PCT SPECIFICATION

TITLE: ELEVATED TRANSPORTATION SYSTEMS, APPARATUSES, AND

METHODS FOR MAKING AND USING SAME

RELATED APPLICATIONS

[0001] This application claims the benefit of and priority to United States Provisional Patent Application Serial No. 62/843,940 fded 05/06/2019 (06 May 2019).

BACKGROUND OF THE DISCLOSURE

1. Field of the Disclosure

[0002] Embodiments of the present disclosure relate to elevated transportation systems.

[0003] In particular, embodiments of the present disclosure relate to elevated transportation systems including a plurality of stanchions distributed along one or more transit routes, one or more vehicles, one or more stations distributed along one or more transit routes, at least one central control unit, stanchion drive control units, and station control units, wherein each of the vehicles or cars is supported by a plurality of stanchions spaced periodically such that each of the cars is always supported by two or more stanchions and moves from one stanchion to the next by motive power supplied by each of the stanchions.

2. Description of the Related Art

[0004] The movement of people and goods has been accomplished in part by the construction of railroads, which require significant preparation of a rail bed, the laying of tracks, the disruption of local access and traffic flow due to rail crossings, and the overall unsightly ground level presence of rails and their rights of way, trains, train cars, and rail yards.

[0005] Although traditional railroads have been effective in the movement of people and goods, the above drawbacks mandate a new system which can elevate the transporters above ground and reduce the negative impacts of traditional railroads. This has been attempted with the installation of monorails or similar elevated rail systems. Such systems elevate the transporters, but in the process also elevate the support rails needed to hold the monorail cars and thus present an unsightly and expensive method of transport.

[0006] An additional attempt to elevate a transport system has been proposed by Tubular Rail, which has transporters with attached rails moving through hoops or rings elevated above ground. Although interesting, the design is fraught with technical challenges and hence not realized.

[0007] Thus, there is still a need in the art for improved systems and methods for elevated rapid transit apparatuses, systems of moving the apparatuses, terminals of ingress and egress and systems for providing the energy for moving the apparatuses.

SUMMARY OF THE DISCLOSURE

[0008] Embodiments of this disclosure provide transportation systems and apparatuses including a plurality of support and locomotion units or stanchions distributed along one or more transit routes, one or more vehicles, one or more stations distributed along the one or more transit routes, a central control unit, and station control units, wherein each of the vehicles is supported by stanchions spaced periodically such that each of the vehicles is always supported by a number of stanchions and move from one stanchion to the next by motive power supplied by each of the stanchions. In certain embodiments, the support and locomotion units or stanchions are spaced apart so that each of the vehicles is support during transit by at least two (two or more) stanchions or at least three (three or more) stanchions.

[0009] Embodiments of this disclosure provide transportation methods including moving one or more vehicles from one station to another station along one or more routes, where the one or more vehicles are part of a transportation system and apparatus include a plurality of support and locomotion units or stanchions distributed along one or more transit routes, the one or more vehicles, one or more stations distributed along the one or more routes, a central control unit, and station control units, wherein each of the vehicles is supported by stanchions spaced periodically such that each of the vehicles is always supported by a number of stanchions and may move from one stanchion to the next by motive power supplied by the stanchion. In certain embodiments, the support and locomotion units or stanchions are spaced apart so that each of the vehicles is support during transit by at least two (two or more) stanchions or at least three (three or more) stanchions. The methods also include scheduling each of the vehicles along the routes via the central control unit and/or the station control units.

[0010] Embodiments of this disclosure provide transportation control systems including one or more control centers including one or more central control units. The control system also includes a plurality of stations; each of the stations includes one or more station control units. The control system also includes a plurality of stanchions; each of the stanchions includes one or more stanchion control units. The control system also includes a plurality of cars or trains; each of the cars includes one or more car control units. The central control units are in two-way communication with the station control units, the stanchion control units, and the car control units via information pathways. The station control units are in two-way communication with the stanchion control units associated with routes into and out of the stations, and the car control units traveling along the station routes via information pathways.

BRIEF DESCRIPTION OF THE DRAWINGS OF THE DISCLOSURE [0011] The disclosure may be better understood with reference to the following detailed description together with the appended illustrative drawings in which like elements are numbered the same:

[0012] Figure 1 depicts an artist rendering of a perspective view of an embodiment of an elevated transportation system of this disclosure including a train, vehicle or car and stanchion or support and a drive unit situated in an urban or rural setting.

[0013] Figure 2 depicts an artist rendering of a side plan view of another embodiment of a transportation system of this disclosure including a vehicle or car and stanchion or support and a drive unit.

[0014] Figure 3A depicts a top plan view of another embodiment of a transportation vehicle or car of this disclosure.

[0015] Figure 3B depicts an artist rendering of a side view of a segmented embodiment of a transportation vehicle or car of this disclosure.

[0016] Figure 4A depicts another embodiment of a passenger vehicle or car of this disclosure.

[0017] Figure 4B depicts a cross-sectional view of the car of Figure 4A.

[0018] Figure 5A depicts another embodiment of a vehicle or car of this disclosure including passenger sections and cargo sections.

[0019] Figure 5B depicts a cross-sectional view of the car of Figure 5A.

[0020] Figure 6A depicts an embodiment of a transportation system of this disclosure including a central station, satellite stations, and transportation pathways or routes.

[0021] Figure 6B depicts an embodiment of a station of the transportation system of Figure 6A.

[0022] Figure 6C depicts a segmented car proceeding along a route of the transportation system of

Figure 6A.

[0023] Figure 6D depicts another embodiment of a station of the transportation system of Figure 6A.

[0024] Figure 7A depicts a side cross-sectional view of an embodiment of stanchion or support and locomotive unit of this disclosure.

[0025] Figure 7B depicts a front cross-sectional view of the drive unit of the stanchion of Figure 7A.

[0026] Figure 7C depicts a top side cross-sectional view of the drive unit of the stanchion of Figure 7A.

[0027] Figure 7D depicts a top side cross-sectional view of another embodiment of a drive unit of the stanchion of Figure 7A.

[0028] Figure 7E depicts a top cross-sectional view of the stanchion of Figure 7A with a car of Figures 1, 2, 3A&B, 4A&B and 5A&B passing there through (please note that the car is not shown in cross-section.

[0029] Figure 7F depicts a front view of an artist rendering of a stanchion of this disclosure.

[0030] Figure 7G depicts a front view of an artist rendering of a stanchion of this disclosure as a car of this disclosure passes there through.

[0031] Figure 8 A depicts a side cross-sectional view of another embodiment of stanchion or support and locomotive unit of this disclosure.

[0032] Figure 8B depicts a front cross-sectional view of the stanchion of Figure 8A with a car of Figures 1, 2, 3A&B, 4A&B and 5A&B passing there through (please note that the car is not shown in cross-section.

[0033] Figure 9A depicts a front plan view an embodiment of a magnetic levitation and magnetic drive stanchion.

[0034] Figure 9B depicts a side cross-sectional view the stanchion of Figure 9A.

[0035] Figure 9C depicts a side cross-sectional view the stanchion of Figure 9A along with a cross- sectional view of a car equipped with components associated with magnetic levitation.

[0036] Figure 10 depicts an embodiment of a control system of this invention.

DEFINITIONS USED IN THE DISCLOSURE

[0037] The term "at least one", "one or more", or "one or a plurality" means one or more than one, generally one up to a large number that is consistent with the context. Thus, at least one vehicle in the context of a transportation system of this invention may be one vehicle up to thousands of vehicles depending on the size and population of the region implementing the transportation system of this disclosure. These three terms may be used interchangeably throughout this disclosure. Similarly, terms like at least two and two or more means two or more than two; at least three and three or more means three or more than three; and so forth.

[0038] The term "about" means that a value of a given quantity is within ±20% of the stated value. In other embodiments, the value is within ±15% of the stated value. In other embodiments, the value is within ±10% of the stated value. In other embodiments, the value is within ±5% of the stated value. In other embodiments, the value is within ±2.5% of the stated value. In other embodiments, the value is within ±1% of the stated value.

[0039] The term "substantially" means that a value of a given quantity is within±5% of the stated value. In other embodiments, the value is within ±2.5% of the stated value. In other embodiments, the value is within ±2% of the stated value. In other embodiments, the value is within ±1% of the stated value. In other embodiments, the value is within ±0.1% of the stated value.

[0040] The term "m" mean meter or meters.

[0041] The term "ft" means foot or feet.

[0042] The term "s" means second or seconds.

[0043] The term "min" means minute or "mins" means minutes.

[0044] The term "hr" means hour or "hrs" means hours.

[0045] The term "mph" means miles per hour, and "kph" means kilometers per hour. DETAILED DESCRIPTION OF THE DISCLOSURE

[0046] The inventor has found that elevated transportation systems, apparatuses, and methods implementing them may be constructed, wherein the transportation systems, apparatuses, and methods include a plurality of stanchions distributed along one or more transit routes, one or more vehicles, one or more stations, a central control unit, and station control units, wherein each of the vehicles is supported by stanchions spaced periodically such that each of the cars is always supported by a number of stanchions and may move from one stanchion to the next by motive power supplied by the stanchion.

[0047] In certain embodiments, the stanchions or support and locomotion units include electro mechanical drive units or magnetic levitation and locomotion units. In certain embodiments, the electro-mechanical drive units include one or more motors and one or more rotatable engaging members. In certain embodiments, the magnetic levitation and locomotion units include a plurality of trapped field magnets disposed on the vehicles and each of the stanchions include a plurality of electromagnets that are turned on and off to propel a vehicle forwards or backwards from one stanchion to the next along one of the routes at a desired velocity.

[0048] In certain embodiments, the vehicles have a length of n meters and the stanchions are distributed in a spaced apart fashion or configuration such that the spacing between stanchions is less than about n/2 meters (the vehicles are supported by two stanchions), the spacing between stanchions is less than about n/3 meters (the vehicles are supported by three stanchions), the spacing between stanchions is less than about n/4 meters (the vehicles are supported by four stanchions), or smaller spacings. In certain embodiments, the length of vehicle n is between about 30 m and about 200 m. In other embodiments, the length of vehicle n is between about 30 m and about 175 m. In other embodiments, the length of vehicle n is between about 30 m and about 150 m. In other embodiments, the length of vehicle n is between about 30 m and about 125 m. In other embodiments, the length of vehicle n is about 100 m.

[0049] Embodiments of this disclosure related broadly to transportation systems and apparatuses including a plurality of support and locomotion units or stanchions distributed along one or more transit routes, one or more vehicles, one or more stations distributed along the one or more transit routes, a central control unit, and station control units, wherein each of the vehicles is supported by stanchions spaced periodically such that each of the vehicles is always supported by a number of stanchions and move from one stanchion to the next by motive power supplied by each of the stanchions. In certain embodiments, the support and locomotion units or stanchions are spaced apart so that each of the vehicles is support during transit by at least two (two or more) stanchions or at least three (three or more) stanchions.

[0050] Embodiments of this disclosure related broadly to transportation methods including moving one or more vehicles from one station to another station along one or more routes, where the one or more vehicles are part of a transportation system and apparatus include a plurality of support and locomotion units or stanchions distributed along one or more transit routes, the one or more vehicles, one or more stations distributed along the one or more routes, a central control unit, and station control units, wherein each of the vehicles is supported by stanchions spaced periodically such that each of the vehicles is always supported by a number of stanchions and may move from one stanchion to the next by motive power supplied by the stanchion. In certain embodiments, the support and locomotion units or stanchions are spaced apart so that each of the vehicles is support during transit by at least two (two or more) stanchions or at least three (three or more) stanchions. The methods also include scheduling each of the vehicles along the routes via the central control unit and/or the station control units.

[0051] The car support and locomotive units or stanchions are generally U-shaped structures through which the car moves. The U-shaped structures are structurally strong enough to contain, support, and drive the cars and prevent unwarranted horizontal or vertical motion and designed such that the car is contained in all directions. The base of the U-shaped structure contains the support and motive power system of the stanchion. In one embodiment this system is a series of pliable wheels, which may be rubber that are in contact with the structurally strong base of the cars. The wheels support the car through the car base contact, and because of their pliability allow for smooth running of the cars. The wheels also give motive power to the car through reversible electric motors attached to the wheel axles. The wheels have a structure and characteristics or properties that allow for high car speeds possibly exceeding 400 mph. The motors have a capacity appropriate for the intended maximum speed of a specific transportation system. The wheel configuration in one embodiment consists of two wheels on an axle with the axle connected to a reversible electric motor which may or may not require a transmission. The wheel/motor combination is mounted on the stanchion at the U-shaped structure in such a way so as to allow for contact of the wheels with the base of the cars. Two or more such wheel/motor combinations may be mounted on the stanchion. As example, one wheel/motor combination may be mounted on each side of the U-shaped structure.

[0052] The drive motor or a plurality of motors on the stanchion, wherein the motors may be DC motors. The rotation of which may be controlled such that the majority of the time the motors are not active, but turn on only when a car or train approaches. The rotation rate of the motors is controlled so that a rotation rate of the attached wheels match a speed of the incoming cars or train. The motor and driven wheels may either simply support the cars or may accelerate or decelerate the cars as needed. To maintain or increase the speed of the cars, the motors will turn the wheels by applying a motive force to the cars, where a value of the motive force may be remotely set. To reduce speed or stop the car, a braking force may be applied through the wheels. This may be accomplished by a traditional hydraulic wheel brake system as example a disc brake system, or through electric regenerative braking. Regenerative braking may be of special interest in the case where all or part of the electric power for the stanchion is provided by batteries, although if stanchion power is supplied by an electric grid, regenerative braking energy may be supplied by the grid.

[0053] In another embodiment, the support and motive power for the car may be supplied by magnetic levitation and magnetic linear motors. Levitation may be accomplished by magnets housed in the cars and on the stanchions. The magnets may be either permanent or electromagnets and may include superconducting trapped field magnets as well as superconducting electromagnets. Trapped field magnets may be incorporated into the floor of the cars and in one embodiment may be high temperature superconducting trapped field magnets which are kept cool by cryogenic refrigerators or by liquid nitrogen or other liquid cold enough such that the superconductors are held below their transition temperature. Such trapped field magnets will not require power from the cars to operate. The opposing magnets may be on the stanchions and may also be a trapped field magnet or an electromagnet using normal conductor wire or superconducting wire. Stanchion power may be utilized to support the stanchion magnet needs.

[0054] In another embodiment, the electromagnet may be housed in the floor of the Air Train car with an opposing either trapped field magnet or an electromagnet on the stanchion. Motive power for the levitated cars may be supplied by a magnetic linear motor on each stanchion. The magnetic linear motor may be a superconducting motor or a normal conductor motor. The magnetic linear motor will operate in a traditional linear motor mode reacting with the magnetic field of the car magnetic system accelerating the car to the appropriate velocity, decelerating the cars, or maintaining the cars at a given velocity.

Broad Embodiments

[0055] Embodiments of this disclosure relate broadly to transportation systems comprising (a) one or more trains including one or more cars and one or more vehicle control units, wherein the trains traverse one or more transit routes and wherein each of the trains has a length of n meters and wherein each of cars includes an engagement structure disposed on a underside of the trains, (b) a plurality of stanchion units, wherein each of the stanchion units include a drive system, a car guide member, one or more stanchion control units, and a power supply unit, wherein the stanchion units are distributed in a spaced apart fashion along a length of each of the one or more transits routes, and wherein a spacing between the stanchion units is less than about n/2 meters so that each of the trains is supported by at least two stanchion units, (c) one or more control centers including one or more central control units, and (d) one or more stations including one or more station control units and one or more train station drive units, wherein all of the control units are in bidirectional communication, wherein the stanchion units move the trains along the routes via the drive systems, wherein the control units and software installed on the control units monitor and control a speed of each of the vehicles in transit along the one or more transit routes and wherein the station drive units control train entry speeds, train stopping times, and train leaving speeds.

[0056] In certain embodiments, the number of stanchion units is at least three, and the spacing is less than about n/3. In other embodiments, each of the stanchion unit drive systems comprise one or more electro-mechanical drive units and one or more mechanical support units. In other embodiments, each of the electro-mechanical drive units comprise one or more motors and one or more rotatable engaging members adapted to engage the train engagement structures. In other embodiments, the one or more rotatable engaging members comprise one or more wheels mounted on axles driven by the one or more motors, and the wheels are adapted to engage the train engagement structures so that as the wheels turn they propel the trains forward or backward. In other embodiments, each of the stanchion unit drive systems comprise a plurality of stanchion levitation magnets and a plurality of stanchion drive magnets that cooperate with vehicle levitation magnets and a plurality of vehicle drive magnets to provide motive power to each of the vehicles traversing the one or more transit routes. In other embodiments, each of the stanchion unit drive systems comprise one or more a plurality of trapped field magnets disposed on the vehicles and each of the stanchion units include a plurality of electromagnets that are turned on and off to propel a vehicle forwards or backwards from one stanchion to the next along one of the routes at a desired velocity.

[0057] In other embodiments, each of the stanchion units comprises a slab disposed on a ground, a base anchored to the slab, and a vertical support member. The vertical support member includes two wings, each of the wings including a drive unit including one or more wheels mounted on one or more axles, and one or more reversible electric motors coupled to the one or more axles adapted to rotate the wheels. The vertical support member also includes a U-shaped vertical car guide member including (a) a right arm including a right arm lower alignment member, a right arm lower upper alignment member, and a right arm lower linear brake, and (b) a left arm including a left arm lower alignment member, a left arm lower upper alignment member, and a left arm lower linear brake. In other embodiments, each of the stanchion units further comprises a horizontal alignment system capable of measuring and responding to alignment variations between stanchion units and a U-shaped vertical car guide member. In other embodiments, the horizontal alignment system comprises a support member, alignment members, and a laser system including a weather insensitive stanchion- mounted laser and stanchion-mounted detectors to confirm path alignment from stanchion to stanchion, wherein the alignment members are connected to the U-shaped vertical car guide member are adapted to move U-shaped vertical car guide member to insure proper horizontal alignment. In other embodiments, each of the stanchion units further comprises a vertical alignment system to moving the U-shaped vertical car guide member up and down to insure proper vertical alignment. [0058] In other embodiments, each of the stanchion units comprises each of the stanchion units comprises a slab disposed on a ground, a base anchored to the slab, a vertical support member. The vertical support member includes a vertical train guide member including (a) a right vertical arm including (1) a right arm upper portion including a right arm lower alignment member, a right arm upper alignment member, and a right arm linear brake, (2) a right arm lower portion including a plurality of rows of right arm drive magnets vertically oriented on an inner surface of the right arm lower portion and adapted to magnetically engage an equal plurality of train drive magnets mounted in a right train engagement structure, (b) a left vertical arm including (1) a left arm upper portion including a left arm lower alignment member, a left arm upper alignment member, and a left arm linear brake, (2) a left arm lower portion including a plurality of rows of left arm drive magnets vertically oriented on an inner surface of the left arm lower portion and adapted to magnetically engage an equal plurality of train drive magnets mounted in a left train engagement structure, (c) a middle portion including (1) a train magnetic levitation system including a levitation magnet support, and a plurality of stanchion levitation magnets mounted on the support and adapted to cooperate with levitation magnets mounted in a bottom of the trains, wherein the stanchion drive magnets and the train drive magnets turn on and off according to a protocol to maintain a train travel speed, to accelerate the train, decelerate the trains, or to stop the trains. In other embodiments, the levitation magnets are selected from the groups consisting of permanent magnets, electromagnets, high temperature superconducting (HTS) magnets, and combinations thereof, the levitation magnets may be field trapped magnets, the drive magnets are selected from the groups consisting of electromagnets, HTS magnets, and combinations thereof, if the magnets are electromagnets or HTS magnets, then the magnets are powered by the power supply unit and controlled by the stanchion control units, and if the magnets are HTS magnets, then the magnets may be housed within a coolant unit adapted to maintain the HTS magnets at or below a critical temperature of the superconductor materials comprising the HTS magnets.

[0059] Embodiments of this disclosure relate broadly to transportation methods comprising providing a transportation system comprising one or more trains including one or more cars and one or more vehicle control units, wherein the trains traverse one or more transit routes and wherein each of the trains has a length of n meters and wherein each of cars includes an engagement structure disposed on a underside of the trains, a plurality of stanchion units, wherein each of the stanchion units include a drive system, a car guide member, one or more stanchion control units, and a power supply unit, wherein the stanchion units are distributed in a spaced apart fashion along a length of each of the one or more transits routes, and wherein a spacing between the stanchion units is less than about n/2 meters so that each of the trains is supported by at least two stanchion units, one or more control centers including one or more central control units, one or more stations including one or more station control units and one or more train station drive units, wherein all of the control units are in bidirectional communication, wherein the stanchion units move the trains along the routes via the drive systems, wherein the control units and software installed on the control units monitor and control a speed of each of the vehicles in transit along the one or more transit routes and wherein the station drive units control train entry speeds, train stopping times, and train leaving speeds. The methods also include sending data between and receiving data from all of the control units; monitoring, at the central control units and station control units, each of the trains traversing the one or more transit routes; and sending control data, according to a transit schedule, to (a) each of the stanchion control units and the train control units to control a speed of each of the trains via the stanchion units engaging the trains traversing the routes and (b) each of the station control units to control the trains entering, stopping, and leaving the one or more stations.

[0060] In certain embodiments, the number of stanchion units is at least three, and the spacing is less than about n/3. In other embodiments, each of the stanchion unit drive systems comprise one or more electro-mechanical drive units and one or more mechanical support units. In other embodiments, each of the electro-mechanical drive units comprise one or more motors and one or more rotatable engaging members adapted to engage the train engagement structures. In other embodiments, the one or more rotatable engaging members comprise one or more wheels mounted on axles driven by the one or more motors, and the wheels are adapted to engage the train engagement structures so that as the wheels turn they propel the trains forward or backward. In other embodiments, each of the stanchion unit drive systems comprise a plurality of stanchion levitation magnets and a plurality of stanchion drive magnets that cooperate with vehicle levitation magnets and a plurality of vehicle drive magnets to provide motive power to each of the vehicles traversing the one or more transit routes. In other embodiments, each of the stanchion unit drive systems comprise one or more a plurality of trapped field magnets disposed on the vehicles and each of the stanchion units include a plurality of electromagnets that are turned on and off to propel a vehicle forwards or backwards from one stanchion to the next along one of the routes at a desired velocity.

[0061] In other embodiments, each of the stanchion units comprises a slab disposed on a ground, a base anchored to the slab, and a vertical support member. The vertical support member includes two wings, each of the wings including a drive unit including one or more wheels mounted on one or more axles, and one or more reversible electric motors coupled to the one or more axles adapted to rotate the wheels. The vertical support member also includes a U-shaped vertical car guide member including (a) a right arm including a right arm lower alignment member, a right arm lower upper alignment member, and a right arm lower linear brake, and (b) a left arm including a left arm lower alignment member, a left arm lower upper alignment member, and a left arm lower linear brake. In other embodiments, each of the stanchion units further comprises a horizontal alignment system capable of measuring and responding to alignment variations between stanchion units and a U-shaped vertical car guide member. In other embodiments, the horizontal alignment system comprises a support member, alignment members, and a laser system including a weather insensitive stanchion- mounted laser and stanchion-mounted detectors to confirm path alignment from stanchion to stanchion, wherein the alignment members are connected to the U-shaped vertical car guide member are adapted to move U-shaped vertical car guide member to insure proper horizontal alignment. In other embodiments, each of the stanchion units further comprises a vertical alignment system to moving the U-shaped vertical car guide member up and down to insure proper vertical alignment.

[0062] In other embodiments, each of the stanchion units comprises each of the stanchion units comprises a slab disposed on a ground, a base anchored to the slab, a vertical support member. The vertical support member includes a vertical train guide member including (a)

a right vertical arm including (1) a right arm upper portion including a right arm lower alignment member, a right arm upper alignment member, and a right arm linear brake, (2) a right arm lower portion including a plurality of rows of right arm drive magnets vertically oriented on an inner surface of the right arm lower portion and adapted to magnetically engage an equal plurality of train drive magnets mounted in a right train engagement structure, (b) a left vertical arm including (1) a left arm upper portion including a left arm lower alignment member, a left arm upper alignment member, and a left arm linear brake, (2) a left arm lower portion including a plurality of rows of left arm drive magnets vertically oriented on an inner surface of the left arm lower portion and adapted to magnetically engage an equal plurality of train drive magnets mounted in a left train engagement structure, (c) a middle portion including (1) a train magnetic levitation system including a levitation magnet support, and a plurality of stanchion levitation magnets mounted on the support and adapted to cooperate with levitation magnets mounted in a bottom of the trains, wherein the stanchion drive magnets and the train drive magnets turn on and off according to a protocol to maintain a train travel speed, to accelerate the train, decelerate the trains, or to stop the trains. In other embodiments, the levitation magnets are selected from the groups consisting of permanent magnets, electromagnets, high temperature superconducting (HTS) magnets, and combinations thereof, the levitation magnets may be field trapped magnets, the drive magnets are selected from the groups consisting of electromagnets, HTS magnets, and combinations thereof, if the magnets are electromagnets or HTS magnets, then the magnets are powered by the power supply unit and controlled by the stanchion control units, and if the magnets are HTS magnets, then the magnets may be housed within a coolant unit adapted to maintain the HTS magnets at or below a critical temperature of the superconductor materials comprising the HTS magnets.

[0063] Embodiments of this disclosure relate broadly to transportation control systems comprising one or more control centers including a power supply and one or more central control units; a plurality of stations, each of the stations including a power supply, one or more station control units, and one or more train drive units; a plurality of stanchion units, each of the stanchion units including a power supply, one or more stanchion control units, one or more stanchion drive units, and a train guide member including guides and linear braking units, a plurality of trains comprising a power supply, one or more cars including drive unit engage structures, one or more train control units, two- way communication pathways between all of the control units, and software installed on all of the control units that controls train steep along the routes and that controls train entering speed, stopping time, and leaving speed as the trains enter, stop at, and leave the stations according to a transit schedule.

[0064] In certain embodiments, the number of stanchion units is at least three, and the spacing is less than about n/3. In other embodiments, each of the stanchion unit drive systems comprise one or more electro-mechanical drive units and one or more mechanical support units. In other embodiments, each of the electro-mechanical drive units comprise one or more motors and one or more rotatable engaging members adapted to engage the train engagement structures. In other embodiments, the one or more rotatable engaging members comprise one or more wheels mounted on axles driven by the one or more motors, and the wheels are adapted to engage the train engagement structures so that as the wheels turn they propel the trains forward or backward. In other embodiments, each of the stanchion unit drive systems comprise a plurality of stanchion levitation magnets and a plurality of stanchion drive magnets that cooperate with vehicle levitation magnets and a plurality of vehicle drive magnets to provide motive power to each of the vehicles traversing the one or more transit routes. In other embodiments, each of the stanchion unit drive systems comprise one or more a plurality of trapped field magnets disposed on the vehicles and each of the stanchion units include a plurality of electromagnets that are turned on and off to propel a vehicle forwards or backwards from one stanchion to the next along one of the routes at a desired velocity.

[0065] In other embodiments, each of the stanchion units comprises a slab disposed on a ground, a base anchored to the slab, and a vertical support member. The vertical support member includes two wings, each of the wings including a drive unit including one or more wheels mounted on one or more axles, and one or more reversible electric motors coupled to the one or more axles adapted to rotate the wheels. The vertical support member also includes a U-shaped vertical car guide member including (a) a right arm including a right arm lower alignment member, a right arm lower upper alignment member, and a right arm lower linear brake, and (b) a left arm including a left arm lower alignment member, a left arm lower upper alignment member, and a left arm lower linear brake. In other embodiments, each of the stanchion units further comprises a horizontal alignment system capable of measuring and responding to alignment variations between stanchion units and a U-shaped vertical car guide member. In other embodiments, the horizontal alignment system comprises a support member, alignment members, and a laser system including a weather insensitive stanchion- mounted laser and stanchion-mounted detectors to confirm path alignment from stanchion to stanchion, wherein the alignment members are connected to the U-shaped vertical car guide member are adapted to move U-shaped vertical car guide member to insure proper horizontal alignment. In other embodiments, each of the stanchion units further comprises a vertical alignment system to moving the U-shaped vertical car guide member up and down to insure proper vertical alignment.

[0066] In other embodiments, each of the stanchion units comprises each of the stanchion units comprises a slab disposed on a ground, a base anchored to the slab, a vertical support member. The vertical support member includes a vertical train guide member including (a)

a right vertical arm including (1) a right arm upper portion including a right arm lower alignment member, a right arm upper alignment member, and a right arm linear brake, (2) a right arm lower portion including a plurality of rows of right arm drive magnets vertically oriented on an inner surface of the right arm lower portion and adapted to magnetically engage an equal plurality of train drive magnets mounted in a right train engagement structure, (b) a left vertical arm including (1) a left arm upper portion including a left arm lower alignment member, a left arm upper alignment member, and a left arm linear brake, (2) a left arm lower portion including a plurality of rows of left arm drive magnets vertically oriented on an inner surface of the left arm lower portion and adapted to magnetically engage an equal plurality of train drive magnets mounted in a left train engagement structure, (c) a middle portion including (1) a train magnetic levitation system including a levitation magnet support, and a plurality of stanchion levitation magnets mounted on the support and adapted to cooperate with levitation magnets mounted in a bottom of the trains, wherein the stanchion drive magnets and the train drive magnets turn on and off according to a protocol to maintain a train travel speed, to accelerate the train, decelerate the trains, or to stop the trains. In other embodiments, the levitation magnets are selected from the groups consisting of permanent magnets, electromagnets, high temperature superconducting (HTS) magnets, and combinations thereof, the levitation magnets may be field trapped magnets, the drive magnets are selected from the groups consisting of electromagnets, HTS magnets, and combinations thereof, if the magnets are electromagnets or HTS magnets, then the magnets are powered by the power supply unit and controlled by the stanchion control units, and if the magnets are HTS magnets, then the magnets may be housed within a coolant unit adapted to maintain the HTS magnets at or below a critical temperature of the superconductor materials comprising the HTS magnets.

Vehicles or Cars and Stanchions

[0067] Referring now to Figure 1 , an artist rendering of an embodiment of an elevated transportation system of this disclosure, generally 100, is shown to include a vehicle or car 102 and two U-shaped (C-shaped) stanchions or support and drive units 104 supporting the car 102 and supplying motive power to the car 102. In this rendering, the stanchions 104 support the car 102 above the ground 106 and span a road 108 upon which a truck 110 is traveling. The car 102 is shown traveling from stanchion 104 to stanchion 104 powered by drive assemblies 112. The car 102 includes a front 114, a cockpit 116, a wind shield 118, passenger compartments 120 including doors 122, windows 124, and dividers 126 as the car 102 may be segmented in one embodiment.

[0068] Referring now to Figure 2, another artist rendering of an embodiment of an elevated transportation system of this disclosure, generally 200, is shown to include a vehicle or car 202 and two U-shaped stanchions or support and drive units 204 supporting the car 202 and supplying motive power to the car 202 via drive assemblies 206. The car 202 includes a front 208, a cockpit 210, a wind shield 212, passenger compartments 214 including doors 216, and windows 218. The car 202 also includes emergency exits 220. The car 202 also includes an alignment groove 222.

Vehicles or Cars

[0069] Referring now to Figure 3A, an embodiment of a car of this disclosure, generally 300, is shown to include a front 302, a front cockpit 304, a front wind shield 306, passenger compartments 308 including doors 310, seats 312, and windows 314 (not shown). This embodiments of a car of this disclosure is about 100 meter long. The car 300 also includes a rear 316, a rear cockpit 318, and a rear wind shield 320. An exterior 322 of the car 300 is shaped such that the front 302 and rear 316 of the car 300 have an aerodynamic cross-section to reduce air friction when traveling at high speeds, e.g., speeds above 100 mph or between 100 mph and 400 mph or higher. In one embodiment, the car 300 is designed to resemble a fuselage of an airplane. The aerodynamic shape of the front and rear 302 and 316 of the car 300 allow bi-directional operation. The car 300 may also include passenger beds, restroom facilities, dining facilities, cooking facilities, communication facilities such as internet, among others features supporting passenger comfort.

[0070] Referring now to Figure 3B, an embodiment of a car of this disclosure, generally 350, is shown to include a front 352, a front cockpit 354, a front wind shield 356, passenger compartments 358 including doors 360, seats 362 (not shown), and windows 364. The car 350 also includes a rear 366, a rear cockpit 368, and a rear wind shield 370. An exterior 372 of the car 350 is shaped such that the front 352 and rear 366 of the car 350 have an aerodynamic cross-section to reduce air friction when traveling at high speeds, e.g., speeds above 100 mph or between 100 mph and 400 mph or higher. In one embodiment, the car 350 is designed to resemble a fuselage of an airplane. The aerodynamic shape of the front and rear 352 and 366 of the car 350 allow bi-directional operation. The car 350 also includes an alignment groove 374 and a divider 376. The car 350 may also include passenger beds, restroom facilities, dining facilities, cooking facilities, communication facilities such as internet, among others features supporting passenger comfort.

[0071] The cars 300 and 350 are structured hollow vehicles capable of acting as a cantilevered beam. The divider 376 allows the car 300 to pivot about the divider 376 so that the car 300 may more easily traverse tight curves or steep changes in elevation and still provide the cantilevered beam stability needed to supporting the car 300 via the stanchions.

[0072] Referring now to Figure 4A, another embodiment of a car of this disclosure, generally 400, is shown to include a front 402, a front cockpit 404, a front wind shield 406, and passenger compartments 408 including doors 410, seats 412 (not shown), and windows 414. The car 400 also includes a rear 416, a rear cockpit 418, and a rear wind shield 420. An exterior 422 of the car 400 is shaped such that the front 402 and rear 416 of the car 400 have an aerodynamic cross-section to reduce air friction when traveling at high speeds, e.g., speeds above 100 mph or between 100 mph and 400 mph or more. In one embodiment, the car 400 is designed to resemble a fuselage of an airplane. The aerodynamic shape of the front and rear 402 and 416 of the car 400 allow bi-directional operation. The car 400 also includes an alignment groove 424 and electrical power supply units 426. In certain embodiments, the stand-alone electric power unit 426 may be a diesel generator, a turbine generator, a fuel cell system, or other electric power generation system. The electric power units 426 may support internal operation of the car 400 such as lighting, air conditioning, passenger comfort or goods protection, communications, remote operation, among other features. The car 400 may also include passenger beds, restroom facilities, dining facilities, cooking facilities, communication facilities such as internet, among others features supporting passenger comfort.

[0073] Referring now to Figure 4B, the embodiment of Figure 4A is shown in cross-section. The car 400 include an outer surface 428, a solid shell 430, windows 414, and an interior 432. The interior 432 includes storage bins 434 and seats 412 anchored to a floor 436 supported by a subfloor 438 and reinforced by vertical beams 440 and crossbeams 442 extending from a bottom 444 of the car 400 or lower side portions 446 of the car 400.

[0074] Referring now to Figure 5 A, another embodiment of a car of this disclosure, generally 500, is shown to include a front 502, a front cockpit 504, a front wind shield 506, passenger compartments 508 including doors 510, seats 512 (not shown), and windows 514. The car 500 also includes a rear 516, a rear cockpit 518, and a rear wind shield 520. An exterior 522 of the car 500 is shaped such that the front 502 and rear 516 of the car 500 have an aerodynamic cross-section to reduce air friction when traveling at high speeds, e.g., speeds above 100 mph or between 100 mph and 400 mph or higher. In one embodiment, the car 500 is designed to resemble a fuselage of an airplane. The aerodynamic shape of the front and rear 502 and 516 of the car 500 allow bi-directional operation. The car 500 also includes an alignment groove 524 and stand-alone electrical power supply units 526. In certain embodiments, the stand-alone electric power unit 526 may be a diesel generator, a turbine generator, a fuel cell system, or other electric power generation system. The electric power units 526 may support internal operation of the car 500 such as lighting, air conditioning, passenger comfort or goods protection, communications, remote operation, among other features. The car 500 may also include passenger beds, restroom facilities, dining facilities, cooking facilities, communication facilities such as internet, among others features supporting passenger comfort. The car 500 also includes cargo compartments 528 including a door 530.

[0075] Referring now to Figure 5B, a cargo compartment 528 of Figure 5A is shown in cross- section. The compartment 528 include an outer surface 532, a solid shell 534, and an interior 536. The interior 536 includes a floor 538 supported by a subfloor 540 and reinforced by vertical beams 542 and crossbeams 544 extending from a bottom 546 of the car 500 or lower side portions 548 of the car 400. The compartment 528 also include optional slidable cargo shelves 550, optional divider 552, and cargo boxes 554. Each of the cargo compartments 528 may include its own door.

[0076] In another embodiment, The compartment 528 includes other internal structures designed to support goods being transported, wherein the internal structures may include, without limitation, shelves, conveyor systems, tie downs, floor chocks, loading ramps, climate control units, lighting fixtures, and remote power access unit, and among other features to facilitation loading and unloading goods.

[0077] Each of the cars also includes a car control unit that is in communication with one or more central control units, the station control units, and the stanchion control units so that the cars may proceed down routes in a controlled and scheduled manner. The control system is shown in one embodiment in the schematic of Figure 10.

Transportation Systems

[0078] Referring now to Figure 6A, an embodiment of a transportation system of this disclosure, generally 600, is shown to include a main station 602 and a plurality of satellite stations 604. The main station 602 includes a plurality of elevated receiving, braking and accelerating platforms 606, while each of the satellite stations 604 include one or more elevated receiving, braking and accelerating platforms 606. The main station 602 and each of the satellite stations 604 also includes a plurality of elevated passenger ingress and egress platforms 608. The main station 602 and each of the satellite stations 604 include characteristics typical of rail stations with the exception that the elevation of the elevated receiving, braking and accelerating platform 606 matches an elevation of the stanchions for smooth car entrance and exit. The main station 602 and the satellite stations 604 may be covered or uncovered. The system 600 also includes a plurality of stanchion paths 610. Each of the elevated receiving, braking and accelerating platforms 606 are associated with one of the stanchion paths 610, where each of the stanchion paths 610 includes a plurality of U-shaped stanchions 612 so that cars 614 may enter and exit the main station 602 or each of the satellite stations 604. Each of the U-shaped stanchion paths 612 may support multiple cars 614 with appropriate switching mechanisms to allow horizontal deviation within structural specification of the car 614 as the cars 614 approach or departure the main station 602 and the satellite stations 604. A length of the main station 602 and the satellite stations 604 is greater than a length of the longest car 616 and includes a car support and motive system not unlike that on the U-shaped stanchions to decelerate and accelerate the cars 614.

[0079] Referring now to Figure 6B, the main station 602 or each of the satellite stations 604 is shown to include up and down stair cases, escalators, and/or elevators 616 associated with each of the passenger ingress and egress platforms 608. The elevated receiving, braking and accelerating platform 606 include a plurality of drive units 618. Each of the drive units 618 includes drive wheels 620 turned by a drive shaft drive units 622 connected to a motor (not shown).

[0080] Referring now to Figure 6C, one of the stanchion paths 610 is shown in an artist rendition. The rendition is shown to include a segments car 624 passing through three stanchions 626, which are anchored to the ground 628.

[0081] Referring now to Figure 6D, the main station 602 or each of the satellite stations 604 is shown in an artist rendition. The rendition is shown to include covered receiving, braking and accelerating platform 630 and covered stair cases, escalators, and/or elevators 632 supported by pillars 634 associated with each of the passenger ingress and egress platforms 636. The main station 602 or each of the satellite stations 604 are elevated by a plurality of station support pillars 638. A plurality of U-shaped stanchions 640 and a car 642 are also shown.

Electro-Mechanical Drive Stanchions

[0082] Referring now to Figures 7A-C, an embodiment of a U-shaped stanchion unit of this disclosure, generally 700, is shown to include a slab 702 disposed on a ground 704 and a base 706 anchored to the slab 702. The base 706 is shown here anchored to the slab 702 via a plurality of bolts 708, only two of which are shown. Of course, the number of bolts 708 will depend on the size of the base 706 and may range from 4 to 24 or more. Figure 7C shows a base 706 bolted to the slab 702 via 16 bolts 708.

[0083] The stanchion 700 also includes a vertical support member 710. The vertical support member 710 includes a power supply unit 712, which may be connected to a power grid. The power supply unit 712 may also be powered by solar panels or batteries in addition to power supplied from the power grid. The vertical support member 710 may also include a tapered section 714. The vertical support member 710 also includes two wings 716. Each of the two wings 716 includes and supports a drive unit 718. Each of the drive units 718 includes a reversible electric motor 720 connected to the power supply unit 712 via power cables 722. Each of the electric motors 720 of the drive units 718 drives two drive shafts 724 extending from the electric motors 720 to wheels 726. Each of the wheels 726 includes an engagement/contact element 728 and a rim 730. Each of the wheels 726 is detachably affixed to one of the drive shafts 724 via a hub 732. The engagement/contact element 728 may be pneumatic like a tire or may be a solid member made of rubber, urethane, silicon rubber, or any other high friction material.

[0084] Referring to Figure 7D, another embodiment of a stanchion drive unit is shown to include a central motor 734 driving two longitudinal drive shafts 736 connecting the central motor 734 to two differentials 738. Each of the two differentials 738 drives two lateral drive shafts 740. Each of the two lateral drive shafts 740 drives one set of the wheels 726.

[0085] Each stanchion 700 also includes a stanchion control unit 742. Each stanchion control unit 742 includes a processing unit 744, a mass storage device 746, a display device 748, an input device 750, and communication hardware and software for communicating with station control units and central control units as described more completely herein below. The processing unit 744, the mass storage device 746, the display device 748 and the input device 750 are powered by the power supply 712 via a power supply cable 752, which include individual sub cables 754 for the processing unit and each of the devices. The processing unit 744 is in bidirectional communication with the other devices via device communication pathways 756. The stanchion control unit 742 is in bidirectional communication with each of the drive motors 720 or central motor 734 via bidirectional communication pathways 758.

[0086] The stanchion 700 also include a vertical car guide member 780 through which the cars of this disclosure pass through and are propelled along a path via the drive units 718. Looking at Figure 7E, the vertical car guide and locomotion member 780 is shown to include lower alignment members 782, upper alignment members 784, and linear brakes 786. As shown in Figure 7D, the car 100, 200, 300, 400, or 500 pass through the vertical car guide member 780. The engagement/contact elements 728 of the wheels 726 engage the bottom 546 of the car 500 to propel the car 500 forward or backward as the element 728 of the rotating wheels 726 frictionally engage the bottom 546 of the car 500. Looking at the artist renditions Figures 7F&G, another embodiment of the stanchions 700 of this disclosure is shown to include a middle re-enforcing member 788.

Electro-Mechanical Drive Stanchions with Alignment System

[0087] Referring now to Figures 8A&B, an embodiment of a U-shaped stanchion unit of this disclosure, generally 800, is shown to include a slab 802 disposed on a ground 804 and a base 806 anchored to the slab 802. The base 806 is shown here anchored to the slab 802 via a plurality of bolts 808, only two of which are shown. Of course, the number of bolts 808 will depend on the size of the base 806 and may range from 4 to 24 or more.

[0088] The stanchion 800 also includes a vertical support member 810. The vertical support member 810 includes a power supply unit 812, which may be connected to a power grid. The power supply unit 812 may also be powered by solar panels or batteries in addition to power supplied from the power grid. The vertical support member 810 may also include a tapered section 814. The vertical support member 810 also includes two wings 816. Each of the two wings 816 includes and supports a drive unit 818. Each of the drive units 818 includes a reversible electric motor 820 connected to the power supply unit 812 via power cables 822. Each of the electric motors 820 of the drive units 818 drives two drive shafts 824 extending from the electric motors 820 to wheels 826. Each of the wheels 826 includes an engagement/contact element 828 and a rim 830. Each of the wheels 826 is detachably affixed to one of the drive shafts 824 via a hub 832. The engagement/contact element 828 may be pneumatic like a tire or may be a solid member made of rubber, urethane, silicon rubber, or any other high friction material.

[0089] Each stanchion 800 also includes a stanchion control unit 842. Each stanchion control unit 842 includes a processing unit 844, a mass storage device 846, a display device 848, an input device 850, and communication hardware and software for communicating with station control units and central control units as described more completely herein below. The processing unit 844, the mass storage device 846, the display device 848 and the input device 850 are powered by the power supply 812 via a power supply cable 852, which include individual sub cables 854 for the processing unit and each of the devices. The processing unit 844 is in bidirectional communication with the other devices via device communication pathways 856. The stanchion control unit 842 is in bidirectional communication with each of the drive motors 820 or central motor 834 via bidirectional communication pathways 858.

[0090] The stanchion 800 also include a vertical member 880 through which the cars of this disclosure pass through and are propelled along a path via the drive units 818. The vertical member 880 includes an alignment system 882 capable of measuring and responding to alignment variations between stanchions and a U-shaped car guide 884. In one embodiment, the alignment system 882 comprises a support member 883 and a laser system 886 utilizing a weather insensitive stanchion- mounted laser and stanchion-mounted detectors 888 to confirm path alignment from stanchion to stanchion. Out of alignment conditions are conveyed to an operating system described below for self- alignment, or to car operators who may then respond to restore correct alignment of the stanchions. Out of alignment conditions may also prompt an emergency stop for the car. The stanchions have a protection barrier to prevent unapproved access to the stanchion. The vertical car guide member 880 also includes alignment members 890 that may be pneumatic, hydraulic, mechanical, and/or electromechanical. The alignment members 860 are designed to move the U-shaped car guide 884 so that the U-shaped guides 884 are aligned. The stanchions 800 also have a vertical alignment system whereby the support member 883 may be vertically moved to correct out of path conditions.

[0091] The stanchion 800 also include lower alignment members 892, upper alignment members 894, and linear brakes 896. As shown in Figure 8B, the car 100, 200, 300, 400, or 500 pass through the U-shaped car guide member 854. The engagement/contact elements 828 of the wheels 826 engage the bottom 546 of the car 500 to propel the car 500 forward or backward as the element 828 of the rotating wheels 826 frictionally engage the bottom 546 of the car 500.

Magnetic Levitation and Drive Systems

[0092] Referring now to Figures 9A&B, a front plan view and a side cross-sectional view of an embodiment of a U-shaped magnetic levitation and magnetic drive stanchion unit of this disclosure, generally 900, is shown to include a slab 902 disposed on a ground 904 and a base 906 anchored to the slab 902. The base 906 is shown here anchored to the slab 902 via a plurality of bolts 908, only four of which are shown. Of course, the number of bolts 908 will depend on the size of the base 806 and may range from 4 to 24 or more.

[0093] The stanchion 900 also includes a vertical support member 910. The vertical support member 910 includes a power supply unit 912, which may be connected to a power grid. The power supply unit 912 may also be powered by solar panels or batteries in addition to power supplied from the power grid. The vertical support member 910 may also include a tapered section 914. The vertical support member 910 also includes two wings 916.

[0094] Each of the two wings 916 includes a magnetic support 918 supporting a plurality of levitation magnets 920. The magnets 920 may be permanent magnets, electromagnets, or high temperature superconducting (HTS) magnets, which may also be field trapped magnets. If the magnets 920 are electromagnets or HTS magnets, then the magnets 920 are connected to the power supply unit 912 via power cables 922 connected to main power cable 924. If the magnets 920 are HTS magnets, then the magnets 920 may be housed within a coolant unit which includes a liquid coolant with a boiling point above a critical temperature of the superconductor or a cryo-cooling refrigerator system (not shown) connected to the power supply unit 912. The levitation magnets 920 work in cooperation with levitation magnets in the car as shown in Figure 9C to levitate the car as it enters and passes through each of the stanchions 900.

[0095] The stanchion 900 also includes two rows 926 of drive magnets 928 situated in a lower portion 930 of each of vertical sides 932 of U-shaped arms 934 (only one shown) of the stanchion 900. The number of rows of stanchion drive magnets 928 may range from two to six rows. The drive magnets 928 are connected via power cables 936 associated with the main power cable 924.

[0096] Each stanchion 900 also includes a stanchion control unit 940. Each stanchion control unit 940 includes a processing unit 942, a mass storage device 944, a display device 946, an input device 948, and communication hardware and software for communicating with station control units and central control units as described herein below. The processing unit 942, the mass storage device 944, the display device 946, and the input device 948 are powered by the power supply 912 via a power supply cable 950, which may include individual sub cables 952. The processing unit 942 is in bidirectional communication with the other devices via device communication pathways 954. The stanchion control unit 940 is in bidirectional communication with each of the drive magnets 928 via bidirectional communication pathways 956. The processing unit 942 sends instructions to the drive magnets 928 to turn them on and off according to a protocol for moving a car through the stanchions 900 according to a schedule communication to the stanchions 900 from a station control unit or a central control unit.

[0097] Referring now to Figures 9C, a cross-sectional view of the stanchion 900 with a car 960 passing there through. The car 960 includes a magnetic support 962 supporting a plurality of levitation magnets 964. The levitation magnets 964 may be permanent magnets, electromagnets, or high temperature superconducting (HTS) magnets, which may be trapped field magnets.

If the levitation magnets 964 are electromagnets or HTS magnets, then the levitation magnets 964 are connected to a car power supply unit 966 via power cables 968. If the levitation magnets 964 are HTS trapped field magnets, then the levitation magnets 964 are housed within a coolant unit, which includes a liquid coolant with a boiling point above the critical temperature of the superconductor or a cryo-cooling refrigerator system (not shown) connected to the power supply unit 966. The car levitation magnets 964 work in cooperation with levitation magnets 920 of the stanchion 900 levitate the cars as they pass through the stanchions.

[0098] The car 960 also includes two rows of drive magnets 972 situated in a lower portion 974 of the car 960. The number of rows of stanchion drive magnets 928 and the number of rows of corresponding car drive magnets 972 may range from two to six rows. The car drive magnets 972 are connected via power cables 976 to car power supply unit 966 disposed in a floor 979. The car 960 also includes a control unit 978 also disposes in the floor 979, which includes a processing unit and mass storage device and is integrated into a car control unit in the cockpit (not shown). The control unit 978 is in bidirectional communication with the car drive magnets 972 via communication cables 980. Of course, the control unit 978 and the car drive magnets 972 may include wireless communication hardware and software so that the control unit 978 and the car drive magnets 972 may control the car drive magnets 972 via wireless communication. The stanchion 900 also include lower alignment members 982, upper alignment members 984, and linear brakes 986.

[0099] The stanchion drive magnets 928 and the car drive magnets 972 are turned on and off according to a protocol to maintain a car travel speed, to accelerate or decelerate or to stop. The stanchion drive magnets 928 and the car drive magnets 972 have magnetic field directions so that the car drive magnets 972 are attracted to the stanchion drive magnets 928, when the car is being propelled forward or repelled by the stanchion drive magnets 928 (the magnetic field directions on the stanchion drive magnets and the car drive magnets are reversed), when the car is being slowed. The timing and duration of the on and off events are designed maintain a constant speed of the care, to accelerate the car or to decelerate the cars. The magnetic levitation stanchion may also include electromechanical locomotive units in case the drive magnets fail.

Transportation Operation Control Unit

[0100] Referring now to Figure 10, a control system of this disclosure, generally 1000, is shown to include one or more control centers 1002 including one or more central control units 1004. The control system 1000 also includes a plurality of stations 1006, each of the stations 1006 includes one or more station control units 1008. The control system 1000 also includes a plurality of stanchions 1010, each of the stanchions 1010 includes one or more stanchion control units 1012. The control system 1000 also includes a plurality of cars or trains 1014, each of the cars 1014 includes one or more car control units 1016.

[0101] The central control units 1002 are in two-way communication with the station control units 1008, the stanchion control units 1012, and the car control units 1016 via information pathways 1018. The station control units 1008 are in two-way communication with the stanchion control units 1012 associated with routes into and out of the stations, and the car control units 1016 traveling along the station routes via information pathways 1020.

[0102] The system 1000 may also include bidirectional communication pathways between all of the components of the system. Additionally, the central control units 1002 may reach through and/or monitor all station-car communications, all station-stanchion communications, all car-car communications, all car-stanchion communications, and all stanchion-stanchion communications.

[0103] The control units cooperate to ensure that each car or train travels along its route at desired rates of speed and arrives and leaves its associated station according to a schedule. The control aspects include controlling the drive units in each stanchions as a car progresses along a route. The drive units, whether electromechanical or magnetic, must be controlled so that the cars traverse their routes in accord with the schedule. Each control unit may issue commands, but the central control units singularly or in a distributed manner have priority over the station control units and the car and stanchion control units have emergency priority over any of the control units.

[0104] The control system is designed to operate the transportation system via sophisticated hardware supporting a sophisticated transportation operating software system. The system oversees the safe conveyance of each of the cars along routes and into and out of the stations through monitoring and scheduling.

[0105] In another embodiment, the control system also control stanchion support alignment assuring correct and safe transport of each of the cars through the stanchions along a route via an alignment algorithm. The alignment algorithm receives stanchion alignment data from each of the laser sensor and detector systems associated with each of the stanchions. The alignment data is used to confirm stanchion alignment. In another embodiment, the alignment algorithm sends commands to one or more of the stanchions to cause the alignments members on each of the stanchions to correct one or more stanchion alignments. The alignment members may be motorized, pneumatic, or hydraulic rams built in each of the stanchions, if the sensors on one or more of the stanchions show deviation from a normal position. The stanchion alignment sensor/detector systems are not limited to the laser/detector systems, but may include any sensor/detector system that is capable of sensing/detecting stanchion position/alignment and convey that information to the control system.

[0106] The operating or control system also controls all motions of all of the cars. The operating or control system through another algorithm increases a speed of one or more of the cars from a stop or from a given velocity by activating stanchion motors of the stanchion along a route in a sequential manner wherein each following stanchion applies additional acceleration to the one or more cars to increase their speed. Similarly for stopping one or more of the cars, each of the stanchions along a route are activated sequentially to apply a deceleration to the one or more cars to lower their velocity. The control/operating system also controls and maintains a speed of each of the cars by remotely monitoring the speed of each of the cars from data received from specific stanchion sensors along the routes and adding or subtracting acceleration of each of the cars at a stanchion as needed to keep its speed constant from stanchion to stanchion. The operating/control system thus controls each drive motor on each of the stanchions or the stanchion drive magnets and car drive magnets to maintain appropriate and safe speeds for each of the cars. To that length, the operating/control system maintains each of the stanchion motors in a non-rotating configuration until the motive power at each stanchion is needed for interaction with each of the cars or maintains the on/off and magnetic field directions of the stanchion drive magnets and the car drive magnets need to maintain a give car speed. The operating/control system monitors car speed at each of the stanchions, and as each of the cars approaches a particular stanchion as measured by sensors, the operating/control system activates the stanchion motors or the stanchion drive magnets and the car drive magnets to the appropriate rotation speed and on/off sequence needed for the wheels attached to the motors to or the magnets that interact with each of the cars at the appropriate rotation rate and magnet on/off sequence so as to maintain or otherwise control the speed of each of the cars. Thus, when each of the cars is not in contact with a given stanchion or approaching a give stanchion, the motors or stanchion drive magnets are not active to minimize energy usage of the transportation system.

[0107] The operating/control system has connectivity to the stations along the line of the routes and safely controls the arrival and departure of the car to/ffom each of the stations. The operating/control system may also direct and emergency stop one or more of the cars by activating the wheel braking systems on the stanchions that are in contact with the car as well as activating the stanchion side braking system acting on the runners along the sides of each of the cars. In all instances the hardware/software operating/control system incorporates the possibility for human intervention, override, and control. Further, the system has a software protection systems against virus and software incursion actions.

SUITABLE MATERIALS AND COMPONENTS FOR USE IN THE DISCLOSURE

[0108] Suitable materials out of which the car and stanchions may be constructed include any structure material including metals, concrete, re-enforced concrete, composites, re-enforced composites, ceramics, re-enforced ceramics, or mixtures and combinations thereof.

[0109] Suitable control systems for controlling the transportation systems of this disclosure may include computers and servers including one or more digital or analog processing unit.

[0110] Suitable processing units for use in the present disclosure include, without limitation, digital processing units (DPUs), analog processing units (APUs), any other technology that can receive motion sensor output and generate command and/or control functions for objects under the control of the processing unit, or mixtures and combinations thereof.

[0111] Suitable digital processing units (DPUs) include, without limitation, any digital processing unit capable of accepting input from a plurality of devices and converting at least some of the input into output designed to select and/or control attributes of one or more of the devices. Exemplary examples of such DPUs include, without limitation, microprocessor, microcontrollers, or the like manufactured by Intel, Motorola, Eriksson, HP, Samsung, Hitachi, NRC, Applied Materials, AMD, Cyrix, Sun Microsystem, Philips, National Semiconductor, Qualcomm, or any other manufacture of microprocessors or microcontrollers.

[0112] Suitable analog processing units (APUs) include, without limitation, any analog processing unit capable of accepting input from a plurality of devices and converting at least some of the input into output designed to control attributes of one or more of the devices. Such analog devices are available from manufacturers such as Analog Devices Inc.

[0113] Suitable motion sensing apparatus include, without limitation, motion sensors of any form such as digital cameras, optical scanners, optical roller ball devices, touch pads, inductive pads, capacitive pads, holographic devices, laser tracking devices, thermal devices, EMF sensors, wave form sensors, particles sensors, any other device capable of sensing motion, changes in EMF, changes in wave form, or the like or arrays of such devices or mixtures or combinations thereof.

CLOSING PARAGRAPH OF THE DISCLOSURE

[0114] All references cited herein are incorporated by reference. Although the disclosure has been disclosed with reference to its preferred embodiments, from reading this description those of skill in the art may appreciate changes and modification that may be made which do not depart from the scope and spirit of the disclosure as described above and claimed hereafter.