US-12626607-B2 - Internet of things-based transportation shuttle and shuttle traffic system

Abstract

The present invention defines and constructs internet of things-based green traffic system for civil-military integration (GTS), which relates to the fields of intelligent transportation, intelligent cabin, Internet of Things, Internet, communication network, big data, driverless, joint control, magnetic levitation, magnetic drive, auto-payment, sensing, positioning, identification, national defense security, social security, and so on. Adoption of risk segregation, joint control, de-consolidation transport, de-signalization, de-signing, full intersection interchanges, station/stop insertion, intelligent control, fully enclosed all-weather all-day operation, unlimited speed, unmanned, one-stop arrival, online parking, general use by military, police and civilians, disposal of passenger and cargo priority franchise, intelligent control linkage to the system of intelligent cabin real-time monitoring and automatic control and optimization of the line, resource utilization and system balance, and other programs to ensure that the system safety and efficiency, optimal operation, to solve peak bottlenecks, low capacity, accidents, affected by the weather, waste of resources and other traffic problems, to create a very simplified standardization, resource sharing, global access to green transport green travel.

Inventors

• Zhongrui Chen
• Jingchao CHEN

Assignees

• Zhongrui Chen
• Jingchao CHEN

Dates

Publication Date

20260512

Application Date

20220707

Priority Date

20210723

Claims (8)

1. 1 . A transport shuttle, configured to operate within a fully-enclosed or semi-enclosed pipe network system of a shuttle transportation system (STS), and to execute, via an in-shuttle intelligent control system (IICS), control commands generated and issued by an intelligent control system (ICS) of the STS, thereby performing passenger or cargo transport in a non-autonomous mode, and completing transport in an unmanned, fully automatic manner under all-weather and continuous 24-hour conditions; comprising: a shuttle body system, configured to form the main structure and the carrying space of the shuttle with a streamlined and lightweight layout; a magnetic levitation and magnetic driving system (MLMD), configured as a drive unit of the shuttle; an in-shuttle communication system (ISCS), configured to communicate bidirectionally between the shuttle and the ICS, and to interconnect with a communication system of the STS; the IICS, configured as an on-board execution portion of the ICS; an in-shuttle positioning system; an in-shuttle sensing system; an identification system; a wiring harness system; a backup drive system, comprising a backup instance of the MLMD, configured to provide short-term backup drive in maintenance or emergency conditions; and an in-shuttle safety system, an air conditioning system, a lighting system, a seating system, and an audio-visual interaction system, which are optional to transport modes or different task requirements; wherein the shuttle is defined to include no systems such as engine or motor and starter, fuel supply and exhaust systems, or wheel-based mechanical transmission including wheel-drive, mechanical steering, braking, suspension, and gear-changing mechanisms; and is configured to perform levitation, guidance, and propulsion through electromagnetic or linear-motor components; wherein the shuttle is configured to operate under an operation-control separation structure of the STS, via the IICS executing the control commands, so as to perform operating in a non-autonomous and unmanned manner throughout; and permits manual intervention; wherein the IICS, configured to operate in a non-autonomous mode, to function as an execution end and to receive the operating parameters and control commands from the ICS to perform the control commands, switch operating states, prevent collision, and support the transport modes of the STS, thereby maintaining the shuttle in non-autonomous operation throughout; the shuttle supports, under coordination by the ICS, the shuttle operating data exchange with other shuttles for cooperative control including cooperative yielding as well as following, synchronized arrival, inter-shuttle spacing (ISS) adjusting, or end-to-end coupling; and wherein the operating states comprise at least online driving, online parking, station docking, and channel yielding; wherein the shuttle is configured to communicate bidirectionally with the ICS in real time via the ISCS; include at least: the shuttle operating data; the operating parameters; the control commands; and service information related to operation and passenger interaction information; wherein the minimum ISS may be set to zero by the ICS to permit physical docking and to support multi-shuttle end-to-end coupling; wherein the online parking is configured for an empty shuttle remaining online on standby during parking, and the empty shuttle need not be parked in designated offline parking spaces; wherein, through interaction between the MLMD and a magnetic-guideway system (MGS) of the STS, the shuttle is configured to realize magnetic levitation, magnetic guidance, magnetic propulsion, and performs magnetic braking, so as to support execution of the control commands and switching of the operating states in real time, and is controlled by the ICS; wherein the shuttle, in whole or in part, is configured as standardized, modular, replaceable, compatible, and interchangeable functional modules interconnected through unified mechanical, electrical, and communication interfaces; wherein the in-shuttle positioning system is configured for positioning and ranging so as to support collision avoidance; wherein the in-shuttle sensing system is configured to sense: the shuttle operating states; in-shuttle environmental data including temperature, humidity and air quality; and passenger status including vital signs; wherein the in-shuttle safety system is configured to provide safety equipment, protective facilities, or a combination thereof, comprising sensing devices, alarm devices, airbags, seat belts, and fire extinguishers, and to provide monitoring anomalies, alarming or warnings, protection and emergency response for safety in the shuttle; wherein the identification system, configured to identify passenger identity, to perform ride authorization and access control through processing by the ICS, and to perform an imperceptible settlement of ride fees by the STS; wherein the shuttle operating data are measured by the in-shuttle positioning system, the in-shuttle sensing system and the in-shuttle safety system and feed back to the ICS and to the IICS for operational handling; and wherein the passenger interaction information, comprising service requests, emergency alerts, and health information, is transmitted to a human-machine interaction system (HMI) of the ICS via the audio-visual interaction system of the shuttle; and ride status is presented to the passenger; wherein the shuttle comprises a passenger shuttle or a cargo shuttle; wherein the passenger shuttle is configured for an optimized load of 1+1 persons, supporting seated or reclined for the main passenger, the rear seat being for an additional passenger and luggage storage, supporting exclusive ride, sharing, or caring for the elderly, the children, the sick, the disabled, and the pregnant; and wherein the cargo shuttle is configured to carry miniature containers with limited cargo loads, the miniature containers being replaceable as a whole for rapid loading and unloading.
2. 2 . The shuttle of claim 1 , wherein the shuttle operating data comprise one or more selected from the operating states, position, speed, the ISS, passenger status, and in-shuttle environmental and in-shuttle safety data; wherein the control commands comprise one or more selected from setting the direction of operation, issuing a preferred dynamic route (PDR), maintaining a safe distance, braking, driving, routing, adjusting an operating speed, setting an upper speed bound, adjusting the ISS, and setting or switching among the operating states; and wherein the service information comprises one or more selected from safety tips, station reminders, operational information, and destinations changed by passengers.
3. 3 . A shuttle transportation system (STS), specially adapted for a shuttle as the only transport unit within a pipe network system, operating in unistop mode in a non-autonomous manner to implement unmanned, all-weather, fully automatic passenger transport, cargo transport, or a combination thereof; the STS comprising: a shuttleway system, comprising: a shuttle system, referred to as “the shuttle”, comprising: a shuttle body system; a magnetic levitation and magnetic driving system (MLMD); an in-shuttle intelligent control system (IICS); an in-shuttle communication system (ISCS); an in-shuttle positioning system; an in-shuttle sensing system; an in-shuttle safety system; and an identification system; and the pipe network system; a control-safeguard system, comprising: an intelligent control system (ICS); a communication system; an energy system; a service system; and a safety system; an emergency response system; and a data system; wherein the STS takes the shuttle as the only transport unit operating within the STS; wherein the STS integrates, at a system level, the shuttleway system, the control-safeguard system, the data system and the emergency response system as constituent elements of the STS, the constituent elements being interconnected via IoT, and the ICS exercising unified control so as to support implementation of the transport modes, operation-control modes and monitor-safety modes of the STS; wherein the ICS is configured to, based on the STS operating data monitored through the monitor-safety modes: generate and issue, in real time, the operating parameters and control commands to the relevant execution targets; perform network-wide scheduling, coordination, and system-level adaptive optimization; and form closed-loop control by comparing monitored feedback data with preset parameters; wherein the ICS exercises unified system-level control over the STS; wherein the ICS comprises subsystems respectively configured to handle system-level control, manual intervention, human-machine interaction, user-level temporary operations, and special priority control; and wherein the relevant execution targets comprise at least the shuttle and a magnetic-guideway system (MGS) of the pipe network system; wherein the operation-control modes of the STS, configured such that: an operation-control separation structure is adopted between the ICS and an execution side comprising the shuttle and the MGS, and the two are interconnected via the communication system; in the STS, the shuttle is configured to operate under an operation-control separation structure of the STS, via the IICS of the shuttle executing commands, so as to perform operating in a non-autonomous and unmanned manner throughout; and permits manual intervention; without human intervention, the ICS performs adaptive optimization based on real-time data of the STS operating data system, trading off predicted time, resource utilization and system balance and dynamically updating the operating parameters; a target speed profile is dynamically updated and constrained by an upper speed bound set by the ICS for each segment and operating condition; it provides continuous transitions across different guideway conditions, segments, regions, and operating phases, covering a wide and continuously adjustable operational speed range across different segments and conditions, and increases speed only up to the upper speed bound; an inter-shuttle spacing (ISS) may be adjusted by the ICS, and the minimum ISS may be set to zero to permit physical docking and to support multi-shuttle end-to-end coupling; a preferred dynamic route (PDR), issued by the ICS as a control command, executed by the IICS and distinct from a mere navigation suggestion, includes a standard route, a priority channel, a concession channel, and a non-fixed emergency corridor within the STS system; the PDR is non-fixed, and dynamic routing to adapt to different task requirements and operating environments; by the ICS, the PDR may be adjusted in real time based on the STS operating data and task demand to yield the shortest-time optimal route, and route-type switching is triggered for dispatching and controlling single-shuttle operation and multi-shuttle cooperative operation and for network-wide optimization; upon a path obstacle or local segment closure, real-time updating of a path and rerouting to maintain continuity of operation; and capacity and parking space allocation, priority policies and route optimization are implemented, including utilizing free paths and clearing or dispatching other shuttles to yield an unobstructed path as the PDR, with rerouting when necessary to maintain network-wide optimization; wherein the communication system is configured to interconnect the systems of the STS, and to transmit information between the ICS and constituent elements of the STS, based on IoT; and wherein, in the STS, the shuttle is configured to communicate bidirectionally with the ICS in real time via the ISCS; include at least: the shuttle operating data; the operating parameters; the control commands; and service information related to operation and passenger interaction information; wherein the pipe network system is configured as a fully-enclosed or semi-enclosed structure that is deployable above existing infrastructures or in non-traffic spaces, to provide an operating space physically isolated from external traffic space in which the shuttle runs under the operating parameters and safety constraints, and is a fully interconnected grade-separated junction network, and to reserve interfaces for energy, communication, fire-fighting, and environmental control to support operation of the STS; wherein the pipe network system includes no facilities or devices for manual driving, such as physical separation structures, traffic signaling devices, traffic signs, or surface markings; and wherein the ICS performs traffic direction and priority passage based on monitoring data via the communication system; wherein, through interaction between the MLMD of the shuttle and the MGS of the pipe network system, the MGS is configured to realize magnetic levitation, magnetic guidance, magnetic propulsion, and performs magnetic braking, so as to support execution of the control commands and switching of the operating states in real time, and is controlled by the ICS; wherein the priority policies comprise at least emergency-task priority or task priorities with different privilege levels, so as to ensure reasonableness of dispatch and system efficiency in situations of concurrent multiple tasks or resource conflicts; wherein the priority channel, the concession channel, or the non-fixed emergency corridor are each route segments temporarily assigned by the ICS for priority passage and emergency passage within the network for high-priority tasks when needed, the route segments comprising one or more route segments selected from the group consisting of free paths, smooth-flowing sections, channel yielding; the ICS dynamically assigns an online parking space according to magnetic-guideway occupancy and parking demand, and instructs an empty shuttle to perform online parking; wherein the empty shuttle remains online on standby during parking and is instantly switchable to another one of the operating states; and wherein the online parking space is dynamically allocated and released immediately upon being vacated; wherein “unistop” is defined as one or more direct modes selected from the group consisting of non-stop (NS), point-to-point (PP), and non-stop point-to-point (NSPP), selectable per task or segment; wherein the STS is composed of standardized, modular units configured to be assembled, extended, and nested, and to be compatible and interchangeable, so as to support expansion and seamless connection of the pipe network system; wherein the seamless connection links the pipe network system to a specific area including a medical area, an emergency area, or another public-service area; wherein the transport modes comprise: the shuttle performing transport tasks within the operating space of the pipe network system; and support for a passenger shuttle, a cargo shuttle, or a combination thereof as the transport unit; under the control commands, the operating parameters and the upper speed bound, the shuttle performs in a non-autonomous, unmanned, and fully automatic manner under all-weather and continuous 24-hour operating conditions, with manual intervention permitted to provide unistop operation; supporting single-shuttle operation and multi-shuttle cooperative operation, with following, synchronized arrival or end-to-end coupling; automatic switching among the operating states for part or all of the shuttles; and the operating states comprise at least online driving, online parking, station docking, and channel yielding; wherein the monitor-safety modes comprise: the shuttle operating data, measured by the in-shuttle positioning system of the shuttle, a pipeline sensing system of the pipe network system, the in-shuttle sensing system of the shuttle, and the in-shuttle safety system of the shuttle, and are fed back to the ICS and the IICS for operational handling; the pipeline sensing system, configured alone or in conjunction with the in-shuttle sensing system, to sense information including guideway conditions, shuttle conditions, shuttle speed, and shuttle position, and to provide the sensed information to the ICS; the safety system, configured to perform safety cause monitoring, personal protection, and health monitoring trigger; comprising: a cause monitoring system, configured to monitor the causes that may lead to accidents and operating anomalies in the STS, the monitoring data being processed by the ICS to generate disposal commands or released information comprising accident prediction, warning, elimination, avoidance, and emergency response; a personal protection system, configured as a measure and response mechanism for protecting personal safety and set up in the pipe network system and the shuttle system, wherein the measure and response mechanism within the shuttle system is realized by the in-shuttle safety system; and a health monitoring trigger system, configured to trigger operation of a health-emergency response system to alter the travel destination, according to health data determined by the ICS or health information provided by the passenger via a human-machine interaction system (HMI); wherein the STS is configured to perform ride authorization and access control through processing of passenger identity information transmitted from the identification system of the shuttle by the ICS, and to perform an imperceptible settlement of ride fees; wherein the shuttleway system is configured as an integrated term for both a transport unit and a traffic infrastructure; wherein the pipe network system is configured to constitute a physical pipe network and carry associated infrastructure; comprising: a pipeline system configured to isolate a running channel of the shuttle from an external environment, and to provide space and protection for deployment of the MGS, an interchange system, a stop system, the pipeline sensing system, a cabling system, and an emergency egress corridor system; the MGS as defined above, configured as the shuttle guideway and modularly assembled along the pipe network system; the interchange system configured to form a fully interconnected structure at network intersections and to deploy the MGS; the stop system configured to provide boarding, alighting, empty-shuttle handling, or a combination thereof; cargo loading, unloading, or a combination thereof; docking services; and deployment of the MGS; the pipeline sensing system as defined above; the cabling system, comprising energy, communication, and control lines, and configured to provide deployment and support for the same; and the emergency egress corridor system, which is physically separated from the driving passageway, configured to allow access of relevant personnel for emergency escape, inspection and maintenance, and accident handling; wherein the control-safeguard system is configured as both operational control unit and safety protection unit for automatic operation of the STS; wherein the communication system, comprises: an intelligent control communication system configured to transmit the STS operating data; and an information communication system configured to be located at various points of the STS, to contain communication exchanges for civilian, police, and military communications, and not to involve control information; wherein the energy system configured to supply energy and perform energy management for the STS; comprising: a power distribution system configured to distribute electrical energy of the STS; and an energy saving system configured to recover and utilize energy generated during shuttle operation; wherein the service system, comprising: a stop service system configured to provide services for boarding, alighting, empty-shuttle handling, station guidance, and on-site services including temporary rest and timing of boarding and alighting; an intercity service system configured as a service area and to provide related services supporting long-distance and cross-regional running needs; an inspection-repair system configured to perform timed inspection, repair and fault troubleshooting for the entire STS system; an operation-maintenance system configured to perform routine maintenance tasks and to ensure STS operational assurance; a parking system configured to control online parking in close proximity at different times and to manage parking space allocation and docking of shuttles; a cleaning system configured to perform environmental cleaning and hygiene assurance for the shuttle and the pipe network system; and a shuttle APP; wherein the emergency response system is configured as an incident-response unit and to automatically initiate an emergency plan; comprising: the health-emergency response system configured, upon detection of an abnormal passenger vital sign, to automatically trigger alarms, notify a hospital and a guardian, and execute a health-emergency rescue plan including rerouting or channel yielding an accident-emergency response system configured, upon occurrence of an operating accident, to trigger alarms and initiate an accident-emergency response plan including emergency stopping, escape, first aid, and retreating from accident points; a fire-emergency response system configured, upon detection of a fire or suspected fire, to execute a fire-emergency response plan including automatic sprinkler or fire-extinguisher activation, emergency stopping, evacuation, rescue, and alarm control under fire conditions; and the emergency plan comprises one or more of: warnings that are audible, visual, or a combination thereof; route clearance, yielding, or a combination thereof; an emergency stop; opening a door; activating the nearest emergency corridor; automatic activation of fire suppression; a firefighting alarm; and routing to a hospital or redirecting to a safe path; wherein the data system is configured as an operating-data collection, analysis and storage unit of the STS; comprising: a data collection system configured to collect, in real time, all kinds of data, comprising the STS operating data and environmental data; a data analysis system configured to analyze the acquired data intelligently and generate a basis for optimization decisions; a data storage system configured to store the various data collected and analyzed; and wherein the STS is configured to include or support supporting facilities, modules or mechanisms for operation and maintenance, rescue or service, which are optionally provided and are not used as transport units.
4. 4 . The STS of claim 3 , wherein the ICS comprises: a central control system, configured as a control center of the STS, and configured to perform operation control and intelligent processing based on data aggregated through the communication system, and to generate the control commands so as to realize unmanned and unistop operations; a manual control system configured to handle tasks that require manual control to be implemented so as to support human intervention, the tasks including at least installation and commissioning, inspection, repair, cleaning, and emergency, and being switchable with the central control system; the HMI, configured to enable a human-machine dialog between the passenger and the ICS, allowing the ICS to determine whether the information is feasible and to issue commands to meet the passenger's reasonable needs, including switching endpoints, entering service areas, making calls, and processing passenger health information or medical needs, so as to change the travel destination or to activate the health-emergency response system; a user control system configured to, under emergency conditions, handle temporary and limited operation signals issued by passengers, and, under priority strategies and safety conditions determined by the ICS, issue corresponding the control commands; and a special control system configured, under special situations including first aid, urgent public affairs, law enforcement, or military, to handle priority or concession requests, the requests being executed by the central control system according to priority strategies or, upon human intervention, by issuing corresponding the control commands.
5. 5 . The STS of claim 3 , wherein the STS operating data comprise one or more selected from the shuttle operating data, the operating parameters, the control commands, the service information, monitoring data, magnetic-guideway occupancy, route status, guideway conditions, the STS status, the STS safety data, service information, and passenger interaction information; wherein the shuttle operating data comprise one or more selected from the operating state, position, speed, the ISS, passenger status, and in-shuttle environmental and in-shuttle safety data; wherein the operating parameters comprise one or more selected from segments of the PDR, the target speed profile, upper speed bounds, and the ISS; wherein the control commands comprise one or more selected from setting the direction of operation, the PDR, maintaining a safe distance, braking, driving, routing, adjusting an operating speed, setting an upper speed bound, adjusting the ISS and, setting or switching the operating state; and wherein the service information comprises one or more selected from safety tips, station reminders, operational information, destinations changed by passengers.
6. 6 . The STS of claim 3 , wherein the point-to-point operation transports a passenger from an origin to a destination without any transfers while permitting intermediate station stopovers for boarding or alighting other passengers, as scheduled by the ICS to consolidate riders with compatible destinations.
7. 7 . The STS of claim 3 , wherein the imperceptible settlement is configured for ticket-free, automatic, and user-unaware settlement of ride fees.
8. 8 . The STS of claim 3 , wherein the PDR is generated by using currently unobstructed segments, by means of channel yielding, or by a combination thereof.

Description

FIELD OF THE INVENTION The invention herein relates to a transportation vehicle and a traffic system, and in particular relates to a Shuttle and a Shuttle Traffic System that are based on the Internet of Things (IoT). BACKGROUND OF THE INVENTION Current Mainstream Technologies: 1. Current traffic systems (all traffic systems mentioned herein refer to land traffic systems, abbreviated as TS) consist of two main types (collectively abbreviated as 2TS): TTS (Traditional Traffic System) and ITS (Intelligent Traffic System). 2. 2TS Framework Setting: The macro-framework mode of 2TS and the vehicles it covers is the Operation and Control Intersecting (OCI) mode, i.e., high-speed and high-risk transportation vehicles, the traffic police, traffic signs, facilities, etc., which control traffic safety and order, and other vehicles, drivers, pedestrians, weather, and even small animals, etc., are all on the open, open road, and their trajectories cross and influence each other. 3. 2TS constituent elements: The 2TS constituent elements are: people, vehicles, roads and environment in four major areas. The strongly related subdivision factors include: road network, vehicles, drivers, passengers, pedestrians, traffic police, signals, traffic signs, monitoring facilities, safety protection, public places (only the densely populated areas related to transportation. For example, transportation hubs, train stations, subway stations, bus terminals, some bus stops, etc.), vehicle management, driver training, supporting services, traffic regulations, etc. 4. ITS and TTS development: ITS and TTS have obvious homogeneity. Under the premise that the traditional road network form, basic structure of vehicles and transport mode remain unchanged, ITS only simply and partially embeds intelligent functions and facilities into vehicles and roads in terms of convenience, such as electronic payment, traffic information application, GPS positioning, partial data collection, etc. Parking and driving are still performed manually, and still every family has a car and travel by car. ITS and TTS do not take into account the important aspects that lead to traffic bottlenecks (number of travelers, vehicle ownership, traffic load, etc.), and not only fails to solve, but also increasingly aggravate traffic problems such as traffic congestion and derived problems. Four Major Global Traffic Problems: 1. Severe congestion and increasing overall traffic pressure during peak hours. 2. Many traffic accidents and huge loss of life and property. 3. Low system efficiency and high time cost and high empty rate (Note: Empty rate means the proportion of empty seats or empty loads to the load when the vehicle is in operation). 4. Serious environmental pollution, serious waste of resources and insufficient resources. Characteristics and Problems of Current Mainstream Technologies (the Further Specified Problems from this Section are the Specific Technical Problems to be Solved By the Invention Herein, and are Expressed in the “the Specific Technical Problems to be Solved” Section of the “Object and Summary of the Invention”.): 1. The Characteristics and problems of transport mode and transport process: transport mode is consolidation (Hub-and-Spoke), and the transport process is relay-based. Consolidation manifests itself in both centralized terminus and vehicle large-scale, while stations/stops are designed to match the form and layout of consolidation. relay-based performance: (bulk passenger or bulk cargo) each from the starting point—gathered to the originating terminus—departing by vehicle (most of them allow temporary boarding or alighting en route)—arrive End terminal—transfer intermodal diversion (may be multiple times)—to their respective end points, and mostly regular departures and fixed routes (Note: Route, line, and path are used synonymously in this application, i.e., a combination of different lanes and/or sections of roadway). It is not the true meaning of Unistop. Note: Unistop (as used in this invention) is a generic term for transport operations that drive directly from origin to destination. It specifically includes one or more of the following direct modes: non-stop (NS), point-to-point (PP), and non-stop point-to-point (NSPP). Whether intermediate stops occur depends on the chosen direct mode: non-stop makes no intermediate stops; point-to-point may make intermediate stops without requiring transfers; non-stop point-to-point drives between two points with zero intermediate stops. For non-stop and non-stop point-to-point, exceptional temporary stopping is permitted in cases of emergencies, safety handling, customer needs, or dispatcher-directed yielding. Note 1: In the invention herein, Unistop includes two meanings of transport mode (referring to the technical solution) and/or transportation effect (referring to the effect of the solution). The exact meaning depends on the context before and after. Note 2: One-Stop Direct that people often t