WO2003006299A2

WO2003006299A2 - Transportation system for passengers and goods or containers

Info

Publication number: WO2003006299A2
Application number: PCT/BE2002/000118
Authority: WO
Original assignee: Ivo Van Ginderachter
Priority date: 2001-07-12
Filing date: 2002-07-08
Publication date: 2003-01-23
Also published as: AU2002320745A1; WO2003006299A3

Abstract

The invention provides in an autonomous transport system for the transport of passengers and goods, whereby for the following of drive directions and destinations, the drive speed, the treatment of the containers and goods, the transporter ride payments, the regulation of the traffic streams, the closure of the level crossings and all additional systems that make part of the whole transporter system, with the aid of detection and comuter systems are automatized whereby several transporter guiding systems are possible as to the drive-way bed and whereby a detection device is used for the detection of strange objects over the drive-way trajectory with the additional fact that each transporter can take a switching device in the chosen direction without the intervention of a switch control center, and also a synergy is provided with the usual traffic on the road.

Description

DESCRIPTION

TRANSPORTATION SYSTEM FOR PASSENGERS AND GOODS OR CONTAINERS.

The invention provides in a transportation system for the transport of people, goods and containers over an own bed whereby a direct or indirect system of wheel guiding is responsible for the guiding and positioning of the driving wheels as to the drive way or bed, whereby at the same time between this bed and as to the aerial contact, each transporter is provided of an electrical supply. Each transporter is provided of an independent electronic guiding system to make a position determination of the transporter as to the trajectory, as well as the position towards to the other transporters or strange objects over the trajectory to be followed, whereby each transporter can dispose of the data as to the directions to be followed, the velocities, destinations, etc.

The transporters can change of drive direction of the final destination without the intervention of the central traffic control for the movement of the switching devices. The transporters, which are provided of an electric power supply in connection with the electricity grid, dispose also over an independent driving system with limited driving distance, whereby the transporters can drive outside their own bed over a hardened terrain or field at, for instance the station or other places, with or without the help of an electronic guiding system, whereby the transporters are guiding automatically or not by means of a central control system or traffic guiding system or by means of an own independent automatic guiding control system.

These transporter movements can at that moment be compared with a plane that beside its flying function, also is capable to taxi over an airfield. As to the payment of the fares by the passengers, an automatic electronic payment system will be used. The transporters are also provided of an electronic detection system for the detection of strange objects or irregularities on the transporter drive-way surface, or at the level of level crossings, or the detection of other transporters on the trajectory, whereby automatically the drive speed can be adapted in function to these detected data, in consideration to increase the traffic safety as to a possible inattention of the engine driver. The transporters stands in continuous contact with each other, for the inter-transmitting of their actual position, driving speed, detected irregularities over the trajectory, etc..

The transport system is moreover provided of an electronic guiding system about the wireless connection of several transporters to each other whereby one engine driver can guide several transporters to its destination. Concerning the transport of containers, an automatic data traffic system is used for the exchanging of the necessary container data about the displacements of the container onto a transporter platform, the container contents, client data, destination of goods, dimensions and type of the container, etc..

STATE OF THE ART:

To the state of the art belong trains that are controlled by means of the central traffic control whereby the railway tracks are divided into blocks, that can again be divided into cells. This means that on a certain chosen length the rails are electrically isolated. As to the delivery of the electricity through the rails, which contain one phase of the closed circuit between the rails and the aerial contact, the individual railway segments are provided of a separate electrical supply, whereby the train, that moves from the one segment to the other, also moves to another closed circuit. The length of a segment is chosen in such a way that a train can dispose of sufficient time with a maximum driving speed, to move from the one to another segment, whereby the exciting system is based on the fact that only one train can be present within the segment.

Seen that the railroad trajectory is divided in segments, each train can be followed and represent by means of the traffic control by means of a signalization panel or screen. To prevent that a next train drives into the segment where a train exists, a system is provided whereby the divided rail segments are protected by means of an electrical switch system whereby between the beginning and the end of each segment that is driven by the train, a relais or switch is activated by the metal train wheels that makes an electrical connection between both rails, whereby a short- circuiting occurs, whereby the relais of the next segment is switched and whereby a red stopping signal will be activated at the beginning of each segment, this to inform to the next train that there exists a train within the current segment or part. To the next segment a yellow signal is also activated, whereby the arriving train can previously adapt its speed. Also this electrical signal is send to the central traffic control center to enable it to follow up the train whereby according to the programmed trajectory, the consecutive switching device are automatically put in the right direction and blocked. The relais also provides that within this segment all other signals of all the level crossings are red switched and all provided level crossings are closed. To avoid that a train passes too fast from one railroad segment to another and to avoid that it has to stop and start every time, in certain countries a computer calculates automatically which driving speed a train should have to pass from one railroad or segment to another, whereby this calculated driving speed is transmitted to the concerning train in the form of a coded signal though the rails. For this purpose, a coil is installed under the train, whereby the code can be received by means of induction and can be transmitted to the engine driver. If the train does not respond to the driving speed adjustment, an automatic stopping code will put the train to stand still. By adjusting the train driving speed by means of the system of codes or frequencies whereby each frequence corresponding to a certain maximum driving speed, which are transmitted through the rails to the central traffic control, so, that the segments can be shortened in those only one train can be present. At the moment that the code cannot be received through interferences, the train will automatically stop and will follow its trajectory slowly, so that the train can stop for each light signal or irregularity, till the moment that the train can receive again the signals which will indicate its new maximum driving speed.

-According to patent Nr. DE2330366 and DE2143474, a system is presented whereby on regular distances, for instance 200 meters from the train trajectory transponders are placed, that each separately is generating a specific code in function to the position of these electronic beacons over the trajectory.

At the moment that a train passes a transponder, for instance positioned in between the rails, the train will transmit data to the transponder of the specific train code, as well as its actual driving speed and direction, the number of wagons, and the total train length. These data are transmitted to the central computer or traffic control center that receive the data of the several trains on the project. In function to these data it is established how close each train can drive and can be calculating which velocity curve as to the driving speed, acceleration and deceleration each train individually has to follow, this to provide a maximum of occupation on the total train trajectory. These data are transmitted by means of a central computer to each train individually. Seen that all trains are following the trajectory at an adapted driving speed, whereby also the train length and driving speed are known, as well as the distance between each train, the cells can be shortened, also in function to the distance between each transponder. -They are also known systems that are be able to transmit the data as to the train code, train velocities, direction, train length, acceleration or deceleration times, stopping signals, etc, by means of a GSM-transmitting system to the traffic control center or to the trains in between. The transmitting of the stopping signals by means of GSM or other transmitting systems is necessary at high speed trains, whereby a visual recognition of light signals along the train trajectory cannot be perceived in time to the train engine driver. The GSM-system is also used for the automatic transmitting of train tariff adjustments to the available train card machines in the stations. -As to the use of electronic beacons, according to PAT. Nr. DE4232919, a system is used, whereby the transmission energy to the transponder delivers an induction field through a transmitter by the passing train itself, whereby an energy transfer is created without the need that the transponder has to be connected on the local electric grid.

DISADVANTAGES OF THE PRESENT TRAIN TRANSPORT SYSTEM:

As to the taking of hills, it is at present usual by train rails, except for the cogged railways and cable railways that are used in mountain areas, that hills can only be taken from 1 % till maximum 4 % on short distances. As to the taking of bends, the radius is bigger than 800 meter and minimum 2500 meter on main railways whereby velocities can be developed of more than 200 km per hour. As to the fact of obtaining a higher average driving speed, it need to be mentioned, that trains that can obtain a higher maximum driving speed, need an usual distance of 30 km to be able to reach the 300 km /h, and a 5 km distance is needed to come to a stand still, whereby it is impossible to let stop such a train every 10 km without a high reduction of the average driving speed. Also a very high energy is needed to obtain a train with a corresponding mass and previous established transport capacity to regain its maximum driving speed.

As to the payment of the train rides from station A to station B, at present the passenger buys a train card by a booking office or machine, whereby the passenger can make the previously chosen trajectory within a certain time, but whereby no data are available as to the time that a passenger will enter the train or where this person will leave the train, as well as the passenger can be loose a certain time in buying such a card. Similar to the use of a season card, it is currently not possible, in function to the use of a card to organize the passenger floats so, that each passenger can connect quickly to an additional transport system or can step over to another train or let stops a train in the next station in function of the number of waiting passengers.

As to the transport capacity per train track, it is calculated in function to the previous days or statistics, how many passenger carriages are to be connected, this in function to the expected transport demand, whereby always an over-capacity need to be foreseen, or whereby the trains can be overfull as an result of a wrong calculation, and whereby on less busy moments a too low grade of occupation can exist, whereby an important lost of energy will occur. As to drive the trains and control the train switching devices, which are controlled by a central traffic control, also a certain distance reserves need to be foreseen between each train in function to the large braking distance of the trains, whereby the occupation grade and block lengths on a track have for this reason always a minimum length. Seen that the trains always have to get priority to the other road traffic as to the level crossings, as well as to the fact that the level crossing need to be closed some time before each time that a train comes within the block length with a number of cells of the trajectory and also a security marge need to be foreseen for the clearance of a closed level crossing, as an arriving train cannot stop immediately if a car does not pass the level crossing in time, so it is always necessary to foresee the trains with a sufficient large transport capacity, if we do not want to uphold the other transport too long. If within each block of the rail trajectory there exists a train, than in principal each level crossing will be always closed, whereby with an increase of the transport capacity over a certain trajectory it is necessary to chose always for larger trains, instead of more smaller trains, whereby the before said disadvantages will be even more, whereby in function to the efficiency, previous established halting places will be closed with an increase of the transport capacity. The limitation of the amount of provided stops and stations, has as an additional disadvantage that for many passengers an additional expensive transport is needed to a farther station, as well as the fact that the destination is situated on a larger average distance whereby the total cost price of the transport per passenger has increased and a higher environment disturbance is caused by the use of the personal transport, in general a car. Also it is economically not profitable to let stop a heavy train on regular basis for a small number of passengers, in comparison to the energy needed to obtain the driving speed of a train with such a mass. Furthermore, high investments are needed for bridges and ground works whereby trajectories need to be excavated or elevated to be able to respect the limited hill grades of the railway and the heavy charges on the locomotives, whereby the present train transport as to the home and work transport can never be profitable and always too much energy is be lost. As to the comfort for the passengers it can be noticed, as to the suspension system of the train, being by the train wheels or underframe, each unevenness of the metal rails is followed by passing the switching devices, such as for instance a double cross switch, seen that the rails do not connect completely. These interruptions cause shocks and sound disturbances, moreover increased by the mass of the train, whereby the comfort of the passengers is limited and also the sound disturbance is transmitted to the environment. An additional disadvantage of metal rails is also, that by increasing of the environmental temperature, whereby irregularities from the rails on certain places can be exist, whereby a regular maintenance is needed. Moreover frost and snow can cause blockage of the switching devices or strange objects between the switching device elements can disturb the function. An additional disadvantage of the present metal rails is, that trough the limited friction of the metal train wheels on the metal rails, only very limited hills can be taken, whereby expensive tunnels and viaducts are necessary to obtain a certain straight line and limited curving of the railway. Also as a result of the small transmission power for the braking possibilities of an emergency stop by 200 km/hour, the braking distance will be 1 to 2 km whereby by a sudden appearing obstacle on the rail, this almost causes a collision. The necessary to provided lateral space of motion of the trail wheels towards the rails, whereby it is avoided that the sides of the wheels that secure the train against derailment, can touch the side of the rails too quickly, with as result that the wheels always will look to find to drive in equilibrium with the center of this metal rails, whereby the train makes a sinusoidal curve as to the rails and felt by the passengers as swings that are experienced as unpleasant. An additional disadvantage of the rail system is, that in bends, and also on straight trajectories from time to time the upper side border of the trail wheels touch the rails, whereby large lateral forces are affected onto the rails, so, this limit the driving speed of the trains in bends, by also as to straight trajectories, in particular when the rails are not completely smooth or are not well maintained. As to the connecting of passenger or wagons with goods or containers, it is at present, that these connections are made manually at the stand still moment of the train on a for this purpose provided halting place, whereby extra time is lost and the total transport capacity of the wagons available is decreased. As to the transport of containers with goods, it need to be said, that at present, there does not exist an adapted synergy for the transportation of containers or goods by rail in collaboration with trucks over a relatively short distance for instance 5 to 50 miles, also the total time of the procedure of checking-in, the organizing and manipulating of the containers on the railway, etc. being this time so long, whereby the duration of the transport per container over a short distance will take more time in comparison to the transport of a container by road, despite of all possible jams and stops on the road way. OBJECTIVE OF THE NEW TRANSPORT SYSTEM:

It is the intention to present a new transport system, in particular as to the home-work traffic or for students, whereby an average use is realized from 1L till 2L fuel equivalent per 100 km per passenger for a complete trajectory. Hereby it is also important that the passengers have to make as few as possible extra transports with their own car from the one station to another whereby at present 8L/100 km fuel energy is used per car. To be able to let as many passengers as possible use the public transport, it is necessary that the new system provides that the total travel time to get from the departure point till the final destination does not take more time and money than the transportation by own car, moreover with the fact that the public transport system must offer a maximum of safety to the passengers.

For this purpose, a new flexible transport system is provided whereby more halting places can be taken over a certain track, without that the efficiency of the transport system becomes economically unprofitable. It is also important that by the use of the public transport system no valuable time is lost by the purchase of the cards or that not longer certain formalities must to be fulfilled for the transport of goods, thanks to an automation of the administrating functions. As to the transport of goods, in particular a synergy with the road transport is made possible, whereby a faster and more profitable collaboration can be created with the new public transport system, as well as made at possible by an excessive automation in the checking-in and treatment of the containers. Apart from the cost-effectiveness of the new transport system, in particular an important positive environment effect is aimed by the fact that the new transporters not only can realize a low average energy consumption by each passenger, but that this energy is created by electrical centrals that can use earth gas or natural energy sources, such as wind mills to create an important decrease of the emission of C02 gasses.

DESCRIPTION SYSTEM:

INTRODUCTION : To be able to realize these objectives, a new transport system is provided whereby the synergy between the road and a new transport system is maximized. The new transport system is closely connected to the road transport, whereby this new system can be integrated beside the existing road transport, for instance at both sides of the high ways or other roads, whereby hills and bends occur on the same level. There are chosen for transporters with a limited transport capacity, for instance 50 till 100 people, so that at regular times, for instance each 10 minutes, also on less busy station or halting places, the transporters can stop at this places. Each transporter possesses also an own independent driving and direction guiding system. Also at peak hours, several small transporters can electronically be connected by means of a remote detection system, whereby the distance between the transporters can be controlled automatically, whereby each transporter over a short distance can be connected, for instance a few meters, or go in physical connection between each other, by means of for instance a pusher or shock absorber, whereby one engine driver can conduct several transporters. At the moment that the transport capacity exceeds the demand, certain empty transporters will remain closed in the destination station so that no new passengers can get in, as these transporters can electronically be disconnected in a for this purpose provided halting places over the trajectory, being for instance a side track where these empty transporters connect to the already present waiting transporters or on certain places they automatically stand still without that the other transporters of the chain need to stop. At the moment that the demand for capacity increases, a signal will automatically be transmitted to one or more waiting transporters, so that these transporters can be connected automatically to the master transporter. Through the electronic controlling systems of the transporters, each engine driver has the possibility by means of a monitor to have a full view over the complete drive-way network, as a drive-way navigation plan programmed in the computer system. Moreover, the transporter can view its own position on the trajectory as well as the position of the other transporters on the trajectory. Additional available data are the identification data of the present transporters, the velocities of the transporters, the position of the level crossings, the allowed driving speeds on certain places over the trajectory, the position of the halting places, the position of the places where transporters can be automatic connected or disconnected with empty transporter units, etc...

Also by means of a GSM-transmitting system or other data-transmitting systems the engine driver will be informed about the amount of waiting passengers in the next station and their desired destination, also the adaptions as to the driving speeds and certain irregularities are automatically transmitted to the engine drivers. On certain regular times, the engine driver will also send a signal to the next halting place or more in general to a central point where all the data coming from all transporters over one or more trajectories are gathered, as to the data in relation to the amount of free places on each transporter, whereby the passengers by means of a monitor in the station can determine when the next transporter will arrive and how many available places are provided. The information as to the amount of waiting passengers in the next station, as well as in the next following stations, is also transmitted to the engine driver, as well as the waiting times and the destinations of the waiting passengers. The information about the still available free places is obtained through the automatic card payment and control system or trough a detection system, being a photo-electrical system or pressure sensors installed in the passenger seat or seat suspension or other possible detection systems, or whereby the hostess by manual counting of the free seats inform the engine driver or whereby the hostess put all the information in a for this purpose provided control panel or portable system, so, that all this data are stocked and can be transmitted.

Seen the fact that it might be possible that the passengers in the next station are only waiting a few minutes and that in the farther station the waiting time becomes longer, a system will be choosing with a central control system, whereby this system dispose of each transporter position, destinations, actual average driving speed and number of free seats over a certain trajectory, whereby in function to these data by means of a computer program it will be automatically calculated when and where an available transporter will drive to another halting place, whereby a maximum fluctuation will be obtained. This central control system possesses so a higher decision grade towards the individual decision of the engine driver to take in or not a number of passengers, and will in function to the available information send a signal to each transporter to inform them to stop or not in the next station. Also by this control system it is calculated by which speed the transporters should pass over the trajectory in function to the various level crossings, so that the level crossings are only closed every 5 or 10 minutes, also in function to the traffic streams on each moment of the day and detected at the level of each level crossing. To be able to respect the time regulation at most, it will be automatically decided to transmit a signal to a transporter to stop at the next station whereby a few, just arrived waiting passengers can step in, or whereby a certain determined driving speed is transmitted to the concerning transporters, being increasing or decreasing of the driving speed, whereby it is avoided that a transporter must be stopped on certain level crossings and so extra energy is saved. In the new system, rail switching devices, like to traditional train systems, are no longer replaced in the right direction by the intervention of a central control system or switch post, but each transporter can individually drive to a final destination without any intervention of outside, just as a personal car driver has been able to drives from point A to point B over the public roads. Seen that the engine driver by means of various electronic control systems has the possibility to know his own position over the track but also the position of each transporter on the drive-way trajectory, and moreover have disposal of the specifications of the drive-way trajectory to be followed as to the driving speeds to be applied, the switching devices or directions to be taken, etc., so, that the engine driver have the possibility to simple input the final destination of the transporter by means of a computer system, whereby the system automatically calculate which direction the transporter has to follow over which drive-way and switching devices to get to the final destination, the information of the maximum driving speed over each point of the trajectory, etc.. If a transporter wish to make a certain direction modification, the wheel guiding system of the transporter will be changed automatically in the right drive-way direction, so that the transporter can take a switching device or exit in the wished direction without the intervention of the central switch post, whereby the system is in such comparable to the driving of a personal car or truck in a certain direction and can follow an individual switch in a certain direction. By equipping of the transporters with rubber wheels, air tires or not, not only the driving comfort is highly been improved or the acceleration and deceleration times, but also the possibility to take steep hills without any problem for the new transport system.

The transporter is also equipped with a shock absorbing device of the wheel system in contact with the trajectory surface, but the maximum vertical wheel displacements of the shock absorbing device are chosen as small as possible, for instance about 5 cm, seen the fact that the trajectory surface in general is made equal or smooth in comparison to possible pits or thresholds that exist frequently on public roads, whereby also the transporter road or bed holding will increase strongly without a decrease of the travel comfort. Also is provided in the possibility to disconnect or locking temporarily at one or both sides of the transporter the shock absorber systems, whereby at the height of the small grooves or cut-outs in the drive-way surface, for instance at the height of a switching device, no shocks will be transmitted to the transporter main wheels thanks this temporarily locking system. This disconnection or locking of the shock absorbing device will be automatically activated in function to the transporter position control system in function to the known location of these switching devices over the trajectory. As several wheels provide the driving and suspension of the transporter, in case there is a leak in a tire, this will not impose any safety problem, also seen the fact that each transporter disposes also of a separate wheel guiding system, for instance by means of metal guiding wheels, as to the guiding of the driving wheels, that on their own in case of a leakage on a tire, are capable to provide for an extra suspension of the transporter mass. Moreover it is provided that the transporter can leave its own drive-way in the area of a station and so can drive over a hardened field or terrain of the station to drive to a stopping place by means of an electronic guiding system, guided automatically or not by means of a control center of the station whereby a central computer will take over temporary the driving of the transporter, or whereby the trajectory data to be followed are transmitted to each transporter, as each theoretical or imaginary trajectory can previously be appointed and provided of a code in relation to the trajectory. The control system of each transporter disposed of all the data about all possible trajectories at these places or terrains and there respectively drive codes, whereby only this code is necessary to let drive a certain transporter as to a certain trajectory. Hereby, an important investment savage is made qua infrastructure investments as well as an important decrease in space of the full switch infrastructure around the station. Also one can always use switching devices, if wished for.

At leaving the station, the transporter will be automatically connected to a drive-way trajectory by means of an automatic wheel positioning system in accordance to the axis length of the drive-way trajectory. Seeing that each transporter by leaving it own drive-way bed from that moment is disconnected from the electrical supply or grid, each transporter is equipped with an independent driving unit with a limited action radius, for instance by means of a certain amount of batteries, that during the usual transporter rides are loaded. A voltage inverter can be used to transform the grid vortage into the needed voltage to charge the batteries. This battery voltage can further more be transformed by use of a voltage inverter to de needed voltage to drive the main motors of the transporter. Otherwise, a separate mounted generator connected with the transporter wheels to provide the necessary battery charging tension. Furthermore, it is also possible to use for instance a temporary kinetic driving system for the driving supply or gas or fuel cells, etc., to drive the transporter over a short or longer distances. As each transporter knows exactly by means of the navigation system over what distance and time a certain level crossing will be passed, it will be automatically calculated in function to its actual driving speed in what time period the level crossing will be passed. By means of a transmitting system of the transporter, for instance a GSM- transmitter, a signal will be send to the next level crossing or several level crossings, whereby each level crossing has a specific identification code, and by means of an electronic receiving device of the level crossing, it will transmit a confirmation signal to the transporter concerned. The control unit of the level crossing will first control that the level crossing can be closed, particularly in function to the traffic floats that pass at that moment over the level crossing, and will in case of agreement, send a confirmation signal to the transporter with the indication of the time when the level crossing will be closed, so that the transporter can calculate if it has to stop or not before the level crossing and so will adapt its driving speed. At the moment that the level crossing is closed and no strange objects are at the level crossing by means of a detection system, a signal of free passage will be sent to one or more transporters on the drive-way trajectory. As each following transporter knows precisely the position of the transporters before it, by receiving the position signals of each transporter by means of for instance a GSM- transmitter, as well as an independent distance-detection-measurement system of the transporter itself, the driving speed will always be adapted automatically and it can be obtained, that in function to the level crossing, certain transporters will reach each other more closely, so to be able to make free the level crossing more quickly. Also under normal circumstances, the central guiding system will provide that each level crossing is closed for only 5 till 10 minutes by guiding the transporters over the trajectory. Moreover, all transporters will be equipped with a detection system, whereby strange objects, vehicles, animals, etc., can be detected over a certain distance, whereby the transporters can be stopped for these obstacles in time. Also a system is provided whereby each irregularity is transmitted to the control center as well as to each transporter on the trajectory and visa-versa.

DESCRIPTION OF THE VARIOUS ELEMENTS OF THE SYSTEM:

/ - PA YMENT SYSTEMS TRANSPORTER RIDES:

An automatic payment system is provided for the payment of each transporter trip whereby a distinction is made between 2 systems.

CARD TYPE A : the universal payment card system :

Hereby it is possible for a passenger in function to his card credit to travel over any destination at he wish.

CARD TYPEB: the season card :

Hereby the passenger has the possibility to travel within the validity period of the card between a certain departure and destination point or area at certain hours of the day, at 24 hours a day, or for certain days or week-ends, etc. - REFERENCE TO CARD TYPES A AND B:

For the recharging or renewing of a universal transporter card or season card, also comparable with a universal credit card and can also be integrated in the actual or future payment systems of payment cards. Also the actual payment credit by means of Proton or other payment systems whereby the payment card is provided with a certain direct useable credit amount, can be used for the payment of the transporter rides. To be able to activate the payment card for the payment of the rides, certain memory locations are used of the card for the implementation of the additional functions.

Or a specific payment card can be used for this type of payment system whereby a fixed credit is registered on the card and paid for by purchase of this card, or whereby a certain code is bought, for instance by means of a secured website, so that this card by means of a personal GSM-device or personal computer can be activated, for instance by means of an electronic card reader, which is connected wireless or not to this computer or GSM, somewhat comparable to the reloading card of a GSM.

THE UNIVERSAL CARD TYPE A :

At the moment that a passenger goes to the platform for a certain destination, the passenger will introduce his card in a card machine, similar to a card for the payment of a metro ride. Also there exists the possibility that the transporter itself is equipped with a payment device at the stepping in, or that both systems are used. By introducing of the payment card, it is first controlled that the card type is applicable. By the detection of the card type A, it will be controlled if the card type in function to a certain rate code, can receive a certain reduction. Afterwards, in function to the available credit on the card, a certain amount will be charged in accordance with the final destination point of the chosen transporter. Then, on a certain memory location of the card, the final destination will be temporary stocked as well as the time duration in which the destination must be to reached. This action will be made in a fraction of a second, as no data need to be transmitted by means of a phoning system to a central data system. As the passenger pays for the ride till a certain destination, the passenger has the possibility to leave in between in a previous station, and can put the card into any card machine of the station to have the credit refunded to his card according to the real distance he traveled. At the moment hat the passenger enters his payment card into the machine, the final destination will be detected, as well as the rate and in function to the place where he is at that moment, the credit refund will be made onto this card.

Each card is provided in the possibility to be supplied with a transponder system, whereby the card is provided with an integrated antenna, whereby this card can receive electrical energy by passing an induction spool within a certain distance, comparable with the anti-theft security system of store articles, but whereby the received electrical energy is applied to activate the microchip in the pay-card, whereby this card is capable to return a certain code signal by means of the card antenna to the reception spool in the area of the card as to the destination of the passenger. If this card system is provided at the height of the entry place of each transporter, by passing of each card on this place, the final destination will be informed to the transporter control direction, without the passenger have to introduce again its card in the machine by entering the transporter. Also it is possible to foresee that by exit of the transporter the same system of data-exchange is used for the adaption of the card credit in function to the destination. By preference, this automatic revaluation or addition of the credit will occur by leaving the platform, so that illegal use can be avoided. Also, a similar system can be used by enter the platform with a certain destination, whereby the transporter control center will be informed automatically of the amount of passengers that are waiting for a certain destination, as well as by entering of the passenger in a certain transporter, the payment will be perform automatically and wireless to the card by passing the payment control system, because the microchip of the card transmit the present credit amount of the card, so, that the payment device can change the credit amount of the card and transmit or program temporarily the destination code to this card in function to the final destination of the transporter that are chosen. Seen that each card has a specific or unique identity code, it is avoided that the card can be taken by another passenger, seen that each transaction is made by means of this unique code.

Security at card type A :

• The sending code for the deduction of a certain amount, being the payment code, can for instance be put in between the unique code, by way of illustration, if the payment code is B, and the unique payment code indicates A, by each transaction ABA will be transmitted and so the code B will be protected of other possible codes in the area. The end or beginning code can possibly be a certain standard code, being a start or closing code, or any other variant is also possible. - Also it is possible to change the transmitted codes in function to a secret formula in combination with the card code, whereby each transmitted code is unique, or a system whereby this formula in relationship of the present time, these time data are applied for the determination of the unique codes.

- On a regular basis, for instance daily, the codes for the destinations are changed, so it is impossible to choose for a certain destination with a false card.

This means also, that the trajectory must need to be made within a certain time.

THE SEASON CARD TYPE B:

- Hereby a code is stocked for a period of validity of the season card by purchasing this card, for instance 1 day, 1 month,...

- Also the departure and final destination are mentioned or the area in which this card is valid. Also it is mentioned when the season card can be used, for instance 24 hours a day, or during the less busy hours, or only during the week-ends, etc.

- The card type B permits also to step over to a bus, metro, taxi or other transport system in the final station, if these transport means are indicated within the destination code of the card. Also by using this card, the final station will automatically be informed about the arrival of the passengers and their other destinations, whereby the optimal connection to other transport means can be organized. With card type A as well as B, by introducing this card into a card machine in a station in the direction of a certain departure platform, these data will be automatically used to let stop arriving transporters.

- Also, for the card type B, the possibility is provided, that by entering of the transporter or platform, the destination of each passenger is automatically known and this wireless by means of the explained transponder system as explained by card type A.

- Seen that each passenger by entering the transporter is controlled as to the final destination, it will be also possible to control if a certain passenger has forgotten to leave the transporter, whereby a few moments before the transporter will leave the stopping place, an automatic generated SMS-message will be sent as to the passenger in particular, at least if these data about phone number are registered previously by the card holder.

Security at card type B :

- By using of card type B, the client or card identification number are automatically transmitted to a central computer. At the moment that a second card, being a false card with the same data is used within a certain period, this double use will be detected by means of the central control system and the next time, this card will no longer be valid, as each machine receives at regular basis the data of possible false cards and to lock this cards.

- The validity or destination code of the card can be calculated and be determined by means of a secret formula in function to the specific card code or personally season card code, being for instance the client code, whereby each card has a specific data, and so at no time two cards may possess identical data.

GENERAL REMARKS AS TO BOTH PA YMENT SYSTEMS:

To limit the investment costs for the card machines, card control devices will be used that by means of a wireless connection, for instance a GSM-module, stand in contact with a central computer, whereby electrical lines are not needed for the transmitting of all data. If a person with less good intentions intercepts a certain transmitted payment code on a card control device, by repeated transmitting of this payment code, this identical code will be detected immediately and so it will be useless and not be taken into account.

- As each passenger can be controlled by means of this wireless control system by entering and leaving the transporter, also it is automatically calculated how many passengers are in the transporter and so the free seats will be known.

- If in function to the detection system at the height of each seat, a surplus of passengers will be detected, what will automatically mean that certain passengers have entered the transporter without card.

- Also the possibility is provided that by entering of each passenger pressure sensors are fitted out in the footboard or floor, whereby each footstep of each passenger will be controlled, so that by detection of a passenger without ticket or card that passes the entrance zone, a sound signal will be generated. Beside pressure sensors, photo- electrical cells, ultrasonic systems, warmth-detectors, etc., separate or combined can be used.

- By lost of the pay card, the card holder can call a certain number, also indicated in each halting place, whereby for instance the name and personal secret code can be indicated for the blocking of the card. Also by means of a GSM or a special hereby provided telephone in each station can be used to key in these data, whereby the blocking will be made automatically. Also the GSM-number or an other telephone number can be connected with the registered telephone number as to a certain card identification number, in combination or not with a secret code. Hereby it is avoided that a finder of the card can use this card several times.

2 - THE GOODS TRANSPORT:

For the transportation of goods, the same transporter system is be used, whereby the passenger space is changed for a loading platform, so that one or more containers can be placed on this free loading space and can automatically be connected by means of, for instance, an electrical or hydraulic or pneumatical locking device. To be able to create the synergy between the road transport and the goods transport with transporters, the loading space on a truck or transporter is constructed in that way that the containers can be unlocked quickly and lifted easily and automatically positioned and locked by means of a for this purpose provided lifting device on the loading space of a truck, to further more bring the container to a certain final destination. The trucks can also be provided with a loading flap, whereby the loading flap device at the back side of the truck consists of a fixed part of the truck and so operates separately as to the container module. When lowering the loading flap, at first the container doors must to be opened for the entry the container loading space.

At the moment that certain goods need to be transported, the truck with the loaded container module will drive to a specific station for this container transport, whereby this truck will drive to the transfer place whereby a container crane will lift up the container module from the truck and will place this container immediately on the loading platform of the transporter, or the container will be move temporary to a stock place, if no transporter is available for the required destination at that moment. Seen that it is very important, that the transport of the container from the truck to the transporter and visa-versa takes place very quickly and efficiently, a system is provided whereby the container modules, for instance on the topside of each container, are provided with one or more marks, that are easily detectible as to the container crane during the movements of the containers. These marks form a visual determination of the position and the length of the container as to the connection systems of this container to the loading platform of the truck and transporter, whereby the connection of the container module with the loading surface can be perform automatically. Also, by the mean of a digital camera is it also possible to make a detection of the container surface, so that a position control of the container can be carried out.

Seen that it is also important to know the final destination of the goods in the container, as well as the identity of the client or clients, for instance for the automatic invoicing of the transport services, and also to have information about the container contents and destinations, the nature of the material transported, for instance the shock resistence determination, the moving speed and needed securities whereby the goods must be placed on the transporter and truck, as well as the total weight of the goods to be transported and the dimensions and characteristics of the container, whereby possibly the type of container system might be important, if several container types are used, for instance other locking points or points of application for the lifting up of the container, or about the positions of the locking points or locking types about the attachment or unfastening of the container module. To be able to make all this information available during the movement and transport of the container modules, a small electronic unit is provided as to each container. This unit is provided of electrical current by means of a rechargeable battery, that during the transport by means of the truck or transporter is kept on the working voltage by means of an automatic electrical connection, or by inductive way and in this matter wireless. By means of this electronic container unit, each container is provided of a unique code that is internationally published by means of for instance internet, so that by applying of a new container code, this code is needing first to be registered by means of internet, whereby an automatic and direct available registration is obtained. Every time new goods are loaded in a container module, by means of the electrical connection between the electronic unit of the container, either wireless by means of for instance a GSM-device or an other data-transmitting system, all information as to the transport of the goods are transmitted and stored in the electronic memory of this electronic container unit. All information is than also transmitted during each handling of the container wireless or not to for instance the container crane, or the transporter or the station, etc...

This transmitting of this information can be executed separately by means of for instance a transmitting antenna of the electronic container-module, unless for instance by means of the visual marks on the topside of the container, whereby in the marks integrated, or in the place of those marks, for instance infra-red beams or lights are transmitted to the for this purpose provided receivers of the lifting device, whereby the position of these infra-red points are also visual marks for the positioning of the container as to the loading platforms and the lifting device. The visual position and the determination of size of the container modules can also be made by means of one or more digital cameras installed at the height of the container crane, whereby a visual recognition and position determination of the container can be determined. If the container is fitted out with a visual code, in that case, this code can be detected by means of the container crane. Also the transporter can be precisely stopped till a centimeter correctness by means of the many described position systems as to the foreseen halting place. Also visual bar codes systems are possible, transponder systems, etc. for the position determination of the respectively container and or container system or identity. At the moment that a container by the way of a transporter is transported to a certain destination, further more by means of GSM or by means of internet or all other communication means, a message is automatically transmitted to the services that are responsible for the transportation of the container, and are in the possibility to have access of the data stocked in the electronic unit of the container, so, that they are to be able in function to the available information to make an exact estimation about the time of arrival of the container to the final station. The signal to send this information can be activated by means of the transporter by transmitting a departure signal of the transport, or on each moment during the transport, whereby the transporter in function of the available information, can always estimate the time of arrival. Also in any time, the transport evolution of the transporter over the trajectory can be followed trough the client or transport services, for instance by a certain secured internet site, by entering a certain access-code to the information, in function to the for the client available information related to the container modules for which the transport services are responsible. Also, these container modules can be provided with a navigation system and GSM sending system of the transmitting of these data. Hereby, the transport service will be able to collect the container on the exact time, and they can also dispose over all destination data of the various goods in each container unit. As to the automatic attachment of the container unit on the loading platforms, there are provided at the underside of each container certain automatic locking points, being for instance, metal pins or hooks, having a flange or recess, for the placing of the mechanical locking system by means of this flange or recess or any other similar locking mechanism, such as magnetic locking systems or more. Various mechanical connecting systems or locking methods are also possible, whereby a fast play-free and correct positioning of the container as to the attachment platform can be made, whereby the lateral forces that exist up to the container unit and the loading platform are taken into account. As to the final destinations or container-stations, it can be mentioned, that the transporters have the possibility to drive by means of a for this purpose provided trajectory to private stations for goods, for instance in industrial areas at some distance of the railway drive in places.

3 - THE TRANSPORTER BED:

The new transport system uses his own bed, being a hardened surface with a certain width, for instance a concrete drive-way, whereby the possibility is provided to guiding the transporter as to this bed or driving track by means of guiding wheels. By using a concrete bed, a high-performance-concrete is used, whereby on certain places where regular brakes are used, the top layer is mixed with quartz or ceramic components to increase the anti-slip characteristics as to the transporter wheels. These anti-slip components have the function to act over a certain depth in the rubber transporter wheel surface, whereby a comparing gear working is created. It should be noticed that the transporter wheels are equipped with rubber tires or a similar synthetic material with or without air tubes, with this purpose to create higher acceleration and deceleration possibilities with a minimum of slipping lost as well as for the improvement of the travel comfort and the possibility that these transporters can drive on any hardened surface. Moreover, over certain lengths of the drive-way trajectory, a top layer is provided on the concrete drive-way trajectory with a lower friction coefficient, in particular over the straight lines, whereby the necessity to deceleration and accelerations are less frequent. Hereby the noise disturbance is decreased in the first place, as well as an extra fuel savage and a protection is made of the concrete structure against vibrations that can cause fissures on a long term. This top layer is thermal glued over the drive-way track or by means of connection elements or fixed hooks, whereby they, after a certain time can be changed quickly and easily. Also a thermal insulation has been obtained, whereby by frost the surface will freeze less quickly, or will heat less quickly through solar radiation, more in particular if the top layer is made in materials that absorbs the solar radiations. In the generally made concrete bed, a warming system is provided on a certain depth, for instance by means of tubes of liquid, or by means of electrical resistors, so that when the surface temperature of the drive-way drops under a certain level, controlled by means of an integrated temperature device, a warmed liquid will be passes by means of the provided tubes or the electrical resistor elements will be activated. The used liquid will preferable be pumped by means of a heat exchanger to a certain depth under the surface, so that this liquid obtains a certain temperature by means of the earth heat, supported or not by means of an extra heating source or by means of electrical resistors, so that the surface temperature of the drive-way remains above the freezing point. Also the possibility is foreseen to integrate this system for the thermal regulation of the guiding rails or metal guides, whereby mechanical deformations as a result of the high temperature variations of the rails can be avoided, as well as in positive or negative sense. The sides and the underside of the drive-way track will be thermal insulated to avoid extra lost of warmth. Also a certain flow down inclination over the width of the track will provide a better water drainage whereby the risk of ice forming and slipping is decreased.

4 - THE SWITCHING DEVICES:

As to the changing of a drive-way, a difference can be made between a system whereby the switching devices with rails are moved, or unmovable fixed switching device places. By means of fixed switching devices, the transporters have the possibility, in some way comparable with the personal car transport on the public road, at the height of the drive-way switching device, to be able to choose freely a certain direction without that the switching devices need to be displaced. An important difference between the usual road traffic and the new transport system is that the transporter wheels are always guided by means of a direct or indirect wheel guiding system as to the drive-way bed, whereby slipping or other environment influences, for instance a collision with a strange object in function to the driving speed, cannot cause a derailment of the transporter, as well as the fact that the transporters are provided of energy by means of electrical grid supply.

5- THE WHEEL DIRECTION:

Seen that the switching devices are constructed in function to the chosen wheel guiding system, several switching device systems with the corresponding wheel guiding systems are available. A common element as to the various fixed switching device places, whereby out of one drive way a splitting to two drive-ways is provided and so the transporter has to make a drive-way choose, or that from one drive-way a second drive-way is guided into, for instance from the departure from a sidetrack in a station, whereby a connection to the main drive-way will be made, it is always so, that from the well know position of the transporter and driving speed as well as the well know positions of those switching device places, from a certain distance from the switching device the wheel guiding system of the transporter will make a certain pre-selection, so that in function as to the distance of the wheel guiding system at the height of the switching device places, the driving track will automatically be followed in the chosen direction. It needs to be mentioned that the several systems as to the changing from drive-way as described in the further points, also can be applied in combination whereby elements of the one system can be added to the other system till a combined solution or system.

A - THE DIRECT WHEEL DIRECTION AT THE OUTSIDE OF THE DRIVE-WA Y BED: As to the system whereby the guiding wheels of the transporter make contact with the outside of the drive-way bed, being in general a concrete construction whereby the guiding wheels are made contact with the sides of the bed, also can possess a certain edge, larger or smaller than 90° as to the horizontal driving surface of the bed. By means of a direct wheel guiding at the out-side of the bed, the controlling of the main wheels, as well as to the wheels to support the transporter, are mechanically connected with the guiding wheels, mounted with a certain distance under the horizontal driving surface of the transporter in contact with the sides or guiding borders of the drive-way bed. At the moment that the guiding wheels make a turn as to the length axis of the transporter, for instance by entering a bend, this turning will be transmitted by the way of a mechanical connection with the control device of the main wheels of the transporter. At the moment that the transporter decide to change of direction at the height of a switching device, whereby two directions can be taken, on one side of the transporter, the guiding wheels will be disconnected, for instance by lifting up or displacing or pull in of the guiding wheels, so that the transporter can follow the chosen direction by the way of the guiding wheels on the other side of the transporter in the chosen direction on the height of the switching device. Seen that at that moment at one side the wheel guiding is disconnected and the transporter could so derail at one side, for this purpose, at some distance before reaching the switch point, an extra fixed, for instance a concrete buffer edge or wheel guiding surface is provided besides of the drive-way bed, whereby the extra provided guiding wheels obtain an extra guiding besides this bed. It is so from importance that the disconnection of the wheel guiding at one transporter side is only made at the places where these extra guiding edges or surfaces are mounted. The switching devices can be considering as a usual transporter drive-way bed that is divided from one drive-way track into two drive-way tracks, similar to a usual splitting of a public road for trucks and personal vehicles. Seen that the transporter cannot make any electrical contact with this guiding system by means of the transporter main wheels as for the electrical supply for the electrical driving power, in the given system, in the middle of the track, a metal rail or conductor is provided whereby a metal wheel or friction contact under the transporter is pushed with a certain load against this electrical conductor. As to the limitation of the power losses, as well as the reduction of the mechanical frictional losses, the conductor is preferably made in red copper. Seen that the load on this conductor is small comparing to the present steel rails of the traditional train railways, a soft material is admittable. To avoid extra friction, caused by means of the transporter side wheels, being the transporter guiding wheels, a certain space of motion is provided between the guiding wheels and the outside of the bed edge or surface, in particular at the height of the straight trajectories. To obtain this minimum space of motion, an electronic direction control is used at the middle of the transporter bed trajectory, by means of the metal conductor or guiding rail, whereby by means of a control motor at that moment the transporter wheels are electronically guided and not longer the guiding wheels, so these guiding wheels are temporary made out of work. By the means of this electronically extra guiding, the side guiding wheels will make under normal circumstances no physical contact with the bedding.

At the moment that the lateral forces push the transporter out of the middle of the drive-way track, the side guiding wheels making contact with the bed edge border or guiding surface so, that derailment is avoided.

B - THE DIRECT WHEEL GUIDING AT THE INSIDE OF THE DRIVE-WA Y BED:

A system whereby a drive-way trajectory is provided of minimum one, two or possible more grooves in the driveway surface or bed over the full length of the trajectory. If one central groove is provided, the sides of the groove will for instance be placed under an angle of 45°, or another chosen angle, whereby these both sides will form a V- form groove together, or the sides will be placed on a certain distance from each other, whereby these two sides do not join in one point but the groove there is created having a certain wider basis. On switching device places, one or more guiding grooves in the drive-way trajectory will cross each other and so the wheel guiding border or surface will locally be cut off. Also it is possible trough application of one single wide guiding groove in the middle of the drive-way track on the height of the switching device places, level crossings, etc. to switch over locally on two smaller grooves with a minimum width, whereby the transporters can pass over this grooves without any problems. At the sides of the guiding border groove, guiding wheels are put into contact with a certain load against the transporter, whereby these guiding wheels by means of a direct mechanical connection are connected with a control device of the main wheels of the transporter. The guiding wheels are provided at the front and back side of the transporter, whereby each wheel guiding system is rotatable mounted around a central vertical axis in the center of the transporter length axes. In a bend, the guiding wheels of the transporter will also cause a turn, whereby this turning movements are transferred mechanically into a driving movement of the main wheels of the transporter. These guiding wheels can also be provided of air tires or full rubber wheels. Seen that at the level of a switching device on one side a guiding border is cut over a certain distance, and the fact that the transporter needs to be able to make a choice in which direction it needs to follow, in such situations, the wheel guiding system is connected with an electronic control motor that is able to control the guiding wheels or to give a certain force or load as to a certain direction of the wheel guiding system. If a transporter from a certain direction wants to take a switching device or junction and a choice need to be taken about the direction, on that moment, by means of an electronically controlled motor or supporting mechanism, a certain load will be transmitted to the turning direction system of the guiding wheels in the desired turning direction that is in accordance with the desired driving direction at the height of the switching point.

By this extra load of the guiding wheels against the guiding border surface on one side in the desired driving direction, it will be avoided that the transporter takes another direction of the switching device. The load is electronically controlled, so that is avoided that the load on the turning movements of the wheel direction becomes so high that the direction wheels are lifted out of the guiding border grooves. The load against the guiding surfaces or borders is controlled by means of an electronic detection on the height position of the guiding wheel as to the drive-way track or as to the position of the turning wheels of the transporter or guiding rails or similar. By means of an electronic control motor for the making of a certain turning movement or work load as to the main wheels or guiding wheels or device, it is also understood that for this purpose a linear displacement mechanism can be used, for instance by means of a fork as to the axis, etc. . When a transporter wants to pass a switching device place and wants, for instance, to take the right side drive-way, the electronic control motor will perform a certain load on the rotating wheel direction of the transporter, so that the driving wheels of the transporter will have the need to turn to the right, so that the guiding wheels of the transporter remain in contact with one side of the one or more provided guiding grooves, being in the given instance the right guiding drive-way or drive-ways. At the moment that the transporter wants to pass over an area where no guiding border grooves or guiding rails are provided, for instance in a station or halting place, the guiding wheels will be takeπ-in and by the way of the electronic control motor, the transporter guiding will be taken over. By an application with more than one guiding border groove, it is obtained that the forces in the lateral direction are divided over more than one guiding border to increase the aversion against lateral forces. The guiding system at the out-side of the bed "means described system, see point A", can also be combined with a guiding system at "the inside" of the drive-way bed. The system to increase the aversion about the drive direction guiding and to the lateral loads as to the guiding borders, can also be provided to the direct wheel guiding system "point A" at the outside border or edge of the bed. In that case it is now possible to leave out at the height of bends the concrete buffer edge or wheel guiding-surface. It needs to be mentioned that on certain places, for instance on level crossings, and similar, the guiding grooves can be made smaller as to the measurements or can be completely omitted at these places, whereby at that moment only the provided electronic control guiding or positioning system as to the drive-way bed is applied for the drive positioning of the transporter over the bed. Also, in function or the programmed and previously known driveway trajectory data as to the location, etc. in function to the position determination of the transporter over the trajectory, an electronic limitation of the wheel direction possibilities is provided, whereby brusque escape of the transporter of the center of the bed is made impossible.

C - THE INDIRECT WHEEL GUIDING by means of fixed rails:

By the means of an indirect wheel guiding system, a rail-guiding is used, in general placed in the middle of the drive-way over the full length of the trajectory, whereby for this purpose provided guiding wheels of the transporter are making contact with this rail guiding and whereby the displacements of these guiding wheels are transferred to the turning mechanism of the main wheels of the transporter, whereby the transporter will continue to follow its way precisely in the center of the drive-way trajectory. The contact between the guiding wheels and the guiding rails are being controlled electrically to adjust the wheel load against the rail or rails.

Within this indirect wheel guiding solution, there can be made also a difference between two rail guiding types, being a positive rail guiding and a negative rail guiding.

-With a positive rail guiding, the transporters are provided by means of guiding wheels, being like flange wheels with a horizontal rotation axis, that has some equivalent to the present driving wheels or main wheels on traditional trains. The rail guiding system for the guiding of the main wheels of the transporter exist in the given system out of one or more metal rails installed in the middle part or center of the concrete bed whereby the guiding wheels of the transporter are made contact with the guiding rails and whereby a certain vertical load is made by these guiding wheels to obtain the contact between the guiding rails and the guiding wheels. An important difference as to the existing rails by traditional trains is, that the sides of the rails are placed under a certain angle, whereby on a simple way a play-free situation are obtained between the guiding wheels and the rails. It's needing to be mentioned, that the sides of the rails also can be made right angled, being parallel to each other, but for constructive reasons it is preferred to use rails with bevel sides.

- By the means of a negative rail guiding, one or more parallel placed guiding rails, preferable made in metal, with V-form grooves, are provided in the center of the drive-way trajectory, whereby the guiding wheels with a vertical axis of rotation are made in contact with the inside borders or surfaces of the rail grooves and whereby a certain load is carried out against these guiding surfaces for the preserving of the contact.

Description of working principle of the positive rail guiding:

With this type of guiding are used in general two metal guiding rails, also usable in the same system is the use of one, or more than two guiding rails, placed parallel beside one another, for instance a double rail guiding at the left and right side as to the center length axis of the drive-way, so to have the possibility to absorb more indirect lateral forces. Also at the level of the switching devices, for the crossing or intersection of guiding rails, one or more rails will be disconnected over short distances on these crossing points. For instance, when two metal guiding rails are placed in the center of the generally concrete drive-way bed, parallel next to each other on a certain distance, the guiding wheel system, installed at the underside of the transporter, whereby the displacements of these guiding wheels as to these guiding rails are in mechanical connection of the main wheels of the transporter to drive the transporter into the right direction. These guiding rails are placed on a lower level in the center of the bed, whereby preferably the upper surface of the guiding rails is not coming above the surface level of the bed upper surface. This is important at the level of for instance a switching device, whereby the transporter wheels by turning to the certain direction, will cross the rails over one side or guiding rail, and so without any disturbance will pass these guiding. By taking a bend, the guiding wheels will as to the transporter make a certain turn in function to the bend geometry, whereby this turn movement will be mechanical transferred to the driving wheels of the transporter by means of a provided mechanical connection. When you have a guiding system with an indirect mechanical connection between the guiding system and the transporter direction, a certain limited lateral displacement of the main wheels is permitted in relation to the position of the guiding wheels. This lateral displacement is possibly a result of irregularities or dirty parts on the transporter trajectory which can result that the transporter will follow a certain separated trajectory in relation to the center of the bed. This lateral displacements and the generated lateral forces are not immediately totally transmitted to the central placed guiding wheel system, whereby these would be unnecessary heavily burdened under the influence of the transporter masse. So a minimum trail deflection of the transporter is permitted as to the length axis of the transponder bed, whereby also immediately a corresponding automatic compensation movement is performed of the wheel direction, so that the possible trail deflections are compensated automatically. At the moment that the guiding wheels as to the axis of the transporter effect a certain lateral movement, the mechanical coupled mechanism will cause a compensating contrary turn as a result of this lateral deviation with the wheel guiding device, whereby the transporter wheels are adjusted into the other direction as compensation, with as result that the transporter will go automatically again in the middle of the bed. At the moment that the rail guiding system is into the central position by means of the adjusting guiding, the guiding compensation will be put to nought automatically. The mechanical adjustment system is constructed in such a way, that each transporter direction deviation compensates itself and will always return to the balance point, whereby the axis of the wheel guiding will be put into one line with the axis of the transporter. However, under certain circumstances, it is possible that the lateral forces increase too strong, for instance by ice forming on the trajectory or by taking bends at an unadapted driving speed in function to the maximum lateral deviation possibilities of the wheel guiding as to the transporter, the lateral displacement possibilities will obtain by means of the wheel guiding system a certain maximum deviation course, whereby from this moment on, the lateral forces will be received by means of the wheel guiding system itself and metal rails in contact with the guiding wheels within the mechanical load enduring possibilities. In function to the possible increasing of the lateral displacements of the wheel guiding system as to the axis of the transporter, before the maximum lateral deviation possibilities are reaching, the guiding system starts with a certain load compensation with certain provided cylinders, whereby by an increasing of the deviation of the transporter, this displacement can partly be compensated beforehand, whereby a more rigid connection is obtained in function to these lateral displacements. At the moment that an increasing of the wheel forces of the guiding system is detected by means of for this purpose provided position detectors. It is also possible to switch-on extra guiding wheels, for instance, to automatically let down extra wheels at the underside of the transporter, whereby a direct connection is made on the transporter with the drive-way trajectory with the sides of the bed guiding borders or edges, as described as to the direct transporter guiding system. These extra guiding wheels can also be kept in contact on a continuous basis with the bed guiding edges or borders, for instance by the way of the concrete sides borders that are on the left and right sides of the guiding rails. At the moment that a road switch or a level crossing is reached, the vertical load from the extra guiding wheels will be decreased or will be lifted locally, so that these extra guiding wheels can pass these places without any problem. Beside the mechanical supporting of the wheel direction guiding, also an electronic controlled compensation device is provided with the aid of an electrical or hydraulic motor. This motor is connected by means of a certain flexible connection to the indirect turning-device of the transporter wheels. At the moment that a lateral displacement of the wheel guiding system is detected, in function to this detection, a supplementary load will be executed on the turning direction by means of an electrical or hydraulic control motor with as result that a certain displacement is be obtained of the turning rotations of the transporter mean wheels whereby the driving direction will be corrected by electronic way. An electronic compensation guiding of the transporter wheel direction is made within a very limited course during the driving over the bed to secure the electronic control guiding system, whereby the transporter will be put quickly or more precisely in the center of the drive-way and a larger straight line stability will be ensured by the means of pre-programmed data, it will be avoided that light irregularities in the guiding rails are not immediately interpreted in an automatic adjustment of the transporter wheels, so, the passengers comfort can be increased.

At the moment that the transporter reaches a switching device, the transporter will have to make a choice for the driving direction it has to follow. It is to be mentioned, that when a transporter reaches a switching device, for instance the right guiding rail will follow the splitting to the right direction and the left rail will follow the trajectory to the left direction. By means of a tilting mechanism, one side of the guiding wheels against the rail that leads to the right direction will be kept into contact, while on the other side the guiding wheels will be kept out of the reach of the other rail. A mechanical or electronic connection will provide also that the wheel guiding system at the axis of the transporter will be positioned always in the same direction as of the front wheel guiding system, whereby direction or guiding conflicts are avoided. Seen that at the moment that the wheel guiding system stands in contact with one rail only, the transporter will follow this rail and so the drive-way trajectory in the direction of this one chosen rail. If a tilting mechanism is chosen, for reasons of safety, one guiding wheel row stand always in contact with one guiding rail. It is also possible over the transporter drive-way trajectory, where no switching device places are provided, to place one of both rails on a higher level, whereby both guiding rails are put in contact with both guiding wheel rows of the transporter at both sides, whereby larger lateral forces can be received, if necessary. Before a transporter drive to a switching device, the second guiding rails will over a certain distance before reaching the switching device, be put on the same horizontal level of the other guiding rail, whereby the transporter guiding system only keeps contact at one guiding rail and so a selection can be made by the tilting mechanism. If a transporter is for instance at the height of a switching device and contact is made with the right guiding rail by the positioning of the tilting mechanism of the wheel guiding system, the transporter will follow in the given position the right drive-way trajectory. At the moment that the transporter has passing the switching device, the left rail is placed on a higher level, whereby the tilting mechanism, without changing his position, comes again in contact with both guiding rails. This wheel guiding system will also deliver an extra but limited vertical displacement and certain load on the guiding system, whereby the contact between guiding rails and wheels will be maximized. As to this vertical movement and load regulation system, in general a vertical installed cylinder will be used, whereby over a limited distance a vertical movement will be realized. For security reasons, the tilting mechanism of the front and backside of the wheel guiding system is connected mechanically or electronically, whereby always both wheel guiding systems are tilting from the left to the right rail at the same time and visa-versa. Instead of installing the rails on a different level, an adjustable vertical movement mechanism of the wheel guiding system into two stands can also be used, whereby over a larger part of the trajectory between the switching devices, the guiding wheels are put in the lowest stand, whereby always both guiding wheels stand in contact with both guiding rails, and whereby at the height of a switching device, the complete wheel guiding system will be put on a higher level, whereby by the tilting mechanism a rail choice can be made. Also it is possible to replace the tilting mechanism by a vertical displacement of the all guiding wheels, for instance by a cylinder or lifting system etc., or by the adjustment or regulation of the transporter height by the suspension of the main wheels. Also it will be always choosing for a solution, whereby the mechanical construction is made as such a way, that under all circumstances it will be prevented that a position conflict can occur with a possible defect at the guiding mechanism. Hereby, a mechanical locking mechanism is used for the blocking of the chosen positions or guiding wheel stands. The rail or wheel guiding surfaces or both, can also be provided of a certain curved contact surface, whereby the contact points of the guiding rail with the guiding wheels are secured under a certain variable edge as to both guiding surfaces.

ABOUT THE RAIL GUIDING WITH NEGATIVE RAIL GUIDING:

Hereby a variation is provided on the system as to the rail guiding with positive rail guiding, whereby the guiding rails are provided of a V-form groove. In principal both systems are technically equal, with this difference that with a negative rail guiding there is the possibility to retain the contact between all guiding wheels as to both rails, as well as by passing a switching device, whereby the guiding system at that moment will be equal to the previously described working principle as to a direct wheel guiding as to the inside guiding of a drive-way bed. The biggest difference remains in the fact, that this wheel guiding permits a certain lateral movement and so foresees in an indirect wheel guiding, as well as to the fact, that this metal rails are also used as electrical grid conductor. At the moment that the transporter entering an area whereby no rail guiding systems are provided, the electronic control motor will take over completely the guiding of the transporter main wheels, whereby in relation or by use of a navigation or positioning system, the transporter will be go in the right direction to his destination, for instance in the direction of a halting place for passengers, or for the loading or delivering of a container. To increase the security, as well as to divide the load on the transporter main wheels, at the front and back side underframe of the transporter there will be installed at least two wheel axles with the main wheels. The wheel guiding system is constructed as such, that the second and more axles are connected mechanically by gear components, whereby the turning movements of the transporter wheels are identical over the connected axles. Also, a minimum of flexibility of the turning movements of the second wheel axis can be built in as to the wheel guiding system by a for this purpose provided spindle connection, so that the distance difference between this second wheel axis and the first wheel axis by making a turn movement of the transporter in a bend, a minimum of slipping of the wheels of the second wheel axis can be avoided. By as well as foreseeing a same wheel guiding system on the back wheels, not only a accurate following of the drive-way trajectory will be created, but also by leaving the bed over a flat area, a larger manoeuvrability will be realized by execute of the maneuvers.

D - SINGLE WHEEL GUIDING SYSTEM:

This is understood as a variant to a wheel guiding system by an in general using of a central groove in the middle of the drive-way bed, whereby minimum two guiding wheels, preferably provided of rubber tires, with a vertical rotation axis, are stands in contact with one side of the groove or guiding surface. At the moment a switching device is reached, whereby the left or right way can be chosen, for instance if the right direction need to be followed, the wheel guiding system will displace in lateral direction the guiding wheels over a certain distance in the central guiding groove of the bed to the right side, and will push this guiding wheels with a certain load against the guiding border at the right side, whereby this guiding system by entering a bend, the central rotation axis in the center of the two guiding wheels will follow the bend geometry, so that these turning movements will be transferred with a mechanical connection device as to the turning mechanism of the transporter main wheels. To avoid that the transporter will deviate from the center of the drive-way track, by means of an electronic detection device, the position of the guiding wheels in relation to the transporter width is controlled, whereby at all times an electronic adjustment is executed by an electronic controlling motor to adjust the transporter main wheels. An additional possibility exists by making a contact by means of extra guiding wheels against the other border side of the guiding groove, independent of the wheel guiding system, so that in any circumstances, the lateral forces will be resisted.

E- WHEEL GUIDING SYSTEM WITH DISPLACEABLE SWITCHING DEVICES:

With this guiding system, the driving main wheels of the transporter will be made by the traditional flange wheels in contact with the steel rails. By traditional train systems, the rails are placed in the right direction trough the intervention of a central switching device control center or switch post, in function to the destination of the arriving train. With the new system, the transporters, at the moment that they reach a switching device, will automatically send a signal to the switching device control unit of the drive-way, whereby the switching devices will be put automatically in the right position in accordance with the signal that the transporter has been sent to this switching device and whereby the switching device will return a control signal to the transporter after that the switching device is put in the correct position. Each switching device possesses for this purpose a specific unique identity code. By the driving system of the transporter, all parameters are stored as to the places where these switching devices are be situated over the trajectory, also the possible directions of these switching devices to guiding the transporters to a certain destination. Seen that the transporter knows the exact actual position over the known drive-way trajectory, the transporter is able to determine precisely when a signal need to be sent to the next switching device in function to the chosen final destination, as well as in which direction the switching device need to be placed, so, that the switching device can be positioned at time in the right direction before the transporter passes this switching device. The transporter will also send its own position to the switching device, whereby the switching device system can control which transporter will pass the switching device first, as it is possible that several transporters send at the same time a signal to a certain switch point. The switching device system will also return a signal to the transporter with the time whereby the switching device will be placed in the right position, as well as the moment that the switching device is set in this right position. If a switching device installation is not able to put the switching device in the correct position in time, and the transporter is not receiving a signal at time, the transporter is able to stop in time and will be able to intervene if necessary. The transporter can towards the switching device installation sending additional data about the total length of the transporter, whereby the switching device installation is capable, by a detection device, to determine when the transporter will pass to put the switching device in the right position for the next arriving transporter. Also the transporter can send a signal to the switching device installation at the moment that the transporter passes the switching device place. If each transporter at the underside is provided of a transponder, the receiving device at the switching device point will be able to detect the transporter by passing. Moreover, it is also possible to build in a metal detector in the transporter bed at the switching device places, whereby also the transporter can be detected over its full length, or whereby for instance detectible metal slats at the underside of each transporter are placed that form a certain detectible code, being metal bar codes, or by a transponder "also beacon named", whereby sensors or receivers at the height of the bed on a certain distance of a level crossing or switching device place, in function to this code can close the level crossing, and in function to this codes, the level crossing are be able to detect the transporter destination and known the position how to place the switching device in the right direction in relationship with this destination code or this code can inform the switching device immediately about the switch position code to place or replace the switch device in relationship with this code. This rail guiding system can offer a solution and can be used on places whereby the new transport system with smaller transporters within the existing trains can be used together, whereby the transport capacity can be increased on existing railways or whereby more frequently smaller stations can be served or whereby on a more cost-effective way a limited amount of passengers can be transported on less busy moments with traditional railway systems.

F- WHEEL GUIDING SYSTEM WITH INDEPENDENT WHEEL GUIDING:

Hereby the transporter is provided with guiding wheels according to all the previous systems whereby no mechanical connection is made with the direction of the transporter main wheels. The guiding wheels prevent a derailment of the transporter as to the bed, whereby by an electronic detection with the aid of the provided motor or device the driving direction of the main wheels in relation with the center of the bed is performed. The detection of the transporter position in relation to the bed for the controlling of the control motor or guiding device of the main wheel position direction can be determined in function to the wheel guiding displacements, or by means of an independent detection device that detects for instance a central placed metal guiding, that for instance by use of an electrical contact or induction spool or free rolling wheel or other detections as to the bed to detect the central position.

6- THE TRANSPORTER POSITION AND CONTROL SYSTEM:

■Introduction : Each transporter possesses a unique code, also there is the fact that the complete transporter trajectory as to the distances, directions, crossing levels, dimensions of the bends to be followed, etc. are known whereby these coordinates are programmed in each individual transporter guiding control system. When the transporter knows its exact position on a certain point of the trajectory, the transporter has the possibility to know where or over what distance the next bend is situated, the dimensions of the bend curve, the next level crossing, the halting places, etc. whereby at each moment its driving speed can be adapted according to the speed limitations that are previously determined and programmed in the guiding control system of the transporter, and this for the total trajectory. Beside this fixed settings as to the drive speed and possible halting places or location of switching devices etc., there is the possibility of also variable circumstances that can demand or result into a possible adjustment of the driving speed, such as snow, frost or the detection of strange objects on the transporter trajectory, whereby additional systems, or detection systems, will provide this additional information.

THE TRANSPORTER POSITION CONTROL :

As to the position determination of the transporter a traditional point to point detection is used, whereby by an electronic transponder mounted in between the rails, a position code is transmitted between the transporter and the transponder, whereby the transporter by passing this transponder knows exactly where its location is over the trajectory in relation to this transponder, it is however important for the new transporter system that also in between two transponders a subdivision is made, so that the transporter can know its exact position at all moments. Seen that a GSP-system only possesses a limited correctness of about 10 meters, new systems are provided. System a :

- As a first system, a point to point detection is used whereby on certain places of the drive-way trajectory an electronic transponder with a specific code is detected. In function to this code, the transporter will know precisely what its position is over that point of the trajectory. Such systems are already used at present, as described under the state of the art. New however is, that to increase the position correctness as to this electronic transponder, the received transponder signal is stored over the full received signal period and stored into an electronic memory together with the data as to the wheel displacements of the transporter during the moment of this transponder signal detection. By the determination of the moment whereby the transporter has received a maximum of signal strength, being on the moment that the receiver of the transporter passes precisely in the middle of the transponder, it will, in function to the corresponding wheel position of the transporter be possible to determine the exact position of the transponder. A much higher accuracy of the position as to the transponders can be obtained by installing two transponders on a short distance to each other, for instance 5 meters, whereby the middle in between both transponders will be taken as reference point. By installing two transponders one after another, the transponders are capable to control in which direction the transporter passes the transponder, also to control the transporter driving speed in function to the time period that the transporter passes both transponders, also the transponders receiving also the transmitted transporter code identity. The transponder can also transmit this data to the control center or to certain level crossings for the closing of these level crossings, in particular when the electronic transponders are placed on a certain distance before these level crossings. By the way of this transponders, the transporter can also transmitted data to the control center or stations about the available free transporter seats, travel destination, technical irregularities etc..

Also the transponders having the possibility to transmit data to the passing transporters about for instance a new adapted maximum driving speed, etc. In between the several electronic transponders of the trajectory, the transporter position will be controlled in function to the contour displacements of one or more transporter wheels or guiding wheels whereby at any moment a position control of the transporter in between the electronic transponders points can be execute.

System b :

Hereby the possibility is provided to calculate a transporter position control system in function to the transmitting by the transporter of a certain code signal to receivers in the area, for instance GSM-masts, whereby the many separate GSM-masts will receive the transporter code signals and register the moment of receiving of this transporter code signals. The GSM-masts will sent at their turn an answer data signal whereby this code signal will be included with the result of the time measurement of the receiving transporter code, as well as the unique mast code itself or the coordinates of the mast positions, whereby the transporter, by receiving of minimum three sending mast signals, in function to the time data as to these masts in relation to the known positions of these masts over the area, can calculate its position by a simple triangulation method. To be able to avoid that several code signals are merged with one other, the transporter can for instance transmit every second one coded signal, or to give every code signal an unique recognizable code.

In the case the transporter for instance will calculate each second a correct position as to the masts, than also in between each second, the transporter position can be controlled by the information received of the contour displacements of the transporter wheels or other described systems of the description.

System c :

Equal to system b, but with this difference, that every received transporter data signal through the masts is transmitted directly back to the transporter. By the receiving of the previous sending data signal by the transporter, it is taken into account that a previously determined fixed processing time necessary for the receiving and transmitting of a certain signal by the masts. Each transmitted data-signal by the transporter is stored temporary in an electronic memory, whereby by receiving of a certain data-signal, this signal can be recognized if this signals are derived from other transporters.

System d:

Equal to system b and c, with this difference, that in the place of a data-transmitting by the transporter to the masts, it is also possible that all masts along the trajectory for instance will transmit every second a unique code-signal at exact the same moment, whereby the transporter will receive these codes and can calculate in function to the time difference between each receiving mast code, together with the specifications of the mast locations which are responsible to send this codes from time to time, so that the transporter can calculate its position at any moment. As it is important that all masts transmit exactly at the same moment the code-signals, this transmitting moment can be controlled in function to for instance a receiving satellite signal, or each mast can have an atom clock to control the point of times of the transmitted code signals.

System e :

A position determination of the transporter as to the drive-way trajectory can be obtained by for instance a metal detector, photo-electrical cells, an induction detector or other useable detectors, that for instance is installed at the underside of the transporter whereby for instance the detection is performed by for instance metal hooks that are used to install the guiding rails against the drive-way bed, whereby these hooks are placed on a fixed known distance for instance every meter, or by means of a detection by means of a digital camera, etc.

Hereby it is possible to make a measurement in between the electronic transponders by the electronic counting of the amount of rail attachments as to a reference point, being for instance the electronic transponders. Also metal elements or other detectible elements, for instance colored surfaces, spools, etc., can be integrate in the drive-way bed, whereby a detection by the means of certain detectors to detect this elements can be carried out.

System f:

Beside the detection of elements as described under system e, whereby the detectible time of the elements between the rails is small in function to the high transporter drive speed, and so in certain circumstances are not applicable, is provided in a system whereby at a certain distance from each other, detectible metal laths or certain metal elevations or cut-outs with a certain length are provided in the guiding rail surface, that by the way of a detection system can be detected. In general electronic proximity switches are used to detect these metal elements over a short detection distance.

Generally, guiding rails are used for the wheel drive direction control of the transporter, whereby the elevations or cut-outs of the guiding rails are limited in height or depth as such, that these marks do not influence the passing of the guiding wheels of the transporter. The length of this marks are normally determined by the switch time of the used detectors that are control these marks. If other guiding systems are used without guiding rails for the transporter wheel guiding or direction control, a for this purpose provided rail or profile can be used for these measurements control.

The advantage of this detection system is, that on an economical way on regular distances, rail or profile marks can be provided, for instance every 5 meters, as well as the fact that these marks can be detected over a short detection distance, so that simple proximity switches can be used, and also an accurate detection of the marks can be effect. The detected length of the pulse signal, being the length of the marks, can be used for the calculation of the driving speed of the transporter. By the accuracy of the length of the local rail marks, as well as the distance between each mark with an accuracy in the millimeter range, a very accurate measurement can be obtained. The contour displacement of the transporter wheels or guiding wheels can be using to determine the transporter position between each rail mark. By counting for instance the amount of rail marks from each electronic transponder point, an exact position determination of the transporter will be obtained over the complete trajectory. By placing the marks on both guiding rails, it becomes the possibility to shove the marks from each other, whereby by each detection from for instance a left rail mark, it will always take some time before detecting the right mark. By this shoving, it is also possible for the transporter to know where this mark is situated as to the previous mark, without the necessity to count the amount of marks, seen that the time interval between the left and right mark can be used for the position determination of the transporter as to the previous transponder point. The rail marks can also be used in combination or in relation with the elevations or cut-outs as to the rail surface. Also the length of each mark can be changing to increasing the position possibilities or whereby several rails are used one next to another, possibly over a limited distance, whereby a certain binary code is formed to combine and detect these marks. Thanks to this system with marks to form certain binary codes, it is also not longer necessary to use the transponders between the drive-way bed to determine the transponder position at several points of the trajectory. As to the cut-outs of the rails, used as marks, these cut-outs will be preferable be filled with synthetic material against dirts. 7- DISTANCE DETECTION SYSTEM BETWEEN EACH TRANSPORTER:

- The determination of the position between each transporter is important for the adaptation of the driving speed, as well as to connect the transporters on limited distance with each other, whereby like a sort of electronic controlled chain of several transporters can be created. The position determination of the transporter over the trajectory is determined by each transporter individually, seen that the transporter at any moment can determine its exact position over the trajectory within centimeters accuracy by the previous explained systems. These position data of each transporter can be sending by means of a transmitter at the backside of each transporter to the other transporters over the trajectory, whereby the following transporter can receive this position data by means of a receiver, installed at the front side of the transporter. Also, this position data are be transmitting to the several mast by using a GSM-system or other means whereby this masts having the possibility to transmit this position data or information over longer distances to for instance the station or traffic control center, also each transporter can receive this data by the way of a GSM device. These signals can also be transmitted by inductive way via the metal rails or guides. Beside the transmitting of the actual position of the transporter over the trajectory, also the transporter code or identification is transmitted, as well as the actual driving speed, the provided halting places, the present free seats, the transporter length, also the amount of transporters into the chain that are electronically connected to each other and all other additional information. At the moment that a transporter approaches another transporter, this transporter will know the exact position of the other transporter, whereby if necessary, the driving speed will be adapted automatically. Seen that the transporters every time know each other's position over the complete trajectory, the possibility is provided to view all transporter positions at monitor or projector, whereby each transporter movement over the trajectory, with the additional relevant information can be informed to the engine driver. With the formation of an electronic controlled transporter chain, it is meant that the distance between each transporter becomes so small, that this can be seen as one transporter unit. Seen that each transporter in the chain is provided of a separate sending system that can transmit signals to for instance electronic transponders, the possibility is given that in this circumstances the transmitted signal of the first transporter of the chain will let adapt all other transporter signals to this first main transporter. At the moment that the distance between a certain transporter becomes larger, it will be switched over automatically to the individual specific transporter codes.

- Beside the receiving of the many transporter position data by the means of receivers, for this purpose provided, for instance at the front side of each transporter, an extra individual distance measurement system is provided in each transporter, whereby in function to the time interval between the transmitting and receiving of a signal impulse in between each transporter, the distance is measured, in function to the knowing transmitting velocity of the signal through the environmental air. Several signal transmitting systems can be applied in function to the distance that the signal has to travel. If distance measurements over short distances need to be made in the direct surrounding of the next transporter, ultrasonic means can be applied or for larger distances can radar systems, lasers, infrared transmitting signals etc. are used. To avoid that the reflected code signal could be from the reflection of other objects or vehicles that could move themselves parallel with the driving-way, at the moment that a transporter is receiving a certain code signal, it put an extra answer code signal together with each received code signal from other transporters, whereby each transporter can determine that the reflected signal is returned by a certain transporter and so not by a strange object or vehicle. Seen that the transporter code signals a certain time needing to processed by means of an electronic device of the transporter receiver to transmitting back to the transporter that sent this code signal, a certain interval will be created. Seen that the processing time can be determined exactly previously, this fixed time will be taken into account for the calculation of the transmitting time of the returned signal.

- As to the close approaching of transporters for the forming of a group or chain of transporters that are guided or not by a main transporter, short distance detection systems are used to detect the distance between each transporter. For this purpose, for instance, ultrasonic detectors are used, but also camera systems are useable for this transporter distance detection, whereby the detection of a certain recognizable mark at the backside of the transporter, or the backside surface or area of the following transporter itself is controlled by means of the digital camera system. In function to this surface area detection or marks, in uni-directional direction, for instance to detect the width or height of the previous transporter, it is possible to calculate the distance to this transporter, seen also that the real measurements of the transporter dimensions or surfaces or marks are known and so in function to the detected proportions it is possible to determine the real distances. To avoid faulty detections, the visual recognizable surface or mark at the back side of the transporter is replaced by means of a light giving indication point, whereby for instance two signal points at a certain distance beside each other are installed to generate pulsing signals, for instance infrared signals, that can be detected by means of the camera system to calculate the distance between the transponder in front in relation with the distance detection between both signal points at the backside of the next transporter. Each transporter will also be provided of a specific code signal, whereby also will be avoided that the signal coming for other transporters will influence the measurement. Instead of applying another coding of the signals per transporter, also a determination of the different signals can be made by the variation of the frequency of the signals. These light signal systems can also be used for the transmitting of other useable information or data. By the application of this type of distance detection system, in particular an additional distance control is carried out beside the other mentioned systems, as the detection of the rail detection systems by with this data can be transmitted and received between each transporter and beside the other useable described systems.

By surpassing a certain tolerance between the different applicable distance detection systems, a warning signal will be transmitted to the engine driver, whereby an intervention can be execute. At the moment that the transporter approaches the transporter in front till a minimum distance, the driving speed will be automatically adjusted and will make on a certain moment a physical contact with this transporter in front by means of a shock absorber or pusher. The shock absorbing device or pusher is provided of a displacement transducer for the detection of the displacement of this absorbing device or pusher. Also, a load sensor is provided in the contact surface of the pusher or absorber device, whereby in function to a certain load or the surpassing of the maximum pusher or shock absorber device displacement possibilities, these load values are sent to the driving control system of the transporter to adapt the driving supply of the transporter. In function to this control device, it can be obtained that each transporter is put in contact with each other transporter on a high accurate way or with a minimum distance in between each transporter. Beside the aspect of the distance detection, the transporters in the chain send also signals to each other about detectible irregularities of the transporter mechanism, the amount of passengers, the demanded halting signals of the passengers per transporter to get in a next station, etc. Also the master transporter can by stopping or passing of the stationing place for transporters, send a signal to one or more transporters of the chain, so, that these transporters individually or guided from outside of a control center of the station, can take a next switching device or junction in the direction of a halting place, whereby the master transporter will continue the trajectory with the remaining transporters of the chain and the outranged transporters will, in function to the position signals as to the stand-still waiting transporters in the shunting station, also by means of the provided transponder positioning systems, automatically stop at a pre-programmed distance of the last stand-still transporter in the row, or on the height of a transponder point or other marking points, in case that there are no other transporters at the height of the shunting station, or to stop in function to the pre-programmed data of the transporter driving control system, whereby the transporter can knows precisely by the way of its navigation system where he needs to stop if no other transporters are present at this certain halting or shunting station. If the main transporter is in the surrounding of a shunting station and want to let join other transporters to form a larger chain, the engine driver will send a signal to the shunting place, whereby one or more transporters will automatically connect to the chain. The moving transporter chain doesn't need to stop, but only need to follow the trajectory on a lower driving speed, so that the empty transporter haves the possibility to run automatically into the direction of the chain to make a connection within a certain time.

8 ■ DETECTION OF STRANGE OBJECT ON THE TRANSPORTER TRAJECTORY:

- By the detection of strange objects, several objects are meant, whereby they can cause a collision with the transporter such as animals, peoples, rocks, oil pollution, ore vehicles or cars that don't make the level crossings free in time, etc.

Seen that for a engine driver it is not always easy to detect quickly a strange object, more in particular in the dark or by mist, snow, rain, etc., it is useful to foresee a system whereby a support of the human eye is obtained, whereby in case of a certain detection of a strange object on the drive-way is detected, a signal is transmitted to the engine driver, so that the engine driver can take the necessary decisions, for instance to let automatically adapt the driving speed of the transporter in function to the approaching of the object, unless the engine driver decides to consider this object detection as harmless, whereby for instance the given signal of automatically braking or stopping of the transporter can be interrupted. - A first detection possibility exists in the use of a digital camera, whereby the image of the drive-way or bed is processed digitally by means of a computer system about the detection or not of strange objects. During the ride in a darker environment, or by mist, a digital camera is used whereby also infra-red images can be detected. The trajectory will by the use of an infrared camera be lighted preferably by infrared beams or lights. Seen that the transporter by its computer system possesses all data as to the location of the drive-way trajectory, the place and specifications of the followed hills, bends, level crossings, switching devices, etc., so it is for the computer system of the transporter possible to generate a virtual image of the complete drive-way trajectory, in function or not of the previous taken images during the previous transporter run under the same circumstances as to the environment influences, light strength, etc. and stored in the electronic memory of the detection system whereby a comparison can be made as to the actual images during a transporter run. These new images can also be used for the updating of the image files in the electronic memory. The digital camera image in the electronic memory of the detection system will as such be compared with the real image at that moment, whereby movements of strange objects as to the virtual 3D traced surroundings, for instance the drive-way width in which strange objects are to be detected, will be compared. In the first place are in particular movements of an object be controlled, or a color difference as to the normal image of the drive-way trajectory. To obtain a stable digital detection of the images, the camera system is provided of a gyroscopic suspension. This suspension allows the camera to create a reference level, being the horizon, whereby as to this reference level a certain angle adjustment can be performed. In function to the known drive-way geometry, stored in the electronic memory of the detection system, over each point of the drive-way trajectory, a certain adjustment of the camera angle or inclination as to the reference level can be made. Hereby the camera will be able to control the drive-way or bed always at the same distance as to the transporter. For instance, in the case there is no inclination or angle adjustment system provided, by driving for instance on a horizontal drive-way, by reaching the foot of a hill, the camera system can only take an image view of the lower parts of the hill, whereby the controlled distance will become too close, which means, that in case a strange object is detected, the transporter will not be able to stand still in time. In the other case, by taking a hill from the top of a mountain, the camera must incline more downwards to control the drive-way or bed. Also, in function to the known bends geometry, the camera is following an adapted movement to the left or to the right direction, whereby the camera image will be able to view the bend over a certain distance. Also several cameras can be used, being for instance a camera for the detection of objects over short, middle long or longer distances. In function to the brake distance of the transporter, adapted in accordance with the driving speed of the moment and the drive-way circumstances, the drive-way area to be controlled will be adapted, so that it will be avoided, that the camera is need to process unnecessary information of images on a too large a distance, whereby the sharpness or detection accuracy could decrease.

The detection system for the detection of strange objects is in the first place based on the detection of a color difference as to a known back ground color, being in general the drive-way track in grey concrete or provided of a surface layer. Seen that an object in general shows a color difference as to the drive-way on which the transporter moves, it is also possible hereby to distinguish a strange object as to its environment. The level in which a color can differ from the color of the drive-way surface, can be programmed and is adjusted in function to the environment light or drive-way circumstances, for instance by rain, mist, snow, etc. Besides the color detection, also a minimum programmed surface area proportion must be detected. To be able to make a reliable detectible distinction, a certain color difference is only recognizable as being a deviation to be a possible strange object, if this deviation is situated within a certain larger field or area with the same light delivery whereby certain adjusted light strength margins are used. A darker shadow spot or area is so not seen as being a possible strange object, if this shadow spot is detected with a minimum light strength within an area with a higher light strength. Also this darker spot is having for instance the same color and this color are also corresponding with the area with the higher light strength and also, for instance, comparing to the programmed color. To increase the detection possibilities of strange objects as to a background color, as well to increase the contrast possibilities, in particular if a strange object has almost the same color as to the background, it is possible to foresee the background surface with for instance one or more strips laying one next each other, with a certain contrasting color over the length of the drive-way or bed trajectory. At the moment that a strange object with a minimum width covers completely or partly two or more color strips of the track and hereby makes a contrast as to this color strips, the strange object will remain detectible as to the strongest contrasting background color strip of the drive-way. Instead of the providing of one or more colored strips next to each other over the length of the drive-way, also other formed and more detectible background colors can be placed, for instance to use geometrical forms, such as stripes, dots, squares, being for instance a fence, etc., that can be recognized within a certain distance by means of the digital camera system. Also by the application of one same color, but with several reflection effects or glowing values, an increase of the detection contrast can be obtained. A strange object can also not only by means of color difference be detected, but also or even only by the difference as to the detectible background surface structure. An additional improvement of the detection possibilities is obtained by providing of a certain relief or indentations or cut-outs in the drive-way surface, whereby in particular in case of heavy rainfall a strong reflection of the surface will be avoided and the contrast possibilities are secured. These surface characteristics can also be compared with some existing roads with ordinary water bound surface kinds that are used on high way roads. As to the working principle of the detection of colors and light brightness by means of a digital camera or light-sensitive cells, it needs to be understood, that the receiving light signals are always be split in three main colors, being green, blue and red. This means that the received image is received three times. At each point of the image is controlling how much light strength is detected for each of the three colors and the calculated comparison will correspond with the color of the object. A color difference is so determined in function to these proportions in signal strength as to the three main colors on each point or pixel of the image. Furthermore, the total signal strength of the three colors together is measured, that stands for the light strength of the detected surface. By changing the signal strength, by a same color, the relation between the three colors will remain always respected. The surface determination of a strange object, as well as the distance of this object to the transporter is calculated in function to the detectible width of the complete drive-track or bed where this strange object is be situated, seen that the width of the driveway or bed has a fixed value, whereby by a simple calculation of the proportion, expressed in pixels of the digital camera, will determine automatically the distance and surface measurements of the strange object. The trajectory is sub-divided in drive-parts with a certain length, whereby at each part an inclination angle and height are attached upon as to the basic level, for instance the sea level and programmed into the computer system of the transporter. It is also possible to program an average color for every part of a trajectory with a certain length to have a reference color for every detection place. In function to the detectible size of the object, the known position, for instance a vehicle at a level crossing, can be determined if this strange object can be considered as harmless, for instance when it seems that the distance is sufficient far-away and so a driving speed adaptation is not necessary, but will, in case that the level crossing is closed, and a vehicle remains at the level crossing after that the gate is closed, from that moment on, an alarm signal will be sent to the control system of the transporter, whereby automatically the driving speed will be adapted in function to the distance to the object, being for instance the vehicle on the level crossing for this instance.

To avoid that the camera would be soiled by the atmospherical influences, as rain, dust, etc., the camera is provided of a movable or rotating front, for instance made in glass. A distinction is made by the system whereby a rotating transparent cylinder is used, whereby a high rotation velocity is created, whereby rain and dust have no possibility to stick on for instance the glasses or poly-carbonate fronts with a diamond coated surface by the centrifugal forces. Beside, a lower rotation or moving of the front camera or window can be choosing, whereby outside the detection field of the camera, a fixed wiper is installed, wet or not by means of cleaning liquids, whereby the camera front will always be kept clean without any interruption in the detection field of the moving wiper.

If the transporter also is provided with a radar system, a focused beam is sending in the direction of the center of the detection place or 'color spot' that is seen as a possible strange object, whereby also additional a distance measurement between this spot and the transporter is provided in function of the time interval between sending and receiving of the radar pulse. Also a determination can be provided between certain detected objects, for instance metal objects or animals, as a result of the difference into reflection between this object, whereby an animal will absorb more radar radiations than metal objects. Beside the application of infrared or daylight sensitive digital cameras, also it is provided in the possibility to use a heat detection by means of a detection system whereby in general a pyro-electric element is used whereby by the focusing of the lens systems on the detectible object or color spot, a determination of the infrared radiation is measured and so it can be determined of the strange object emits a certain heat or not, for instance in the case by animals or vehicles with a source of heat, being for instance the driving motor. In function to this additional information, a more watchful alarm-signal can be created, also in function to the size of the detectible strange object. Seen that the complete trajectory is known as to the actual transporter position on the drive-way trajectory, each camera system, infrared, day light sensitive, pyro-electrical or other system, will be positioned in function to the programmed known position of the drive-way trajectory, whereby an automatic focusing is possible of the control area of the drive-way. Also it is provided in the possibility, in function to the detection of a strange object, to use an extra automatically aimed light by means of beams of the transporter on the strange object, a higher reliability of the detection is realized. Also the additional detection means are aimed automatically on these detectible places. As to the detection of the drive-way or bed surface over a certain length and width, the detection area can be cut-out of the total camera image in function to the known coordinates as to each point over the drive-way trajectory. This cut-out is electronically by digital way, whereby only the aimed drive-way bed trajectory, where strange objects can exist, will be controlled. Hereby a faster digital processing of the image data will be obtained, instead of processing the total image of the complete camera detection area. The digital processing time can also be increased, by limiting the amount of images per second in function to the detection distance of the control area as to the camera. Seen that vibrations or certain transporter movements can cause in certain displacements or toleration of the provided drive-way image with the real image, each detectible image is temporary stored in a digital camera system and immediately a digital adjustment is executed as to the drive-way width and / or by means of a sensor attached on the camera systems to measure each vibration, whereby each image several times per second will generate a stabile image after this correction. Also, it is possible that certain places of the trajectory cannot be controlled in time, for instance after a bend whereby between houses and similar the view over a certain length of the trajectory is disturbed. Hereby there is the possibility to install the same detection systems on such critical places along the drive-trajectory, whereby in case of detection of a strange object or movement, this signal will be transmitted to the transporters in the area, whereby they have at that moment the possibility to approach this detected point with a reduced driving speed. Also simple and more economical detection systems can be used, like for instance infra-red detectors or spools can be installed at the height of the level crossings or dangerous points to detect the present of bigger objects or cars at the moment that the level crossing is closed for the crossing stream of traffic to increase the traffic safety. This extra detection system will transmit the detected signals to the transporters in the area and also a red stop sign will be activated at a certain distance before a level crossing. Also a camera can be provided in this area of the level crossing to transmit images to the transporter engine driver about irregularities. - Besides the detection of irregularities by means of the camera system, also displacement detections or noise or chock registrations of the transporter wheel suspension can be provided, whereby each unevenness in the driveway surface is transmitted and stored by the computer control system of the transporter, whereby in the case a certain suspension displacement value is passed, for instance by passing a certain tree branch or other objects or damages of the bed surface, in function of this information about this irregularities and positions, a warning signal will be sent to all transporters over the trajectory, so that all transporters will be informed in time of these irregularities. Also these data will be transmitted to a central computer system, whereby if on the same place more transporters detect the same irregularity, an intervention team will be sent to this place in particular. This intervention can be preceded by an automatic procedure, being a signal for the demand of intervention will be sent to the following transporters on the trajectory as to the seen places, whereby the engine drivers, by passing this spotted places, can send a confirmation to send or not of an intervention team to this spotted place, as well as the grade of urgency of this intervention. During the time previous to the intervention, the control center will send a signal to several transporters about the referred place, with the permitted maximum driving speed, or a stopping signal on the place where the intervention is made. It is to be mentioned that the control center normally seen will not determine some specific transporters to transmit this alarm signal about irregularities of the bed surface, but will send this signal in principal over a certain area or country, whereby the transporter automatically will detect and process the information relevant for them about irregularities that occur over the trajectory that they follow.

9 - EXTERNAL TRANSPORTER GUIDING SYSTEM:

As explained in the introduction of the description, the possibilities are provided to let drive the transporters into a certain station, in particular in large stations whereby more destinations are provided, to drive at independent way this transporters over a hardened surface to drive in the direction of the halting place of the transporter. This to reduce the investment costs as to the infrastructure and the decrease the surface needed for the implantation for such a station on a certain place, comparable with a plane that after landing, can moves over a concrete airfield to stop at the height of a halting place for passengers. This system is able to make an important investment savage at the height of stations qua infrastructure investments as well as to reduce the total field surface. Seen that the transporter is equipped with rubber wheels, with the exception for the transporters that are equipped with flange wheels, as described under wheel guiding systems with displaceable switching devices, next systems are applied, being :

1. A system whereby the transporters from the moment they leave the drive-way guiding, will switch over to an optical system or an inductive system whereby by electro-magnetical way certain codes can be detect to follow the right marking strip, or magnetical or other detection marking strips, possibly trough metal strips or points integrated in a flat surface or road in the direction of the halting place of the station.

2. A system that provides in the possibility to apply minimum three sending masts or transponders, installed round the area in which the transporter is moving towards the halting places, whereby from the moment that the transporter leaves the drive-way guiding, a virtual pre-programmed trajectory is followed towards a certain halting place. These trajectories are previously mapped out, so that for each trajectory a certain name or code can be given. At the moment that the transporter receives a certain trajectory code from the station, this transporter is be able, in function to the distance determination as to the provided sending transponders, to follow this preprogrammed trajectory as to the known coordinates of this trajectory code. The drive position information, driving speed and length of each transporter within this trajectory are also transmitted by the way of the transporter to the computer system of the station, whereby this control system of the station can control automatically each transporter position and also determine of each transporter respect a sufficient distance between each other.

If this is not so, an automatic transmitting halting signal or driving speed adaptation signal will be sent to one or more transporters. Also, the transporter position information can be transmitted by way of the transporter itself to the other transporters on the terrain, whereby by drops out of the central control system of the station, the transporters can control each mutually their drive positions, and whereby for instance the priority rule of right can be applied, if two transporters pass each other to close.

As to the determination of the transporter positions, at least 3 sending masts are provided on the terrain, also by preference, for practical reasons, always 4 sending masts will be placed in each corner of the terrain. On top of each transporter a receiver is installed, whereby this transporter over each point of the field can receive always without any disturbance signals of other transporters. Also it is paid attention to the fact that the sending points of each mast are located higher than the receiving system of the transporter. As to the position determination of the transporter as to the transponders, optical systems can also be used, whereby each sending mast for instance will transmit a coded infra-red light signal or radio signal as to its own position over the terrain or a identification code is referred to the known send mast position, and whereby each transporter by means of a rotating receiver or mirror or dish that is able to scan the terrain over 360°, whereby each signal of each mast can be received, also the angular position and the code about the position of the masts over the terrain. As to these data, it is easily by triangulation methods to determine automatically the transporter position at each moment over every point of the terrain. The sending masts are also provided with receivers, or with separately mounted receivers, whereby the transporters at their turn can transmit their position details and all obtained relevant data to these masts. Thanks the rotation of the receiving device of the transporter, also a position determination of the received signals up against every mast can be calculated in function of the signal strength measurement during the rotation of the transponder receiver. In principal, instead of the rotation of a receiver, also a serial of receivers over the full surface contour of this receiver can be placed, whereby each receiver as to a central placed transmitter within the detection system is calibrated, whereby each receiver can guarantee the same detection sensitivity. The position control of the transporter up against these masts is obtained by not only determining the angle of the receiver as to the different masts, but also by measuring the distance to each mast. The distance as to each mast is hereby determined by the measurement of the signal strength of each received signal whereby by comparing the various received signals of the several sending masts, whereby also by their codes sending signals their position are be transmitted, also the position determination can be calculated as to these masts. Seen that the received sending signal does not decrease linearly with the distance as to the mast, a certain gauged calculation formula is used in function to the measured position data over the complete terrain. The calculation formula are also be transmitted to each transporter. Seen that in the given placing, it is important that each sending mast emits an equal strong signal, at a central place, for instance in the center of the terrain, a fixed receiver is installed, whereby this receiver at each moment will measure the signal of each mast, and whereby with the slightest deviation of the signal strength, this receiver will send a correction signal to a certain sending mast, so that these sending signals will be calibrated automatically. A next position determination of the transporters as to the masts is obtained by the masts that let send a same signal similar to the one of the satellites as the GSP-navigation system. The masts will so locally make possible a high accuracy of the position determination without the need to use another system. It need also be mentioned that several systems can be combined with regards to make a more reliable system. The named position systems for the transporter position over an terrain at the height of a station can also be applied for the transporter position determination over the complete drive-way trajectory and visa- versa.

10 - REGULA TION SYSTEM OF DRIVING WHEEL LOAD :

In function to the surface condition of the drive-way, it is advisable in certain circumstances to increase the load of the wheels, to prevent slipping by accelerations or by braking actions to shorten the braking distance. To reduce under normal driving circumstances the average energy consumption, it is also possible to reduce the rolling resistance of the transporter as to the drive-way surface with a lower average energy consumption as a result by means of the decrease of the wheel load as to the drive-way surface. To be able to realize this, a new system of spoilers is provided, whereby at the backside of the transporter a traditional spoiler is provided with a wing like geometry, with this difference, that the angular direction of the spoiler can be controlled electronically, whereby in a certain spoiler stand result in an air pressure against the spoiler surface to result in a downwards load or a load decreasing is caused on the wheels, similar as the working of the wing of an airplane. By slowing down of the transporter it is also possible to direct the spoiler vertically, whereby faster decelerations will be caused, if it is necessary to decelerate as quickly as possible. This extra brake system will not be used under normal circumstances, as the braking energy of the motors during the deceleration in general is transformed into electricity and transmitted back to the grid, or a part of this braking energy, or all of it, can be transformed temporal in kinetic energy or for the loading of the batteries or condensers, or can be transferred in hydrogen by fuel cells or pressed air and similar. These named systems can also be used for the independent driving of the transporter over short distances.

As to the driving wheel load regulation at the front side of the transporter, it is mentioned, if we look at the side- view, that from the spits beginning point of the transporter front runs a sloping surface to the upper side of the transporter and a sloping surface to the lower side of the transporter.

If the starting point should be precisely in the middle of the total height of the transporter, this should mean that the air pressure at the upper side at this sloping surface and the thereby going downwards load are precisely the same in comparison with the up going load at the lower part of the transporter, whereby both components compensate each other.

To obtain that the driving wheel load can be regulated at the front side of the transporter, also in positive as negative sense, the upper surface and the surface at the lower part, that are separated by the spits beginning- point of the transporter, are provided with one or more panels that by means of a remote control can be opened automatically partly or completely.

In function to the opening grade of these provided panels, a part of the air pressure from the transporter-panel- surfaces will results in a certain load against this panel, and the other part of the air pressure go through these panel opening in horizontal sense by an air-escape channel out of the side line of the transporter. By the single opening of the under or upper panel, it will result in a higher or a lower wheel load. To increase the load regulation possibilities within a same system, the air-escape-channel is provided within the transporter channel of a sloping surface in the opposite direction. Hereby, the air pressure through this channel will create an additional force at one side of this channel surface, whereby an extra wheel load is created by opening the upper transporter panel and visa-versa about by the opening of the lower panel. This system of extra load regulation can also be obtained by means of an angel position alteration of the panel " or valve named" itself, whereby with an opposite position of the panel position, the air pressure will receive against this panel or valve in the opposite direction. Besides the usually wheel load increasing by, for instance, deceleration or accelerating actions of the transporter, this load increasing or decreasing will also electronically be controlled in function of the detectible wheel slip. This wheel slipping is controlled by electronic registration of the real transporter displacements in comparison with the wheel- contour-speed of each transporter driving wheel. To control the time whereby the transporter goes from one marking point of for instance a rail till the next marking point, is registered, whereby the distance between each mark is known to calculate the driving speed, whereby this driving speed is compared with the velocity of the contour-speed of the driving wheels of the transporter, whereby by surpassing a certain slipping value, the driving wheel load will be increased. Also, in function to these measurements, a power adjustment will be applied on the driving wheels, if it seems that by a maximum wheel load a certain slipping value is surpassed. In between two marking points, the real transporter speed can also be calculated by applying acceleration meters, whereby a mass will register a certain load alteration against a pressure sensor during accelerations or decelerations. Also it is possible to compare the driving wheel-contour-speed as to the non-driven wheels, for instance the guiding wheels for the direction device or wheel guiding of the transporter. Also GSP-navigation systems can provide a drive speed measurement, or along the drive-way trajectory can sending masts be placed with a known distance, whereby the transporter speed is derived in function to the automatic distance determination of the transporter as to these sending points, as applied for the driving of transporters over a station terrain or halting place without drive-way guiding or during the trajectory, as previously described. The most simple slipping measurement can be obtained by a simple comparison with the wheel contour speed between the driven wheels and for instance the guiding wheels that are not driven.

ADVANTAGE OF THE INVENTION :

-By using several small transporter units, whereby in function to the passenger stream more transporter units can form a chain, it is obtained at each moment of the day, for instance each 10 minutes, a transporter can stop on a cost-effective way on more places over a certain trajectory without that the provided level-crossing need to be closed frequently, also thanks the computer-guided traffic-control-system. Hereby also a larger occupation grade per transporter is guaranteed, as well as the fact that each passenger with a minimum of additional displacements can reach a closely located station or halting place, whereby the energy consumption per passenger and per traveled km over the total trajectory is minimized.

- By using an electronic payment system, a fluent stream and organization of the transport streams can be made possible, seen that all available data as to the destination places of each passenger, also the waiting passengers in the station can be known by the payment system, whereby also previously the organization of the arriving passengers in the final station can be organized for the stepping over to the local transport systems to a certain final destination, or certain transporters can move over a for this purpose provided drive-way strip preferably between or next to the usual road traffic to a next halting place.

- By using small independent driving transporter units, whereby rubber driving wheels are used, not only the comfort of the passengers is increased, but in particular the infrastructure costs will be saved, seen the point load per wheel is reduced and bridges or hills with a higher level grade can be used. Hereby, it is possible to integrate this new transporter infrastructure next to the existing highways, whereby for instance along each highway the transporters can follow parallel with this traffic streams, whereby for instance at the height of exits, extra halting places can be provided, whereby one can switch to other transport possibilities.

- By the electronic guiding of the transporters at the height of the halting places or stations, an important saving is becomes about switching device infrastructure, seen that at the height of these places only a flat terrain surface is needed, and also a reduction of the total station area is obtained.

- By using fixed switching devices, or wireless and autonomous replaceable rail switching devices, an independent transport system is created, whereby each transporter without the intervention of a central control switch center can follow a certain trajectory, whereby also defects or irregularities by snow and ice forming can be avoided on fixed switching devices.

- By the detection of each transporter over a certain trajectory with an accuracy of centimeters, it is now possible to obtain a specially high occupation grade on a certain trajectory, also thanks to the faster deceleration possibilities of the transporter.

- By using a temperature regulation of the drive-way surface, it becomes now possible to ensure at the most save way the transporter drive movements under any weather circumstances.

- By using an electronic detection system to detect strange objects over the drive-way trajectory, each inattention of the engine driver will be reduced to the minimum and thanks to the fast deceleration possibilities of the transporter a possible collision can be avoided to the maximum.

- As to the transport of goods, a faster and more flexible solution are offered whereby the goods by adapted containers can be replaced quicky by the new transport system, also thanks to the new provided data transmitting system, whereby the goods will reach the final destination faster without any traffic jams and whereby the road burdening and so the maintenance costs will be limited.

- By integrating of the transport of goods by the drive-way, it is possible to transport these containers out of the rush hours of the passenger transport, whereby the engine drivers, that during the rush hours take care of the passenger transport, are available on a cost-effective way of the transport of the goods, and so without any extra infrastructure costs, a higher cost-efficiency of the total investments can be obtained.

- By applying transporters with a limited capacity, it is possible to produce the transporters in mass production, comparable with the production of cars, whereby the cost price will decrease.

DRAWINGS:

GENERAL REMARK : The given images present a clear picture view of the working principle of the different transmission elements and how these elements are work together. To be able to view the given working elements as clear as possible, all additional constructive elements, that are necessary for the receiving of certain working forces, the bearing of certain axis, or all additional elements are be omitted that are not directly part of the presentation of the construction elements of this patent.

FIGURE 1 : containing part drawings 1a and 1 b.

Fig. 1a : Hereby a transporter solution is presented with indirect wheel guiding whereby the guiding wheels 4 are in connection with the rails 5,6 and 8 (see also fig. 1b). Also shown spoiler 34, that protects the guiding system 4 against collision with strange objects. Not indicated on the drawing, is the fact that below this spoiler 34 detectors are placed that detect the distance till the rail 6 and 8, or as to the drive-way surface. By means of these spoiler detectors, automatically the distance between the spoiler and the rails are regulated by a control unit. At the moment that the transporter leaves the bed, this spoiler 34 will be retracted automatically together with the wheel guiding systems 4. The beams 28, that also can be controlled and focused in function to the previously known and programmed data as to the drive-way geometry, as well as in function to the detection of strange objects over this trajectory. These lights 28, are not only provided of visible light sources, but also of infra-red light sources, or additional lightning sources for the possible detection of strange objects on the drive-way trajectory, or for the determination of the distance in between of the transporter in front. Also it needs to be noted, that these additional lightning sources can be installed or integrated separately in for instance the radar sending- receiver unit 33 or in the shock absorber 31. The digital camera 27 is placed on the highest point of the transporter 1 as well as the transporter position system 23 that can detect the sending transponders in the surrounding over 360 grades. The load regulation as to the transporter main wheels at the front side of the transporter are regulated by the controllable panels 18 and 19, whereby the air flow trough escape channel 20 be lead at both sides of the transporter to the outside.

Fig. 1b : In figure 1b the controllable back spoiler 24 is indicated as well as pantograph 25 that by means of the linear cylinder 26 is put in the right position against the electrical aerial contact (not indicated). Further the back lights 29 are indicated, that also can be used for the distance calculation of the in between transporter distance in function to the known distance between both light points. In these back lights 29 also infra-red sending sources can be integrated, whereby a higher reliability and protection as to the surrounding influences, for instance strange light sources can be obtained. These infra-red sources can also be used for the transmitting of coded signals. These coded signals can also be carried out by transmitting ad receiving unit 30 or whereby unit 30 is provided of a transmitter by the way of radio waves for the transmitting of data to the transporter behind, or about the distance detection system. The moves of shock absorber 32, that is provided with a distance detection system for the displacements (&) by coming in contact with a next transporter for the forming of an electronic guided transporter chain. Electronic transponder 16 will by passing of transporter 1 , through receiver 17 transmit the position determination of the transporter as to the trajectory as well as to the transmitting and receiving unit 16 and 17 of all valuable data. Drive-way surface 13 and 14 are placed under the inclination ( β ) for the quick drainage of water, as well as to increase the straight line drive direction stability of the transporter 1. Hill β is reduced to 0° at the height of the switching device (see fig. 1a drive-way 9 and 10), so that the transporter 1 cannot observe any unevenness by passing at the heigh of this switching device place trough level β of the drive-way surface. Integrated into bed 2 are warming elements 15 indicated to keep the surface temperature of the drive-way surface 14 above the freezing point. FIGURE 2 : concerning : Transporter under frame with indirect wheel guiding.

Figure 2 relates to the front sides 2a, 2b, and 2c and 2d. As to the position determination of the transporter proximity sensors 60 are provided with cut-outs 58 in the rails 5 and 6 as to the position determination of the transporter over the drive-way trajectory (see for this purpose for instance fig. 2c).

The rails at the height of the cut-outs 58 are also provided of a non conductible material, (not indicated on the figure to make it possible to view cut-out form 58). In function to the disconnecting of the electrical contact between for instance one hereby provided guiding wheel 4, also at both sides as to rail 5 and 6, or by means of an extra guiding wheel or sliding contact (not indicated), that is mounted as such, so that it at the height of the interruption 58 cannot make any electrical contact with the below laying metal of these rails, whereby the cut-outs 58 not only by sensors 60, but the way of an electrical contact method can obtain an additional position detection and length determination of these cut-outs 58. Also it is important that the guiding wheels 4 with at least one guiding rail 5 or 6 stand in mechanical contact with the drive-way to following the drive-way geometry, for instance by going trough a drive-way bend. At the moment that one side of the guiding wheels 4 stands in contact with one guiding rail, this mechanical contact will also be controlled by electronically way or electrically in function to the contact that is made between these two metal guides, by at least one of the metal guiding wheels 4 and for instance metal rail 6 in fig. 2a, and is obtained, that the wheel guiding system as to rail 6 can follow the drive-way geometry for the positioning of transporter main wheels 35. At the moment cylinder 88 has obtained its maximum linear displacement possibility, and if hereby it seems that still inadequate contact with the guiding rail is made, in function to a vertical displacement of the attachment plate 48 (fig. 2b) by means of linear cylinders 36 and 37, a downwards displacement as to the guiding rail 5 and 6 together or separate will be execute. In the given stand, rail 6 will provide for the necessary contact of the electric circuit for the driving of the transporter. At the height of cut-out 58 in rail 6 as to the transporter navigation system, so always one of the guiding wheels 4 will keep contact with the metal rail surface of rail 6, or a separate guiding wheel or sliding contact is provided, possibly separately mounted as to the guiding system (not indicated). As to make a certain drive direction selection at the height of a drive-way switching device, indicated by arrow 63 (see fig. 2a), as to the center line 107 (fig. 2B) from fastening plate 48, by the way of driving cylinder 88 the metal guiding wheels 4 will make contact with rail 6 in relation to a certain chosen cylinder load. The guiding wheels 4 at the height of rail 5 (see fig. 2a) are hereby put above the highest point of rail 5 whereby a free space is created between the guiding wheels 4 and rail 5 are carried out. It needs to be noted that rail 5 and 6 at the height of a drive-way switching device are be placed on a same horizontal level at a certain distance before reaching this switching device place, whereby the displacement mechanism with the guiding wheels 4 in time in relation to a tilting movements as to the center line 107 the guiding wheels 4 made contact with rail 5 or against rail 6 in function to another chosen drive-way direction. The guiding wheels 4 together with linear cylinders 36 and 37, in connection with attachment plate 66, are as unit rotatable round central axis 92. Each turning round axis line 92 is through rods 53 and 54 passed over to gear 49 in connection with rack 46 of brace or bow 55 whereby this brace 55 will effects a linear displacement. By the displacement of brace 55, the main wheels 35 are turned in function to the chosen fixed transmission values (see also front sides fig. 2c and 2d) and calculated in function to the provided intermediate elements. The guiding wheels 4, that by linear cylinders 36 and 37 (fig. 2b) stand in connection with brace 66, will always be positioned horizontally to each other, see line (X) as to line (Y). To be able to obtain this, the linear cylinders 36 and 37 are provided of electronic displacement receivers (not viewed), whereby by the means of an electronic control unit fastening plate 48 is always be kept automatically in horizontal stand by enlargement or decreasing of the distance X as to Y, or by a lateral displacement of guiding wheels 4 as to main wheels 35, see for this purpose fig. 2d, measurements A as to B. This horizontal stand is important to avoid that at the height of a drive-way switching device all guiding wheels 4 against both rails 5 and 6 should come in contact with each other. Under influence of slipping, it is possible that the main wheels 35 as to the guiding wheels 4 making a certain lateral displacement as to the middle line of the driveway trajectory (see fig. 2d measurements X to Y). By an indirect wheel guiding, a minimum deviation is permitted of center line 92 (fig 2b) as to the center line of the drive-way bed 2, being the middle between rails 5 and 6. By a course deviation, also a provided control mechanism will automatically adjust the wheels 35 in the opposite direction, whereby the transporter will be put again in the center of the drive-way. In fig. 2d it is hereby indicated which displacements are performed, this to obtain an automatic compensating direction of the wheel direction device by means of the provided transmission mechanism. The wide arrows 38, 40, 41 , 45 and 51 indicate the direction movements in relation to a turning of the guiding wheels 4 according to a certain drive-way geometry to carry out of a normal bend description according to arrow 63 of fig. 2a. The small arrows 39, 42, 52 and 47 of fig. 2c at the contrary, indicate the adjustment that are carried out at the moment that the distance A of fig. 2d becomes larger than the distance B in between the main wheels 35. By making a normal turning movement in relation to the drive-way geometry, see also fig. 2b, the guiding wheels 4 will effects a turning movement as to the axis line 92 according to the arrow direction 38. This angular rotation is by rod 53 passed over by gear 49 to rack 46 of brace 55 that in the direction 40 will make a certain displacement on the main wheels 35. By a lateral alteration of the main wheels 35 as to the drive-way center, the measurement A and B will not longer be identical. If A becomes larger than B, under influence of these lateral movement, a angular rotation will occur as to arrow direction 39 as to the center axis line 92, see fig. 2b, whereby by gear 49 and rack 46 and brace 55 in the direction of arrow 42 the main wheels 35 will make a certain adjustment displacement. At the moment that the axis line 92, see fig. 2d, again is put in the drive-way middle line, also rods 53 and 54, see figure 2b, will be put at the same parallel line as to this drive-way middle line and transporter underframe, whereby the compensated turning movement is reduced till nought. Now it is, that in case of a temperature variation of rails 5 and 6, hereby a certain geometrical deformation of the rails can occur, whereby the local distance in between the rails can vary. For this purpose, the guiding wheels 4 are provided as to each other of a linear movable or slidable wheel axis as to at least one wheel side (not indicated), whereby this variation can be adjusted. Beside the rail in between distance variation, it is also possible that a certain variation of the rail position as to the center line of the drive-way bed 2 can occur. To avoid that minimal variations within certain fixed pre-determined values each time are followed by the here above already described mechanical compensation device, an electrical motor 44 is provided whereby an additional electronic adjustment of the main wheel positions 35 is obtained. By the means of an electronic control system, also in relation to the known drive-way geometry, programmed in the computer system of the control system, the transporter position will be compared with the position as to the drive-way trajectory, whereby certain sinusoidal direction alterations, as a result of the rail deviations or not, by the way of motor 44 through brace 55, an automatic compensation adjustment will be carried out within the determined course limits. Seen that the motor during the adjustment of the drive direction a certain load is carried out in the opposite direction as to the mechanical transporter positioning system, a flexible mechanical coupling is used to gives the correction adjustment system the possibility to make certain angular displacements in relation to the course limitations of these flexible coupling. The electrical motor 44 is also applied for the correction of the main wheel positions when there exists a lateral slipping, whereby that transporter is put more quickly and precisely again in the middle of the drive-way bed. (see fig. 2d measurement A and B). By a too large deviation of the transporter as to the center line, in function to the surpassing of certain values, the loads execute by cylinders 36 and 37, see fig. 2b, maximized or increased gradually, whereby a more rigid connection is obtained between the guiding wheels as to the rails 5 and 6. Hereby, a maximizing of the resistance against derailment forces is performed by the guiding rails 5, 6, 7 as a result of a lateral slipping. As to the transfer of the wheel positions of the first transporter axis, by the means of a shaft, the same movements are transmitted to the second or more wheel axles. Hereby the linear movement 40 will deliver the movement 41 (see fig. 2d). Also a light adapted transmission proportion is provided to the second wheel axle, this to be able to take into account the distance relation between the first and second wheel axle as to the transporter under frame at the backside of the transporter can be calculated, whereby a slightly slipping of the second wheel axle as to the first axle is avoided by taken bends. When the transporter drives at the end of a switching device, all guiding wheels 4 will put into contact with rails 5 and 7, see fig. 2a, as the fact that in the given situation the rail 7 is placed in a higher horizontal level. Fig. 2a shows also the presence of the integrated heating tubes or cooling tubes 15 for the temperature regulation of the drive-way surface 11 and 12. Moreover it needs to be mentioned, that also the metal guiding rails 5, 6 and 7 can be provided of temperature regulation devices by sending a temperature controlled liquid by the channel through the rails, or by the drive-way bed in the direct area of these rails (not indicated in drawing), whereby a deviation of the rail way geometry in function to the temperature variations is avoided at a maximum. If on certain places the guiding rails 5, 6 and 7 are not mounted, by an electronic transporter position determination or navigation system, by control motor 44, the wheel direction will be taken over completely. Motor 44 is for instance a servomotor, or a hydraulic motor or any other by electronic way controllable motor. At fig. 2a, 2c and 2d a driving shaft 50 is indicated through which the driving power is transferred to the transporter main wheels 35. FIGURE 3 : Fig. 3a. shows a side view of a transporter with two containers and container crane 70. In the given example, the transporter is positioned as to the halting place by an electronic transponder 74, so that container crane 70 can know precisely the transporter position and containers for the lifting up or placing of the containers. The spaces in between 76 of the rail guiding are put on a maximum height, whereby the level difference as to the environment level 75 becomes minimum values, whereby the wheels 73 of the crane 70 can drive over the rail guiding. The guiding rail will be integrated in principle by a small groove in the surface 75. The containers are provided in the center of a transmitting unit 71, that can transmit all usable data to the receiver that is integrated in the lift-bridge 77 of container crane 70. See transmission device position as to shown by the arrows 72. The received container data as to receiver 23 are be transmit towards the engine driver or driving control device, about for instance the data of the final destination of the containers, the nature of the transported goods, etc.. By the way of this receiver, the possibility is provided to integrate a transmitter into this receiver, to send certain data to the receiver of the crane 70 and visa-versa. Also it is provided that this information is transmitted by the mark 74 at the under site of the transporter. The central placed containers transmitters 71 are also used for the position determination of the container crane for the lifting up of the concerning containers, fig. 3b gives a view as to the automatic locking device as to the containers whereby a linear displacement of a clamping block is used.

FIGURE 4 : Figure 4 concerns an indirect wheel guiding system by a fix central groove in the drive-way bed whereby the guiding borders 95 are provided under a certain angle. The guiding wheels 80 are put into contact against the guiding borders 95 according to arrow direction 82 by a linear central displacement of driving cylinder 64. In relation to a bend description as to direction 84, the guiding wheels 80 will make a proportional turning movement 83 as to the central cylinder 82. The distance in between the guiding wheels 80 is chosen in relation to the width and distance in between the cut-outs or grooves 89 whereby is provided that always three guiding wheels 80 stand in contact with the guiding surfaces 95. The turning movement 83 is passed by the provided gear and axle 93 to brace 55, see fig. 4b, whereby a related displacement 96 is obtained about the changing of the wheel position of the main wheels 35 (see arrow 51 fig. 4a). At the moment that the main wheels 35 pass the cutouts 89, the shock absorption system 67 is temporary disconnected or locked, whereby a shock-free crossing over the cut-outs 89 is obtained. By narrow the cut-outs 89, local platforms or elevations 90 are provided. Central in the center line of the drive-way bed, a metal conductor 85 is provided whereby sliding contact 88 ensures the connection to this guiding 85 about the power circuit of the transporter driving supply. This central positioned guiding 85 is provided with cut-outs 86 to control the transporter position as to the drive-way trajectory, whereby sensor 87 will detect these cut-outs 86. Also a separate sliding contact with limited width is provided, whereby by passing of the in general with synthetic material filled cut-outs 86, the electrical contact is temporary disconnected and so an additional detection of the savings 86 is obtained (not indicated on figure). The metal guiding 85 placed in the center of the drive-way trajectory, is used to control the transporter position in the center of this drive-way, whereby the same electrical contact detection method is used. By driving axis 99, the driving power of the transporter is transmitted by the transmission shaft 57 to the main wheels 35 (fig. 4a). At the moment that the transporter leaves the drive-way bed, the guiding wheels 80 are pulled in by cylinder 64, and the transporter wheel direction will be taken over completely by control motor 98 (fig. 4b). According to fig. 4c, the location of the sending transponders 16 are also indicated, whereby the upper surface of this transponder 16 is placed under the highest point of the central guiding 85.

FIGURE 5 : Shows the working of the adjustable air pressure dividing at the front side of a driving transporter by transporter drawing section 5a and 5b.

Fig. 5a shows an increasing of the applied load as to the transporter wheels 35. For this purpose, panel 18 is closed, whereby the airstream against this panel will create a downwards load as a result of the angular position of this panel as to the arriving airstream also in function to the driving speed of the transporter. Panel 19 is at the contrary opened, so that the air pressure can escape by the channel 20 and it is avoided that there created an upwards load at the height of this panel surface 19. Moreover, the level grade of the inside wall 22 provides an additional downwards load whereby in a given situation a maximum downwards directed load as to arrow 68 is transferred to the wheels 35. Fig. 5b shows an opposite situation whereby the opened panel 18 transfers partly the air pressure against the inside wall 21 in a upwards direction and the airstream leaves the transporter further by exhaust 20. The lowest panel 19 on the contrary is closed, whereby also an upwards force is created and so a certain upwards load 69 is delivered so that an reduction of the wheel load 35 as to the drive-way surface is obtained. A linear regulation of the up- and downwards load 68 and 69 are obtained by controlling of panel position 18 and 19.

FIGURE 6 : Fig. 6a gives a view of the position of the guiding rails with a negative or groove formed guiding whereby by fig. 6b the corner grade is showed of the guiding surface 105.

Fig. 6b and 6c indicate the position of the guiding rails where one of both rails is placed on a higher horizontal level (see 6c measurement B as to A and C). Rail 106 is also provided of positive outside directed guiding surfaces.

Claims

CLAIMS :

1. The invention provides in an independent transport system for the transportation of passengers and goods, whereby about the driving direction and destinations, the driving speed, the handling of the containers or goods to be transported, the drive card payments, the controlling of the traffic floats, the closing of the level crossings and all addition systems that make part of the total transportation system, with the aid of detection systems and computer systems are automatized as indicated in the description of this invention.

2. System as claimed in Claim 1 , that as to the position control of the transporters over the drive-way trajectory to be followed, electronic transponders are used on certain places provided on the track, whereby by each transponder the location as to the drive-way trajectory is transmitted to the transporter that passes this transponder trough the for this purpose provided receiver of the transporter, hereby marked, that the signal strength by passing a mark is used to be able to calculate an additional exact location determination of this mark.

3. System as claimed in Claim 2, that also two transponders can be used, placed on a certain distance from each other, whereby not only the transporter can calculate its own position in function to the middle of this two transponders in relation to the contour displacements of the transporter wheels, but whereby also the two connected transponders control the direction and driving speed of the transporter in function to the time whereby each, for this purpose provided, transporter-sending-signal passing both transponders, whereby this transporter signal also contains the unique transporter identification code, hereby characterized, that the integrated or separate installed transporter receiver, also all additional useful data can send or receive by for this purpose provided transponder transmitters or receivers.

4. System as claimed in Claims 1 and 3, hereby characterized, that detectible marks are used for the position control of the transporters over the drive-way trajectories to be followed, being the rail fastening brackets, or cutouts or elevations or a combination of both, installed separately as to the rail guiding systems, or integrated in the provided guiding rails or conductors, hereby characterized, that by the detection and counting of the amount of marks with a known in between distance as to the, for instance, an electronic transponder or other navigation systems, a position determination of the transporter as to the drive-way trajectory is obtained.

5. System as claimed in Claim 4, hereby characterized, that these marks possess a certain known length, whereby also in function to the previous determined length by detection of these marks, also the transporter speed can be calculated, also in function to the measured time by passing the successive marks with a certain known length between every mark.

6. System as claimed in Claims 1 till 5, hereby characterized, that in function to the alteration of the mark length and positions towards each other, or in combination with the form of the mark, or by placing several marks next to each other over the width of the drive-way bed, a certain detectible code is formed, whereby by the detection system of the transporter this code is recognized whereby the transporter at that moment can determine an exact position determination over the trajectory, or the maximum speed can be detected by this formed codes, the location of the switching devices, etc. , in function to the previous corresponding settings that also are stored in the electronic transporter control system and compared with the detectible mark codes, also in function to the known location of these marks over the whole transporter drive-way trajectory.

7. System as claimed in Claims 1 till 6, hereby characterized, that the named marks, which by their length, form, location and amount, at least one of these items, forms a certain binary code or bar code, whereby by a control center this code can be changed, for instance for a certain allowed transporter speed by entering a bend under changed circumstances, or to inform the transporter of the switched position of the next switching device, or to pass a stopping signal by approaching a level crossing or similar.

8. System as claimed in Claims 1 till 7, hereby characterized, that all parameters as to the location of the electronic drive-way transponders, the provided detectible drive-way marks, the drive-way geometry, the location of the level crossings, the drive-way switching devices, the stations or halting places, the allowed driving speeds, the declivity grade of the drive-way trajectory and all other additional useful information by following a certain trajectory, this information are previously stored in a computer system of each transporter and compared with the detection values of the transporter, whereby in the case a certain detection does not correspond with the programmed data of the transporter computer system, a signal will be transmitted to a control system or center as to the following transporters.

9. System as claimed in Claims 1 till 8, hereby characterized, that in between each drive-way mark or transponder, on a certain distance of each other, an additional continuous transporter position control is determined in function to the contour displacements of the for this purpose chosen or provided transporter wheels or guiding wheels.

10. System as claimed in Claims 1 till 9, hereby characterized, that each transporter informs its own position calculation as to the other transporters over the trajectory and drive-way trajectory and the stations or control center, and this by means of for instance GSM-transmitting systems, or by other transmitting methods, for instance by means of induction or by using of the provided metal conductors, or by other means, as well as the transmitting of all additional useful information about the amount of passengers or available seats, the goods, drive speeds, destinations or provided halting places, the presence of detectible strange objects over the trajectory, or irregularities in general and all additional useful information.

1 1. System as claimed in Claims 1 till 10, hereby characterized, that the transporter by approaching a level crossing also at the height of the switching devices, if displaceable rail switching devices are used, the transporter at some distance before approaching the switching device or level crossing, will send a signal to the level crossing or switch device by means of any transmitting method, whereby hereby each switching device place or level crossing possesses an unique code and this code is known by the data stored of the control system of the transporter, and also transporter device is transmitted signals to its environment, whereby the transporter by the transmitted signal will inform the level crossing or switch device which direction need to be taken and when the transporter will pass this level crossing and whereby also by the requested demand signal of the transporter to pass a switching device or level crossing, also the actual transporter speed and position, the transporter length, the transporter identity, as well as all additional useful information is sent to the switch or level crossing device, whereby at the height of a level crossing, in function to the traffic stream over the level crossing or closing possibilities, or for instance as to the transporters in the front which transporter is served first to pass the switching devices or crossings, in collaboration or not by means of a central drive-way traffic control center or computer system for the optimization of the traffic stream, also in function to the needed time for the displacement of the switching devices or for the closing of the crossings, in function to the data by the level crossing or switching device, a signal will is be returned to the transporter concerned about the time of the prognosis to perform the transporter request and also a signal is send when the transporter request can be carried out.

12. System as claimed in Claims 11, hereby characterized, that the transporter for a ride a certain destination signal will transmit by means of a provided sending device, or by means of electrical conductors, by inductive way or not, or by means of certain slidable metal code bars that for instance in function to a final destination will form a corresponding bar code, whereby also by means of placed detectible bars the transporter identity can be detected, or by means of certain sending transponders and receivers, infra-red signals, etc., whereby at some distance before reaching a level crossing or switching device place or other provided places by means of a fixed installed detection system at the height of the transporter drive-way bed the transporter identity, the transporter destination, as well as the transporter speed detection, and so for the switching device by its direction control program will determine in relation to the transporter destination in which direction the switching device need to be placed, whereby the transporter having permission or not to passing the level crossing or switching device, this information will be send with the same means, or by means of additional signalization systems, such as for instance a red or green light, or by means of transmitting technics or other useable systems.

13. System as claimed in Claim 1, hereby characterized, that the transporter position and the distance between the transporters are determined by the calculation of the time difference between the transmitting and receiving of the code signals sent by the transporter to the transponders or masts or other transporters in the area, whereby the point of time of transmitting of each signal is temporary stored in an electronic memory, so that by receiving again the previous transmitted signal, this signal can be distinguished from the other signals.

14. System as claimed in Claim 13, that in function to the known transmitting velocity of the transmitted signal or impulse trough the medium, the distance is calculated as to the fixed receivers in the area, with the characteristic that the transmitting signal is received by the provided receivers and this signal is transmitted back trough the receivers within a previous determined time, whereby the necessary processing time is taken into account for the point of time to transmit this signal back, whereby also together with this signal additional information can be sent about the location or identification of these receivers or transponders or masts or mobile receivers, whereby the transporter by receiving the returned signal, can determine the distance of the receivers in the area, taking into account, with the known delay time of the receivers, and also the transporter positions can be determine by the way of triangulation thanks the available data about the location of the receivers or identification codes of these receivers, whereby the location of each receiver in relation with the identity code is previously stored into the computer control system of the transporter.

15. System as claimed in Claims 13 and 14, hereby characterized, that the receivers of the masts or transponders or other transporters on the trajectory receiving a coded signal from a certain transporter, this receivers are be able to register the point of time of receiving this signal and hereby are be able to calculate the distance in relation with the integrated data of the point of time of transmitting of each transmitted transporter signal or impulse, whereby trough transmitting back this signal in the direction of the transporter, together with the position or identification code of the receiver devices, the transporter can determine its exact position, with the fact that the precision of the measurement depends of the calibrations of the points of time of transmitting and receiving, whereby generally atomic-clocks are be used.

16. System as claimed in Claims 13 till 15, hereby characterized, that minimum 3 at a certain distance from each other installed receivers calculate the transporter position because the 3 or more receivers measure the distance to the transporter by the transmitting of signals towards the transporter and receiving the returned signals whereby in function to the transmitting velocity of these signals the distance as to the transporter can be calculated by comparing of the receiving point of time between each receiver and whereby by triangulation by means of a computer system of the receivers each transporter position can be determine and transmit these position data to these transporters as well as to a control center or the stations.

17. System as claimed in Claim 16, hereby characterized, that the transporter itself, transmitting an identification signal or code signal to the area whereby minimum 3 fixed receivers can receive this transporter code signal, whereby in function to the time difference of receiving of each identifiable transporter signal-impulse as to these 3 or more receivers, the transporter position can be determined by way of triangulation, also in function to the known position of the receivers over the field.

18. System as claimed in Claims 13 till 17, hereby characterized, that the position of the transporter is determined as to 3 or more transponders, mostly mounted on masts, this transponders send out a signal to the environment, by which this signal also send the position and identification data of each transponder location, by which the receiver of the transporter, this also calibrated signal about signal strength, can detect across a perimeter of 360 degrees, and in function of the measured maximum signal strength across the entire perimeter of the transporter receiver can determine the direction location of this signal, by using of light sensitive sending systems or radio- waves, and by way of a triangulation method, the position of the transporter as to these transmitting transponders signals can be determined and also the position as to the drive-way trajectory or surroundings.

19. System as claimed in Claims 17 and 18, hereby characterized, that the transporter itself transmits a signal, whereby the signal as to the transporter-position by means of minimum 3 fixed receivers in the area is received and so the transporter position can be calculated in function to the received signal strength and compared by means of at least 3 receivers, whereby by the own known location of the receivers over the field a transporter position can be determined by triangulation.

20. System as claimed in Claims 1 till 19, hereby characterized, that in function to the known transporter positions, the transporters by means of an electronic controlled motor for the wheel direction of the transporter a certain virtual mapped road or way can follow, for instance by leaving the drive-way bed to move over a for instance flat terrain in the direction of a certain halting place, whereby the coordinates of this drive direction to be followed are transmitted to each transporter by means of certain transmitters or masts or transponders in the surrounding, or by transmitting of a certain known code about pre-programmed virtual roads or ways, whereby this codes can be integrated by means of the already provided transmitting systems or transponders etc.

21. System as claimed in Claims 1 till 20, hereby characterized, that in function to a distance detection between each the transporter, also in function to an electronic controlled transporter speed control system, more transporters can drive on a small distance from each other, or can be put into contact with each other and controlled by means of a pusher with displacement sensor or pressure sensor, whereby an electronic controlled virtual transporter chain is formed, whereby the main transporter, being the first transporter of the chain will take over the complete or partly controlling of the other transporters of the chain, and the mean transporter can also divert certain transporters to certain provided halting places, or can let connect automatically for instance empty transporters or transporters with passengers from a halting place or station with the chain by way of transmitting certain code signals to these transporters.

22. System as claimed in Claims 1 till 21 , hereby characterized, that for the transport of containers, these containers are provided with an electronic storage system for data, whereby all data are sent wireless or not to the electronic container module, for instance by means of a GSM sending system, whereby in the electronic memory of this container unit or module all data are temporary stored as to the container identification number, the owner with contact information about the container or additional data about further transport services, container contents and their respectively destinations, weight, container type and specifications and or connection points about the container displacement possibilities, etc., whereby certain useful container positions data and more are transmitted wireless or not to the container lifting device, as well as to the truck and transporter that treats the container in the container station, that collect or deliver or as to the further transports to the final destinations, whereby this information can be transmitted by means of internet, GSM or other means, and after or during the transport this information can be demanded by all services that are authorised for the transport concerned the container or his contents till the final destination, whereby this container during the complete trajectory will be followed, whereby the container position information and data are sent by the transporter or control center, or by means of the container module itself which can possess a GSP or other navigation system, whereby by GSM or other means the container position and data can be demanded.

23. System as claimed in Claim 22, hereby characterized, that for the transport of containers, these containers are provided with one or more marks, preferable on the topside of each container surface, this for the automatic positioning of the container crane as to the container locking points for the automatic lifting up or movement of these containers, whereby these container marks can contain a color identification, or contain sending means such as infra-red systems or other detectible signals, whereby in function to the detectible signal strength or form or color surface, etc, by means of the necessary detectors, or by means of aid of one or more digital cameras by the container crane as to these container marks or signals can be positioned, whereby in function to this signalization also the container type can be determined, for instance for container locking systems or locking points, etc.

24. System a claimed in Claim 23, hereby characterized, that for the movements of the containers, the container cranes are using digital cameras for the detection of the upper surface of the container as well as the hereby derived container position and size, for instance by the detection of the container corners, whereby the visual distinction as to the environment is increased by means of a contrasting color treatment of this container surface, or by means of color motives or certain visual marks.

25. System as claimed in Claims 1 till 24, hereby characterized, that the transporter bed and the metal rails or guiding rails or conductors are provided with a temperature control system, whereby by a too high or too low temperature of the drive-way surface, also of the provided guiding system or rails, by means of electrical thermal resistors, or by means of integrated tubes, a liquid circulation is provided, whereby the liquid temperature by help or not of electrical devices or other devices are kept on the right temperature, or by means of a heat exchanger with a pump that is placed on certain depths under the drive-way surface for the application of the ground temperature.

26. System as claimed in Claim 25, hereby characterized, that for the drive-way bed, that in general is made of high-quality reinforced concrete, this bed is thermal isolated, whereby upper-surface of the drive-way as to the transporter main wheels is provided with a certain top layer, thermal glueing or not on this drive-way upper surface and so are replaceable from time tot time, whereby also by the integration of certain components in the upper surface, such as quartz or ceramic elements and more, on certain places of the drive-way, to obtain the increasing or decreasing of the wheel rolling resistance, whereby it is provided that the upper side or top layer of the driveway are placed under a certain angle of inclination, whereby this angle of inclination locally, for instance at the level of switching device places is reduced gradually to zero.

27. System as claimed in Claim 1 till 26, hereby characterized, that for the direction of the main wheels, provided with rubber tires or not, extra guiding wheels are used to make contact with certain guiding borders at the height of the drive-way bed, whereby also by electronic controlled way certain minimum direction corrections of the transporter wheels can be provided and whereby the transporter guiding system can be disconnected or lifted at the moment that the transporter leaves the bed on places where no guiding system possibilities are provided, whereby at that moment the transporter wheel direction is completely taken over by the means of an electronic direction control system with the aid of a motor in connection with the main wheels of the transporter, whereby manual or with the aid of a navigation system a certain way can be followed according to a for instance a certain virtual pointed way, whereby also with the aid of an independent provided power course, whereby by a temporary switching over to a for instance batteries, the transporter will be driven independent of the electrical grid.

28. System as claimed in Claims 1 till 27, hereby characterized, that for the guiding of the transporter main wheels by means of guiding wheels, it is provided in the possibility to make a direct connection of the guiding wheels with the contact surface of the transporter bed, whereby the guiding wheels are put into contact with the outside border of the transporter bed that is located under the driving drive-way upper surface level, together or separately with a guiding system by means of a for this purpose provided groove or grooves with a certain width and depth, whereby the guiding borders of this groove or grooves as to the drive-way surface are placed under a certain angle, for instance 90°, or under an angle of 45° or similar, whereby the guiding wheels by means of a mechanical transfer will follow up the drive-way position or geometry and will bring them over to the direction device of the transporter main wheels and also characterized, that for the power feeding supply of the transporter driving at the height of the transporter drive-bed a separate placed metal conductor is provided.

29. System as claimed in Claims 1 till 28, hereby characterized that at the height of a drive-way switching device the provided guiding groove or grooves, for instance one or more V-form grooves are used, this V-grooves contains a basic surface or not, or cut-outs are provided with straight edges, this grooves or cut-outs will be split at the height of a switching device in two drive-way directions that can be followed, whereby for the making of the drive-way direction choice on a certain distance before this switching device, the guiding wheel system, rotatable round a certain axis, with the aid of a certain excitation of a motor, the guiding wheels with a certain load will go in a certain turning direction, whereby the guiding wheels as to one side of the chosen drive-way direction will create a certain load against this side and hereby will remain in contact with the guiding borders at this side whereby the transporter underframe will keep following the switching device in this chosen drive direction and whereby by means of an electronic displacement sensor is controlled that the wheel guiding system as to the drive-way surface by an increasing of surface pressure against the guiding borders do not effects any upwards displacement of the guiding wheels, also in combination or not with the detection of the transporter center position as to for instance a central provided metal conductor, whereby also by the means of an additional electronic direction control system the turning load or turning direction of the wheel guiding system can be adjusted.

30. System as claimed in Claims 27 til 29, hereby characterized, that a guiding system is used whereby the wheel guiding system is movable in lateral direction as to a guiding side of a central bed guiding groove, whereby at the height of a switching device, a contact is made with one side of the guiding groove by moving of the guiding system in that direction, and also a certain increasing of the load against this guiding groove side is carried out, whereby the transporter will follow the direction of this chosen guiding groove side to follow the respectively driveway direction, whereby at the opposite groove side of the guiding groove a certain minimum space of motion can be provided, whereby to carry out the lateral forces of the transporter in the other direction, for this purpose temporary extra guiding wheels are provided at the outside border of the drive-way bed or by means of an extra V- groove in the bed whereby extra guiding wheels are temporary stretching out to be put in contact with this extra guiding border or borders.

31. System as claimed in Claims 27 till 30, hereby characterized, that guiding wheels will used at both outside borders of the drive-way bed, whereby these guiding wheels are lifted up at one side at some distance before taking the drive-way switching device, whereby the guiding device also is provided with an electronic detection device for the detection of the drive-way geometry, for instance by means of a central located metal rail at the bed, or in function to the optical detection of the drive-way bed width, etc., whereby an electronic adjustment of the direction of the transporter main wheels can be provided by means of a motor in connection with the main transporter wheel direction, to keep the guiding wheels on a minimum distance as to the guiding borders and so extra frictional losses of these guiding wheels under normal driving circumstances can be avoided, and also by electronic way it can be avoided that the transporter wheel direction or guiding system can result in a too large course deviation in function to the known and by means of computer system stored data as to the drive-way geometry in function to the known transporter position over the trajectory.

32. System as claimed in Claims 1 till 31, hereby characterized, concerning the transporter direction control as to the drive-way bed, are provided in the possibility to use one or more metal guiding rails, also described as indirect wheel guiding system, whereby these guiding rails can be used as electric grid conductor, and these rails are provided with guiding surfaces at the inside or outside of the rail, placed under a certain angle and possibly with a certain surface curve, with the fact that this inside or outside guides also can be described as being a positive or negative wheel guiding system, whereby by using of two guiding rails, placed central in between the drive-way of the transporter main wheels, whereby at the height of a switching device place or drive-way splitting, by using of rails with guiding surfaces at the outside, only one of both rails keep contact with the guiding wheels of the transporter, whereby the non-contacting guiding wheels as to the second guiding rail are placed above this second rail to create a free space between the second guiding rail and the related guiding wheels, whereby at the height of a drive-way switching device, this guiding wheels in contact with the one guiding rail will keep follow the driveway geometry to let drive the transporter in this direction, whereby the guiding wheels by means of a central axis transfer the turning movements as to these guiding rails mechanically to the transporter main wheel direction.

33. System as claimed in Claim 32, hereby characterized, that by guiding of the transporter over the drive-way bed, the guiding wheels by means of a tilting mechanism, or by a linear displacement of the guiding wheels, are put into contact with minimum one or both guiding rails, and in the case a tilting mechanism is used, one of both guiding rails also at a higher level as to each other can be placed, whereby at these places it is obtained that the provided guiding wheels are put into contact with both rails whereby this contact between the guiding wheels and rails is controlled by electrically or electronically way, so that by interruption of this contact a vertical movement device will restore the guiding wheel contact within a certain fixed course, and also will ensure a certain contact load, whereby by approaching of a drive-way switching device, both guiding rails are placed at the lowest level, so that the provided tilting mechanism have the possibility to make contact with only one of both rails to follow the chosen drive-way direction, or by means of a system whereby by lifting up of the wheel guiding system or by lifting up of the entire transporter by means of its suspension system, a certain tilting course possibility can be created, or by means of a linear displacement of the guiding wheels as to the both rails separately.

34. System as claimed in Claims 32 and 33, hereby characterized, that the guiding wheels can apply a certain lateral displacement as to the main wheels, possibly as a result of the lateral slip of the main wheels, or by deformation of the guiding rail as a result of too high rail temperatures, etc., whereby it is provided that by a movement compensation device these certain lateral displacements of the guiding wheels can be adjust by the way of a turn correction of the main wheels, so that the main wheels are automatically put again in the central position as to the guiding wheels.

35. System as claimed in Claim 34, hereby characterized, that these lateral displacements can also be controlled by the way of an electronic control motor, limited or not of the displacement course possibilities in function of a course of the used flexible coupling, whereby this motor can take over the transporter drive direction control of the main wheels at the moment that the wheel guiding system is disconnected or the guiding wheels are retracted.

36. System as claimed in Claims 27 till 35, hereby characterized, that for the guiding of the transporter over the transporter bed, not only by means of the guiding wheels in contact with the metal rails can receive certain lateral forces, for instance by taking a bends, but whereby also at a wished moment, extra guiding wheels can be provided with rubber tires or not, to let make contact with certain guiding borders, for instance at the left and right side at the height of the cut-out of the bed in which the metal guide rails are placed and whereby by approaching for instance a switching device, etc. , these extra guiding wheels can be automatically retracted or disconnected.

37. System as claimed in Claims 27 till 36, hereby characterized, that for the guiding of a transporter over the drive-way bed, at the height of a drive-way switching device, the main wheels of the transporter will pass at one side of the switching device a certain groove or cut-out, as a result of the provided guiding grooves, this guiding grooves are possibly be made more narrow on this places, whereby by passing this places, the shock absorbing device at this side of the main wheels are temporally be disconnected or locked, so that the main wheels without level differences can pass these cut-outs or grooves and so shocks can be avoided.

38. System as claimed in Claim 27 till 37, hereby characterized, that for the guiding of the transporter over the drive-way bed, the provided guiding wheels that secure the transporter against derailment, is not longer connected mechanically with the main wheel direction, but whereby the detected displacements or rotations of the guiding wheels are completely or partly be transferred to the transporter main wheel direction by using of an electronic controlled motor or device, or whereby by detection of for instance a central metal conductor or other detection possibilities to control the transporter main wheels direction, possibly in combination with the previous known data as to the geometrical form or location of the drive-way bed, whereby also in function to a certain lateral displacement of the transporter guiding as to the length axis of the transporter, an electronic drive direction control can be carry-out.

39. System as claimed in Claims 27 till 38, hereby characterized, that a combination of the mentioned guiding systems are applied.

40. System as claimed in Claims 1 till 39, hereby characterized, about the transport of passengers, reloadable universal pay cards are used whereby in function to the valid credit on the card, a certain amount of rides or kilometers can be traveled, whereby by means of an integrated microchip or magnetic strip, possibly integrated in existing pay card systems, by entering an entrance place or platform of the transporter station with a certain destination, this pay card is introduced into a machine, in which a certain value of the card credit is deducted in accordance to the chosen final destination of the transporter, and whereby by leaving a certain in between station, this pay card can be entered into a machine whereby in function to the location of this halting place the amount paid in excess will be refunded and so the real traveled way as to the amount paid to the farther located final station.

41. System as claimed in Claim 40, hereby characterized, that the payment system takes into account the stored validity time of the card, as well as a possible discount in function of the time period when the transporter is taken, as well as additional stored information will be controlled as to possible allowed extra discounts, etc.

42. System as claimed in Claims 40 and 41, hereby characterized, that the pay cards can be divided in function to a certain target group or application, whereby for instance for a certain home-work traffic or for the benefit of students or for instance a pay card as a season card can be applied, whereby in function or a certain period the card can only be used for displacements from point A to point B, whereby ti is avoided that by this card by leaving on the place of destination, the card need to be introduced again in the machine as usual with the universal cards as to conclusion 40.

43. System as claimed in Claims 40 till 42, hereby characterized, that the pay cards are provided with a transponder system, being a small integrated antenna in connection with a microchip of the pay card, whereby by passing of a machine, for instance at the entering place of a platform, as well as to get on the transporter, by means of a receiving and transmitting spool, by inductive way the card antenna is provided of an electrical power, and so this pay card in capable to emit certain data within a certain distance and detectible by means of this machine or device, whereby so it can be determined how many passengers want to enter the transporter to a certain final destination, as well as how many passengers are entering or leaving a transporter, whereby also in function of the detection of an unique card code, and sent by means of the provided microchip of the card, it is also avoided that the card can read twice, as well as by entering the transporter and by immediately step down the platform and further more, a correct re-calculation of the amount of waiting passengers on the platform or the amount of passengers in the transporter can be adjust.

44. System as claimed in Claims 40 till 43, hereby characterized, that by passing of the device whereby by means of the transponder system within a certain distance data can be exchanged, this system of data transfer also is used for the automatic payment of the transporter rides, or to control the season card validity, whereby concerning the universal pay card also the refund by the previous leaving of the transporter in a certain in between station can be perform by wireless way, whereby this electronic transaction is secured by the way of a unique card code number to define an unique transmittable code, whereby this code is calculated by means of a secret formula that and changed from time to time, or this code is changed in relation to a time clock, so, that at every time an unique card code can be transmitted to every card and are prevent that two cards can take the same transactions by passing a for this purpose provided device and whereby it is taken into account that a card can only once be recharged or paid in relation with the card data that are temporary stored by this control or payment device.

45. System as claimed in Claims 40 till 44, hereby characterized, that each time a passenger passes a control device with a card with unique card number or code, this number will be by the way of a transponder system, or by entering the card in a device, stored temporary by this device in an electronic memory, whereby this information on certain times, for instance by departure of the transporter, is transmitted to a central control device, by means of a GSM sending system or by fixed connections or other sending systems, whereby it is controlled that the same card number or code is not used twice on an other place, being for instance a copied false pay card, whereby for instance by entering the false card, it can be intercepted, and if the identity of the card holder is known in function to the season card, by a to late stepping down, or by using the card for other destination than allowed, or by any other irregularities, the card holder or transporter hostess or other responsible persons are immediately informed of this matter by an automatic SMS message, or an additional bill is sent for the correction of the amount paid, or a signal is generated if the card holder passing the next control device with transponder system.

46. System as claimed in Claims 40 till 45, hereby characterized, that by entering a transporter, it is controlled if each passenger is in the possession of a valid pay card, whereby for this purpose a detection is carried out by entering of a person, being by means of pressure sensors in the entrance floor or transporter floor, or by means of photo-electrical cells, ultrasonic systems, etc. , also by means of a at the height of each passenger seat integrated pressure sensor, or by means of a weight control as to the suspension of each seat or by means of other detectors, the presence of a passenger on a seat can be controlled, whereby not only the amount of free seats can be controlled and transmitted to the stations with waiting passengers, but also can controlled of the amount of passengers corresponds with the owners of cards, whereby also a signal is generated at the moment that a passenger enters the transporter without a valid card.

47. System as claimed in Claims 1 till 46, hereby characterized, that the information about all free seats, the transporter positions, as well as all waiting passengers in each station with there respectively destinations, are transmitted to a central computer system, whereby in function to the waiting times and free seats, as well as in function to for instance additional information, such as the closure of level crossings, etc., signals are sent to the engine drivers, for the stopping or not at the next station, to electronically connect more transporters, the adaptation of the driving speed, etc., with the characteristic, in case this traffic stream control system does not send signals to the engine driver, the transporter engine driver can determine in function to the amount of passengers and their known destinations, as well as in function to the received amount of waiting passengers in the next station, can stop at certain halting places, or in function to the transporter position as to the known trajectory will adapt its driving speed automatically, or will take certain switching devices in certain directions, whereby also in function to the mutual transporter distance detection a certain save distance is maintained, etc., whereby each transporter is capable to transport the passengers as well as containers or goods.

48. System as claimed in Claims 1 till 47, hereby characterized, that the transporter is provided of controllable surfaces or panels to regulate the wheel load of the transporter as to the drive-way surface, whereby at the front of the transporter certain panels are provided whereby in relation to a certain position of this panels and transporter driving speed a certain air pressure is conducted during the drive and in relation to the panel positions more or less air pressure can escape trough a for this purpose provided escape channels, and also in relation to the form of the escape channels and provided declivity angles of the channel walls, as well as in function of the closure or opening of one or more panels, an increase or decrease of the transporter wheel load will be obtained.

49. System as claimed in Claims 1 till 48, hereby characterized, that the transporter wheel load is regulated automatically in function to the detectible wheel slip of the driving transporter wheels, or in combination with the known deceleration or acceleration performances, whereby the slip measurement is determined as to the transporter position calculations, as well as in function to the inertia detections and wheel contour comparison between the driven and non driven wheels.

50. System as claimed in Claims 1 till 49, hereby characterized, that a digital camera detection system is used for the detection of strange objects on the drive-way surface, whereby in function to a certain color difference and dimensions as to the back ground color or as to certain back ground specifications in combination or as to certain background motives or structures, or as to the normal surface conditions of the drive-way surface that is stored in the memory system of the detection system, a strange object can be distinguished and determined within a certain surface with similar light intensity, whereby also additional lighting means can be used and automatically directed on the detection field, being visible light sources, infra-red beams or lights, etc.

51. System as claimed in Claim 50, hereby characterized, that the camera system is provided of a fast rotating or alternating movement of a transparent glass or plastic front against deposit of dirt, as well as the provided camera are provided with a gyroscopic suspension whereby by the way of a digital image processing a stable corrected detection image is obtained as to a certain reference surface, being the horizon.

52. System as claimed in Claims 50 and 51 , hereby characterized, that all necessary specifications of the whole drive-way trajectory or aimed drive-way surface, in function to a location over each point of the drive-way trajectory, the drive-way declivities, the drive-way bend descriptions, the location of the level crossings, the surface condition and color specifications of the drive-way surface, etc., are stored into an electronic memory of the detection system, whereby in function or the actual transporter position, a virtual image with all specifications about the trajectory in front within a certain chosen distance and drive-way width can be compared with the detected situation by means of the digital camera, whereby by the way of a detection difference a certain irregularity can be detected, also whereby in function to the known location of the drive-way trajectory the camera positions and additional lighting means can be previously programmed for the automatically direction regulation of these means as to the drive-way trajectory.

53. System as claimed in Claims 50 till 52, hereby characterized, that by detection of a certain color deflection with a certain dimension, also it is detected if the as a the strange object distinguished surface is moving or not, also additional detection devices are used that are focused on the detected field or strange object, whereby for instance an additional temperature detection is performed, or whereby by sending radar waves in function to the hardness of the strange object the radar beams are returned and detected in less or more degree, also whereby additional fixed installed detection devices along the trajectory transmit the data to the transporters in the area, whereby also all detection data are transmitted and controlled as to the transporters mutually as well as to the control center.

54. System as claimed in Claims 1 till 53, hereby characterized, that all up- and downwards movements or displacements of the transporter wheels are controlled and stored in an electronic memory, whereby in function to the known transporter position as to this trajectory, each irregularity as to certain wheel displacements, or as a result of certain branches on the trajectory or certain damages, these data are transmitted to a control center and to other transporters on the trajectory to adapt or not the drive speed on certain places, or to carry out of certain interventions.

55. System as claimed in Claims 1 till 54, hereby characterized, that the named systems also can be used by traditional train systems or transport systems in general, whereby as to the mentioned detection systems these systems can also be applied in each other field and for this purpose the necessary protection is applied for.