system, the station structure can be implemented in two different ways: in the form of single-vehicle stations (12) or as a stop-free system where the transportation vehicle (1) can stop at any point on the special track (2, 4) without any specific station point.
[0086] In the application of the system in the form of single-vehicle stations (12), there is at least one main movement path (11) and multiple single-vehicle station paths (12) in the form of stations connected to this main movement path, allowing the transportation vehicles (1) to enter and exit individually. The transportation vehicles (1) perform stopping and starting operations by entering and exiting the single-vehicle station paths (12) without disrupting the traffic flow. During periods when they are not performing transportation services, the transportation vehicles (1) wait in the single-vehicle station paths (12) and are included in the system according to new passenger or cargo demands.
[0087] In another application of the system, it is in a structure that allows transportation vehicles (1) to pick up or drop off passengers or cargo at any point on the special track (2, 4) without any specific station point. In this application, to board or unload passengers or cargo, the transportation vehicle (1) stops at any point on the special track (2, 4) it moves upon to pick up the passenger or cargo, and moves to the desired point to drop off the passenger or cargo at that point.
[0088] In both applications, the stations or transportation points used by the transportation vehicles (1) to board or unload passengers or cargo can be on the ground or completely independent of the ground in two different ways.
[0089] In the first application, the stations or transportation points on the ground are in the form of known general structures, and they are located on the ground only as points used for dropping off or boarding passengers or cargo by the transportation vehicles (1) moving on the elevated structure of the special transportation track (2, 4) isolated from the ground.
[0090] In the second application, the special track (2, 4) structure, which is formed by being elevated on metal, concrete, or similar structures completely isolated from the ground, does not have any contact with the ground, including traditional passenger drop-off / boarding stations located on the ground. In this application, by selecting any point on the special track (2, 4) for departure and any point for arrival, the transportation process is provided by picking up thepassenger or cargo from the ground at the selected departure point and leaving them on the ground at the desired destination point.
[0091] To provide access between the passenger or cargo on the ground and the transportation vehicle (1) on the special track (2, 4) above, which is isolated from the ground, the operation is carried out by a vertical movement mechanism (13) that allows the transportation cabin (la) to descend vertically downwards and ascend vertically upwards while maintaining the mechanical connection between the transportation cabin (la) and the transportation vehicle (1). The transportation cabin (la), moving vertically towards the ground via the vertical movement mechanism (13), reaches a position that allows the passenger or cargo to access the transportation cabin (la) by contacting or not contacting the ground.
[0092] The special track structure (2, 4) is configured to allow the transportation cabin (la) to move vertically by means of the vertical movement mechanism (13). In the single-part special track (4) structure, the transportation cabin (la) is positioned at the lower side of the track. In the special track (2) structure consisting of two opposing parts, the transportation cabin (la) can be positioned at the lower side of the track, or it can also be positioned at the upper side of the special track (2) provided that the channel (2a) gap between the two opposing track parts is wide enough to allow the transportation cabin (la) to move vertically up and down.
[0093] The said vertical movement mechanism (13) refers to an assembly that suspends the transportation cabin (la) downwards and pulls it upwards. The vertical movement mechanism (13) can be configured, for example, in the form of a winch and pulley system, a telescopic rail structure, a ball screw mechanism, a hydraulic or pneumatic cylinder, or a rack and pinion system. The vertical movement mechanism (13) ensures that passengers or cargo are boarded onto the transportation vehicle (1) from any desired point of the special track (2, 4) and dropped off at any desired destination point by providing access for passengers or cargo located on the ground at any point through which the special track (2, 4) passes with the transportation vehicle (1) on the elevated special track (2, 4).
[0094] During the upward and downward movements of the transportation cabin (la) performed by means of the vertical movement mechanism (13), it is configured such that the mechanical connection of the transportation cabin (la) with thetransportation vehicle (1) is maintained. Thus, the transportation cabin (la) is allowed to move vertically downwards or upwards without its mechanical connection with the transportation vehicle (1) on the special track (2, 4) being completely broken.
[0095] The vertical movement mechanism (13) is configured to maintain the structural rigidity and operational stability of the system during the upward and downward displacement of the transportation cabin (la). The vertical movement mechanism (13) includes rigid profiles that damp oscillations that may be caused by external factors during the movement of the transportation cabin (la) in the vertical axis. This vertical movement mechanism (13), preferably positioned at the side or corner regions of the transportation cabin (la), is in a telescopic or nestable form that takes a compact form by nesting or folding when the transportation cabin (la) is pulled up, and opens during downward movement to keep the transportation cabin (la) rigidly connected to the transportation vehicle (1). Thanks to this structural integrity, uncontrolled oscillation of the transportation cabin (la) is prevented at every stage of vertical movement, and it is technically made possible to safely lower or pick up passengers or cargo to / from the ground. For a safer ground route where access between the transportation cabin (la) and the passenger or cargo is provided, it can preferably be ensured by safely allocating the regions where existing ground roads meet sidewalks or a part of the sidewalks for this process.
[0096] In the event of any danger that may occur during passenger or cargo transportation, the safe lowering of the passenger or cargo from the transportation vehicle (1) to the ground can be performed automatically or manually via the vertical movement mechanism (13).
[0097] Furthermore, in order to increase the safety of the vertical movement process, a locking mechanism operating together with the vertical movement mechanism (13) is provided. The locking mechanism ensures that the transportation cabin (la) is released in a controlled manner from its fixed position on the transportation vehicle (1) before starting its vertical movement towards the ground, and is rigidly fixed back to the transportation vehicle (1) after the vertical movement upwards from the ground is completed.
[0098] This locking mechanism can be in the form of a mechanical pin lock, a frictionbased brake assembly, a hydraulic locking unit, or an electromagnetic holder.When the locking mechanism is in the active position, it prevents the transportation cabin (la)
[0099] the transportation vehicle (1) is not allowed to move. Following the release of the locking mechanism, only vertical movement is performed; the forward movement of the transportation vehicle (1) is prevented until the vertical movement is completed and the locking mechanism is reactivated. Thanks to this structure, a safety interlock is established between the forward movement of the transportation vehicle (1) and the vertical movements of the transportation cabin (la), thereby preventing uncontrolled, simultaneous, or unintended movements and ensuring the safe boarding and unloading of passengers or cargo into / from the transportation cabin (la).
[0100] In this structured application, the boarding or unloading of passengers or cargo is provided at every point where the special track (2, 4) passes; thus, the density and crowding caused by passengers gathering at traditional station points, especially in passenger transport, are dispersed along the special track (2, 4), providing more comfortable transportation.
[0101] Operating Principle
[0102] Through an application operating over the wireless electronic communication infrastructure, a remote access interface, or a similar digital platform, the departure and destination point information of the passenger or cargo is transmitted to the system. The electronic operating system manages the system by creating an order number for the received request and determining the appropriate route and direction-changing points within the special track network (2, 4). Upon transmission of the departure and destination point request, the system automatically detects the suitable transportation vehicle (1) located closest to the departure point to pick up the passenger or cargo and directs it to the departure point by reflecting the order number on the electronic panel on the vehicle.
[0103] The transportation vehicle (1), which picks up the passenger or cargo at the departure point according to the given order number, begins to move on the special track network (2, 4) toward the destination point. The wheels (5, 6, 7, 8) of the transportation vehicle (1) simultaneously contact the right side (4a), left side (4b), upper (4c), and lower (4d) surfaces of the special track (2, 4), following the geometry of the track and being guided by mechanical clamping.Multiple transportation vehicles (1) moving in the same direction, on the same track, and at the same time approach each other by synchronizing their speeds and positions via wireless communication to allow more transportation vehicles (1) to move on the special track (2, 4), and they move together as a mass transportation unit (3). Transportation vehicles (1) with different destination points adjust their speeds at the appropriate point, separate from the mass transportation unit (3), and move toward their destination points by changing the direction-changing parts according to their own routes. During directionchanging, the mechanisms on the transportation vehicle (1) that move the direction-changing part to change direction are activated, ensuring that the direction-changing part of the special track (2, 4) becomes uninterrupted in the direction the transportation vehicle (1) will go before its passage.
[0104] The transportation vehicle (1) reaching the destination point stops at the point where it will unload the passenger or cargo, and the transportation process is completed. The transportation vehicle (1) that has completed its task is directed by the central electronic operating system according to new passenger or cargo demands. The system manages both private transportation and mass transportation services simultaneously by ensuring coordination between both the transportation vehicles (1) and the track network (2, 4) components.
[0105] The system is structured to operate uninterrupted day and night. In addition to the basic transportation system described above, the system is equipped with a comprehensive security and fault-tolerance architecture detailed below.
[0106] Integrated Security and Fault-Tolerant System Architecture
[0107] In addition to the fundamental physical security provided by the mechanical clamping of the transportation vehicle (1) to the special track (2, 4) structure, the system is equipped with a comprehensive security and resilience architecture that combines active and passive measures, the details of which are given below. This architecture prevents a single point of failure from stopping the system and offers reliability and high availability in accordance with critical system architecture standards.
[0108] 1. Multi-Layered Control and Communication Infrastructure
[0109] The security and control logic of the system is based on a hierarchical division of labor between central coordination and distributed autonomous execution. The central control system is responsible for high-level logistical and operational decisions (route assignment, vehicle distribution, system-wide trafficoptimization). While following this route, the transportation vehicles (1) make local, real-time navigation and collision avoidance decisions independently and autonomously using vehicle-to-vehicle (V2V) communication and their own sensor data. This architecture ensures that the system is both flexible and efficient, as well as extremely responsive to dynamic hazards.
[0110] The control and communication layers forming the brain of the system are designed with the principle of geographical and functional redundancy:
[0111] Paired and Geographically Disjoint Control Nodes: The system consists of at least two central control nodes positioned at different physical locations. While one of these nodes manages the entire system as the primary (active) node, the other operates as a hot standby in constant data synchronization. When any fault is detected in the primary node, control is transferred to the standby node in an automatic and seamless failover manner, and system operation is not interrupted.
[0112] Independent On-Board Emergency Control Units: Each transportation vehicle (1) contains a simple but vital control unit on itself against worst-case scenarios where communication with central systems is completely lost. This unit provides autonomy at the vehicle level by directing the vehicle according to a predefined safest protocol (for example, stopping slowly with existing kinetic energy or proceeding to the next emergency stop point) when a command cannot be received from the center.
[0113] Multi-Layered Redundant Communication Network: In addition to the primary high-bandwidth communication network (fiber optic, 5G), the system includes a low-bandwidth but high-resilience secondary communication network (e.g., LoRaWAN, private RF network, or alternative communication infrastructures) that guarantees the transmission of the most basic emergency commands even in the event of a total outage.
[0114] 2. Active Operational Safety Systems
[0115] The system is reinforced with software-based modules that prevent dynamic hazards in real-time:
[0116] Real-Time Collision Avoidance and Automatic Braking System: The system includes a module that continuously monitors the safe following distance between transportation vehicles (1) on the same line. This module processes the position, speed, and acceleration data of each vehicle via vehicle-to-vehicle (V2V) communication or central traffic software. Advanced algorithms detectabnormal decelerations or sudden stops within milliseconds, sending an automatic braking command to the relevant transportation vehicle (1) to prevent collisions.
[0117] Critical Fault Management, Safe Stop, and Line Reservation System: There is a module that activates when a critical fault is detected in any transportation vehicle (1) or central node. This module primarily places the faulty unit into 'safe mode,' triggers emergency braking for the relevant transportation vehicle (1), and automatically 'reserves' the track section where the vehicle is located or closes it with a physical barrier to stop trailing traffic and prevent chain accidents.
[0118] 3. Resilience and Support Systems
[0119] The physical and software infrastructures supporting the uninterrupted and safe operation of the system are as follows:
[0120] Power Interruption Resistant Power Structure: Each transportation vehicle (1) and the control points in critical road sections are equipped with Backup Power Supplies (Uninterruptible Power Supply - UPS) of sufficient capacity to safely stop the system in the event of a main grid power failure.
[0121] Comprehensive System Health Monitoring and Proactive Diagnosis: The fundamental infrastructure feeding all safety layers is a central system health monitoring software. This software continuously monitors the status of all components to detect abnormalities in advance, thereby preventing the occurrence of faults and increasing the overall reliability of the system.
[0122] This integrated architecture complements the absolute physical security provided by mechanical clamping with an intelligent and dynamic operational safety umbrella, granting the system an unprecedented holistic safety level. Industrial Applicability of the Invention
[0123] The urban private and mass transportation system described above operates in an integrated manner with elevated special tracks (2, 4), driverless transportation vehicles (1), and a central wireless electronic operating system. Each component of this system can be designed and manufactured in accordance with industrial production.
[0124] Special Tracks (2, 4): These can be mounted elevated from the ground on metal, concrete, or similar structures using carrier metal parts (9) and steel ropes (10). Track networks can be produced in a single-part (4) or two-part (2) form with a channel in the middle. Track surfaces are designed to provideguidance as the wheels (5, 6, 7, 8) of the transportation vehicles (1) move upon them. The track network consists of multiple levels and interconnected paths, offering flexible and safe movement within the city.
[0125] Transportation Vehicles (1): These are driverless, electric-motored, and autonomously moving mini-transportation vehicles. They are produced integrated with a transportation cabin (la), wheel groups (5, 6, 7, 8), power supply and battery units, electromagnets, and communication modules (Wi-Fi / 5G). Transportation vehicles (1) can operate in both private and mass transportation modes as directed by the operating system.
[0126] Electronic Operating System: This is the software and hardware platform providing wireless communication between all transportation vehicles (1) and special track networks (2, 4). The operating system analyzes incoming passenger or cargo requests, directs the most suitable vehicle (1), determines the route, and ensures the synchronization of mass transportation units. The system manages the autonomous operation of transportation vehicles (1) by receiving data from sensors, cameras, and on-board control panels. These components can be industrially produced in the form of metal / electric-motored suspended track infrastructure, driverless electric vehicles, guidance and control mechanisms, and computer and electronic systems.
[0127] Although the invention has been developed for urban passenger and cargo transportation, the technical structure of the system is general enough to be adapted for the transportation of passengers or all types of cargo in different areas such as airports, ports, large-scale logistics centers, campus areas, or specific intercity routes.
Claims
CLAIMS1. A transportation system used for passenger or cargo transportation, comprising;- at least one transportation vehicle (1) that is driverless, electrically powered, and provides frictional movement by contacting the surfaces of a special transportation track (2, 4) with its rubber tires, and- special transportation tracks (2, 4) upon which these transportation vehicles (1) move, positioned by being elevated from the ground in isolation from ground traffic, not containing two parallel steel rail lines specific to rail transportation, and arranged to form a network structure that branches, merges, and includes direction diversions with multiple track segments interconnected;the said transportation system being characterized by:- the presence of a physical guidance and constraint relationship between the transportation vehicle (1) and the special transportation track (2, 4), which is a mechanical guidance and position locking arrangement designed to structurally prevent the vehicle from detaching from the track or overturning in the horizontal or vertical plane during the forward movement of the vehicle, ensuring that the vehicle is held on the track line under all conditions (including direction changes),- due to this physical guidance and constraint relationship, the function of direction determination during the forward movement of the transportation vehicle (1) is essentially and compulsorily determined by the physical geometry of the special transportation track (2, 4), without any steering system on the vehicle itself, free wheel angle change, or active steering decisions based on environmental sensing,- the presence of a direction-changing mechanism at the junction points in the special transportation track (2, 4) network, where the transportation vehicle (1) generates an electronic command based on its own route information and activates the mechanism with this command; said mechanism physically reconfigures the track geometry in accordance with the selected route during the approach of the transportation vehicle (1), thereby ensuring that the transportation vehicle (1) changes direction— without using any active maneuvering capability— by merely passively following the compulsory guidance of this physically prepared new track geometry,- the said transportation system thereby enabling the private transportation of passengers or cargo upon request from any departure point on the special transportation track (2, 4) network to any destination point also located on the said track network, without stopping at intermediate stations between the departure and destination points.
2. A transportation system used for passenger or cargo transportation, comprising;- at least one transportation vehicle (1) that is driverless, electrically powered, and provides frictional movement by contacting the surfaces of a special transportation track (2, 4) with its rubber tires, and- special transportation tracks (2, 4) upon which these transportation vehicles (1) move, positioned by being elevated from the ground in isolation from ground traffic, not containing two parallel steel rail lines specific to rail transportation, and arranged to form a network structure that branches, merges, and includes direction diversions with multiple track segments interconnected;the said transportation system being characterized by:comprising a vertical movement mechanism (13) which, while maintaining the mechanical connection between the transportation vehicle (1) located on the special track (2, 4) elevated from the ground and the transportation cabin (la), enables the transportation cabin (la) to move vertically downwards toward the ground relative to its position, consequently providing access for the passenger or cargo on the ground to the transportation cabin (la), and subsequently enabling the transportation cabin (la) to rise back to its initial position.
3. Transportation system according to Claim 1 or 2, characterized in that the said electronic commands transmitted from the transportation vehicle (1) ensure that the direction-changing mechanism on the special track (2, 4) reconfigures the track geometry in accordance with the selected route, and the direction-changing process of the transportation vehicle (1) is compulsorily performed by this reconfigured track geometry without the use of an active steering system or vehicle-sourced independent maneuvering capability.
4. Transportation system according to Claim 1 or 2, characterized in that throughout the direction-changing process of the transportation vehicle (1), the track geometry formed by the direction-changing mechanism on the special track (2, 4) compulsorily dictates the direction of movement of thetransportation vehicle (1), and the transportation vehicle (1) does not have the freedom to change free wheel angles or perform independent maneuvers during this process.
5. Transportation system according to Claim 1 or 2, characterized in that sensing, sensor, or positioning units located on the transportation vehicle (1) are used for determining, verifying the route of the transportation vehicle (1), and / or for safety purposes, and do not assume the compulsory guidance function in direction determination, nor can they replace physical guidance.
6. Transportation system according to Claim 1 or 2, characterized in that the mechanical guidance and position locking arrangement established between the transportation vehicle (1) and the special transportation track (2, 4) is arranged to provide a compulsory and continuous physical connection to ensure that the transportation vehicle (1) cannot deviate from the geometry of the transportation track (2, 4) even during transport and direction changes, and does not create a suspended or freely swinging transportation relationship.
7. Transportation system according to Claim 1 or 2, characterized in that the direction-changing mechanisms operate with at least one of mechanical, electromagnetic, electromechanical, and / or electronic drive methods, and these mechanisms ensure that the special track (2, 4) becomes uninterrupted in accordance with the selected route before the passage of the transportation vehicle (1).
8. Transportation system according to Claim 1 or 2, characterized in that electronic commands generated from the transportation vehicle (1) are transmitted to the direction-changing mechanisms on the special track (2, 4) via wireless communication, and these commands are executed through a central control system and / or by control units integrated into the track infrastructure.
9. Transportation system according to Claim 1 or 2, characterized by comprising a wireless electronic operating system that enables transportation vehicles (1) to operate on the same infrastructure in individual transportation mode alone or in mass transportation mode (3) by merging multiple transportation vehicles (1) through synchronizing their speeds and positions via wireless communication.
10. Transportation system according to Claim 1 or 2, characterized in that transportation vehicles (1) continuously receive electrical energy from the energy line extending along the special transportation tracks (2, 4) and cancontinue to operate with a backup battery on the vehicle in the event of an interruption in the main energy line.
11. Transportation system according to Claim 1 or 2, characterized in that the central electronic operating system consists of at least two geographically discrete control nodes, and by providing data synchronization between these nodes, control is transferred to the backup node in a seamless manner in case of a failure in the primary node.
12. Transportation system according to Claim 1 or 2, characterized in that each transportation vehicle (1) includes an independent emergency control unit that directs the vehicle to a predefined safe state in the event of a loss of communication with central systems.
13. Transportation system according to Claim 1 or 2, characterized in that the position, speed, and acceleration information of the transportation vehicles (1) are processed by vehicle-to-vehicle communication and / or the central electronic operating system to generate automatic braking or speed adjustment commands to prevent potential collisions.
14. Transportation system according to Claim 1 or 2, characterized in that the physical security provided by mechanical locking constitutes a holistic security architecture designed to operate in integration with electronic and softwarebased security layers.
15. Transportation system as defined in Claim 2, characterized in that the vertical movement mechanism (13) comprises at least one locking mechanism that ensures the transportation cabin (la) is securely fixed to the transportation vehicle (1) during the forward movement of the transportation vehicle (1).
16. Transportation system as defined in Claim 15, characterized in that when the locking mechanism is in the active position, the forward movement of the transportation vehicle (1) and the vertical movement of the transportation cabin (la) are not permitted; upon releasing the locking mechanism, only vertical movement is performed, and the transportation vehicle (1) cannot be moved forward until the vertical movement is completed and the locking mechanism is reactivated.
17. Transportation system as defined in Claim 2, characterized in that the said vertical movement mechanism (13) is implemented in the form of:- a winch and pulley system,- a rack-and-pinion mechanism,- a ball screw mechanism,- a telescopic structure,- a hydraulic piston, or- a pneumatic cylinderto ensure the controlled upward and downward movement of the transportation cabin (la).