ELEVATED PUBLIC TRANSPORTATION SYSTEM

Provided herein is an automated elevated public transportation system comprising an elevated railway network having a plurality of rails, configured to drive passengers and/or freight carts and drop off/pick up passengers and freight anywhere along the rails.

FIELD OF THE INVENTION

Provided herein is an automated elevated public transportation system comprising an elevated railway network having a plurality of rails, configured to drive passengers and/or freight carts and drop off/pick up passengers and freight anywhere along the rails.

BACKGROUND

Public transportation is an essential world-wide tool shaping social interactions, employment and educational opportunities, among other public dynamics, especially in urban areas. Pollution caused by individual modes of transportation and the rise of fuel cost led to continuous increase in the use of public transportation.

However, public transportation has its challenges and serious hurdles. Conventional bus service introduce issues of footprint, and together with convention rail system occupy valuable ground space. While the rail network of underground metropolitan railway may occupy little ground space, the stations associated therewith reside in large valuable areas. In fact, stations for uploading/downloading passengers is a common limitation of any kind of mass public transportation systems. Other disadvantages of underground metropolitan railway include the enormous budgets required for its construction and the massive technical/geographical hurdles that must be addressed.

U.S. Pat. No. 8,272,332 discloses a transportation system comprising an elevated track and descending tracks adapted to carry a cart to a ground level station for loading or unloading passengers.

U.S. Pat. No. 8,375,865 discloses a fully automated driverless personal transportation and freight delivery system consisting of vehicles riding on a pair of overhead parallel steel rails that form a single track and allows passengers to go anywhere along the tracks. Each vehicle has a steering mechanism and hence there no need for track switches to route vehicles to its destination. Rubber bumpers at each end of the propulsion dollies allow the vehicles to fit bumper-to-bumper along the single track.

WO 2012/167594 discloses a public transportation system with suspension-type monorail vehicles that includes rails, rail cars, a device for parking that comprises a stopping table associated with a channel, the stopping table is used for passengers entering or leaving the rail car, and the channel is connected to the ground through stairs or an elevator.

U.S. Pat. Nos. 10,473,478, 10,429,200 and 9,401,086 disclose computer products for estimating trip duration and traffic prediction and for creating dynamic traffic transportation plan map.

There is an unmet need for overhead public transportation for personal use, which is occupying little ground space and is not limited to predetermined upload/download stations.

SUMMARY

There is provided an elevated public transportation delivery system, fully automated and driverless, adapted for personal use. The system comprises a network of elevated rails, the network comprises at least two separate tracks, each track is configured to transport at least one cart where passengers may go in or out of the system, anywhere along the route.

Advantageously, the elevated transportation system disclosed herein does not require, and is not associated with, predetermined station(s) allocated on the road or the sidewalk thereby occupies very little ground area. Moreover, it provides the passengers the ability to conveniently choose any pick-up and drop-off locations. Furthermore, each cart spends minimal time on ground, i.e., only during drop off/pick up of one or two passengers and further occupies very little ground area while being on the ground, since each cart includes relatively narrow and short passenger compartment designed to fit for one or two sitting passengers, and aside from the sits includes very little equipment.

Another benefit attributed to the elevated transportation system disclosed herein is that it poses minimal interference with the buildings along the route spread by the network system, since only one track is close to the sidewalk/curb and the building along the sidewalk. Namely, only the external lanes that also function as drop-off/pick-up lanes, are close to the curb. Moreover, the carts of the system are relatively small, having passenger compartments configured to include one or two passengers and hence each occupies small space (relative to a bus, a railway wagon and the like) thus forming little shade or hinder the view only for a several seconds, when passing during the day along the external rails. The remaining (inner) lanes are located away from the buildings and thus pose minimal to no interference with the view, the buildings and the events on the curb.

Furthermore, the system disclosed herein offers high safety measures, as detailed herein. For example, only one lane extends above, or relatively close to, sidewalks. In fact, since the passenger compartments are relatively small and narrow, the lane located next to the sidewalk, may be as narrow as a bicycle lane.

The system disclosed herein does not involve the formation of traffic jams. First, only one rail of the network functions also as a drop off/pick up lane, which enables the carts in the other lanes to continue driving. Thus, drop off/pick up of passengers does not create traffic jams, and does not require carts on other lanes to stop or even slow down. This structure also contributes to the safety of the system and its use since, it prevents, or at least reduces to minimum, collisions between carts. In addition, the driving of the carts along the system is automatically controlled by computing means, hence, driving along the system is devoid of traffic jams.

In addition to the above, the system disclosed herein is a ‘green’ system, providing superb sustainable transportation, optimal cost per value, as well as beneficial environmental, social and climate impacts, especially, in urban areas, at least due to the following properties: (a) no greenhouse gases are emitted and no carbon footprint is produced; (b) drive is quite; (c) at least some of the energy can be obtained from solar panels within the system (see, for example,FIG.1C); (d) it is designed to be affordable to the public cost-wise (little energy consumption, fully automated and no need for drivers); (e) it is configured to reduce traffic congestion on the road; (f) it can be easily accessed (no need to walk to a station); (g) it uses less road space than private or public vehicles and less drop off/pick up space compared to bus/train stations; (h) the infrastructure of the system is flexible, namely, it can be easily installed without affecting the foundation of the road; (i) the system can be easily modulated—for example, adding/removing rails and changing travel direction do not require complicated operation; and (j) the flexibility and modularity of the system render its installation cost effective.

The above identified advantages are extremely valuable when using the system for freight transportation. Freight transportation via roads, using tracks and trains, has negative impacts, including, negative environmental effects (air pollution, noise, an indirect impart, such as, increasing greenhouse gases and global warming), vegetation and wildlife destruction and road accidents. Another major disadvantage of road transportation is the heavy burdens on traffic, especially, in urban and industrial areas, which are the main target of freights delivery. The system disclosed herein provides a cost per value, green, solution to freight delivery, as further detailed herein. Furthermore, since transportation along the system is fully automated and is devoid of traffic jams, delivery along the system is faster and without delays.

In some embodiments, there is provided an elevated public transportation system comprising:(a) at least one interconnected rails network configured to transport carts in a travel direction there along, having a plurality of rails aligned with one another, wherein the plurality of rails comprising (i) an external sidewalk rail positioned at the periphery of the at least one interconnected rails network in proximity to a sidewalk, configured for picking up and dropping off passengers and/or freight, (ii) at least one additional rail, and (iii) at least one transition rail extended between the external sidewalk rail and the at least one additional rail, configured to enable transition of carts therebetween;(b) at least one rotation assembly associated with the at least one interconnected rails network and configured to rotate a cart suspended from any of the rails in an angle; and

(c) a plurality of support posts configured to hold said at least one interconnected rails network above ground level.

In some embodiments, the elevated public transportation system further comprises at least one controller configured to control the operation of the elevated public transportation system and at least one power source configured to supply electricity to the elevated public transportation system.

In some embodiments, the elevated public transportation system further comprises at least one lifting assembly configured to hold, suspended therefrom, the cart, by extending between the cart and the at least one rotation assembly, wherein the lifting assembly is configured to lower down to ground level, and elevate to elevated level, the cart.

In some embodiments, the elevated public transportation system further comprises a plurality of carts, wherein each cart is configured to suspended from said plurality of rails of the at least one interconnected rails network through the at least one lifting assembly extending between the cart and the at least one rotation assembly, wherein the lifting assembly is configured to lower down to ground level, and elevate to elevated level, said each cart of the plurality of carts.

In some embodiments, the elevated public transportation system is not associated with predetermined drop off or pick up locations.

In some embodiments, the at least one power source configured to supply electricity to the elevated public transportation system through electric cables spread along the plurality of rails of the at least one interconnected rails network.

In some embodiments, the lifting assembly is configured to lower down to ground level, and elevate to elevated level said each cart of the plurality of carts, for dropping off and picking up one or more passengers and/or freight anywhere along the external sidewalk rail.

In some embodiments, the lifting assembly is configured to lower down to ground level, and elevate to elevated level said each cart, automatically, based on instructions received through the controller.

In some embodiments, the elevated public transportation system comprising a plurality of interconnected rails networks.

In some embodiments, the plurality of interconnected rails networks comprises two interconnected rail networks wherein one of the two interconnected rail network is configured to travel in the travel direction and the other interconnected rail network is configured to travel in a direction other than the travel direction.

In some embodiments, the two interconnected rail networks extend along two sides of the same track in substantially parallel directions, such that, one of the two interconnected rail network is configured to travel in the travel direction and the other interconnected rail network is configured to travel in the opposite direction.

The term “substantially parallel directions” as used herein includes parallel directions, such as, south to north direction and north to south direction, and also includes directions that are not absolutely parallel to one another by are more or less of opposite directions.

In some embodiments, the at least one additional rail is an external road rail aligned with external sidewalk rail, positioned farther way from the sidewalk.

In some embodiments, the rotation assembly is configured to rotate carts suspended from any of the rails in an angle of up to 270 degrees.

In some embodiments, the rotation assembly is configured to rotate carts suspended from any of external sidewalk rail and external road rail in said angle, towards the periphery of the at least one interconnected rails network.

In some embodiments, said each cart comprising at least one door facing the sidewalk.

In some embodiments, said each of the plurality of the support posts is arched, having one end pivoted in the ground and another end holding the plurality of interconnected rails elevated above ground level.

In some embodiments, the elevated public transportation system further comprises at least one internal rail positioned between the external sidewalk rail and the external road rail.

In some embodiments, the at least one controller controls the operation of the lifting assembly and the rotation assembly, based on (i) predetermined commands; (ii) real time commands received from passengers and potential passengers, wherein the commands comprise pick up locations and drop off destinations.

In some embodiments, said each cart is further configured to connect to a driving assembly extending between the lifting assembly and the rail from which the cart suspends, wherein the driving assembly comprises a plurality of wheels and engines configured to drive said cart along said rail, automatically.

In some embodiments, the at least one interconnected rails network comprises a rail housing configured to cover the interconnected rails network.

In some embodiments, the elevated public transportation system further comprising a plurality of solar panels, configured to provide power to said power source.

In some embodiments, the plurality of solar panels are attached to the rail housing.

In some embodiments, said each cart associates with an engine configured to maintain the cart in a position facing the travel direction, when said rotation assembly rotates the cart in said angle.

In some embodiments, the elevated public transportation system further comprising at least one junction, wherein at least two interconnected rail networks cross one another at the at least one junction.

In some embodiments, the at least one junction comprises at least one circular rail.

Other objects, features and advantages of the present invention will become clear from the following description, examples and drawings.

Certain embodiments of the present disclosure may include some, all, or none of the above advantages. One or more other technical advantages may be readily apparent to those skilled in the art from the figures, descriptions, and claims included herein. Moreover, while specific advantages have been enumerated above, various embodiments may include all, some, or none of the enumerated advantages.

DETAILED DESCRIPTION

In the following description, various aspects of the disclosure will be described. For the purpose of explanation, specific configurations and details are set forth in order to provide a thorough understanding of the different aspects of the disclosure. However, it will also be apparent to one skilled in the art that the disclosure may be practiced without specific details being presented herein. Furthermore, well-known features may be omitted or simplified in order not to obscure the disclosure. In the figures, like reference numerals refer to like parts.

Throughout the figures of the drawings, different superscripts for the same reference numerals are used to denote different embodiments of the same elements. Embodiments of the disclosed devices and systems may include any combination of different embodiments of the same elements. Specifically, any reference to an element without a superscript may refer to any alternative embodiment of the same element denoted with a superscript. Components having the same reference number followed by different lowercase letters may be collectively referred to by the reference number alone. If a particular set of components is being discussed, a reference number without a following lowercase letter may be used to refer to the corresponding component in the set being discussed. In order to avoid undue clutter from having too many reference numbers and lead lines on a particular drawing, some components will be introduced via one or more drawings and not explicitly identified in every subsequent drawing that contains that component.

Reference is now made toFIGS.1A-1G and2A-2D.FIGS.1A-1Gconstitute views in perspective of an elevated transportation system100, according to some embodiments. Elevated transportation system100comprises interconnected rails network110comprising a plurality of rails. In some embodiments, interconnected rails network110comprises an external sidewalk rail112positioned at the periphery of interconnected rails network110in proximity to a sidewalk116and at least one additional rail.

The term plurality, as used herein, refers to more than one.

The term “sidewalk” as used herein is interchangeable with any one of the terms “footpath”, “pavement”, “curb” and “curbside”, and refers to a path, often on one or both sides of a road, which is car-free and is paved for pedestrians. In some embodiments, the term “sidewalk” is synonymous with the term ‘ground level’ or about ground level.

The term “proximity to the sidewalk” as used herein refers to location that is at the periphery of a sequence of interconnected rails adjacent to one another, and closest to the sidewalk, relative to the other rails (namely, relative to any one of internal rail113and external road rail114).

As used herein, according to some embodiments, the terms “substantially” and “about” may be interchangeable.

In some embodiments, external sidewalk rail112is configured to drive carts130along the rails in one direction and is further configured to drop off passenger(s) and/or freight to sidewalk116(ground level), or nearby sidewalk116, and to pick up at least one passenger and/or freight from ground level.

In some embodiments, the at least one additional rail is an external road rail114configured to transport carts in the one direction, wherein external road rail114is aligned with external sidewalk rail112, is closer to the center of the road above which interconnected rails network110suspends and is farther away from sidewalk116.

The term “farther away” as used herein refers to any rail other than external sidewalk rail112, which is not the closest rail to sidewalk116, and hence is not used for downloading/uploading passengers. A rail that is farther away from sidewalk116may be adjacent to external sidewalk rail112, yet it is farther away from sidewalk116relative to external sidewalk rail112, since external sidewalk rail112is the closest rail to sidewalk116and hence it is the only rail from which carts130drop off/pick up passengers and/or freight.

The term “aligned”, as used herein, refers to symmetry planes of corresponding rails, namely, rails stretched along the same direction, e.g., the one direction, and hence are essentially along the same vertical plane. For example, external sidewalk rail112is aligned with external road rail114if their symmetry planes essentially correspond to vertical plane defining, or parallel to, a given direction (namely, the travel direction), such as, north to south, north to east, north to west, south to east, west to east, south to west or any other direction. Since perfect alignment is sometimes difficult to achieve, the term “essentially correspond” refers also to cases in which both symmetry planes are, at certain fragments along interconnected rails network110angled up to 10 degrees relative to each other. Intersection of rails in interconnected rails network110may be afforded, for example, through a transition rail118, as shown inFIGS.1E-1G.

In some embodiments, elevated transportation system100includes at least one junction, such as rail cross section121and circular rail122, where two or more interconnected rails networks110change their travel direction.

In some embodiments, elevated transportation system100includes at least one circular rail122having a plurality of interconnected rails networks110merging therewith (not shown). In some embodiments, elevated transportation system100includes a plurality of circular rails122, where each circular rail122having a plurality of interconnected rails networks110merging therewith. Upon integrating (merging) with circular rail122, at least one rail of interconnected rails network110proceeds in a different direction relative to the direction the at least one rail came from. Close to the integration of one or more rails of interconnected rails network110into circular rail122, interconnected rails network110includes a merging transition rail118awhich is configured to merge two rails of interconnected rails network110into one rail, wherein the one rail merges into circular rail122.

In some embodiments, elevated transportation system100includes at least one rail cross-section121where two or more interconnected rails networks110cross one another, as shown inFIG.1G.

At a junction, two or more interconnected rails networks110may merge together, thereby creating the ability of carts hanged from a given rail to merge with another rail and continue driving in a different direction. Alternatively, interconnected rail network110driving along direction A may change to any other direction, such as, direction B, via a junction, where direction A is different from direction B. In some embodiments, at least one rail from interconnected rail network110changes direction by merging with a junction, while the other rail(s) in interconnected rail network110do not merge with the junction.

It is noted that in case where interconnected rails network110includes two rails, then the two rails are external sidewalk rail112and external road rail114. When interconnected rails network110includes more than two rails, then external sidewalk rail112and external road rail114are at the periphery of interconnected rails network110and the rest of the rails include one or more of an internal rail113positioned in between external sidewalk rail112and external road rail114, and aligned therewith. Accordingly, external sidewalk rail112and external road rail114may be collectively referred as peripheral rails.

In some embodiments, interconnected rails network110further comprise at least one internal rail113, wherein the at least one internal rail113aligns with external sidewalk rail112and external road rail114and is located in between these peripheral rails. In some embodiments, elevated transportation system100comprises a plurality of internal rails113, wherein one internal rail113of the plurality internal rails113is adjacent to external sidewalk rail112and one internal rail113of the plurality internal rails113is adjacent to external road rail114.

The term “adjacent” as used herein indicate that no other rails are stretched between two adjacent rails. Thus, adjacent may be synonymous with ‘neighboring’.

In some embodiments, the distance between adjacent rails is the minimum distance required for enabling two carts130associated with two adjacent rails to travel next to each other. The minimum distance thus depends on the width of carts130. However, as explained below, each of cart130is linked to any of the rails though rotation assembly400(via driving assembly300and lifting assembly500) which enables the rotation of cart130away from the plane between the ground and the rail, and towards the environment outside interconnected rail network110. As a result, the actual distance between two adjacent rail may be smaller than a distance depending on the width of the carts.

The term “associated with” as used herein refers to a relation between two or more elements which does not require a direct connection therebetween. In some embodiments, the connection between elements associated with one another is through at least one additional element, wherein the at least one additional element is in direct connection with, or is connected to, at least one of said elements. In some embodiments, the terms “associated with” and “coupled to” are interchangeable.

In some embodiments, all rails of interconnected rails network110are substantially parallel to one another. In some embodiments, all rails of interconnected rails network110are sequentially arranged one next to another, such that, external sidewalk rail112is the rail in closest proximity to sidewalk116, external road rail114is the rail in closest proximity to the center of the road over which interconnected rails network110suspends and is farthest away from sidewalk116. In some embodiments, interconnected rails network110further includes at least one internal rail113, which is positioned along, and in between, external sidewalk rail112and external road rail114, such that, all rails of interconnected rails network110, namely, external sidewalk rail112, at least one internal rail113and external road rail114are sequentially arranged one next to another, between sidewalk116and the center of the road over which interconnected rails network110suspends.

Elevated public transportation system100further comprises at a: one cart130suspended from one of the rails in interconnected rails network110.

The term “suspended” as used herein refers to the relationship between a cart130and a rail (112,113,114) from which it suspends, and is intended to describe that the cart is safely hanged from, otherwise held below or engaged to from below, said rail.

Elevated public transportation system100further comprises a plurality of support posts120, configured to hold the plurality of interconnected rails110, above ground level, at elevated position. In some embodiments, the height of elevated transportation system100above ground level is within the range of 3 to 8 meters. In some embodiments, the height of elevated transportation system100above ground level is at least 3 meters. In some embodiments, the height of elevated transportation system100above ground level is at least 3.5 meters. In some embodiments, the height of elevated transportation system100above ground level is at about 4 meters. In some embodiments, the height of elevated transportation system100above ground level is a height affording the passage of high vehicles, such as, trucks, underneath elevated transportation system100. Accordingly, in some embodiments, the height of elevated transportation system100above ground level is about 4.5 meters. In some embodiments, the height of elevated transportation system100above ground level is within the range of 4.5 to 5.5 meters.

In some embodiments, the plurality of rails forming elevated transportation system100are not of the same height. For example, the height of external sidewalk rail112may be about 3.5 meters above ground level, while the height of the other rails, such as, internal rail113and/or external road rail114,112may be about 4.5 meters above ground level.

Interconnected rails network110further comprises a plurality of transition rails118configured to enable transitions of cart130between any one of rails112,113and114. The plurality of transition rails118enables continuous flow of carts along the rails, wherein a congestion or slow-down events, hardly occur at interconnected rails network110. Thus, the plurality of transition rails118enables easy and smooth ride, by directing carts130that do not require to be lowered to ground level, to internal rail(s)113and to external road rail114, such that, the lowering down of cart130for dropping off or picking up, does not interfere with the ride of other carts traveling along interconnected rails network110. In some embodiments, transition rail118branches out of any one of rails112,113and114and stretches between any two adjacent rails, thereby enabling cart130to change between rails. In some embodiments, transition rail118stretches between any three adjacent rails. In some embodiments, transition rail118stretches between any number adjacent rails.

It is to be understood, that the number of the plurality of rails in elevated transportation system100is modular and is determined based on the traffic needs. Even after installation of the system, if/when traffic needs are changing, the number of rails may be modulated any time, to meet the new needs. Adding/reducing number of rails does not require re-installation of the system nor any fundamental changes. Specifically, modulating the number of rails does not involve changes in the infrastructure of the roads and streets above which the system is installed. Accordingly, modulating the number of rails does not requires much time nor high budgets. It is assumed that in quite areas, such as, suburban neighborhoods two rails may suffice. However, in busy areas, such as, the entrances to large metropolitans which may serve hundreds of cars at least during rush hours, more than three rails, more than four rails, and even more than five rails, may be required. As explained above, the initial number of rails may be changed at relatively low budget and without effecting the ground level.

In some embodiments, cart130changes between rails, through transition rail118, automatically, based on commands received from a controller (not shown).

In some embodiments, interconnected rails network110has a uniform width throughout its length. In some embodiments, interconnected rails network110has a plurality of first portions each having a first width and a plurality of second portions each having a second width, wherein each first portion is a portion along the rails that is devoid of transition rails118, and each second portion is a portion along the rails that includes transition rails118, wherein the second width may be wider than the first width, as exemplified inFIG.1D. In some embodiments, the difference in width between the first width and the second width is about 10%.

In some embodiments, elevated transportation system100further comprises rail support assembly configured to support interconnected rails network110, in addition to the support provided by support posts120. The rail support assembly is configured to support interconnected rails network110particularly, above and/or in the vicinity of transition rails118, since each one of transition rails118branches from one of rails112,113and114, and at the branching area the continuity of the rail (112,113and114) is disrupted. Although the disruption is minor and does not affect the stability and safety of elevated public transportation system100, the rail support assembly is provided as an option for bolstering the stability and safety of elevated public transportation system100. The rail support assembly may be any structure that can provide an additional support. In a non-limiting example, the rail support assembly includes planks and x-shaped supporting pillars, as shown inFIGS.1A,1B,1E and1Fand further discussed below. It is to be understood, elevated transportation system100may include any number of support posts120.

In some embodiments, the rail support assembly includes a plurality of planks142,143each having a flat elongated surface and two ends, both ends are attached to the rail above which the plank is located. Some planks have a leg at each end, such that the flat, elongated surface of the plank, is configured to be parallel to the rail(s) above which it is positioned and to which it is attached, such as, plank142. Other planks have one leg at one end, such that the flat, elongated surface thereof forms a sharp angle (less than 90 deg) with the rail(s) above which it is positioned and t which it is attached, such as, plank143.

In some embodiments, plank142has at each end a leg perpendicular to the plane of the plank, creating a corner of about 90 degrees with the plank, where each leg extends between plank142and the rail parallel thereto. In some embodiments, plank143has a leg at one end thereof, such that plank143is connected to one or more rails (112,113,114) through the one leg extending therefrom on one end where the other end of plank143connects directly to the rail(s). Accordingly, the plane of plank143is not parallel to interconnected rail network110, but rather creates a sharp angle (smaller than 90 degrees) with interconnected rail network110. In some embodiments, each of planks142,143is configured to be positioned above transition rails118. In some embodiments, plank142is configured to be positioned at external portions of interconnected rail network110, while plank143is configured to be connected at the ends of interconnected rail network110. Thus, the rail support assembly is smartly designed to include relatively larger/heavier support, in the form of plane planks142, in combination with lighter support (e.g., plank143). This strategy reduces the overall weight of interconnected rail network110and is thus cost effective (reducing the overall amount of materials forming the network), while not compromising on safety. Thus, this strategy increase the overall cost per value of the elevated transportation system disclosed herein.

In some embodiments, the rail support assembly further includes a plurality of plank support pillars144, configured to support planks142,143. Each plank support pillar144extends between interconnected rail network110to plank142or143. In some embodiments, each plank142,143is supported by at least one plank support pillar144, having two ends, a bottom end attached to a rail and a top end attached to plank142or143above. In some embodiments, each plank142,143is supported by at least one plank support pillar144, having two ends, a bottom end attached to transition rail118and a top end attached to plank142or143above. In some embodiments, plank support pillar144has an x-shape, wherein the bottom end includes two legs planted opposite to one another from both sides of transition rail118and wherein each leg extends crosswise, relative to the other leg, to a plank (142or143) there above, as shown, for example inFIG.1E. In some embodiments, the bottom end of plank support pillar144is placed within support pillar cavity146. In some embodiments, transition rail118comprises a plurality of support pillar cavities146, each configured to enclose the bottom end of plank support pillar144.

In some embodiments, each of the plurality of rails of interconnected rails network110includes a wheels recess162, as can be seen in the rail cross-section, also termed herein “rail frame”, exhibited inFIG.1G. Wheels recess162is configured to enclose front wheels342and back wheels344, thus enable the progression of driving assembly300along the rail with minimal tilting (shown inFIG.3A). In some embodiments, each of the plurality of rails of interconnected rails network110includes a power line recess166having its inner surface covered with an insulation layer168, wherein power line recess166is configured to enclose a power line164.

In some embodiments, each of the plurality of rails of interconnected rails network110includes outer leading wheel opening170configured to enable outer leading wheel306(shown inFIGS.3A-3E) to lead the progression of driving assembly300along the rail with minimal tilting.

In some embodiments, elevated public transportation system100further comprises rail housing150configured to cover interconnected rails network110, for protection and safety and noise reduction. The housing may protect the rails from rain, snow, hale, falling leaves, tree branches, birds, nests and the like. In some embodiments, rail housing150has a relatively flat top surface and side surfaces, such that, rail housing150encloses, or envelops, interconnected rails network110. In some embodiments, rail housing150includes a plurality of slots, each for enabling access of support post120to interconnected rails network110, thereby preventing interference between rail housing150and support posts120. In some embodiments, rail housing150may be used to support a plurality of solar panels152, which may be used to supply electric power to elevated public transportation system100, and reduce, or even eliminate, the use of other power sources, thereby increase the sustainability of elevated public transportation system100and bolsters its beneficial impact on the environment. In some embodiments, rail housing150includes a plurality of solar panels152laid on, or attached to, the top surface of rail housing150.

In some embodiments, elevated public transportation system100includes a plurality of floating solar panels152a(not shown), wherein each floating solar panel152ais attached to at least one pole extending from elevated public transportation system100. In some embodiments, at least one floating solar panel152ais attached to a rotating pole (not shown), wherein the rotating pole is capable of rotating in any angle. In some embodiments, the rotating pole is connected to an automatic sun tracking system, in order to obtain maximum intensity of sunlight throughout the day.

In some embodiments, public transportation system100is covered with plantation. In some embodiments, plants are planted in planters attached to the top (sky-facing) part of elevated public transportation system100or being planted in planters attached to rail housing150. In some embodiments, plants are being planted on/over/within support posts120.

In some embodiments, public transportation system100is a hybrid transportation system, obtaining its power from two or more distinct types of power and/or power sources. In some embodiments, public transportation system100is a hybrid transportation system, obtaining its power from two or more distinct types of power sources, wherein at least one power source is solar power, obtained thorough solar panels152. The terms “each of” and “each of the plurality of”, as used herein, are interchangeable.

FIGS.2A-2Dconstitute a view in perspective of a cart130, according to some embodiments. In some embodiments, cart130comprises at least one door132configured for allowing passengers to enter and exit cart130, when door132is open. In some embodiments, opening and closing of door132is controlled by a controller (not shown). In some embodiments, the opening and closing of door132is automated. For safety, the opening and closing of door132is automated and cannot be operated manually. In some embodiments, door132comprises an emergency opening setting (not shown) enabling passenger(s) within cart130to manually open door132, in cases of emergency. In some embodiments, when cart130is elevated in case of emergency, the emergency opening setting may operate drive assembly300to transport cart130to external rail112, if required (namely, if cart130is suspended from a rail other than external rail112) and if afforded (namely, if the emergency event does not affect the operation of lift assembly) then operates lift assembly500to reduce cart130to ground level.

In some embodiments, cart130comprises at least one door132located on the sidewalk side of cart130, also termed herein “driving side”, namely, the side close to sidewalk116. For example, where driving is on the right side (e.g., U.S.), door(s)132are positioned only on the right side of cart130, and where driving is on the left side, (e.g., UK) door(s)132are positioned only on the left side of cart130. In some embodiments, the side opposite to the driving side of cart130, also termed roadside (not shown) is devoid of door132. In some embodiments, the side opposite to the driving side of cart130may include an emergency exit (not shown) which can be operated only by emergency opening setting. In some embodiments, door132has a window. In some embodiments, cart130further includes a front window139configured to face the driving direction.

In some embodiments, cart130further comprises a user interface (not shown) connected to the controller, enabling communication between passenger(s) in cart130and the controller. The user interface may indicate the Estimated Time of Arrival (ETA), by announcing it and/or though notification on its screen. Passenger(s) may use the user interface to view map and/or schedule of elevated public transportation system100. The user interface may enable passengers to change destination, any time. The user interface may further allow communication between passengers using, or travelling on, elevated public transportation system100. For example, passengers travelling on different cart130to different destination, may change their destination, though user the user interface, in order to get off at the same location.

In some embodiments, cart130further includes at least one sensor (not shown) configured to detect items under cart130when it is reduced to ground level. The at least one sensor is in communication with the controller, wherein lowering down cart130to ground level is enabled when the at least one sensor does not detect any item under cart130. In the event that the at least one sensor detects an item (e.g. a pedestrian, a vehicle, such as, a bicycle, and/or a pet) a signal is sent to the controller, accordingly the controller may postpone or halt the lowering of cart130and re-initiate it when the space under cart130is clear, or may induce propagation of cart130a short distance ahead (e.g. a few meters), to area at ground level that is clear of items and is safe for landing cart130.

Any suitable mechanism of door opening/closing may be applied for opening/closing door132. In some embodiments, door132operates through sliding along a rail attached to cart130as exemplified inFIG.2A.

In some embodiments, cart130further comprises a freight storage space138. In some embodiments, freight storage space138is located at the bottom of cart130. In some embodiments, freight storage space138is located at the back of cart130. In some embodiments, freight storage space is located at the top of cart130. In some embodiments, freight storage space138is located under each passenger seat136.

In some embodiments, freight storage space138is located in the bottom of cart130in a compressed form as exemplified inFIG.2A, when not in use, and is configured to expand, when required, as exemplified inFIGS.2B and2C. In some embodiments, freight storage can be locked, as exemplified inFIG.2B, when in an expanded form.

In some embodiments, for uploading freight into storage space138, cart130is lowered to an uploading height, namely, a height above ground level that is comfortable for uploading freight, for example, a height within the range of about 80 cm to about 150 cm, above ground level. Upon approaching the uploading height, storage space138may open up either automatically, or by a user (e.g., by pressing on a suitable bottom (not show) or by sending instructions through user's device (e.g., smart phone, iPad)). Instructions may be sent via an application corresponding to elevated public transportation system100. Upon uploading freight into storage space138, cart130lower down to ground level, enabling passengers to easily enter and sit within cart130.

In some embodiments, cart130may include a ramp (not shown), for example, a wheelchair ramp. In some embodiments, each passenger seat136may include a ramp that opens up when required. The ramp is configured to permit wheelchair users, and passengers pushing strollers, carts, or other wheeled objects, to access cart130more easily. In some embodiments, the ramp associated with seat136may open up to enable wheeled objects to access cart130, or may open up enabling seat136to slide down to the pavement, to enable easy access thereto, and once a passenger sits on seat136the ramp is configured to elevate seat136back into cart130.

Through the application corresponding to elevated public transportation system100users may order to be picked up by elevated public transportation system100at any desired locations and times, may update their destination, view a map showing where elevated public transportation system100spreads, update whether or not freight is included (which requires opening of freight storage space138, and lowering cart130to the uploading height for uploading the freight), among other operations. In some embodiments, elevated public transportation system100does not require uploading on the application associated therewith the destination, when ordering a trip. Accordingly, a passenger using elevated public transportation system100may inform the system of destination during the trip, either via an application on user's personal device, or by calling a call center related to elevated public transportation system100, or via the user interface installed in cart130.

In some embodiments, cart130is connected, directly or indirectly, through its top surface134to several assemblies, including, a driving assembly, a rotation assembly and a lifting assembly.

Driving assembly is the mechanism that operates transportation of carts, such as, cart130along each of the plurality of the rails in interconnected rail network110. To this end, any driving assembly may be used.

In some embodiments, the driving assembly is driving assembly300as shown inFIG.2Dand further discussed below.

In some embodiments, the rotation assembly is rotation assembly400as shown inFIG.2Dand further discussed below.

The lifting assembly is configured to lower cart130to ground level and lift it to elevated level, in a continuous smooth and safe manner. In some embodiments, the lifting assembly is lifting assembly500, as shown inFIG.2Dand further discussed below. In some embodiments, the lifting assembly is lowering and lifting the cart associated therewith automatically. In some embodiments, the lifting assembly is lowering and lifting the cart associated therewith manually, e.g., by pressing on a suitable bottom (not shown) or by sending instructions through user's device (e.g., smart phone, iPad). The manual option can become useful under certain conditions, such as, but not limited to, in case of emergency where immediate operation is required, without depending on the automatic system, in case the automatic system fails or is under a cyber-attack, and so on.

It is to be understood that for any automatic operation of the public transportation system disclosed herein there is a corresponding manual operation, which can be used in particular cases, such as, under emergency and/or when the automatic operation should not, or cannot be, applied.

In some embodiments, elevated public transportation system100comprises a plurality of interconnected rail networks110. In some embodiments, each of the plurality of interconnected rail networks110is extending along a different route, such that, one interconnected rail network110is extending along one route, another interconnected rail network110is extending along a second route, and so on. In some embodiments, the plurality of interconnected rail networks110comprises two interconnected rail network110extending along two sides of the same track (e.g. street(s), road(s)) in parallel directions, such that, one of the two interconnected rail network110is configured to travel in one direction (e.g. heading north, and travelling from south to north) and the other interconnected rail network110is configured to travel in a direction opposite to the one direction (e.g. heading south, and travelling from north to south). In some embodiments, the plurality of interconnected rail networks110comprises at least one interconnected rail network110extending in a direction that is substantially perpendicular (e.g., heading east) to the direction of at least one other interconnected rail network110(e.g., heading north).

The term “track” as used herein intends to define the same route, or course of travel of interconnected network110. The track may be a road, and may include a plurality of roads, along which interconnected network110extends and configured to transport carts130and passengers.

Reference is now made toFIGS.3A-3Ewhich constitute several perspective views of a driving assembly300, according to some embodiments. Driving assembly300is the mechanism that operates transportation of cart130along each of the plurality of the rails in interconnected rail network110. Driving assembly300includes safety features, as detailed below, which prevent undesired movements of cart130enabling the passengers to experience smooth and pleasant travel along elevated public transportation system100.

In some embodiments, driving assembly300comprises a leading system301configured to lead driving assembly300along any one of rails112,113and114. Leading system301comprises a leading wheel arm302having two ends, one end configured to connect leading system301to driving support system320and another end configured to hold a set of driving wheels having a central leading wheel304and an outer leading wheel306connected to one another, centrically, and held by wheel arm302through wheel axel308. In some embodiments, central leading wheel304is configured to remain within the rail frame, while outer leading wheel306projects out of the rail frame, through leading wheel opening170, as exemplified inFIGS.1G and3E. This configuration prevents undesired/tilt movements of driving assembly300, and hence of cart130connected thereto, to the sides (right and left, namely, prevents movement in an axis that is perpendicular to the travel direction). Accordingly, the configuration of leading system301contributes to the stability of cart130, during its transportation along the rail (112,113,114) from which it suspends and also operates as a steering wheel which leads the propagation of cart130along the rails, in the desired direction.

In some embodiments, driving assembly300further comprises a steering wheel/navigation system (e.g., engine) maintained within housing338and electrically connected to leading system301, where this system is configured to navigate leading system301, and/or perform as a steering wheel enabling side (left/right) adjustments/movements of leading system301, as may be required during the driving course of cart130along the rail from which it suspends.

Leading system301further comprises main front wheel310and main back wheel330. In some embodiments, at least one of main front wheel310and main back wheel330includes a driving engine (not shown) which is configured to drive forward, along the rail within which driving assembly300(and cart(s)130hanging therefrom, and attached to driving assembly300) is positioned.

In some embodiments, main front wheel310includes a driving engine. In some embodiments, main back wheel330includes a driving engine. In some embodiments, each of main front wheel310and main back wheel330includes a driving engine

In some embodiments, main back wheel330is connected to wheel frame322through connecting element326, and is configured to drive in the travel direction following the propagation of main front wheel310.

In some embodiments, driving assembly300is operating by electricity received from power line(s)166through an electric component348. In some embodiments, the navigating system (e.g., engine) maintained within housing338and the driving engine(s) obtain electric powers from electric component348.

While the illustrated leading wheel arm302is having a corner shape, leading wheel arm302may have an alternative shape, e.g., it may be linear. Additionally, leading wheel arm302need not be a single piece as shown, for example, inFIGS.3A,3B,3D. Instead, leading wheel arm302may be formed by attaching multiple individual parts, which together hold central leading wheel304and outer leading wheel306, such that, together they operate to prevent movement of driving assembly300in undesired directions, and particularly, in an axis perpendicular to the travel direction.

In some embodiments, driving assembly300comprises a driving support system320, which includes a wheel frame322. Wheel frame322is configured to support the component of driving assembly300. In some embodiments, wheel frame322is having a u-shape structure with a lower base324and two side arms322a,322b, extending from the top ends of the u-shape.

In some embodiments, wheel frame322includes a pair of upper front wheels342and a pair of upper back wheels344. Upper front and back wheels342,344are configured to travel in recess166of the rail on which driving assembly300is mounted, thereby provide further support to driving assembly300and cart130hanging therefrom, by preventing from driving assembly300, and hence cart130, from tilting sidewise right/left within the rail. It should be noted that any minor tilt at the rail may be translated to a large, disturbing, tilt of cart130, especially when cart130is at ground level. Thus, the set of upper front and back wheels342,344provide yet another significant contribution to the safety and stability of elevated public transportation system100, and also contributes to a pleasant riding experience, with minimum undesired movements other than traveling in the travel direction.

The term “corresponding”, as used herein to describe a relationship between one of a plurality of components and one of the plurality of other components, namely, it refers to a specific component from the plurality of components, which is aligned with, connected to, associated with, held by, operates with, the specific other component from the plurality of other components.

In some embodiments, driving support system320further comprises a tightening complex340attached to lower base324of wheel frame322, configured to stay under the rail frame of the rail on which driving assembly300is mounted, in order to maintain driving assembly300in tight contact with said rail. During travelling along the rails, the topography of the road may change and as a result the distance (height) between interconnected rails network110and the ground may vary. Such variations may affect the attachment between driving assembly300and the rail on which it is mounted. Advantageously, tightening complex340provides some flexibility to driving assembly300and prevents excess pressure thereon, that may be induced by road topography. Thus, tightening complex340provides an additional contribution to the safety and durability of elevated public transportation system100. In some embodiments, tightening complex340includes a pair of springs332each extending from wheel frame322to a leg of a T-shaped member334, wherein each arm of T-shaped member334holds a tightening wheel336.

Driving assembly300further includes a cart holder350, configured to attach cart130to driving assembly300, through binding to driving support system320. Cart holder350is further configured to enable rotation of cart130around axis C. In some embodiments, cart holder350obtains power from and engine housed in housing338

In some embodiments, cart holder350includes a cart holder shaft351and further includes components that enable to transmit rotary motion and power to cart130. Such components include, but are not limited to, gears, pulleys and sprockets and corresponding mating gears, belts and chains. In some embodiments, cart holder shaft351includes one or more bearing members, such as, bearing352. In some embodiments, cart holder shaft351includes one or more sprockets, such as, sprocket354.

Reference is now made toFIGS.4A-4CandFIGS.4D-4Ewhich constitute several perspective views of a rotation assembly400, and elevated public transportation system100, respectively, according to some embodiments. Rotation assembly400is configured to enable rotation of cart130suspended from any of the peripheral rails, namely, external sidewalk rail112or external road rail114. In some embodiments, rotation assembly400is configured to enable rotation of cart130in any angle. In some embodiments, rotation assembly400is configured to enable rotation of cart130in an angle of no more than 270 degrees. In some embodiments, rotation assembly400is configured to enable rotation of cart130in an angle within the range of 25 to 180 degrees. In some embodiments, rotation assembly400is configured to enable rotation of cart130in an angle of no more than 180 degrees. In some embodiments, rotation assembly400is configured to enable rotation of cart130in an angle of no more than 270 degrees. In some embodiments, rotation assembly400is configured to enable rotation of cart130in an angle within the range of 50 to 150 degrees. In some embodiments, rotation assembly400is configured to enable rotation of cart130in an angle within the range of 70 to 120 degrees. In some embodiments, rotation assembly400is configured to enable rotation of cart130in an angle within the range of 80 to 110 degrees. By this rotation, cart130turns away from its position, in an angle within the range of 80 to 110 degrees, while the cart front window139of cart130remains to face the travel direction. The rotation is toward the periphery of interconnected rails network110.FIGS.4D and4Edemonstrate carts130a,130b,130csuspended from three adjacent rails, wherein cart130asuspended from external sidewalk rail112can rotate from being right below external sidewalk rail112, as shown inFIG.4D, towards sidewalk116, as shown inFIG.4E. Similarly, cart130csuspended from external road rail114can rotate from being right below external road rail114toward the center of the road (the road above which interconnected rails network110suspends), as shown inFIGS.4D and4E, respectively. Thus, carts130aand130crotate in opposite directions, as a result a space is formed between carts130aand130cenabling cart130b, suspending from internal rail113, to move forward and drive, or stay next to carts130aand130c, or pass carts130aand130b. Thus, rotation assembly400offers a smart mechanism that enables carts along interconnected rail network110to pass a slowing down cart, without exchanging rails. This mechanism may be typically useful for carts traveling in the vicinity of a cart suspending from external sidewalk rail112when the carts has to slow down and eventually stop and descend to ground level, in order to drop off/pick up passengers/freight.

In some embodiments, rotation assembly400is configured to enable rotation of cart130prior to descending to ground level, thereby bringing cart130closer to the curb. This mechanism enables to construct elevated public transportation system100, or parts thereof, above the road, where rotation assembly400brings a cart hanging from external sidewalk rail112to, or closer to, the curb when picking up, or dropping off, passengers and/or freight.

In some embodiments, rotation assembly400is configured to enable rotation of cart130suspended from any of the peripheral rails in an angle. In some embodiments, the angle is within the range of 0 to 360 degrees. In some embodiments, the angle is up to 270 degrees, up to 180 degrees or up to 120 degrees. Each possibility is a separate embodiment of the present invention. In some embodiments, the angle is within the range of 60 to 150 degrees. In some embodiments, the angle is within the range of 60 to 120 degrees. In some embodiments, the angle is within the range of 70 to 110 degrees. In some embodiments, the angle is within the range of 80 to 100 degrees. In some embodiments, the angle is within the range of 85 to 95 degrees. In some embodiments, rotation assembly400is configured to enable rotation of cart130suspended from any of the peripheral rails in an angle of about 90 degrees.

It is to be understood that through the application of rotation assembly400the effective width for carts, spread on an interconnected rails network110, is wider than the width of the rails on an interconnected rails network110. Thus, rotation assembly400provides the system an ability to spread broadly, while the plurality of rails in interconnected rails network110maintain relatively narrow width (due to the narrow size of the carts).

In some embodiments, rotation assembly400includes a rotation member402configured to extend from driving assembly300to lifting assembly500, and thus to operate as a linking component, linking driving assembly300positioned in, and within, interconnected rails network110to lifting assembly500which is connected directly to cart130, as shown inFIG.2D. Thus, rotation assembly400associates driving assembly300and interconnected rails network110with cart130, through cart holder350. In some embodiments, rotation member402is having a first portion configured to connect to driving assembly300, said portion is having a cart holder bushing404configured to house therein cart holder350. In some embodiments, rotation member402further includes a rotation motor bushing406configured to include therein a rotation motor housed within rotation motor sleeve430. In some embodiments, cart holder bushing404and rotation motor bushing406form together one slot combining same. In some embodiments, cart holder bushing404and rotation motor bushing406are separated from one another. Advantageously, by combining bushings404and406into one combined slot, less material is involved in the configuration of elevated public transportation system100, and particularly of rotation assembly400which may render it lighter and less complicated.

The rotation motor (not shown) is configured to allow rotation of rotation assembly400, and thereby of cart130relative to the driving direction, as shown for example inFIG.4E, in which each of carts130aand130care rotated away from cart130b, by about 90 degrees. Limiting the rotation to about 100 degrees may be afforded by a limiting component, such as, a rotation shaft sprocket432. Thus, the rotation motor is an additional safety component, as it prevents random, uncontrollable, rotation of cart130. Moreover, together with rotation shaft sprocket432, the rotation motor prevents rotation beyond a desired limit of about 100 degrees.

In some embodiments, rotation member402further includes a second portion configured to connect to lifting assembly500, said second portion is having a rotation arm408extending from the first portion towards lifting assembly500and ending with a u-shaped end410, configured to attach to lifting assembly500through a lifting assembly connector520.

In some embodiments, rotation assembly400further includes shock absorbing arm412connected to rotation member402, through hinge414, configured to act as a shock absorber, by absorbing some of the energy produced during transportation or movements (e.g., due to winds) of cart130. Thus, shock absorbing arm412is configured to prevent, or reduce, back and forth tilting movements of cart130, when on a brake, and/or configured to prevent undesired shifts backward/forward while riding along any of the rails in the travel direction. In some embodiments, shock absorbing arm412operates through hydraulic mechanism. In some embodiments, shock absorbing arm412operates through pneumatic mechanism. For example, shock absorbing arm412may include an inner brake shaft416telescopically movable within brake shaft outer member418. The mechanism by which shock absorbing arm412operates absorbs the excess pressure formed by the excess energy and hence softens, or even prevents, pendulum motions. Thus, shock absorbing arm412is an additional safety mechanism that advantageously impacts the stability, security and durability of elevated public transportation system100.

In some embodiments, shock absorbing arm412includes a clevis413configured to attach to lifting assembly500through a lifting assembly connector520.

Shock absorbing arm412is further configured to mechanically afford, or prevent, the operation of lifting assembly500, when the latter operates through hydraulic mechanism, as shown inFIGS.5F and5Gand further discussed below.

Reference is now made toFIGS.5A-5Jwhich constitute several perspective views and alternatives of a lifting assembly500, according to some embodiments. Lifting assembly500is configured to automatically lower cart130to ground level and lift it to elevated level, in a continuous smooth and safe manner. Lifting assembly may operate by any suitable mechanism which can be operated automatically, in a safe manner, while providing passengers in cart130a pleasant experience. Optional lifting mechanisms include, but are not limited to, hydraulic mechanisms, scissor lift mechanisms, lifting drum installation, pulley lifting mechanisms, the lifting mechanism disclosed in any one of CN108819957 and U.S. Pat. No. 8,375,865 and combinations thereof. Each possibility is a separate embodiment of the present invention.

In some embodiments, lifting assembly500includes a lifting assembly connector520through which lifting assembly500is attached to rotation arm408of rotation assembly400.

In some embodiments, lifting assembly500operates through a pulley lifting mechanism. In some embodiments, lifting assembly500includes a cable connected to cart130, the rolling of which is the mechanism by which cart130descend to ground level or elevates to the travel level, as exemplified inFIGS.5A-5E.

It is to be understood that ground level refers to the lowest level to which cart130is reduced, which is close to the sidewalk level, but preferably is a few centimeters above the actual pavement, in order to prevent undesired collision between cart130and the pavement/sidewalk. Such collisions may produce undesired tilting of cart130, excess noise, and hence could interfere and even damage the quality of travel in elevated public transportation system100and the quality of the environment surrounding elevated public transportation system100. In addition, direct contact with a road, a sidewalk and the like, even when performed gently, may damage the bottom part of cart130and hence may affect the durability of cart130. Thus, the term ‘ground level’ as used herein refers to a level that is sufficiently close to the pavement, and sufficiently comfortable as it does not require a particular effort to get on/off cart130. In some embodiments, ground level is up to 15 cm above the pavement. In some embodiments, ground level is up to 12 cm above the pavement. In some embodiments, ground level is within the range of 5 to 15 cm above the pavement. As explained above, cart130may include a ramp (not shown), or passenger seat136may include a ramp that opens up when required, thereby enabling wheeled objects, to access cart130.

The term ‘travel level’ as used herein refers to an elevated position, where cart130is safely positioned adjacent to interconnected rails network110. Travel level may be about of to 12 meters above ground level is within the range.

The term “cable” as used herein refers to any suitable component, such as, a wire or a rope, which is flexible and has the required elasticity allowing it to be rolled around a corresponding shaft in both directions (up and down), and is also sufficiently robust for holding cart130safely, and lifting/reducing cart130numerous times.

In some embodiments, lifting assembly500operates as a traction lift. In some embodiments, lifting assembly500includes a cable502, a pulley504and pulley motor508.

In some embodiments, lifting assembly500further includes cable telescopic housing510, configured to cover cable502, for forming a rigid structure around cable502thereby protecting the cable, and the entire lifting assembly, from undesired movements which may be caused by environmental disturbances, such as, winds, rain, falling leaves, tree branches and birds. Telescopic housing510includes a plurality of tubes512nested within one another in a folded position and connected to each other when extending and opening up. Tubes512are configured to fold up when lifting assembly500lifts up cart130, in concert with the rolling up of cable502. During travel tubes512are completely folded up and remain within nested tube housing511(as shown, for example, inFIGS.5A-5D). Upon reducing cart130to ground level, tubes512open downward (as shown, for example, inFIG.5E) in concert with the rolling down of cable502. In some embodiments, pulley motor508is operatively connected to the first/widest tube512.

In some embodiments, lifting assembly500further includes lifting engine514operationally linked to cart130and configured to maintain cart130in a position facing the travel direction, at any time, including when cart130rotates, as shown, for example, inFIGS.4D and4E(before and after rotation, respectively). In some embodiments, lifting assembly500further includes one or more lifting engine supporting plates516, configured to hold and/or support lifting engine514.

The terms “operationally linked” or “operationally connected” mean that two or more devices connected by a “linkage” are connected, directly, or indirectly, but in such a fashion that the linked devices operate in the intended fashion. The term “linkage” is used herein to designate any kind of operational link that connects the two or more stated devices in an operational fashion. Linkages may be mechanical linkage, and/or electrical linkage (via wire linkages or wireless linkages) of any configuration.

Lifting assembly500further includes attachment mechanism configured to attach lifting assembly500to cart130, preferably, by attaching cart attachment member518to the top surface (roof) of cart130. The attachment mechanism, including cart attachment member518, may include any component suitable to safely hold cart130, during traveling along interconnected rail network110, as well as when lifting or reduced. The attachment mechanism may include, without being limited to, magnets, hooks, latches, flanges and the like. The attachment mechanism is further configured to enable safe disconnection of cart130from lifting assemble500, e.g., for maintenance or replacement an old cart with a new cart.

In some embodiments, lifting assembly500includes a hydraulic telescopic cylinder530, configured to reduce cart130to ground level or elevate cart130to the travel level, as exemplified inFIGS.5F-5J.

In some embodiments, hydraulic telescopic cylinder530is folded up when lifting assembly500lifts up cart130, and during travel of cart130at along interconnected rails network110. In some embodiments, folded hydraulic telescopic cylinder530is further bent such that it is substantially parallel to interconnected rail network110, as shown inFIG.5F. However, when folded hydraulic telescopic cylinder530is bent, cart130remains in its position relative to the ground and to the sky, namely, cart130remains facing the travel direction (driving direction), with its bottom facing down (i.e., facing the ground, the sidewalk or the curb) and its top (i.e., cart top surface134) is facing up (i.e., the sky). Lifting engine514within engine capsule510is operationally linked to cart130and configured to maintain cart130facing the travel direction (driving direction). In some embodiments, an additional engine540housed within engine capsule510, is operationally connected to cart130and to hydraulic telescopic cylinder530and operates to maintain cart130in its position and prevent it from tilting aside, when folded hydraulic telescopic cylinder530bends up, and also when folded hydraulic telescopic cylinder530bends down.

In some embodiments, shock absorbing arm412is configured to control the bending up/down movements of folded hydraulic telescopic cylinder530by enabling gentle motions only, and preventing abrupt movements. Abrupt movements may risk passengers in car130. Shock absorbing arm412also protects the durability of interconnected rail network110and its components, by enabling only controllable movements.

In some embodiments, the controller is for example, a computing system which may include storage, one or more input devices, one or more output devices, and one or more communication connections. An interconnection mechanism (not shown) such as a bus, controller, or network may interconnect the components of the computing system. Typically, operating system software provides an operating environment for other software executing in the computing system and coordinates activities of the components of the computing system. The controller is configured to control all the operations of elevated public transportation system100, including, all automatic and mechanic operation described herein, such as, progression and halt of cart130, exchanging between rails through transition rail118, determining the timing of exchange in view of the status of other carts on elevated public transportation system100, operating the rotating aside (broad band formation) through operation of rotation assembly400, determining the timing of rotation in view of the status of other carts on elevated public transportation system100, operating descending and ascending of cart130, operating door opening of cart130. operating driving assembly300and its various components, operating rotation assembly400and its various components and of cart130lifting assembly500and its various components.

In some embodiments, the controller is further configured to determine the speed of drive of each cart130along the rails. Accordingly, carts130arrive to their destination (for picking up or dropping off) smoothly, with minimum to null delays and slowdown. Thus, the controller enables to determine with high accuracy time of arrival to destination of each cart130.

In some embodiments, elevated transportation system100further comprises a surveillance system (not shown), configured to continuously monitor the activities of elevated transportation system100. The surveillance system comprises a plurality of cameras adapted to continuously acquire images and videos. In some embodiments, the surveillance system is associated with an alert system, and with the controller, such that, any passenger or freight intending to enter the system, without permission (not ordered in advance, identity of passenger/freight unapproved) prompts an alert, prevents opening of cart130, and, optionally, contacts the authorities. Thus, the surveillance system is configured to prevent damages to the public, such as, prevent terror attacks, and may be useful for preventing the spread epidemics, through careful monitoring, and hence adds an additional layer of safety to elevated transportation system100.

The controller is also configured to control any interaction between passengers, potential passengers and elevated public transportation system100, including, but not limited to, ordering a ride, concluding a ride, interaction with an application associated with elevated public transportation system100installed on personal devices (such as, personal computers, tablets and smart phones) and interaction with the user interface installed in cart130.

The controller is also configured to control all safety and security mechanisms associated with the operation of elevated public transportation system100.

In the description and claims of the application, the words “include” and “have”, and forms thereof, are not limited to members in a list with which the words may be associated. These words refer to open terminology, as opposed to ‘consisting of’ which is limiting to members in a list.

One skilled in the art readily appreciates that the present invention is well adapted to carry out the objects and obtain the ends and advantages mentioned, as well as those inherent therein. The examples provided herein are representative of preferred embodiments, are exemplary, and are not intended as limitations on the scope of the invention.

Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. In case of conflict, the patent specification, including definitions, governs. As used herein, the indefinite articles “a” and “an” mean “at least one” or “one or more” unless the context clearly dictates otherwise.

Unless specifically stated otherwise, as apparent from the disclosure, it is appreciated that, according to some embodiments, terms such as “processing”, “computing”, “calculating”, “determining”, “estimating”, “assessing”, “gauging” or the like, may refer to the action and/or processes of a computer or computing system, or similar electronic computing device, that manipulate and/or transform data, represented as physical (e.g. electronic) quantities within the computing system's registers and/or memories, into other data similarly represented as physical quantities within the computing system's memories, registers or other such information storage, transmission or display devices.

Embodiments of the present disclosure may include apparatuses for performing the operations herein. The apparatuses may be specially constructed for the desired purposes or may include a general-purpose computer(s) selectively activated or reconfigured by a computer program stored in the computer. Such a computer program may be stored in a computer readable storage medium, such as, but not limited to, any type of disk including floppy disks, optical disks, CD-ROMs, magnetic-optical disks, read-only memories (ROMs), random access memories (RAMs), electrically programmable read-only memories (EPROMs), electrically erasable and programmable read only memories (EEPROMs), magnetic or optical cards, or any other type of media suitable for storing electronic instructions, and capable of being coupled to a computer system bus.

The processes and displays presented herein are not inherently related to any particular computer or other apparatus. Various general-purpose systems may be used with programs in accordance with the teachings herein, or it may prove convenient to construct a more specialized apparatus to perform the desired method(s). The desired structure(s) for a variety of these systems appear from the description below. In addition, embodiments of the present disclosure are not described with reference to any particular programming language. It will be appreciated that a variety of programming languages may be used to implement the teachings of the present disclosure as described herein.