Internet of things-based transportation shuttle and shuttle traffic system
12626607 ยท 2026-05-12
Inventors
Cpc classification
G06Q10/047
PHYSICS
International classification
Abstract
The present invention defines and constructs internet of things-based green traffic system for civil-military integration (GTS), which relates to the fields of intelligent transportation, intelligent cabin, Internet of Things, Internet, communication network, big data, driverless, joint control, magnetic levitation, magnetic drive, auto-payment, sensing, positioning, identification, national defense security, social security, and so on. Adoption of risk segregation, joint control, de-consolidation transport, de-signalization, de-signing, full intersection interchanges, station/stop insertion, intelligent control, fully enclosed all-weather all-day operation, unlimited speed, unmanned, one-stop arrival, online parking, general use by military, police and civilians, disposal of passenger and cargo priority franchise, intelligent control linkage to the system of intelligent cabin real-time monitoring and automatic control and optimization of the line, resource utilization and system balance, and other programs to ensure that the system safety and efficiency, optimal operation, to solve peak bottlenecks, low capacity, accidents, affected by the weather, waste of resources and other traffic problems, to create a very simplified standardization, resource sharing, global access to green transport green travel.
Claims
1. A transport shuttle, configured to operate within a fully-enclosed or semi-enclosed pipe network system of a shuttle transportation system (STS), and to execute, via an in-shuttle intelligent control system (IICS), control commands generated and issued by an intelligent control system (ICS) of the STS, thereby performing passenger or cargo transport in a non-autonomous mode, and completing transport in an unmanned, fully automatic manner under all-weather and continuous 24-hour conditions; comprising: a shuttle body system, configured to form the main structure and the carrying space of the shuttle with a streamlined and lightweight layout; a magnetic levitation and magnetic driving system (MLMD), configured as a drive unit of the shuttle; an in-shuttle communication system (ISCS), configured to communicate bidirectionally between the shuttle and the ICS, and to interconnect with a communication system of the STS; the IICS, configured as an on-board execution portion of the ICS; an in-shuttle positioning system; an in-shuttle sensing system; an identification system; a wiring harness system; a backup drive system, comprising a backup instance of the MLMD, configured to provide short-term backup drive in maintenance or emergency conditions; and an in-shuttle safety system, an air conditioning system, a lighting system, a seating system, and an audio-visual interaction system, which are optional to transport modes or different task requirements; wherein the shuttle is defined to include no systems such as engine or motor and starter, fuel supply and exhaust systems, or wheel-based mechanical transmission including wheel-drive, mechanical steering, braking, suspension, and gear-changing mechanisms; and is configured to perform levitation, guidance, and propulsion through electromagnetic or linear-motor components; wherein the shuttle is configured to operate under an operation-control separation structure of the STS, via the IICS executing the control commands, so as to perform operating in a non-autonomous and unmanned manner throughout; and permits manual intervention; wherein the IICS, configured to operate in a non-autonomous mode, to function as an execution end and to receive the operating parameters and control commands from the ICS to perform the control commands, switch operating states, prevent collision, and support the transport modes of the STS, thereby maintaining the shuttle in non-autonomous operation throughout; the shuttle supports, under coordination by the ICS, the shuttle operating data exchange with other shuttles for cooperative control including cooperative yielding as well as following, synchronized arrival, inter-shuttle spacing (ISS) adjusting, or end-to-end coupling; and wherein the operating states comprise at least online driving, online parking, station docking, and channel yielding; wherein the shuttle is configured to communicate bidirectionally with the ICS in real time via the ISCS; include at least: the shuttle operating data; the operating parameters; the control commands; and service information related to operation and passenger interaction information; wherein the minimum ISS may be set to zero by the ICS to permit physical docking and to support multi-shuttle end-to-end coupling; wherein the online parking is configured for an empty shuttle remaining online on standby during parking, and the empty shuttle need not be parked in designated offline parking spaces; wherein, through interaction between the MLMD and a magnetic-guideway system (MGS) of the STS, the shuttle is configured to realize magnetic levitation, magnetic guidance, magnetic propulsion, and performs magnetic braking, so as to support execution of the control commands and switching of the operating states in real time, and is controlled by the ICS; wherein the shuttle, in whole or in part, is configured as standardized, modular, replaceable, compatible, and interchangeable functional modules interconnected through unified mechanical, electrical, and communication interfaces; wherein the in-shuttle positioning system is configured for positioning and ranging so as to support collision avoidance; wherein the in-shuttle sensing system is configured to sense: the shuttle operating states; in-shuttle environmental data including temperature, humidity and air quality; and passenger status including vital signs; wherein the in-shuttle safety system is configured to provide safety equipment, protective facilities, or a combination thereof, comprising sensing devices, alarm devices, airbags, seat belts, and fire extinguishers, and to provide monitoring anomalies, alarming or warnings, protection and emergency response for safety in the shuttle; wherein the identification system, configured to identify passenger identity, to perform ride authorization and access control through processing by the ICS, and to perform an imperceptible settlement of ride fees by the STS; wherein the shuttle operating data are measured by the in-shuttle positioning system, the in-shuttle sensing system and the in-shuttle safety system and feed back to the ICS and to the IICS for operational handling; and wherein the passenger interaction information, comprising service requests, emergency alerts, and health information, is transmitted to a human-machine interaction system (HMI) of the ICS via the audio-visual interaction system of the shuttle; and ride status is presented to the passenger; wherein the shuttle comprises a passenger shuttle or a cargo shuttle; wherein the passenger shuttle is configured for an optimized load of 1+1 persons, supporting seated or reclined for the main passenger, the rear seat being for an additional passenger and luggage storage, supporting exclusive ride, sharing, or caring for the elderly, the children, the sick, the disabled, and the pregnant; and wherein the cargo shuttle is configured to carry miniature containers with limited cargo loads, the miniature containers being replaceable as a whole for rapid loading and unloading.
2. The shuttle of claim 1, wherein the shuttle operating data comprise one or more selected from the operating states, position, speed, the ISS, passenger status, and in-shuttle environmental and in-shuttle safety data; wherein the control commands comprise one or more selected from setting the direction of operation, issuing a preferred dynamic route (PDR), maintaining a safe distance, braking, driving, routing, adjusting an operating speed, setting an upper speed bound, adjusting the ISS, and setting or switching among the operating states; and wherein the service information comprises one or more selected from safety tips, station reminders, operational information, and destinations changed by passengers.
3. A shuttle transportation system (STS), specially adapted for a shuttle as the only transport unit within a pipe network system, operating in unistop mode in a non-autonomous manner to implement unmanned, all-weather, fully automatic passenger transport, cargo transport, or a combination thereof; the STS comprising: a shuttleway system, comprising: a shuttle system, referred to as the shuttle, comprising: a shuttle body system; a magnetic levitation and magnetic driving system (MLMD); an in-shuttle intelligent control system (IICS); an in-shuttle communication system (ISCS); an in-shuttle positioning system; an in-shuttle sensing system; an in-shuttle safety system; and an identification system; and the pipe network system; a control-safeguard system, comprising: an intelligent control system (ICS); a communication system; an energy system; a service system; and a safety system; an emergency response system; and a data system; wherein the STS takes the shuttle as the only transport unit operating within the STS; wherein the STS integrates, at a system level, the shuttleway system, the control-safeguard system, the data system and the emergency response system as constituent elements of the STS, the constituent elements being interconnected via IoT, and the ICS exercising unified control so as to support implementation of the transport modes, operation-control modes and monitor-safety modes of the STS; wherein the ICS is configured to, based on the STS operating data monitored through the monitor-safety modes: generate and issue, in real time, the operating parameters and control commands to the relevant execution targets; perform network-wide scheduling, coordination, and system-level adaptive optimization; and form closed-loop control by comparing monitored feedback data with preset parameters; wherein the ICS exercises unified system-level control over the STS; wherein the ICS comprises subsystems respectively configured to handle system-level control, manual intervention, human-machine interaction, user-level temporary operations, and special priority control; and wherein the relevant execution targets comprise at least the shuttle and a magnetic-guideway system (MGS) of the pipe network system; wherein the operation-control modes of the STS, configured such that: an operation-control separation structure is adopted between the ICS and an execution side comprising the shuttle and the MGS, and the two are interconnected via the communication system; in the STS, the shuttle is configured to operate under an operation-control separation structure of the STS, via the IICS of the shuttle executing commands, so as to perform operating in a non-autonomous and unmanned manner throughout; and permits manual intervention; without human intervention, the ICS performs adaptive optimization based on real-time data of the STS operating data system, trading off predicted time, resource utilization and system balance and dynamically updating the operating parameters; a target speed profile is dynamically updated and constrained by an upper speed bound set by the ICS for each segment and operating condition; it provides continuous transitions across different guideway conditions, segments, regions, and operating phases, covering a wide and continuously adjustable operational speed range across different segments and conditions, and increases speed only up to the upper speed bound; an inter-shuttle spacing (ISS) may be adjusted by the ICS, and the minimum ISS may be set to zero to permit physical docking and to support multi-shuttle end-to-end coupling; a preferred dynamic route (PDR), issued by the ICS as a control command, executed by the IICS and distinct from a mere navigation suggestion, includes a standard route, a priority channel, a concession channel, and a non-fixed emergency corridor within the STS system; the PDR is non-fixed, and dynamic routing to adapt to different task requirements and operating environments; by the ICS, the PDR may be adjusted in real time based on the STS operating data and task demand to yield the shortest-time optimal route, and route-type switching is triggered for dispatching and controlling single-shuttle operation and multi-shuttle cooperative operation and for network-wide optimization; upon a path obstacle or local segment closure, real-time updating of a path and rerouting to maintain continuity of operation; and capacity and parking space allocation, priority policies and route optimization are implemented, including utilizing free paths and clearing or dispatching other shuttles to yield an unobstructed path as the PDR, with rerouting when necessary to maintain network-wide optimization; wherein the communication system is configured to interconnect the systems of the STS, and to transmit information between the ICS and constituent elements of the STS, based on IoT; and wherein, in the STS, the shuttle is configured to communicate bidirectionally with the ICS in real time via the ISCS; include at least: the shuttle operating data; the operating parameters; the control commands; and service information related to operation and passenger interaction information; wherein the pipe network system is configured as a fully-enclosed or semi-enclosed structure that is deployable above existing infrastructures or in non-traffic spaces, to provide an operating space physically isolated from external traffic space in which the shuttle runs under the operating parameters and safety constraints, and is a fully interconnected grade-separated junction network, and to reserve interfaces for energy, communication, fire-fighting, and environmental control to support operation of the STS; wherein the pipe network system includes no facilities or devices for manual driving, such as physical separation structures, traffic signaling devices, traffic signs, or surface markings; and wherein the ICS performs traffic direction and priority passage based on monitoring data via the communication system; wherein, through interaction between the MLMD of the shuttle and the MGS of the pipe network system, the MGS is configured to realize magnetic levitation, magnetic guidance, magnetic propulsion, and performs magnetic braking, so as to support execution of the control commands and switching of the operating states in real time, and is controlled by the ICS; wherein the priority policies comprise at least emergency-task priority or task priorities with different privilege levels, so as to ensure reasonableness of dispatch and system efficiency in situations of concurrent multiple tasks or resource conflicts; wherein the priority channel, the concession channel, or the non-fixed emergency corridor are each route segments temporarily assigned by the ICS for priority passage and emergency passage within the network for high-priority tasks when needed, the route segments comprising one or more route segments selected from the group consisting of free paths, smooth-flowing sections, channel yielding; the ICS dynamically assigns an online parking space according to magnetic-guideway occupancy and parking demand, and instructs an empty shuttle to perform online parking; wherein the empty shuttle remains online on standby during parking and is instantly switchable to another one of the operating states; and wherein the online parking space is dynamically allocated and released immediately upon being vacated; wherein unistop is defined as one or more direct modes selected from the group consisting of non-stop (NS), point-to-point (PP), and non-stop point-to-point (NSPP), selectable per task or segment; wherein the STS is composed of standardized, modular units configured to be assembled, extended, and nested, and to be compatible and interchangeable, so as to support expansion and seamless connection of the pipe network system; wherein the seamless connection links the pipe network system to a specific area including a medical area, an emergency area, or another public-service area; wherein the transport modes comprise: the shuttle performing transport tasks within the operating space of the pipe network system; and support for a passenger shuttle, a cargo shuttle, or a combination thereof as the transport unit; under the control commands, the operating parameters and the upper speed bound, the shuttle performs in a non-autonomous, unmanned, and fully automatic manner under all-weather and continuous 24-hour operating conditions, with manual intervention permitted to provide unistop operation; supporting single-shuttle operation and multi-shuttle cooperative operation, with following, synchronized arrival or end-to-end coupling; automatic switching among the operating states for part or all of the shuttles; and the operating states comprise at least online driving, online parking, station docking, and channel yielding; wherein the monitor-safety modes comprise: the shuttle operating data, measured by the in-shuttle positioning system of the shuttle, a pipeline sensing system of the pipe network system, the in-shuttle sensing system of the shuttle, and the in-shuttle safety system of the shuttle, and are fed back to the ICS and the IICS for operational handling; the pipeline sensing system, configured alone or in conjunction with the in-shuttle sensing system, to sense information including guideway conditions, shuttle conditions, shuttle speed, and shuttle position, and to provide the sensed information to the ICS; the safety system, configured to perform safety cause monitoring, personal protection, and health monitoring trigger; comprising: a cause monitoring system, configured to monitor the causes that may lead to accidents and operating anomalies in the STS, the monitoring data being processed by the ICS to generate disposal commands or released information comprising accident prediction, warning, elimination, avoidance, and emergency response; a personal protection system, configured as a measure and response mechanism for protecting personal safety and set up in the pipe network system and the shuttle system, wherein the measure and response mechanism within the shuttle system is realized by the in-shuttle safety system; and a health monitoring trigger system, configured to trigger operation of a health-emergency response system to alter the travel destination, according to health data determined by the ICS or health information provided by the passenger via a human-machine interaction system (HMI); wherein the STS is configured to perform ride authorization and access control through processing of passenger identity information transmitted from the identification system of the shuttle by the ICS, and to perform an imperceptible settlement of ride fees; wherein the shuttleway system is configured as an integrated term for both a transport unit and a traffic infrastructure; wherein the pipe network system is configured to constitute a physical pipe network and carry associated infrastructure; comprising: a pipeline system configured to isolate a running channel of the shuttle from an external environment, and to provide space and protection for deployment of the MGS, an interchange system, a stop system, the pipeline sensing system, a cabling system, and an emergency egress corridor system; the MGS as defined above, configured as the shuttle guideway and modularly assembled along the pipe network system; the interchange system configured to form a fully interconnected structure at network intersections and to deploy the MGS; the stop system configured to provide boarding, alighting, empty-shuttle handling, or a combination thereof; cargo loading, unloading, or a combination thereof; docking services; and deployment of the MGS; the pipeline sensing system as defined above; the cabling system, comprising energy, communication, and control lines, and configured to provide deployment and support for the same; and the emergency egress corridor system, which is physically separated from the driving passageway, configured to allow access of relevant personnel for emergency escape, inspection and maintenance, and accident handling; wherein the control-safeguard system is configured as both operational control unit and safety protection unit for automatic operation of the STS; wherein the communication system, comprises: an intelligent control communication system configured to transmit the STS operating data; and an information communication system configured to be located at various points of the STS, to contain communication exchanges for civilian, police, and military communications, and not to involve control information; wherein the energy system configured to supply energy and perform energy management for the STS; comprising: a power distribution system configured to distribute electrical energy of the STS; and an energy saving system configured to recover and utilize energy generated during shuttle operation; wherein the service system, comprising: a stop service system configured to provide services for boarding, alighting, empty-shuttle handling, station guidance, and on-site services including temporary rest and timing of boarding and alighting; an intercity service system configured as a service area and to provide related services supporting long-distance and cross-regional running needs; an inspection-repair system configured to perform timed inspection, repair and fault troubleshooting for the entire STS system; an operation-maintenance system configured to perform routine maintenance tasks and to ensure STS operational assurance; a parking system configured to control online parking in close proximity at different times and to manage parking space allocation and docking of shuttles; a cleaning system configured to perform environmental cleaning and hygiene assurance for the shuttle and the pipe network system; and a shuttle APP; wherein the emergency response system is configured as an incident-response unit and to automatically initiate an emergency plan; comprising: the health-emergency response system configured, upon detection of an abnormal passenger vital sign, to automatically trigger alarms, notify a hospital and a guardian, and execute a health-emergency rescue plan including rerouting or channel yielding an accident-emergency response system configured, upon occurrence of an operating accident, to trigger alarms and initiate an accident-emergency response plan including emergency stopping, escape, first aid, and retreating from accident points; a fire-emergency response system configured, upon detection of a fire or suspected fire, to execute a fire-emergency response plan including automatic sprinkler or fire-extinguisher activation, emergency stopping, evacuation, rescue, and alarm control under fire conditions; and the emergency plan comprises one or more of: warnings that are audible, visual, or a combination thereof; route clearance, yielding, or a combination thereof; an emergency stop; opening a door; activating the nearest emergency corridor; automatic activation of fire suppression; a firefighting alarm; and routing to a hospital or redirecting to a safe path; wherein the data system is configured as an operating-data collection, analysis and storage unit of the STS; comprising: a data collection system configured to collect, in real time, all kinds of data, comprising the STS operating data and environmental data; a data analysis system configured to analyze the acquired data intelligently and generate a basis for optimization decisions; a data storage system configured to store the various data collected and analyzed; and wherein the STS is configured to include or support supporting facilities, modules or mechanisms for operation and maintenance, rescue or service, which are optionally provided and are not used as transport units.
4. The STS of claim 3, wherein the ICS comprises: a central control system, configured as a control center of the STS, and configured to perform operation control and intelligent processing based on data aggregated through the communication system, and to generate the control commands so as to realize unmanned and unistop operations; a manual control system configured to handle tasks that require manual control to be implemented so as to support human intervention, the tasks including at least installation and commissioning, inspection, repair, cleaning, and emergency, and being switchable with the central control system; the HMI, configured to enable a human-machine dialog between the passenger and the ICS, allowing the ICS to determine whether the information is feasible and to issue commands to meet the passenger's reasonable needs, including switching endpoints, entering service areas, making calls, and processing passenger health information or medical needs, so as to change the travel destination or to activate the health-emergency response system; a user control system configured to, under emergency conditions, handle temporary and limited operation signals issued by passengers, and, under priority strategies and safety conditions determined by the ICS, issue corresponding the control commands; and a special control system configured, under special situations including first aid, urgent public affairs, law enforcement, or military, to handle priority or concession requests, the requests being executed by the central control system according to priority strategies or, upon human intervention, by issuing corresponding the control commands.
5. The STS of claim 3, wherein the STS operating data comprise one or more selected from the shuttle operating data, the operating parameters, the control commands, the service information, monitoring data, magnetic-guideway occupancy, route status, guideway conditions, the STS status, the STS safety data, service information, and passenger interaction information; wherein the shuttle operating data comprise one or more selected from the operating state, position, speed, the ISS, passenger status, and in-shuttle environmental and in-shuttle safety data; wherein the operating parameters comprise one or more selected from segments of the PDR, the target speed profile, upper speed bounds, and the ISS; wherein the control commands comprise one or more selected from setting the direction of operation, the PDR, maintaining a safe distance, braking, driving, routing, adjusting an operating speed, setting an upper speed bound, adjusting the ISS and, setting or switching the operating state; and wherein the service information comprises one or more selected from safety tips, station reminders, operational information, destinations changed by passengers.
6. The STS of claim 3, wherein the point-to-point operation transports a passenger from an origin to a destination without any transfers while permitting intermediate station stopovers for boarding or alighting other passengers, as scheduled by the ICS to consolidate riders with compatible destinations.
7. The STS of claim 3, wherein the imperceptible settlement is configured for ticket-free, automatic, and user-unaware settlement of ride fees.
8. The STS of claim 3, wherein the PDR is generated by using currently unobstructed segments, by means of channel yielding, or by a combination thereof.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
(1) 1. Co-description of
(2)
(3) In
(4) The numerical numbers in
(5) Note: The numerical number 00 in
(6) 2.
(7) 3.
(8) 4.
TERMS AND SYMBOLS
(9) Control cycle/scheduling cycle (T_ctrl): The periodic execution cadence of Intelligent Control System (ICS) or In-Shuttle Intelligent Control System (IICS) used for limiting, smoothing, and interlocking; no specific numeric value is fixed and it is determined by operational conditions.
(10) ICS/IICS closed loop: State perception.fwdarw.path/scheduling.fwdarw.speed/braking/ISS commands; executed with period T_ctrl and subject to safety thresholds (including minimum ISS and jerk/jerk limit, etc.) for limiting and smoothing.
(11) Channel yielding/Non-fixed emergency channel: A temporary yielding action or assigned channel resource taken by the ICS under conditions such as priority passage, congestion, accident, first aid, or fire, meeting clearance/safety requirements.
(12) v_high/v_ultra (speed bands): Speed banding exists and is used for policy switching; safety thresholds tighten monotonically with the speed band (no specific boundary values are fixed).
(13) Upper speed bound or acceleration/deceleration: No specific value is fixed; it is jointly constrained by the maturity of the MLMD propulsion technology at the stage of application and the safety thresholds enforced by the ICS/IICS (a current reference maglev speed is 600 km/h).
(14) High-speed and ultra-high-speed: High-speed means v_high200 km/h; ultra-high-speed means v_ultra400 km/h.
(15) Cooperative operation: Under unified coordination, scheduling, and constraints of operating parameters and control commands, all shuttles remain within a bounded safe operating process/state. Typical cases include, without limitation: yielding, following, synchronized arrival, or end-to-end coupling. During cooperative operation, information exchange among shuttles is coordinated and relayed by Intelligent Control Communication System 2301 and Communication System 23.
(16) Operating parameters and control commands: Generated and issued by Intelligent Control System 22 based on global and/or local operating data of the STS, mission tasks, priority levels, trigger information, and safety constraints.
(17) Operating parameters include at least one of: PDR; target speed profile; and ISS. Operating data include at least one of: operating state; position; speed; ISS; passenger status; and environmental/safety data.
(18) Operating states include at least: online driving; online parking; stop docking; and channel yielding.
(19) Streamlined profile: Overall drag coefficient Cd0.25; envelope profile, see Embodiment 10.
(20) Pipe network: Abbreviation for the transportation network formed by pipe network unit; full term pipe network system.
(21) Preferred dynamic route: A route dynamically solved by Intelligent Control System 22 from origin to destination to enable Unistop service; it is selected by real-time evaluation under preset criteria as the route with the shortest predicted driving time. The route is not merely a navigation suggestion and is non-fixed; it is dynamically adjusted, regenerated, and re-routed with closed-loop control as monitoring data and tasks change. It is generated in three ways: by using currently unobstructed segments, by means of channel yielding, or by a combination of the two.
(22) Standard modules: Modularized/unitized structural elements standardized across the system, including but not limited to: pipe network unit (standardized structural unit of Pipe Network System); magnetic-guideway unit (standardized structural unit of Magnetic-Guideway System); interchange unit (standardized structural unit of Interchange System); stop unit (standardized structural unit of Stop System); pipeline sensing unit (standardized structural unit of Pipeline Sensing System); cabling unit (standardized structural unit of Cabling System); emergency egress corridor unit (standardized structural unit of Emergency Egress Corridor System). Units can be assembled, extended, and nested, and possess compatibility and interchangeability to support extension of the pipe network and seamless interconnection to specific areas. Standard modules, modules, and units express the same concept.
(23) Quasi-real-time: The ICS/IICS execute control and scheduling with period T_ctrl meeting T_ctrlT_max with allowable jitter (non-hard-real-time); used for limit, smoothing, and interlock updates. No specific numeric value is fixed. Abbreviated as real-time.
(24) As-high-as-practicable speed: The highest speed achievable under safety thresholds across different road conditions, segments, areas, and operating phases, forming a continuously transitioning target speed profile that covers a wide speed domain from conventional to ultra-high speed. The target speed profile is constrained by the upper speed threshold determined by Intelligent Control System 22 and implements speed-up and smooth switching when safety policies and energy constraints are satisfied.
(25) Optimized load (optimized capacity): corresponds to a preferred capacity of 1+1 occupants, unless otherwise stated.
(26) Operation-control modes: As used herein, collectively refers to the control and operation states of the shuttle under the coordination of the ICS and IICS. The operation-control modes may include parameters or submodes such as a preferred dynamic route, a target speed profile, an unmanned automatic mode, or an emergency intervention mode. These modes are not new structural features but functional expressions summarizing the operation and control mechanisms disclosed in the present specification.
(27) Shuttle Transportation System (STS): It is used interchangeably with Shuttle Traffic System, both referring to the integrated shuttle-based transport and control system described herein.
(28) Transport Shuttle: As used herein, Transport Shuttle, Transportation Shuttle, shuttle system and shuttle are used interchangeably and may be abbreviated as shuttle (regardless of capitalization and the use of articles), all referring to an individual shuttle system configured for passenger or cargo transport within the STS. For clarity, Shuttle Transportation System (STS) refers to the overall transportation system, whereas shuttle refers to the individual transport vehicle/pod within the STS, i.e., a discrete vehicle/pod unit that serves as a constituent unit/component of the STS.
DETAILED DESCRIPTION OF THE INVENTION
(29) The best implementation of the invention herein is: A Passenger Shuttle load of 1+1 persons, globally harmonized standard modules, design speed upper threshold as high as possible, as many stops as possible and inserted them in Specific Areas. Specifically, as follows:
(30) 1. The composition and numbering of the STS framework, Parent Systems, Child Systems and Grandchild Systems, which is shown in Table 1 below:
(31) TABLE-US-00001 TABLE 1 Parent Child Framework System System Grandchild System Hard Body Shuttle- Pipe-Tunnel Pipeline System 1101, Magnetic-Road Tunnel System 11 System 1102, Interchange System 1103, System 1 Station System 1104, Pipeline Sensing System 1105, Cabling System 1106, Escape Route System 1107 Shuttle Shuttle Body System 1201, Leviation- System 12 Driving System 1202, Standby Driving System 1203, In-Shuttle Positioning System 1204. Air Conditioning System 1205, Lighting System 1206, Audio- Visual Interaction System 1207, In-Shuttle Sensing System 1208, In-Shuttle Safety System 1209, Identification System 1210, In-Shuttle Communication System 1211, In-Shuttle Intelligent Control System 1212, Wiring Harness System 1213, Seat System 1214 Soft Control- Energy System Power Distribution System 2101, Energy Combination Safeguard 21 Saving System 2102 System 2 Intelligent Intelligent Central System 2201, Manual Control System Control System 2202, Human-Computer 22 Interaction System 2203, User Control System 2205 Communication Intelligent Control Communication System 23 System 2301, Information Communication System 23202 Service System Station Service System 2401, Intercity 24 Service System 2402, Inspection-Repair System 2403, Operation-Maintenance System 2404, Parking System 2405, Cleaning System 2406, Shuttle APP 2407 Safety System Cause Monitoring System 2501, Personal 25 Protection System 2502, Health Monitoring Trigger System 2503 Emergency Emergency Health Emergency Response System Response Response 3101, Accident Emergency Response System 3 System 31 System 3102, Fire Emergency Response System 3103 Data Data Data Collection System 4101, Data System 4 System 11 Analysis System 4102, Data Storage System 4103
(32) 2. In Table 1, the STS framework and functional realization:
(33) Hard Body, which is mainly represented by the hardware required for protection and transportation, is the main part of the STS transportation function. One of the main functions: guarding Shuttle and Soft Combination, which is realized by Pipeline System 1101; the second of the main functions: automatic transporting passengers and cargo, which is realized by Shuttle System 12.
(34) Soft Combination, which is mainly represented by the software and services required for control and service, is the peripheral part that guarantees the automatic operation of the transport body of STS. One of the main functions: Controlling the automatic operation of Shuttles and the communication links and data acquisition among the various components, which is jointly accomplished by Intelligent Control System 22, Communication System 23, and Data System 41; The second of the main functions: Providing support services such as energy, security, emergency and service for entire STS, which is accomplished by Energy System 21, Safety System 25, Emergency Response System 31, and Service System 24. Note: The hierarchical breakdown of Intelligent Control System 22 and the composition, spatial relations, and functional realization of its subsystems and sub-subsystems are provided in Section 7.4; this section serves only to harmonize terminology and references.
(35) 3. In Table 1, Composition and functional realization of Parent System of STS:
(36) Shuttleway System 1, which provides the framework for all the facilities of the road network and carries passengers and cargos.
(37) Control-Safeguard System 2, which controls and guarantees the automatic operation of all systems.
(38) Emergency Response System 3, when abnormal, to deal with various emergency events.
(39) Data System 4, which processes all data information, and the data is used by Control-Safeguard System 2.
(40) 4. In
(41) In
(42) When normal, In
(43) When abnormal, In
(44) 5. In Table 1, Composition and functional realization of each Child System of STS:
(45) Pipe Network System 11, which provides space for Shuttle System 12 to drive, provides space for other systems to lay out hardware.
(46) Shuttle System 12, which drive in Pipe Network System 11, transports passengers or cargos.
(47) Energy System 21, which provides energy for the entire STS.
(48) Intelligent Control System 22, which sends commands and coordinates the operation of the various parts of STS through Communication System 23. Intelligent Control System 22 centrally generates operating parameters and control commands, and performs dispatch/allocation and safety management.
(49) Communication System 23, a communication hub among Intelligent Control System 22 and the various parts of STS, provides applications for human-human dialog and human-machine dialog.
(50) Communication System 23 implements bidirectional communications; the categories of exchanged information include at least: (1) operating data (position, speed, operating state, passenger status, environmental and safety data, etc.); (2) operating parameters (target speed profile, ISS, PDR, etc.); (3) control commands; (4) service information; and (5) passenger interaction information.
(51) Service System 24, which provides related services for Pipe Network System 11, Shuttle System 12, and passengers.
(52) Safety System 25, which provides safety measures and security for Pipe Network System 11, Shuttle System 12, and passengers.
(53) Emergency Response System 31, which provides emergency response to Pipe Network System 11, Shuttle System 12, and passengers in the case of an emergency.
(54) Data System 41, through Communication System 23, process the data of the whole system, and the data serves as the basis for the commands and coordination of Intelligent Control System 22.
(55) 6. In
(56) In
(57) In the large dashed box on the left side of
(58) On the right side of the large dashed box in
(59) On the lower side of the small dashed box on the right side of
(60) On the lower side of the small dashed box on the right side of
(61) 7. In Table 1, Composition, location relations and functional realization of each Grandchild System:
(62) 7.1. In Pipe Network System 11, Composition, location relations and functional realization of each Grandchild System:
(63) Pipeline system 1101, which separates the moving Shuttle from everything outside the pipe, provides deployment space and protection for Shuttle System 12, Magnetic-Guideway System 1102, Interchange System 1103, Stop System 1104, Pipeline Sensing System 1105, Cabling System 1106, Emergency Egress Corridor System 1107, etc.
(64) Magnetic-Guideway System 1102, which provides a guideway for the Shuttle, and acts in conjunction with MLMD 1202 to form a magnetic levitation force and a magnetic driving force to hold up, drive and break the Shuttle. Magnetic-Guideway System 1102 and the MLMD 1202 generate the primary propulsive magnetic force through magnetic interaction and, together with MB, accomplish acceleration, deceleration, and stopping control; accordingly, the shuttle does not independently provide the primary propulsion via an onboard propulsion unit.
(65) Interchange System 1103, which is located over all intersections in Pipeline System 1101, eliminates the need for stopping at intersections.
(66) Stop System 1104, which is located at appropriate locations within Pipeline System 1101, provides space for Shuttle stopping, passenger boarding and alighting, or cargo loading and unloading. As used herein, the term stop refers to a node or point within the pipe network of the STS for passenger boarding and alighting or cargo loading and unloading, and is unrelated to any stop in conventional bus or railway systems.
(67) Pipeline Sensing System 1105, which is located at appropriate locations in Pipeline System 1101, senses information such as road conditions, shuttle conditions, shuttle speed, shuttle position, route, and the like, alone or in conjunction with In-Shuttle Sensing System 1208.
(68) Cabling System 1106, which is laid in Pipeline System 1101, contains the lines of energy, communication, intelligent control, etc., to transmit power, data, commands, and the like, respectively.
(69) Emergency Egress Corridor System 1107, which is separated from the driving passageway, is used for the escape or access of relevant personnel, such as emergency escape, inspection and maintenance, and accident handling, etc.
(70) 7.2. In Shuttle System 12, Composition, location relations and functional realization of each Grandchild System:
(71) Shuttle Body System 1201, which provides layout space for the other Grandchild Systems of Shuttle System 12 and passengers or cargos, including door and escape port, etc. It presents a shape that is more conducive to reducing wind resistance, and Passenger Shuttles and Cargo Shuttles are miniaturized (see Embodiment 10. Passenger shuttle load not exceeding 4 persons and optimized for 1+1 persons (preferred capacity), with the possibility of exclusive rides alone and voluntary carpooling or putting luggage in to minimize empty loads; cargo shuttle limited to light/small goods.), lightweight, intelligent, MLMD, and driverless. The shuttle state information obtained by its In-Shuttle Sensing System 1208 and Pipeline Sensing System 1105, through In-Shuttle Communication System 1211 and Communication System 23, which is intelligently interacted with Intelligent Control System 22, immediately Intelligent Control System 22 makes all kinds of commands, these commands act on the Shuttle and other systems to make them present different states, in order to complete the functions of passenger getting on and off or cargo loading and unloading, driving, optimizing route (Executed with period T_ctrl; subject to thresholds such as S_min and a_max and to interlock rules.), braking, parking, etc., and realize Unistop.
(72) MLMD 1202 and Magnetic-Guideway System 1102 interact with each other to realize the Shuttle's MLMD and MB functions, and complete the actions of levitation, driving (i.e., forward, backward, lane-changing) and stopping.
(73) Backup Drive System 1203, provides Shuttle System 12 with a backup driving to be used for a short period of time in case of repair or emergency; the Backup Drive System 1203 comprises a backup instance of MLMD (see, e.g., [0080]).
(74) In-Shuttle Positioning System 1204, together with In-Shuttle Sensing System 1208 and Pipeline Sensing System 1105, determines the precise position and performs ranging of the Shuttle, and transmits related data to Intelligent Control System 22; the distance information between the front and rear of the shuttle sensed by In-Shuttle Positioning System 1204 and Pipeline Sensing System 1105, and the relevant information of Safety System 25, which are transmitted to Intelligent Control System 22 via In-Shuttle Communication System 1211 and Communication System 23. The above information is analyzed comprehensively by Intelligent Control System 22, to provide the Shuttle with collision avoidance measures (e.g., acceleration and deceleration, braking, and stopping, etc.). In-Shuttle Positioning System 1204 and In-Shuttle Sensing System 1208 cooperatively perform positioning and ranging functions to support collision avoidance.
(75) Air Conditioning System 1205, Lighting System 1206, respectively, realize the functions of regulating the temperature, oxygen content, lighting in Shuttle.
(76) Audio-Visual Interaction System 1207, which provides passengers with Individual and interactive entertainment audio-visuals and realizes human-machine dialog with Intelligent Control System 22, or communicates with STS staff, medical personnel, friends, guardians, etc. Meanwhile, passenger-side submission of ad hoc requests and entry of personal information are supported; operating-information prompts and safety alerts are provided, including but not limited to: the operating route and current location, boarding/alighting times and fares, riding instructions and alighting reminders, violation warnings, safety alarms, and emergency guidance.
(77) In-Shuttle Sensing System 1208, which contains sensing items for positioning, ranging, collision avoidance, health, etc., senses the Shuttle's operating state and position, environmental data in Shuttle (including temperature, humidity, and air quality), passenger health status (such as vital signs), among other information, and other information, and combines with Pipeline Sensing System 1105 to complete the Shuttle's comprehensive sensing data, through In-Shuttle Communication System 1211 and Communication System 23, which is fed to Intelligent Control System 22 for corresponding processing.
(78) In-Shuttle Safety System 1209, which contains sensing devices, alarm devices, airbags, seat belts and fire extinguishers to provide sensing, alarming and protection for safety in the Shuttle.
(79) Identification System 1210, which is used to sense the identity of the passenger or the cargo and compare it with the big data information in the library of Data System 41, is used for Intelligent Control System 22 to make the corresponding disposition commands (e.g., whether it is suitable for the ride, push the normal route, friendly reminder, special attention, lock the trajectory, lock the end point, etc.).
(80) In-Shuttle Communication System 1211, which is located within the Shuttle, has communication channels in the form of wired and wireless. It transmits various information or needs originating from Pipe Network System 11, Shuttle System 12, Health Monitoring Trigger System 2503, In-Shuttle Safety System 1209 and the passengers to In-Shuttle Intelligent Control System 1212 or/and Intelligent Control System 22 via the communication channels and, if necessary, to the relevant processing terminals, institutions or individuals.
(81) In-Shuttle Intelligent Control System 1212, which is the on-board part of Intelligent Control System 22, is the execution end and information return end of Intelligent Control System 22 inside the Shuttle, and the passenger or receivers/shippers can give the corresponding need or instruction information to the Shuttle. it operates in a non-autonomous mode.
(82) Wiring Harness System 1213, which is wired between shells and interiors of Shuttle Body System 1201, provides wired signal communication or electricity energy transmission to the various Grandchild Systems of Shuttle System 12.
(83) Seating System 1214, which is mounted on the frame structure of Shuttle Body System 1201, can be seated or reclined.
(84) 7.3. In Energy System 21, Composition, location relations and functional realization of each Grandchild System:
(85) Power Distribution System 2101, which is located throughout Pipe Network System 11, Intelligent Control System 22, Communication System 23, Service System 24, Safety System 25, Emergency Response System 31 and Data System 41, and distributes electricity for them.
(86) Energy Saving System 2102, which is located in Pipeline System 1101 and/or Shuttle Body System 1201, works in concert with Intelligent Control System 22 to recover and utilize the energy generated by the high-speed moving Shuttles.
(87) 7.4. In Intelligent Control System 22, Composition, location relations and functional realization of each Grandchild System:
(88) Central Control System 2201, as the control center of the fully automatic operation of the whole system of STS, with the help of different functional modules, which uses the IoT operation mechanism to exchange information with various other systems through Communication System 23, and carries out operation control and intelligent processing of the Shuttle and other systems, realizing various fully-automatic intelligent control mechanisms including driverless and Unistop.
(89) Manual Control System 2202, which is used for manual control of a Shuttle or a section or an area during activities such as installation and commissioning, overhaul, maintenance, cleaning, emergency response, etc., can be switched with Central Control System 2201.
(90) Human-Machine Interaction System 2203, which provides the necessary freedom of choice for the passenger, i.e., through a human-machine dialog between the passenger and Central Control System 2201, including the passenger providing personal health information or medical needs, wherein Central Control System 2201 determines whether the information is feasible and issues commands to meet the passenger's reasonable needs, such as switching endpoints, entering service areas, calling, or activating the Health-Emergency Response System 3101.
(91) User Control System 2204, which is a temporary limited control that allows passengers to operate the Shuttle autonomously in case of emergency.
(92) Special Control System 2205, in special situations (e.g., first aid, rushing to an examination, suspects riding in a Shuttle, military needs, etc.), which allows for manual intervention to initiate, or automatic judgment by Intelligent Control System 22 to initiate, certain special operations in order to ensure that the necessary special results are obtained.
(93) 7.5. In Communication System 23, Composition, location relations and functional realization of each Grandchild System:
(94) Intelligent Control Communication System 2301, which is the link among Intelligent Control System 22 and other Child Systems and Grandchild Systems for automatic communication through the IoT, is controlled by Intelligent Control System 22 and receive and analyze information, and then issue the corresponding commands.
(95) Information Communication System 2302, which is located at various points of STS, contains communication exchanges for civilian, police, military, etc., and does not involve commands for controlling the operation of the Shuttle.
(96) 7.6. In Service System 24, Composition, location relations and functional realization of each Grandchild System:
(97) Stop Service System 2401, which is deployed in Pipeline System 1101, contains identification, destination statistics, stop guidance, temporary rest, timing of getting on and off, automatic fare deduction, etc. The stops layout location can be a conventional layout way of public transport station/stop/terminal/airport/wharf, or also be a Specific Area. It contains hardware and services.
(98) Intercity Service System 2402, which is service area and related services laid out for the intercity section of Pipeline System 1101.
(99) Inspection-Repair System 2403, which is a timed inspection and repair service for the entire STS system.
(100) Operation-Maintenance System 2404, which is the assurance system for STS operations, is a routine system maintenance task.
(101) Parking System 2405, which contains the different functional passageways involved in Pipeline System 1101, controls online parking in close proximity at different times. It may include pipelines or areas dedicated to parking, or parking areas for Inspection-Repair System 2403.
(102) Cleaning System 2406, which is a complete guarantee system for cleaning, decontamination and maintenance activities on the inside and outside of the Shuttle, Pipe Network System 11, etc., may also include the cleaning needs brought about by different weather.
(103) Shuttle APP 2407, which is a client for passengers or consignors to obtain all kinds of travel information, book Shuttles, preset a destination, book a ride with a passenger or a carpool, participate in surveys, evaluate complaints, identify a guardian, and other services, facilitates improving the operation efficiency of Shuttle, and increases the goodwill of passengers and the affinity of the Shuttle.
(104) 7.7. In Safety System 25, Composition, location relations and functional realization of each Grandchild System:
(105) Cause Monitoring System 2501, which is a combination of hardware and software for monitoring and controlling the causes that may lead to accidents in the STS system, and its monitoring data, via In-Shuttle Communication System 1211 and Communication System 23, is sent to Intelligent Control System 22 and Data System 41 for processing and making various disposal commands or information release such as accident prediction, warning, elimination, avoidance, and emergency response etc. Its principal monitoring items include at least: pipeline and magnetic-guideway status; power-supply status; shuttle status; functional status of MLMD, magnetic drive, and magnetic braking; sensor-system status; communications status; and passenger status; as well as the reliability and stability of monitoring and sensing, the accuracy and timeliness of control commands, the execution and feedback response speed, actuator faults, component detachment or aging, potential fire hazards, and defects in control logic and algorithm design.
(106) Personal Protection System 2502, which is a relevant measure and response mechanism for protection of personal safety set up in Pipe Network System 11, Shuttle System 12 and other systems, comprises In-Shuttle Safety System 1209.
(107) Health Monitoring Trigger System 2503, which utilizes In-Shuttle Sensing System 1208 to monitor the passenger's health throughout the travel process, or uses health information or medical needs provided by the passenger, and, after automatic judgment by Intelligent Control System 22, changes the end of travel or activates the Health-Emergency Response System 3101.
(108) 7.8. In Emergency Response System 31, Composition, location relations and functional realization of each Grandchild System:
(109) Health-Emergency Response System 3101, in Shuttle Body System 1201, is used to monitor the main health indicators of the passenger, and after judgment by Intelligent Control System 22 automatically determines whether to directly reroute the passenger to a hospital or to give a recommendation for the passenger to make his or her own choice. And when there is an obvious abnormality in the vital signs, Intelligent Control System 22 automatically decides to activate a health-emergency rescue plan to send the passenger to the appropriate hospital, and at the same time notify the hospital and the guardian. The rescue plan consists of channel yielding to provide an emergency passage, accelerating to the hospital, calling the hospital, calling a guardian or friend, etc. Note: Channel yielding means that a shuttle yields passage space to another shuttle with a higher priority or for emergency needs (abbreviated as yielding or giving way); the shuttle's operating state at this time is yielding state.
(110) Accident-Emergency Response System 3102, which is composed of accident sensing devices that located in Pipeline System 1101 and Shuttle System 1201, constitutes the hardware of the system, and the accident or abnormal signals sensed therein are transmitted to Intelligent Control System 22 through Communication System 23, or the passengers make a call through Human-Machine Interaction System 2203, triggering Intelligent Control System 22 to initiate an accident-emergency response plan. The response plan includes emergency stopping, escape, first aid, retreating from accident points and more. Note: Fire-emergency response means that, under commands of Intelligent Control System 22, In-Shuttle Safety System 1209 and the Fire-Emergency Response System 3103 act in concert to perform emergency actions including fire suppression, emergency stopping, evacuation, and channel opening; the handling/process data are then transmitted via Communication System 23 to the Data System 41 for retention.
(111) Fire-Emergency Response System 3103, When a fire occurs in Pipeline System 1101, Shuttle Body System 1201 or other hardware systems, Pipeline Sensing System 1105 and In-Shuttle Sensing System 1208 that are located on such hardware send a sensing signal to Intelligent Control System 22 to trigger the initiation of the fire-emergency response, and/or sent to the passenger via Audio-Visual Interaction System 1207 to activate the fire-emergency response. Fire-emergency response includes automatic sprinkler activation in Pipeline System 1101 and small fire extinguisher activation inside the Shuttle, as well as emergency stops, escapes, and rescues, etc.
(112) 7.9. In Data System 41, Composition, location relations and functional realization of each Grandchild System:
(113) Data Collection System 4101, by various types of sensors that are located in Pipeline System 1101, Shuttle Body System 1201, and other parts, which senses and collects various types of information data containing passenger identity, stops, pipelines, passageways, energy, Shuttles, power levels, passenger flow, distribution, positioning, etc., and transmits the information to a data center of Data System 41 via In-Shuttle Communication System 1211 and Communication System 23.
(114) Data Analysis System 4102, which performs comprehensive statistics and big data analysis on the above data, obtains data that facilitates a better passenger experience or obtains a decision basis for STS improvement. These analyzed data bases are used in Intelligent Control System 22 for resource allocation and balancing of the entire STS system, as well as for autonomous optimization and more effective control and expansion of Shuttles distribution and speed, or for pushing more valuable information to passengers, or for guiding engineers to improve the STS, etc. This autonomous optimization process, via a continual feedback-and-analysis loop, automatically adjusts system parameters across varying operating environments, ensuring that the STS maintains optimal performance and autonomous optimization under dynamic conditions.
(115) Data Storage System 4103, which is placed in the cloud, provides storage space for the various data mentioned above for further analysis and recall.
(116) 7.10. In
(117) Inside the large dashed box in
(118) In
(119) The right part of the large dashed box in
BEST MODE FOR CARRYING OUT THE INVENTION
Embodiment 1, Implementation of Section STS
(120) For example, Section STS between places A and B, 1 person (or 1+1 persons) will need to drive by the Shuttle:
(121) Setting up a stop at each of places A and B, called A Stop and B Stop respectively, each include Stop System 1104 and Stop Service System 2401; and, above existing roadways or in non-road spaces, constructing a section of Pipe Network System 11 to connect A Stop and B Stop. One passenger (who may also ride with one family member, friend, or carpooler) rides a Shuttle after entering destination B at the terminal of A Stop, or inputs the destination via User Control System 2204 after boarding the Shuttle. After settling in Seating System 1214, the door of the Shuttle closes automatically, and Audio-Visual Interaction System 1207 reminds passenger to fasten seat belt. At the same time, Identification System 1210 in the Shuttle automatically confirms the passenger's identity and matches the permit with the destination to determine whether the P/C is available, and if NO, Central Control System 2201 sets the route as a regular lane (regular lane is also the shortest time duration preferred lane), if YES (such as military or law enforcement officers, students, doctors, etc.), the route is set as a priority lane or licensed lane, and if the passenger does not have the right to enter the destination, the passenger is reminded to modify the destination or is refused the ride. After that, Central Control System 2201 automatically controls Shuttle Body System 1201 to drive at the highest possible speed (as-high-as-practicable speed, see Terms and Symbols) on Magnetic-Guideway System 1102 in Pipeline System 1101, from A Stop straight to B Stop without any stops in between. Before arrival, Audio-Visual Interaction System 1207 automatically reminds passenger to get ready to get off the Shuttle (no need to worry about missing his/her stop, and no missing). When arriving at B Stop, the door will open automatically and passenger can get off the Shuttle with their bags. And then the Shuttle will automatically park online at an appropriate location in the pipeline, waiting for restart commands. During running, passenger may sit, lie down, or work, may use Air Conditioning System 1205, Lighting System 1206, may use Audio-Visual Interaction System 1207 to amuse himself or herself, or to link up and interact with others, or to change his or her destination. During running, if Health Monitoring Trigger System 2503 finds that the passenger's body is abnormal, then Health-Emergency Response System 3101 is triggered to alert the passenger and get in touch with the hospital and guardian, and if necessary, the emergency channel is directly opened and the route is changed to take the passenger to the nearest suitable hospital (assuming that the hospital has already set up a stop). During running, if Identification System 1210 further judges that the passenger has significant suspicion, it will automatically activate Special Control System 2205 to notify the police for verification, and if the passenger is indeed a suspect, the police will determine the disposition of the passenger and automatically record the passenger's trajectories, and, if necessary, directly lock the door of the Shuttle to detain the suspect to the Public Security Bureau (assuming that the Public Security Bureau has already set up a stop); During running, in case of fire, automatically trigger Fire-Emergency Response System 3103, and make an emergency stop, open the door, open the nearest Emergency Egress Corridor, automatically start the sprinkler system if necessary, or quickly drive away, exit or avoid the fire section in advance. The data related to the whole process is uploaded by Data System 41 through Communication System 23, directly to Central Control System 2201, and stored in Data Storage System 4103.
Embodiment 2, Implementation of District STS and City STS
(122) Based on Embodiment 1, more stops are added at different locations in Place A, and by connecting each stop by Pipe Network System 11, Place A apartment complex STS is formed. Usually, three stops can form a District STS, and if the line to Place B is added, a larger District STS is formed, and so extended. The City STS is equivalent to a much larger District STS.
Embodiment 3, Implementation of Intercity STS
(123) Based on Embodiment 2, constructing an Intercity STS from a Stop in City C to a Stop in City D (referred to as C Stop and D Stop), it is only necessary to add Pipe Network System 11 between the two stops on the outer edges of the two City STS to connect the two cities, and to add some Intercity Service System 2402 at appropriate spacing along the way. Get on the Shuttle from C Stop, then go through the City STS lane of City C, and then travel along Pipeline System 1101 between City C and City D. During running, the passenger may take a small break at some Intercity Service System 2402, and then, go through the City STS lane of City D, which can directly reach D Stop. The full route is the best path (best path=PDR) with the shortest time duration, and the Shuttle can drive between cities at much higher speeds, and Unistop. In the whole process, no need like 2TS: first take vehicle or drive from C Stationgo to the train station or airport of City C for waitingthen take a high-speed train or a plane to the train station or airport of City Dtake another vehicle to D Station.
Embodiment 4, Implementation of National STS or Global STS
(124) The same manner of Embodiment 3 is extended by analogy to all parts of the country or the world, constituting National STS or Global STS.
Embodiment 5, Implementation of Inserting Stops into Specific Areas And Implementation of P/C
(125) If Pipe Network System 11 is extended to E Stop in scenic area, tourists from all over the country will get on the Shuttles at his or her doorstop, and get off the Shuttle to reach E Stop in scenic area. And if Pipe Network System 11 is extended to a school campus F Stop, students or teachers get on the Shuttles at his or her doorstop, by Identification System 1210 judged to be the school's students or teachers, Shuttle will be directly into the campus, no longer cross the road, and idle people will not be able to enter the campus.
Embodiment 6, Implementation of the Fire Extinguishing Function
(126) If the fire sensor at a point senses fire information, it triggers Fire-Emergency Response System 3103, which, based on the sensed location, automatically activates the nearest sprinkler fire extinguishing function at that point, and at the same time, which automatically activates the entrance restriction function of the nearest G Stop and H Stop on both sides of that point, and automatically evacuates all shuttles in the GH section, automatically notifies related personnels to use manual operations of the emergency response plan.
Embodiment 7, Implementation of Online Parking Function
(127) During low peak hours or other no temporary demand for Shuttle, Central Control System 2201 automatically arranges online parking in the nearest online parking space for idle Shuttles, and can restart them at any time.
Embodiment 8, Implementation of Transport Mode for Passengers From Different Locations in City J to Different Locations in City K (that Is, all Weathers, Unistop, De-Consolidation Transport
(128) Passengers at different locations in City J get on the Shuttles nearby, and their respective Shuttles automatically choose the road conditions and the best road sections to combine into the optimal routes, and Unistop to reach their respective destinations (different locations in City K) directly without any stopping in the middle, and not to mention the need to first take a centralized high-speed rail or airplane in City J to City K and then transfer separately to reach their respective destinations. The detailed running process for each person is the same as in Embodiment 3, where everyone has different starting and ending points and different routes and different departure times, all of which eliminate the need for centralized inbound, timed departures, stopping en route and centralized outbound trips. This example best exemplifies the efficiency, convenience, and freedom of STS.
Embodiment 9, Implementation of Peak Traffic Capacity Enhancement
(129) At a Metro transfer station, the average daily morning peak inbound volume in 2019 was 26,200, with 60,700 transfers. After the implementation of STS, all stations/stops have equal advantages, the number of inbound trips is significantly reduced, no transfers are required, and the number of transfers is reduced to 0 people.
(130) Again, on a major urban roadway, the morning peak hour traffic volume is 19,630 pcu/hour and the evening peak hour traffic volume is 16,457 pcu/hour. After the implementation of STS, the hourly traffic flow is a minimum of 150,000 pcu/hour for a non-major section with 6 lanes in both directions. As can be seen, the regular capacity of the non-major sections of STS is 7.6-9.1 times the peak capacity of the major sections of 2TS. Note: Calculation basisThe pipe network is applied above urban conventional motor-vehicle lanes: six lanes (two-way), with magnetic-guideways each 1.8 m wide; shuttle length 2.4 m; ISS 1.6 m; speed 100 km/h. Per-lane flow1001000/(2.4+1.6)=25000 pct/h; for six lanes, total25006=150000 pcu/h.
Embodiment 10, Shuttle Parameter Design and Effects
(131) By removing components of conventional passenger vehicles, the shuttle's volume and weight are reduced. A set of preferred design parameters for the shuttle is approximately as follows (all parameters are not limited to this scheme):
(132) 1. Passenger shuttle: maximum curb weight 260 kg; external dimensions sized for comfortable seating and reduced aerodynamic drag, LWH2.40.91.4 m; smooth outer envelope with both transverse and longitudinal cross-sections being streamlined (e.g., spindle/teardrop/elliptical, without limitation) to improve energy efficiency. Its aerodynamic performance is superior to that of passenger cars; therefore, its drag coefficient Cd lies between that of a water droplet and a sedan, i.e., 0.05-0.25, with 0.15 taken as a reference value.
(133) By comparison, a Toyota Crown 2024 2.5 L Supreme Edition sedan (abbrev. Toyota sedan, cited only as an example; comparison vehicles are not limited thereto) has: curb weight 2045 kg, LWH5.031.891.48 m, and Cd0.3.
(134) Assuming equal load of two persons (160 kg) and equal speed, the shuttle shows substantial improvements in energy-efficiency-related indices over the Toyota sedan:
(135) 1.1 Owing to optimized exterior and dimensions, aerodynamic-efficiency improvement by 4.4 times (Note: Fdrag=0.5**Cd*A*v*v, where rho is the air density, Cd is the drag coefficient, A is the frontal area, and v is the speed. Drag reduction 77.5%).
(136) 1.2. With tires omitted, rolling-resistance energy consumption is zero.
(137) 1.3. Due to the above element changes and removal of many components, the fraction of effective energy (effective load ratio=load/(load+curb weight)) improves by 5.2 times.
(138) 1.4. With multiple shuttles operating head-to-tail (end-to-end coupling), from the second shuttle onward the aerodynamic drag of each shuttle decreases by 30%, yielding a cumulative reduction of 0.3(n1), where n is the number of coupled shuttles.
(139) 1.5. The quasi-single-occupancy micro-sizing design reduces volume by 78%.
(140) 1.6. Removing most functional systems reduces weight by 87%.
(141) 1.7. The MLMD's pole piece size is LW20.25 m, while the Toyota tire contact patch size is LW0.250.25 m; thus, the shuttle's unit-area pressure on the roadway is only 4.8% of that of the Toyota sedan, enabling 90% reduction in roadway cost (Note: unit-area pressure=total weight/load-bearing area. Shuttle: (260+160)/(220.25)=420(260+160)/(220.25)=420 kg/m{circumflex over ()}2; Toyota: (2045+160)/(40.250.25)=8820 kg/m{circumflex over ()}2).
(142) 2. Cargo shuttle: maximum curb weight 130 kg (excluding the miniature container). When the cargo shuttle carries a miniature container and goods, its external dimensions and gross weight are close to those of the passenger shuttle so as to meet multi-shuttle cooperative operation, energy-consumption constraints, and comparable running stability, and to facilitate standardization/generalization of components and efficient presetting, adjustment, and optimization of control parameters. Among these, the upper bounds of the shuttle's external dimensions and gross weight are used to ensure maglev stability under reduced-ISS operation, while the load upper bound is used to secure convergence of braking-distance and energy-consumption models.
INDUSTRIAL UTILITY
(143) The invention herein has a strong industrial utility, which is demonstrated by the following aspects:
(144) The invention herein solves the traffic problems that is currently a common face and urgent problems worldwide.
(145) The technologies used in this invention are all current mature technologies and feasible technologies, with fewer components, simpler process, lower cost, resource saving.
(146) The invention herein solves the dual-carbon problems and energy problems faced by mankind at the same time as it solves the problem of transportation vehicles and Traffic Systems.
(147) The invention herein can be applied both locally (e.g., a peak section, a district, between two cities, etc.) and/or globally (e.g., a city, a country, etc.). From local to global application, it is only necessary to continuously assemble, extend and nest the standard Pipe Network System to cover a larger area, forming a larger regional STS, and finally realizing global access.
(148) The larger the application of the invention, i.e., the more stops, the more pronounced its beneficial effects become. Suppose there are n stops, which have the same significance as the number of lines between two points, growing in a Permutation P (2, n) style.