Suspended Transport System

Abstract

A system involving a machine designed to travel along a suspended track. An electronic safety system working in conjunction with mechanical components allows for multiple machines to operate simultaneously on the same track. A specific configuration of mechanical components provides for several capabilities, high speed turns, track switching, and the use of an external power source.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

• Patent Number: U.S. Pat. No. 8,156,873
• Filing Date: Aug. 3, 2006
• Relation: Overhead rail machine that travels on a track, and is powered by a human.
• Patent Number: U.S. Pat. No. 5,709,154
• Filing Date: Nov. 26, 1996
• Relation: Motorized machine traveling on an overhead track which carries a human.
• Patent Number: U.S. Pat. No. 5,461,984
• Filing Date: Oct. 31, 1995
• Relation: Human powered machine which rides on top of a rail.
• Patent Number: U.S. Pat. No. 4,911,426
• Filing Date: Jan. 7, 1988
• Relation: Exerciser system, suspended from a horizontal trapezoid frame.
• Patent Number: U.S. Pat. No. 639,778
• Filing Date: Jan. 19, 1899
• Relation: Bicycle like machine which travels on a rail.
• Patent Number: U.S. Pat. No. 3,192,872
• Filing Date: Nov. 15, 1963
• Relation: Suspended machine which travels on cables.
• Patent Number: U.S. Pat. No. 4,548,136
• Filing Date: Sep. 2, 1983
• Relation: Track-traveling four-wheeled human powered vehicle.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention concerns machines suspended from an overhead track. The specific design characteristics of the present invention allow said machines to travel along the length of said track in an efficient, safe and controlled manner. Applications of the present invention may pertain to multiple industries, including but not limited to: recreation, amusement/entertainment, fitness, transportation/shipping, and rehabilitation.

The present invention combines a variety of components within a unique box channel track profile. The design presented herein allows a machine to travel the length of said track at extremely high rates of speed while controlling centrifugal forces with the use of a dampening system which is dependent upon the unique component layout with said track. High rates of speed are achieved by means of a unique electric power source which is fixed to the inside of said track in a way that is completely new. This power source or hot rail construction allows for extremely high amperage draw for extended periods of time. There is simply nothing comparable on the market related to linear electrical contact transmission that allows for high amperage combined with a small profile capable of being fixed to the inside of a steel tube or track.

Furthermore, the present invention enables said machines to switch to and from a plurality of suspended tracks while traveling at high rates of speed. The technology presented enable said machines to operate independent of one another while being overseen, and or controlled, by an electronic safety system. The unique parameters of this wireless safety and control system separate the current invention from all related art concerning the use of a track carrying machines which move independent of one another. This idea of a computer controlled track system carrying independently moving machines could be referred to what some call a physical internet. This idea has existed for many years, but has never been executed in a way that addresses all potential issues in a practical and useful way. Wireless radio signals have also been used to control objects moving on a track. Never before has a transport system been designed that orchestrates the vast array of data received from sensors while applying the unique hierarchy of parameters presented herein.

The present invention, when used in such applications as physical fitness, is configured in such a way that a human being riding on said machine must move controls bearing a variable amount of resistance. Said controls may include but are not limited to: pedals, pull cords, or levers. These controls are subsequently linked to said machines electric drive system via voltage carrying wires and the use of an electric generator and or amplifier corresponding with the mechanical action of said controls. The system presented herein provides a fun, exciting, and safe way to exercise, site see, or simply get from point A to point B.

It is widely known that monorails, enclosed tracks, and switching mechanisms for this type of track have existed for hundreds of years, therefore, the basic concept is unpatentable. The specific workings described herein provide concrete solutions to the engineering hurdles one is faced with when creating a system which performs as described in the present invention. Furthermore, it is only the present day that an advanced wireless safety system can be implemented as described in the present invention. Proper research and testing of key components simply did not exist more than ten years ago. RFID tags, readers and wireless transmission systems capable of meeting the demands needed to make this system operate safely have now been tested and can be relied upon as a viable solution.

Specific proportions and relationships between components are the primary points of interest concerning the present invention. The scale of the present invention is not limited to the scale of the examples and layouts depicted in the drawings herein. In other words, a track profile of 10 inches tall and 8 inches wide capable of moving machines at 35 mph will operate the same way, with the same relative proportions, as a track measuring 25 inches tall and 20 inches wide capable of moving machines at more than 75 mph. It is the relationship between components that make the configurations work as one complete system with very few compromises.

The majority of my designs in the present invention have all been built and tested to the fullest in a private facility. A real world working model does exist, thus proving the effectiveness and undeniable usefulness of everything presented in my invention titled “Suspended Transport System”.

2. Description of Related Art

There are several examples of prior art related to a suspended track or cable system by which a machine is claimed to travel. As mentioned above, enclosed tracks and enclosed track switches date back to the early 1800's. These systems were used in ship yards and as a method for transporting goods within a warehouse. It should also be noted that solid evidence exists proving the use of patron carrying machines which use a mechanical means of propulsion similar to that of a bicycle. Photographs of similar contraptions can be found dating back to the late 1800's. The examples of prior art do exhibit the same overall concept as the present invention shown in FIG. 1. It is the specific mechanical and electrical technology of the present invention that allows the system to operate in an entirely new way.

Many problems arise while prior art is being operated. Such problems include safely exiting from and merging onto tracks carrying multiple machines. Other problems include traffic congestion caused by varying levels of physical ability, and dampening the pendulum-like movement created by centrifugal forces when traveling on a curved track.

It is very important to make special note of the Hotchkiss Bicycle Railway. This was a suspended steel girder which spanned from Mount Holly to Smithville in New Jersey, USA. This railway used a bicycle like contraption which hung from the steel girder. The pedals were directly mechanically connected to the drive wheels via chain. This system was invented by Arthur E Hotchkiss, and built in 1892. Many photographs exist of this system. Hundreds if not thousands of people witnessed and experienced its operation, as it was the centerpiece for a large fair taking place in New Jersey. The railway has long since been torn down and its existence nearly forgotten.

Despite this important fact of American history several entrepreneurs have filed patents for this very broad concept involving a suspended bicycle like contraption which propels itself along an overhead track system. Due to lack of knowledge and inadequate research some of these patents making very broad claims have been granted. Many of the patents listed in the research provided herein make mention of components similar to those presented in the present invention. Most of these can be disregarded as having completely different concepts, but using similar parts such as a track, wheels, motor, pedals, etc. Two patents in particular stand out as having similar concepts to the present invention. These patents are U.S. Pat. No. 8,156,873 and U.S. Pat. No. 5,709,154.

U.S. Pat. No. 8,156,873 uses a direct mechanical connection to the drive system. This system is exactly like that of Mr. Arthur E. Hotchkiss. Mr. Scott B. Olson only makes mention of very ordinary bicycle like components. Also, all drawings and descriptions contained within U.S. Pat. No. 8,156,873 are extremely vague. Therefore, it is reasonable to believe that a person of very little mechanical knowledge could combine the basic workings of a bicycle and an overhead track much the same way that's presented in Scott Olson's “Rail Bike” invention. Other than the obvious lack of important details, this direct drive configuration lends itself to many problems. Patrons riding such machines must exhibit adequate physical strength, or risk backing up traffic coming from behind. The mechanical configuration also limits the ability for a safety system to override said patrons decisions. This is especially apparent when two tracks are merging into one. The prior art leaves extremely dangerous situations in the hands of human abilities, awareness, and common sense. Furthermore, the prior art does not properly address the mechanical hurdles present in switching a machine from one track to another at an acceptable or practical rate of speed. In fact, said Rail Bike patent does not exhibit any viable mechanical technology necessary for making such claims.

U.S. Pat. No. 5,709,154 claims the use of a motor driving a human carrying machine on an overhead track. It is important to note the differences between the present invention and the prior art explained in Mr. Fred Schott's invention. The prior art mentions the use of a power source or battery located within the drive assembly (column 15, line 15). The prior art makes no mention of an electrical supply found within the track itself. The present invention addresses this shortcoming by creatively attaching electrical elements within the track. The electrical supply can then be powered through various means including, but not limited to wind power, solar power, geothermal power, etc. This electricity generated into the track is then transferred to the motor/drive system by means of conductive brushes or rollers.

Fred Schott's invention is a machine specifically designed for slow travel on a variety of steep grades . . . hence the toothed track construction. While this design makes sense for the applications noted in said Schott patent it does not address the issues related to the present invention. These issues being: High speed coasting where the use of a free wheel or clutch bearing is desirable. Also, high speed braking where the use of hydraulic disc brakes might be desirable, and a computer controlled safety system that may override a patrons commands in order to avoid collisions and other potentially dangerous situations.

It would, Therefore, be advantageous to provide a system that overcomes these additional shortcomings of the prior art.

Please note: I, Sean Horihan, signed an assignment for patent:

“Suspended Recreational Vehicle”, filed Oct. 20, 2011 with the United States Patent and Trademark Office, thus further identified by Attorney Docket No. 2011-4818.CIP; and Skyride Technology, Inc., a corporation organized and existing under the laws of the state of Delaware. I was to be listed as a co-inventor . . . however; A letter to rescind my assignment regarding this patent was sent to Haugen Law Firm PLLP. This was done under my own request for what I feel to be extremely unethical business practices of one Scott B. Olson. The continuation material to the Oct. 20th filing was indeed my contribution. This material includes a more detailed working construction of the mechanical drive system as well as the track switching mechanism. The present invention does not use any technology from the Apr. 17, 2012 Patent No.: U.S. Pat. No. 8,156,873. There is simply nothing of value contained in the patent titled “Rail Bike”. Scott Olson is a person who had an idea to fly to the moon, but no-idea of how to actually get there. Having this idea does not make him the inventor of the Apollo 11 spacecraft.

Please note: Haugen Law Firm submitted the continuation by orders of Scott B. Olson. This was done before my editing and my approval. The drawings and descriptions for the switch track mechanism submitted in the CIP are therefore incorrect. The drawings and description of operation concerning the switch track door in particular are very misleading as they simply do not make sense mechanically. Yes, the drawings and text in the CIP of said Rail Bike patent are based on my original designs. The attorney processing these designs did not fully understand the mechanical workings of my designs, therefore drawings and descriptions are incorrect. The present invention uses many new concepts described in a way that both makes sense and mechanical work in reality. The majority of my designs in the present invention have all been built and tested to the fullest in a private facility. A real world working model does exist, thus proving the effectiveness and undeniable usefulness of everything presented in my invention titled “Suspended Transport System”.

It is my intention to separate myself and my work from U.S. Pat. No. 8,156,873. It is for this reason that I have abandoned the mechanical drive assembly, for what I feel to be a much better, and safer electrical system. Said electrical system does not infringe on Scott Olson's U.S. Pat. No. 8,156,873.

SUMMARY OF THE INVENTION

The present invention provides a system by which machines carrying people or cargo are allowed to move quickly and efficiently along an overhead suspended track. An enclosed “box channel” type track having specific dimensions houses carriages which roll inside said track. The track has a specific cross-sectional profile with an opening on the bottom side providing a space at which to couple said carriages to a machine hanging below said track. The track profile also allows for a number of wheels to be precisely placed on said carriages. The relation of these components to one another is the primary focus of the invention.

The system can be motorized or propelled by gravity without the need for a motor. In the case of the motorized version, an electric motor is linked to load wheels on said carriage. This linkage may be accomplished by means of belt, chain, gears, or other type of power transmission. Said motor is provided with electrical current via specially designed hot rails fixed to the inside of said track. Electrical current is transferred from said hot rails to said motor via conductive brushes or rollers.

On the motorized version, a programmable speed control is linked to an interface, and thereby controlled by persons riding in said machine. Said interface involves a variety of moving parts, switches, buttons, touch screens, etc. Said moving parts may be contraptions designed to move in relation to the human body, much like machines found in a gym designed for exercise, e.g., pedals, pull cords, levers, etc. However, it is important to note that these pedals, pull cords, levers, etc. do not have a direct mechanical connection to the drive wheels. These moving parts are merely controllers of the motor via electrical circuitry. This design is what separates the present invention from previous inventions which incorporate things such as pedals, pull cords, levers, etc. It is also this “fly by wire” type of design that allows for the unique control and safety systems.

Through the use of radio frequencies, persons having a proper interface to a central processing unit (CPU) may directly control said machine in real time, or program said CPU to control the machines based on a series of parameters. Said parameters are configured through data received via sensors placed on said track and wheel sensors describing wheel rotation over time. A reader fixed to each machine passes by said track sensors and therefore gains data describing said machines physical location as well as average speed, acceleration rate, and deceleration rate between any two known locations. A more precise unit of measurement is obtained via said wheel sensors. Wheel sensor information is critical for controlling machines when changes in speed occur between any two track sensors. This data is transmitted back to said CPU via radio frequencies. This system allows the programmed software and CPU to make decisions based on a series of parameters. The CPU, Therefore, has real time control of the speed and location of said machines.

A braking system is linked to said machine and CPU much the same way as the motor. Brakes inside the track apply friction to said load wheels via adequate braking mechanism. Brakes are also controlled by patrons riding said machines via brake lever. However, the CPU or authorized personnel yielding the proper interface may engage or disengage the brakes at any time. This action overrides the action of the patrons.

Said braking system may be all that is required for track configurations designed to use gravity for propulsion. Gravity only configurations would most likely be built on a slope or mountain. These configurations require the use of an uphill assist mechanism. The uphill assist mechanism consists of specially designed parts made to fasten to said track. These parts allow a drive line or cable to engage said machine, thereby pulling said machine up the hill under the power of drive line motor or crank.

A specially designed track switching mechanism is a key element of the present invention. The switching mechanism allows said machines to “switch” to a plurality of different tracks. The switching mechanism, therefore, provides for endless track configurations, much like that of a train track system. Said switching mechanism is controlled both by said patrons riding in said machines, and also by the computer controlled safety system involving said CPU. This system provides a safe efficient way for multiple machines to move independently of one another while switching to and from a plurality of tracks. The idea is that all appropriate sensors, software and interfaces are in place to program each track layout to follow practical guidelines regarding traffic and safety.

A key element of the present invention is the way the lower guide wheels of the drive system/carriage roll on the flange feature of the track profile and the upward flange found on both sides of the switch track door. This type of transition between track and door is not found on any other track switch mechanisms designed for vehicles which hang from an overhead track. This unique transition is what makes a curved entrance and exit possible.

This is a suspended transport system, so it is therefore important to describe the method by which said track may be suspended. It is reasonable to think that there are an infinite number of methods to suspend a track of this type. It is important to consider the most practical methods when defining the scope of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of the suspended transport system. This is a completely hypothetical layout of the components described herein.

FIG. 2 is an isometric view showing both a cross-sectional view of the track system as well as a cutaway exposing the drive system within the track. A simplified view of a machine comprised of a frame, pedal assembly and seat is also pictured. This view focuses on the front drive system and the method by which the drive system is coupled to said machine.

FIG. 3 is a cross-sectional view of the track system and several components which operate within the confinements of the track profile. Components such as hot rails, drive system/carriage and incline assist mechanisms can be seen in this view.

FIG. 4 shows a perspective view of the hot rail and its components.

FIG. 4a is a cross-sectional view of the hot rail. This view also shows the method by which the hot rail is attached to the track.

FIG. 5 is a perspective view of the track switching mechanism. This view shows the preferred pneumatic actuator placement and door hinge location.

FIG. 6 is a top view of the basic track switch shape. This view best describes the correlation between the track itself and the switch door housed within the track. This drawing shows the switch in a straight position. The switch door has been darkened for better clarity and to aid the viewers' understanding of the basic switch operation.

FIG. 7 is a variation of FIG. 6. This is also a top view of the basic switch track shape. In this view the track switch door is in the curved exit/entrance position.

FIG. 8 is a side view of the track switch mechanism. This view shows the basic components and their layout with respect to the side profile of the track system.

FIG. 9 is a cross-sectional view of the track switch and drive system/carriage. This view is a cross-section at the location of the pneumatic actuator. This location best describes the relation between the track switch door and the wheels of the drive system/carriage. The hinge and upper frame member of the machine are shown attached to the drive system/carriage. Brake disc and caliper location are also described in this view.

FIG. 10 is a perspective view of a track section showing the method by which it is attached to a support structure or tower. This drawing clearly defines the track construction as well as brackets and U-bolt placement on a tower connection.

FIG. 11 is a support structure or tower variation comprised of a single roll bent pipe. A cross-section of the track and connecting hardware is shown for better understanding the system.

FIG. 12 is a variation of FIG. 1 1. This drawing describes a simple way of using a standard part (FIG. 1.1) and varying its height with the addition of a large pipe fixed to the base. The note X′+Y′, seen on the vertical measurement, describes X as a standard part with the addition of Y (the large pipe at the base). The use of such designs greatly reduce engineering and construction costs.

FIG. 13 shows a tower variation using a roll bent pipe to offset the track from the footing. This drawing also uses a standard roll bent top section (X) and a non-standard base pipe (Y) to maintain structural integrity over a wide range of heights while keeping costs to a minimum.

FIG. 14 is a tower variation where more support is required perpendicular to the track, such as in the middle of a turn. This drawing shows a footing with a very wide stance and a sail like support member made of plate steel. This system also uses standard parts. The standard part in this scenario is the radius at which the pipe is bent. The length at which the pipe is cut is the variable.

FIG. 15 shows an aesthetically pleasing and cost effective way to support two tracks running parallel with one another.

FIG. 16 shows a support structure having two parallel tracks. This variation can be extended to great heights with the addition of larger support pipes added to the base.

FIG. 17 is a support structure comprised of a roll bent archway. This drawing shows four tracks running parallel with one another. All tracks are fixed to the same archway.

FIG. 18 shows another application or method of supporting the suspended transport system. In this drawing a suspension system is used. This design proves cost effective and necessary for spanning very large distances.

DETAILED DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a hypothetical layout of the suspended transport system. Support structures 400 rigidly hold the track 10 in the appropriate position as designed in a track layout. The support structures 400 can be made out of a multitude of materials as long as they are capable of supporting the track 10. The support structure 400 shown in the drawing would likely he made of steel. A weldment comprised of plate steel and roll bent pipe bolted to a concrete footing is an effective way to support the track 10. It is reasonable to think that a support structure made out of similar steel components could be fixed to the ceiling of a building, thereby hanging the track 10 indoors. FIG. 11-18 provide a handful of possibilities as well as useful manufacturing practice concerning the design of support structures 400. A coupling assembly 315 is used to attach the track 10 to the support structures 400. This coupling assembly 315 is shown in detail in FIG. 10. Similar to the support structures 400, the coupling assembly 315 could be configured a multitude of ways without effecting the performance of the present invention. The coupling assembly 315 described herein provides a simple cost effective solution while exhibiting several other positive attributes.

The track switch mechanism 205 is a structure which utilizes a pneumatic or hydraulic actuator to move a door fixed to a hinge within the structure housing. The track switch mechanism 205 allows machines 115 to switch off one track 10 and onto another. The track switch mechanism 205 is described in further detail in FIG. 5-9.

A cowling 117a and 117b is a decorative and functional cover which serves many purposes. Cowling 117a serves the purpose of protecting and concealing mechanical and electrical equipment as well as providing a sleek and aerodynamic shape. Cowling 117b shows a variation which fully encloses the patron inside a clear capsule. Cowling 117b is ideal for use in inclement weather. Climate control devices can be utilized inside cowling 117b. Cowlings 117a and 117b can be manufactured many ways using a variety of materials. Cowling 117b would likely be made out of a transparent material such as acrylic or plexiglass. Cowling 117b would start as a flat sheet which would then be heated and formed using a vacuum forming machine and a specially designed mold. Cowling 117a does not require the material to possess transparent qualities. Therefore, Cowling 117a could be manufactured using reinforced resin materials such as fiberglass or carbon fiber. The materials for cowling 117a could be applied in sheets or sprayed on the inside of a female mold. Both cowling 117a and 117b would be made to allow access to important mechanical and electrical equipment housed within.

FIG. 2 is an isometric view showing both a cross-sectional view of the track system as well as a cutaway exposing the drive system within the track. A simplified view of a machine comprised of a frame, pedal assembly and seat, is also pictured. This view focuses on the front drive system and the method by which the drive system is coupled to said machine.

An electric motor 50 is sized for appropriate torque, horsepower and electricity consumption. The preferred motor type for this application is a brushless pancake type. The motor 50 must fit into the profile of the track system 10. The motor 50 is securely bolted to a chassis 20. The chassis 20 holds all drive system components in the proper position. The chassis 20 can be manufactured by casting aluminum using a mold. The chassis 20 can also be machined from an aluminum extrusion possessing the correct profile. The chassis 20 shown in the drawing is cut out of flat steel then bent into the proper shape using a brake press and die. This is a very cost effective way to make a strong complex structure having many attachment points and fixtures. Any way the chassis 20 is made must allow for appropriate tolerances and strength needed to hold all components rigidly. The chassis 20 is the foundation for all components making up the final drive system. A front view of the final drive system can be seen in greater detail in both FIG. 3 and FIG. 9.

A mechanical transmission method 51 is a component capable of transmitting power from the rotating shaft of the motor 50 and the drive wheels 25. This problem may be accomplished with a series of gears, sprockets and chain, or with the use of a toothed belt. The mechanical transmission method 51 shown in the drawing is a toothed belt. A toothed belt is a very desirable way to transmit power in this application. The low noise, light weight and high torque capabilities make the toothed belt an ideal choice for the suspended transport system.

The upper guide wheels 30 are a pair of wheels mounted to the upper guide wheel swing arm 32. The wheels 30 are preferably made of a urethane or nylon type of material. A hard inner core made of aluminum houses radial bearings inside the upper guide wheels 30. The upper guide wheels 30 are fixed to a shaft on either side of the upper guide wheel swing arm 32. The upper guide wheel swing arm 32 is fixed to the top of the chassis 20 with the use of a shaft or bolt acting as a hinge. The hinge fixture positions the upper guide wheels 30 and their respective components so that the wheels 30 roll the length of the track 10. The upper guide wheel swing arm 32 is moveable in a way as to vary the distance between the upper guide wheels 30 and the top inside wall of the track 10. The angle of the upper guide wheel swing arm 32, and therefore the distance between the upper guide wheels 30 and the top inside surface of the track 10 is adjusted by the use of a screw type adjusting rod 35. The adjusting rod 35 is turned by hand or with special tool to provide a fine adjustment of the distance between the upper guide wheels 30 and the top inner surface of the track 10. The purpose of adjusting this distance is to “lock” the drive system/carriage into the track 10 so that it does not wobble or rock back and forth during a turn. When the drive system/carriage assembly is “locked” into the track 10 the swing dampener 80 can then dampen the swinging of the machine 115 in relation to the track 10. This is possible due to an arm attached to the main hinge 70. This arm is attached to the portion of the hinge 70 which is fixed to the drive system/carriage. One end of the swing dampener 80 is attached to the end of the arm extending from the hinge 70 and the other end of the dampener 80 is attached to the frame 100 with the use of a bracket or fixture. The swinging happens due to centrifugal forces when traveling on a curved track 10. The main hinge 70 is the axis at which the swing movement occurs. The swing dampener 80 can be of the gas, fluid, or magnetic eddy current type. The drawing shows a linear dampener 80. It is possible to install the rotary type along the axis of the main hinge 70. A rotary style dampener would serve the same purpose and would offer a much smaller profile, but would be at the expense of a much higher manufacturing cost.

The hot rails 11 are attached to the upper inside corners of the track 10 with the use of screws fitted from the outside of the track 10. A special tool is used to install the hot rails 11 after the two halves of the track 10 are welded together along the top seem. The construction of the hot rails 11 can be seen in detail in FIG. 4 and FIG. 4a. In this drawing you can see electrical contact brushes 60 which are in contact with the hot rails 11 at all times. These brushes 60 are similar material to the contact brushes on a modern light rail train. It is important to have more than one contact brush 60 on each side of the drive system. Using more than one brush 60 per hot rail 11 allows the electrical current to be passed from one to the other when passing over electrical connections in the hot rails 11 and also large gaps in the hot rails 11 which are unavoidably present in a track switch assembly. The brushes 60 conduct all electricity needed to power the electrical systems on the machine 115 including the drive motor 50, lights, computer circuits, reader, transmitter, receiver, backup battery charger, etc.

The track sensor 12 is placed on the wall of the track 10. The track sensor 12 is preferably of the passive proximity type with a very fast read rate. The sensor 12 is fixed to the steel track 10 using small screws, rivets, or strong adhesive. It is important to place the sensor 12 in a place where it is least likely to be struck by the drive system/carriage. In the drawing it is located near the bottom side wall of the track 10. This location is preferred because the lower guide wheels 40 keep the lower portion of the drive system/carriage in a very straight and predictable path.

The lower guide wheels 40 are made of much the same materials and components as the upper guide wheels 30. There are two lower guide wheels 40 per drive system/carriage. These wheels 40 are fixed to shafts protruding from the bottom side of the chassis 20 and rotate on the vertical axis. The diameter of the lower guide wheels 40 must be less than the width of the slot 10a in the bottom of the track 10. These wheels steer the drive system/carriages down the length of the track 10. The yaw of the drive system/carriage pivots on a vertical axis swivel located between the chassis 20 and the main hinge 70. The lower guide wheels 40 rotate different directions depending on the side of the slot 10a which they are touching. It may seem like a bad design to allow the wheels 40 to keep changing directions, but extensive testing proved otherwise. In fact, when using the right durometer of material, the wear patterns were insignificant. The lower friction due to less moving parts and lower costs compared to a system using more wheels make it an obvious design decision. The reason this works well is partly due to the small moment of inertia because of the small wheel diameter. On larger tracks requiring larger wheels it is likely advantageous to use four lower guide wheels per drive system/carriage. This is a simple variation that will keep all lower guide wheels spinning one direction at all times.

The bumper assembly 105 consists of two main parts. The shock absorber 106 is mounted to the front of the frame 100 and as close to the axis of the main hinge 70 as possible. The shock absorber 106 is of the one way dampening type. The fluid inside the dampener should only effect the piston on the return stroke. Only the spring should apply resistance on the compression stroke. The shock absorber 106 is also the type where the shaft is not allowed to rotate. Many styles of this type exist. The drawing shows a pin and slot style. I prefer this for its light weight and low profile. The vertical bumper 107 is mounted to the front of the shock absorber 106. The reason the bumper 107 is mounted vertically is so that the machines 115 intersect each other when climbing hills or going around tight turns. The bumper 107 is made of a durable urethane.

The pedals 90 are like that of a bicycle. In this drawing the pedals 90 are coupled to a small generator 57 using a large pulley 93 and belt 94. The pulley 93 is preferably made of a light weight material such as aluminum, plastic, or carbon fiber. The belt 94 should be one with adequate grip such as a multi-groove belt or toothed belt to prevent slippage. The generator 57 sends a variable voltage to a speed control unit 55. The speed control unit 55 is calibrated and programmed to accept the signal coining from the generator 57. The generator 57 serves two purposes; one, is to provide resistance to the pedals 90, and two, is to send a variable signal to the control unit 55. The control unit 55 will send a signal directly to the motor 50 unless an override command is sent from the CPU based on a multitude of track safety parameters. The drawing shows a pedal machine 115 which uses a generator 57 as a means of resistance and circuit control. In the case of a weight training machine configuration which uses reciprocating motion it is not desirable to use a spinning generator. A weight training machine would require a simple amplifier linked to a lever arm. When the patron moves the lever arm a variable signal is sent to the control unit 55. Resistance to the lever arm would be applied through a mechanical means e.g., springs or compressed nitrogen linked to a variable mechanical disadvantage lever or pulley system. These variations are simply applying the type of weight machines commonly found in gyms that don't use physical mass as their means of resistance to the present inventions speed control system. Obviously it is preferred to use springs or compressed nitrogen cylinders for resistance rather than stacking 300 lbs of weight on a suspended transport system machine. Regardless of the method of creating the speed control signal, the operation of the machine 115 and how it relates to the suspended transport system remains the same.

The lap restraint 180 is a safety system similar to that found in many modern roller coasters. The lap restraint system 180 is specially designed to be extra ergonomic and not impede on the patrons movement while operating the machine 115. The padded covering 182 is made of a durable and extremely flexible foam rubber. The pads 182 fit over a metal frame 181 which has an arm extending down to a rotating lock mechanism 170. This lock mechanism 170 contains a one way ratchet which can only be released when the lock release arm 175 is pushed upwards. A designated loading dock where patrons enter and exit the machine 115 would have a raised floor as to push the lock release arm 175 upwards. This system keeps patrons restrained in the machine 115 the entire duration of the ride. On a machine variation where the patron is fully enclosed by a structure it is likely a locking door on the enclosure and a standard automobile seat belt would provide adequate safety.

A handle bar assembly 160 is comprised of a metal tube which is formed to a shape which provides the most comfort and control for the patron. In this drawing the handle bar assembly 160 extends from behind the recumbent seat 150. In this variation the handle bar assembly 160 would be linked to the lock release arm 175. When the lock release arm 175 is moved upward the handle bar assembly 160 would unlock and raise upward via a hinge located behind the recumbent seat 150. This allows easy entry and exit of the machine 115. The handle bar assembly is covered with a soft durable foam rubber 161. A hand grip 162 is located at the ends of each side of the handle bar assembly 160. Brake levers and shifters/resistance control levers 163 are fixed to the ends of each hand grip 162 similar to that of a bicycle. The brake levers 163 control hydraulic brake calipers and brake discs located on the drive/load wheel 25 axle. On the suspended transport system machine 115 the rear brake discs are larger and more powerful than the front brakes. This is because the machine 115 hangs from the track and therefore transfers its weight to the rear wheels when braking. This is also why it's preferred to have the drive wheels 25 on the front of the machine 115 to provide more traction while accelerating.

FIG. 3 is a cross-sectional view of the track system and several components which operate within the confinements of the track profile. Components such as hot rails, drive system/carriage and incline assist mechanisms can be seen in this view. This view shows the unique wheel placement and how all components within the unique track profile complement each other with very little compromise. These unique component relationships are the focus of the mechanical aspects which set the present invention apart from previous related art.

The track system 10 consists of many components which complement each other because of their specific placement and orientation with one another. The track 10c is preferably made of steel. The track 10c is formed into the shape seen in the drawing by a roll forming process. The material thickness of the track 10c should be of proper thickness as to maintain an adequate strength factor throughout its length. The preferable material thickness of a track 10c measuring 10 inches tall and 8 inches wide is roughly 0.25 inch. This ratio provides excellent strength to weight characteristics as well as cost effective manufacturability. Tracks 10c having much larger dimensions would obviously require thicker material to maintain proper structural integrity. It is also preferred to use steel with roughly 60 ksi yield strength. Standard A36 mild steel is not cost effective, because of the added support structures needed to support the tracks length. Steel having a yield strength higher than 60 ksi can affect the weldability and lead to cracking along the weld seam 10b. The track 10c is fabricated in two halves by mig welding the center top seam 10b with a solid continuous bead. The roll formed profile is one unique part which is used to create the fabricated finished track 10c. In other words two unique mirror image parts do not need to be roll formed in order to create the finished track profile. Holes are punched or laser cut into the track 10c for insertion of the hot rail fastener screws 11f. There are many reasons why the track 10c is roll formed in two halves. The part produced by the roll forming machine possesses no negative angles with respect to a roll bending machines capability to bend a horizontally curved track. Tolerances can therefore be maintained with minimal buckling when roll bending extremely small radius curves e.g., a 12 foot radius turn. The track is welded on the top seam 10b after each half of the track has been roll bent to the desired radius according to a track layout. The fabrication of vertically curved track involves bending the roll formed profile the hard way i.e., the longest side is perpendicular to the bend axis. In most situations, a vertically curved track does not require a small radius to have a reasonably large effect on track pitch i.e., 50 foot radius bends arc very acceptable for creating an exciting track layout. The guide wheel track flange 10f is a short leg on the roll formed profile. The flange 10f provides a smooth flat surface or the lower guide wheels 40 to roll. It is preferred that the flange 10f is angled slightly away from the lower guide wheels 40. An angle of roughly5degrees on the flange 10f prevents the lower edge of the flange 10f from excessively wearing the lower guide wheels 40 when traveling around a curved section of track.

The hot rail fastener screws 11f are inserted from the outside of the track 10c and threaded into the extruded hot rail insulator 11a. The stranded copper conductor 11b and conductive contact surface 11c are inserted into the hot rail insulator 11a before the hot rail assembly 11a,11b,11c is fixed to the top inside corners of the track 10c via hot rail fastener screws 11f. This design securely locks all three parts of the hot rail assembly 11a,11b,11c to the top inner corners of the track 10c. Electricity is applied to the stranded copper conductor 11b and contact brushes (shown in FIG. 2 #60) drag along the conductive contact surface 11c. This unique design allows for simple assembly and extremely high amperage loads do to the size of stranded copper conductor 11b of which the system is capable of containing.

An electric motor 50 is sized for appropriate torque, horsepower and electricity consumption. The preferred motor type for this application is a brushless pancake type. The motor 50 must fit into the profile of the track system 10c. The motor 50 is securely bolted to a chassis 20. The chassis 20 holds all drive system components in the proper position. The chassis 20 can be manufactured by casting aluminum using a mold. The chassis 20 can also be machined from an aluminum extrusion possessing the correct profile. The chassis 20 shown in the drawing is cut out of flat steel then bent into the proper shape using a brake press and die. This is a very cost effective way to make a strong complex structure having many attachment points and fixtures. Any way the chassis 20 is made must allow for appropriate tolerances and strength needed to hold all components rigidly. The chassis 20 is the foundation for all components making up the final drive system.

A mechanical transmission method 51 is a component capable of transmitting power from the rotating shaft 50a of the motor 50 and the drive wheels 25. This problem may be accomplished with a series of gears, sprockets and chain, or with the use of a toothed belt. The mechanical transmission method 51 shown in the drawing is a toothed belt. A toothed belt is a very desirable way to transmit power in this application. The low noise, light weight and high torque capabilities make the toothed belt an ideal choice for the suspended transport system. The toothed belt sprockets 50b reside both on the motor shaft 50a and the drive wheels' 25 axle 26. The toothed belt sprocket 50b residing on the drive wheel axle 26 is fitted with a one-way clutch bearing 27. This clutch bearing 27 is pressed into the center hub of the toothed belt sprocket 50b. The preferred clutch bearing 27 type is either that of a stainless needle bearing type containing stainless steel springs as its locking component, or a radial sprag type clutch bearing. In the case of a needle bearing, needle thrust bearings and washers must be place on either side to reduce friction and prevent wear. The drive wheels/load wheels 25 are solidly fixed to either end of the drive wheel/load wheel axle 26 by means of a keyway and collar, splines, pins and clamp, or other suitable connection type. The axle 26 rotates on radial bearings 26a. The radial bearings 26a are pressed into pillow blocks 26b. The pillow blocks 26b are preferably made of aluminum or stainless steel and are bolted to the chassis 20. The brake disc 28 is solidly attached to the axle 26 via keyway clamping hub or other suitable connection type. The brake caliper 29 is bolted to the chassis 20 in a position that allows the caliper 29 to apply friction to the brake disc 28.

The upper guide wheels 30 are a pair of wheels mounted to the upper guide wheel swing arm 32. The wheels 30 are preferably made of a urethane or nylon type of material. A hard inner core made of aluminum houses radial bearings inside the upper guide wheels 30. The upper guide wheels 30 are fixed to a shaft 31 on either side of the upper guide wheel swing arm 32. The upper guide wheel swing arm 32 is fixed to the top of the chassis 20 with the use of a shaft or bolt acting as a hinge. The hinge fixture positions the upper guide wheels 30 and their respective components so that the wheels 30 roll the length of the track 10. The upper guide wheel swing arm 32 is moveable in a way as to vary the distance between the upper guide wheels 30 and the top inside wall of the track 10. The angle of the upper guide wheel swing arm 32, and therefore the distance between the upper guide wheels 30 and the top inside surface of the track 10 is adjusted by the use of a screw type adjusting rod 35. The adjusting rod 35 is fixed to the chassis 20 in a way that allows it to apply pressure to the upper guide wheel swing arm 32. The adjusting rod 35 is also held in position by a bushing 35b which is inserted in a hole in the chassis 20. The adjusting rod 35 is turned with use of a special tool or by hand with use of a knob 35a to provide a fine adjustment of the distance between the upper guide wheels 30 and the top inner surface of the track 10. The purpose of adjusting this distance is to “lock” the drive system/carriage into the track 10 so that it does not wobble or rock back and forth during a turn.

The lower guide wheels 40 are made of much the same materials and components as the upper guide wheels 30 i.e., nylon or urethane material with an aluminum core and radial bearings 40a. There are two lower guide wheels 40 positioned one behind the other per drive system/carriage. These wheels 40 are fixed to shafts protruding from the bottom side of the chassis 20 and rotate on the vertical axis. The diameter of the lower guide wheels 40 must be less than the width of the slot in the bottom of the track 10c. These wheels steer the drive system/carriages down the length of the track 10. The yaw of the drive system/carriage pivots on a vertical axis swivel located between the chassis 20 and the main hinge 70. The lower guide wheels 40 rotate different directions depending on the side of the slot 10a which they are touching. It may seem like a bad design to allow the wheels 40 to keep changing directions, but extensive testing proved otherwise. In fact, when using the right durometer of material, the wear patterns were insignificant. The lower friction due to less moving parts and lower costs compared to a system using more wheels make it an obvious design decision. The reason this works well is partly due to the small moment of inertia because of the small wheel diameter. On larger tracks requiring larger wheels it is likely advantageous to use four lower guide wheels per drive system/carriage. This is a simple variation that will keep all lower guide wheels spinning one direction at all times.

The main hinge assembly 70 is comprised of a hinge tube 71, a bushing or bearing 73a, and a hinge pin 73. The hinge tube 71 is welded to a bracket 72. The hinge bracket 72 is bolted to the frame 100 with use of bolts 72a, and locknuts 72b. The frame 100 is the structure connecting the patron carrying machine to the main hinge assembly 70.

The incline assist rail assembly 18 consists of a roll formed profile 18a made preferably out of steel/stainless steel. The roll formed profile or incline assist track 18a is stitch welded 18b to the side of the track 10c as seen in the drawing. A steel cable 18d rides in a formed groove in the incline assist track 18a. This steel cable 18d travels up an incline while being supported and guided by the incline assist track 18a. A cable clutch 18c is a device having cams which allow a cable to travel only one direction through its' designated path. The cable clutch 18c is oriented in the direction which only allows it to slide up the incline along the cables 18d length. The cable clutch 18c is securely fastened to the cable clutch arm 17 which is welded to the hinge tube 71. The portion of the hinge tube 71 which is welded to the cable clutch arm 17 must be the portion directly connected to the drive system/carriage assembly and not the frame 100. In this configuration the cable clutch arm 17 is held level and in-line with the incline assist track 18a. The cable 18d is attached to a system no different than a rope tow or ski lift mechanism with the return side of the loop traveling back down the hill in a way any ordinary rope or cable tow system might operate.

The incline safety stop assembly 15 is located on the opposite side of the track 10c from the incline assist rail assembly 18. The safety latch stop 15a is part of a fixture having a safety latch stud 15c. The safety latch 15f is fixed so that is rotates on the safety latch stud 15c. Smooth secure operation is ensured by using adequate bushings 15d and a locking nut 15e, external retaining ring, pin, or other suitable method. The safety latch 15f is made of heavy gauge steel so that gravity will easily return it to its down position as seen in the drawing. A spring may assist the safety latch 15f to return to the down position, but is not necessary if parts are made to move freely and safety latch 15f is of proper mass. The safety latch 15f can only be moved to its up position by rotating it on the safety latch stud 15c and by pushing from the bottom of the latch in the direction of the incline. If pressure is placed on the bottom of the safety latch 15f in the direction of the decline i.e., towards the bottom of the hill, the safety latch 15f will contact the safety latch stop 15a. The safety stop arm 16 is welded to the portion of the hinge tube 71 connected to the drive system/carriage. The safety latch stop arm 16 travels level and square with the drive system/carriage as they travel the length of the track 10c. In the configuration described concerning the incline safety stop assembly 15 and the safety stop arm 16 it is made obvious that the patron carrying machine is only allowed to pass the incline safety stop assembly 15 while traveling up the incline. If the cable 18d or cable clutch 18c should unexpectedly fail, the patron will be safely stopped by the incline safety stop assembly 15 before traveling any further down the hill.

FIG. 4 shows a perspective view of the hot rail and its components. Screws are inserted from the outside of the track and threaded into a hole lid in the extruded hot rail insulator 11a. This hole 11d and screw are spaced at an appropriate distance apart spanning the length of the extruded hot rail insulator 11a as to securely fasten the hot rail assembly 11 to the inside of the track. The extruded hot rail insulator 11a is preferably made of a flexible material that retains its shape and will securely hold a threaded screw. Materials such as UHMW, and various nylon compounds work very well for this application. The extruded hot rail insulator 11a cannot be made of a material that conducts electricity. A thin, and therefore easily flexible section lie is located at a point in the extrusion 11a as to allow the top portion to be flexed open as seen in the drawing. Narrow relief cuts 11g are made at appropriate spacing along the length of the extrusion 11a as to aid ones ability to flex open the top portion of the extrusion 11a. The stranded copper conductor 11b and conductive contact surface 11e are inserted into the hot rail insulator 11a before the hot rail assembly 11 is fixed to the top inside corners of the track. This design securely locks all three parts of the hot rail assembly 11 to the top inner corners of the track. Electricity is applied to the stranded copper conductor 11b and contact brushes (shown in FIG. 2 #60) drag along the conductive contact surface 11c. This unique design allows for simple assembly and extremely high amperage loads do to the size of stranded copper conductor lib of which the system is capable of containing.

FIG. 4a is a cross-sectional view of the hot rail. This view also shows the method by which the hot rail is attached to the track. The hot rail fastener screws 11f are inserted from the outside of the track 10c and threaded into the extruded hot rail insulator 11a. The stranded copper conductor 11b and conductive contact surface 11c are inserted into the hot rail insulator 11a before the hot rail assembly 11a,11b,11c is fixed to the top inside corners of the track 10c via hot rail fastener screws 11f. This design securely locks all three parts of the hot rail assembly 11a,11b,11c to the top inner corners of the track 10c. Electricity is applied to the stranded copper conductor 11b and contact brushes (shown in FIG. 2 #60) drag along the conductive contact surface 11c. This unique design allows for simple assembly and extremely high amperage loads do to the size of stranded copper conductor 11b of which the system is capable of containing.

FIG. 5 is a perspective view of the track switching mechanism 205. This view shows the preferred pneumatic actuator 250 placement, door hinge location and several other unique components. The track switching mechanism 205 is built within and around the track switch housing 210. The track switch housing 210 is fabricated to allow the suspended transport machine of the present invention to pass through its passageways 10a while intersecting mechanical features which may modify said machines current path. The track switch housing 210 is a complex shape preferably fabricated from a combination of roll formed and roll bent steel profiles and laser or plasma cut steel plate. The material thickness of the track switch housing 210 should be the same as that of the rest of the track layout so that smooth transitions can be made. The door hinge consists of a hinge rod 220 which stands vertically within the track switch housing 210. The hinge rod 220 rotates on its vertical axis and is stabilized by a bushing 222 located in the bottom of the track switch housing 210. The bushing is located at the approximate point where the single track profile beginning on the opposite end of the track switch housing 210 becomes two complete and separate track profiles. In other words, the end of the track switch housing 210 containing the hinge rod 220 and bushing 222, is the end which exhibits two complete track profiles on either side of the hinge rod 220 axis. A complete track profile can be defined by the basic cross-sectional track shape illustrated in FIG. 3. The track switch door 223 is fixed to the hinge rod 220. This is preferably done by welding, but could also be accomplished with the use of low profile bolts. The track switch door 223 extends from the hinge rod 220 all the way to the opposite side of the track switch housing. The door 223 lays flat on the bottom inside surface of the track switch housing 210. A cross-sectional view of the door 223 at its location opposite the hinge rod 220 and directly below the actuator 250 can be seen in

FIG. 9, #225. The track switch door 223 rotates on the hinge rod 220 axis. The door 223 rotates far enough in both directions to allow the suspended transport machine of the present invention to pass through the track switch assembly 205. If the door 223 is rotated fully to one side, the machine of the present invention shall travel the path opposite the door 223. This scenario can be clearly understood by examining FIG. 5-9 in their entirety. The door 223 must be rotated fully to the right or left of the machine of the present invention in order for said machine to pass through the track switch mechanism 205. The track switch mechanism 205 can be used as either an exit or an entrance without major modifications. In other words, machines can travel in either direction through the track switch assembly 205. The track switch assembly will work safely in both directions as long as all sensors are placed in the appropriate locations and interface controls are programed to recognize the intersection as either an entrance or exit with respect to the direction being traveled. When the door 223 is in its full right or left position it must partially exit the track profile nearest the actuator 250. This problem is solved by having a rectangular structure called the door exit housing 212 protruding from both sides of the track switch housing 210. A rectangular cutout would also serve the same purpose as the door exit housing 212, but would not offer protection from snow, ice, leaves, etc. The door 223 must slide smoothly across the inside surface of the track switch housing 210 in order to ensure quiet trouble free operation. For the door 223 to slide smoothly the angle of the hinge rod 220 must be finely adjusted. Adjustments to the hinge rod 220 angle are made with the door angle adjustment screws 216a. The door angle adjustment screws 216a are connected between the adjustment screw footing 216 and the upper door hinge pillow block bearing 221. The adjustment screw footing 216 is solidly fixed to the track switch housing 210 preferably by welding. The drawing shows that turning the adjustment screws so that if the footing 216 and upper bearing 221 move farther apart, that would effectively raise the door 223 off the lower inside surface of the track switch housing 210. Therefore, turning the screws 216a the opposite direction would lower the door 223. Towards the opposite end of the door 223 from the hinge rod 220 is a connection that links the door 223 movement to that of the actuator 250. The actuator 250 is preferably that of a pneumatic or hydraulic linear guided type. The actuator 250 is bolted to brackets or fixtures 215 that are solidly bolted or welded to the top surface of the track switch housing 210. The actuator 250 has a special fixture 251 attached to its moving section i.e., the part that moves with the piston. This special fixture or door post fixture 251 is designed to hold the door post 240 in a vertical position at all times. The door post 240 is an extremely rigid shaft or partially flattened member which extends through the door post slot 211 and is solidly connected to the door 223 located on the lower inside surface of the track switch housing 210. The door post 240 would preferably be made out of cold worked stainless steel, chromoly, or titanium. The door post fixture 251 also allows for the slight radius due to the rotating door 223 while being connected to the linearly moving actuator 250.

A four way electrically activated air valve 253 controls the air flow to the pneumatic actuator 250. A hydraulic variation could be used for this application, but the pneumatic system offers higher actuator speeds which is desirable when there's heavy traffic moving though the switch. The actuator 250 is of the two way type meaning air is allowed to fill both sides of the cylinder. The actuator 250 is also preferably of the magnetically coupled rodless type with leak detecting air pressure switches. The compressed air line 252a fills one side of the actuator 250 cylinder and compressed air line 252b fills the other side of the actuator 250 cylinder. The electrically controlled air valve 253 is supplied with compressed air via the supply line 254 which would be connected to the nearest buffer tank supplied by an air compressor. The air valve 253 receives its electrical signal from a radio frequency receiver having a relay control circuit which would transfer a hard wired power source to the solenoids. The electric power source can be routed to the receiver and solenoid via electrical conduit or by simply tapping into the hot rail power source which, in most cases, would be present inside the track switch assembly 205. Safety switches on the actuator 250 and or buffer tank are triggered by abnormally low air pressure which would then cause a transmitter to send a signal to the CPU. The CPU calculates the best course of action based on a series of parameters related to the particular track layout. The CPU may redirect patrons to another track, stop all traffic, or, by verification of the door position sensor, leave the door in its current position until air pressure is returned to normal. These types of variables change given the circumstances of each individual situation. The idea is that the sensors, software and interfaces are in place to program each track layout to follow practical guidelines regarding traffic and safety.

A cover 214 is shown in the drawing as a dotted line or transparent box for clarity of the equipment. The cover 214 is like any sealed box structure made out of a material such as steel, aluminum, or plastic. The cover 214 protects sensitive equipment from the elements. The cover 214 should be removable for maintenance. Angle brackets 213 are welded to the track switch housing 210 to create a positive seal and a solid surface to attach hinges and locks for the cover 214.

FIG. 6 is a top view of the basic track switch shape. This view best describes the correlation between the track itself and the switch door housed within the track. The switch door assembly is comprised of the hinge rod 220, the hinge connection plate 223, the door plate 225, and the door post 240. The hinge rod 220 is preferably made of a stainless steel or other non-corrosive weldable metal. The hinge connection plate 223 is preferably made of a high strength weldable steel. The hinge connection plate 223 is preferably welded to the hinge rod 220 and welded or bolted to the door plate 225. The door plate 225 has a specific shape which is determined by the angle, curvature and length of the entire switch track assembly 205. The shape of the door plate 225 is a key feature separating it from all other track switching systems. The door plate 225 shape allows a suspended transport machine of the present invention to travel quickly and smoothly in either a straight line or a curve as one would expect when entering or exiting a straight track (see FIG. 7). One side of the door plate 225 is straight while the other side exhibits a concave curvature do to the fact it must provide a consistent slot width 10a in both left and right switch positions. This drawing shows the switch in a straight position. The switch door has been darkened for better clarity and to aid the viewers' understanding of the basic switch operation. It is helpful to make reference to all drawings concerning the track switch 205 when grasping the concept (see FIG. 5-9). In this drawing, the lower guide wheels will travel the path of the slot 10a. The load/drive wheels will roll on both surfaces either side of the slot 10a. You will notice that one wheel rolls on the solid surface 210, and one must roll across the door plate 225. As seen in this drawing, the door plate 225 must span a gap in the track switch structure. The fact that a wheel must roll over the door plate 225 requires the door plate 225 to be made from a thin yet very strong material, e.g., titanium or cold worked stainless steel. The door plate 225 is preferably pressed and punched from flat sheet using a large die and press similar to that used for making auto body panels. The long edges of the door plate 225 are given an upwardly bent lip to add structural strength and to provide a larger smooth surface for the lower guide wheels to roll. As explained in FIG. 5, the door 225 exits the sides of the track profile when in its full right or left position. The door exit housings 212 can be seen in this simplified top view. The placement of the door post 240 is also visible in this view.

FIG. 7 is a variation of FIG. 6. This is also a top view of the basic switch track shape. In this view the track switch door is in the curved exit/entrance position. As mentioned in FIG. 6, the switch door assembly is comprised of the hinge rod 220, the hinge connection plate 223, the door plate 225, and the door post 240. The hinge rod 220 is preferably made of a stainless steel or other non-corrosive weldable metal. The hinge connection plate 223 is preferably made of a high strength weldable steel. The hinge connection plate 223 is preferably welded to the hinge rod 220 and welded or bolted to the door plate 225. The door plate 225 has a specific shape which is determined by the angle, curvature and length of the entire switch track assembly 205. The shape of the door plate 225 is a key feature separating it from all other track switching systems. The door plate 225 shape allows a suspended transport machine of the present invention to travel quickly and smoothly in either a straight line or a curve as one would expect when entering or exiting a straight track (see also FIG. 6). One side of the door plate 225 is straight while the other side exhibits a concave curvature do to the fact it must provide a consistent slot width 10a in both left and right switch positions. This drawing shows the switch in a curved entrance/exit position. The switch door has been darkened for better clarity and to aid the viewers' understanding of the basic switch operation. It is helpful to make reference to all drawings concerning the track switch 205 when grasping the concept (see FIG. 5-9). In this drawing, the lower guide wheels will travel the path of the slot 10a. The load/drive wheels will roll on both surfaces either side of the slot 10a. You will notice that one wheel rolls on the solid surface 210, and one must roll across the door plate 225. As seen in this drawing, the door plate 225 must span a gap in the track switch structure. The fact that a wheel must roll over the door plate 225 requires the door plate 225 to be made from a thin yet very strong material, e.g., titanium or cold worked stainless steel. The door plate 225 is preferably pressed and punched from flat sheet using a large die and press similar to that used for making auto body panels. The long edges of the door plate 225 are given an upwardly bent lip to add structural strength and to provide a larger smooth surface for the lower guide wheels to roll. As explained in FIG. 5, the door 225 exits the sides of the track profile when in its full right or left position. The door exit housings 212 can be seen in this simplified top view. The placement of the door post 240 is also visible in this view.

FIG. 8 is a side view of the track switch mechanism. This view shows the basic components and their layout with respect to the side profile of the track system. The track switching mechanism 205 is built within and around the track switch housing 210. The track switch housing 210 is a complex shape preferably fabricated from a combination of roll formed and roll bent steel profiles and laser or plasma cut steel plate. The material thickness of the track switch housing 210 should be the same as that of the rest of the track layout so that smooth transitions can be made. The door hinge consists of a hinge rod 220 which stands vertically within the track switch housing 210. The hinge rod 220 rotates on its vertical axis and is stabilized by a bushing 222 located in the bottom of the track switch housing 210. The hinge connection plate 223 is fixed to the hinge rod 220. This is preferably done by welding, but could also be accomplished with the use of low profile bolts. The connection plate is also fixed to the door plate 225 by welding or by using low profile or recessed screws 223a. The door plate 225 extends from the connection plate 223 all the way to the opposite side of the track switch housing 210. The door plate 225 lays flat on the bottom inside surface of the track switch housing 210. The door 225 must slide smoothly across the inside surface of the track switch housing 210 in order to ensure quiet trouble free operation. For the door 225 to slide smoothly the angle of the hinge rod 220 must be finely adjusted. Adjustments to the hinge rod 220 angle are made with the door angle adjustment screws 216a. The door angle adjustment screws 216a are connected between the adjustment screw footing 216 and the upper door hinge pillow block bearing 221. The adjustment screw footing 216 is solidly fixed to the track switch housing 210 preferably by welding. The drawing shows that turning the adjustment screws so that the footing 216 and upper bearing 221 move farther apart would effectively raise the door 225 off the lower inside surface of the track switch housing 210. Therefore, turning the screws 216a the opposite direction would lower the door 225. A small cover 217 can be seen in this view covering the upper hinge bearing 221, the adjustment screw footing 216, and the adjustment screws 216a. The cover 217 is fastened over the hinge components to protect them from the elements. The cover 217 should be made of a suitable material as to keep snow, dirt, leaves, water, etc. from damaging moving parts.

Towards the opposite end of the door 225 from the hinge rod 220 is a connection that links the door 225 movement to that of the actuator 250. The actuator 250 is preferably that of a pneumatic or hydraulic linear guided type. The actuator 250 is fastened with bolts 215a to brackets or fixtures 215 that are solidly bolted or welded to the top surface of the track switch housing 210. The actuator 250 has a special fixture 251 attached to its moving section i.e., the part that moves with the piston. This special fixture or door post fixture 251 is designed to hold the door post 240 in a vertical position at all times. The door post 240 is an extremely rigid shaft or partially flattened member which extends through the door post slot in the top of the track switch housing 210. The door post 240 is solidly connected to the door 225 with the use of low profile or recessed machine screws 240a which are threaded into tapped holes located on the bottom end of the door post. 240. Using screws 240a rather than a weld eliminates warping of the door plate 225. The door post 240 would preferably be made out of cold worked stainless steel, chromoly, or titanium.

A four way electrically activated air valve 253 controls the air flow to the pneumatic actuator 250. The compressed air line 252a fills one side of the actuator 250 cylinder and compressed air line 252b fills the other side of the actuator 250 cylinder. The electrically controlled air valve 253 is supplied with compressed air via the supply line 254 which would be connected to the nearest buffer tank supplied by an air compressor. The air valve 253 receives its electrical signal from a radio frequency receiver having a relay control circuit which would transfer a hard wired power source to the solenoids.

The cover 214 is like any sealed box structure made out of a material such as steel, aluminum, or plastic. The cover 214 protects sensitive equipment from the elements. The cover 214 should be removable for maintenance. Angle brackets 213 are welded to the track switch housing 210 to create a positive seal and a solid surface to attach hinges and locks for the cover 214.

For clarity I have marked the lower guide wheel track flange 10f. This is the flange clearly seen in FIG. 3. The flange is a feature on the roll formed profile which is used in the fabrication of the track switch housing 210. This drawing also shows the rectangular cutouts 212, 212a which allow the door plate 225 to exit the side of the track profile when in full right or left position.

FIG. 9 is a cross-sectional view of the track switch and drive system/carriage. This view is a cross-section at the location of the pneumatic actuator 250. This location best describes the relation between the track switch door 225 and the wheels of the drive system/carriage. This drawing shows the rectangular cutouts 212a that the door plate 225 passes through in order to move far enough to allow the drive system/carriage to travel through the track switch 205. The door exit housing 212 can be seen covering the top side of the door plate 225 when in its full right or left position. The door exit housing 212 is welded 212b to the side of the switch track assembly 205.

A key element of the present invention is the way the lower guide wheels 40 roll on the flange feature 206 and the upward flange found on both sides of the door plate 225. This type of transition between track and door is not found on any other track switch mechanisms designed for vehicles which hang from an overhead track. This transition is what makes a curved entrance and exit possible.

Drive wheels or load wheels 25 roll on top of the door plate 225. The fact that the drive/load wheels 25 must roll over the door plate 225 requires the door plate 225 to be made from a thin yet very strong material, e.g., titanium or cold worked stainless steel. The door plate 225 is preferably pressed and punched from flat sheet using a large die and press similar to that used for making auto body panels. The long edges of the door plate 225 are given an upwardly bent lip to add structural strength and to provide a larger smooth surface for the lower guide wheels to roll. Upper guide wheels 30 are shown in this drawing rolling against the top inside surface of the track switch assembly 205. The upper guide wheels 30 play an important roll primarily when the switch track door 225 is in the entrance/exit position. The entrance/exit position is a curved path, so the upper guide wheels 30 effectively keep the drive system/carriage from tipping or lifting up on one side because of centrifugal forces directed to the carriage/drive assembly do to counteracting forces of the dampener (FIG. 2, #80).

This drawing gives a clear view of the brake disc 28 and the brake caliper 29. The brake caliper 29 is preferably of the hydraulic type do to the long distance from the braking controls. Also in clear view is the toothed drive belt 51. Again, the toothed belt is a very desirable choice for this application due to its light weight quiet operation and high torque capabilities. For reference purposes the upper frame member 100 on the machine is drawn along with its basic connecting components. The hinge bracket 72 is fastened to the upper frame member 100 with bolts 72a and locking nuts 72b. The hinge tube 71 is welded to the hinge bracket 72 as well as another hinge tube (located behind) being fixed to the chassis of the drive system/carriage. The two hinge tubes are joined using a pin 73 and lubricated bushings 73a much like any common hinge. The pin 73 is held in place by means of a positively locking method, such as a castle nut with a cotter pin. This hinge is no different than that of a chair lift or amusement park ride. It is preferred to use grease fittings on the hinge tube and bearings with slotted pathways for grease:

The door post 240 can be seen extending upward from the door plate 225. The bottom of the door post 240 is fixed to the door plate 225 with recessed machine screws 240a threading upwards into the door post 240. The door post 240 extends through the top of the track profile through a slot perpendicular to the tracks length. The portion of the door post 240 protruding past the top of the track profile is fixed to the door post bracket 251. The door post bracket 251 is secured to the moving portion of the actuator 250 with bolts 251a. The door post bracket 251 holds the door post 240 so that it remains perfectly vertical and rigid while the actuator 250 moves from side to side. The actuator 250 is fixed in position via the actuator brackets 215. In the drawing the actuator brackets 215 are fixed to the angle brackets 213 with bolts 213a. Angle brackets 213 are welded to the track switch assembly. Actuator brackets 215 are fixed to the actuator 250 using bolts 215a which either thread into or pass all the way through the aluminum actuators end blocks. In some cases it is preferred not to weld the actuator brackets 215 because of warping. Securely bolting some linear actuators to a slightly uneven fixture will cause binding and poor performance.

The cover 214 can be seen in this drawing with added details such as hinges 214b and a quick release clasp 214a. In some public situations it may be necessary to lock the cover 214 to prevent tampering with the mechanics of the track switch assembly 205.

FIG. 10 is a perspective view of a track section showing the method by which it is attached to a support structure or tower. The roll formed track profile 10e is created from a long flat sheet of metal which is stored on a large roll before being fed into a roll forming machine giving it its unique profile. The roll formed track profile 10c creates one half of the completed suspended transport system track. The welded seam 10b combines two roll formed track profiles 10c orientated opposite one another and having faces flush and square with one another. The end result of the fabrication process creates a unique box channel having a slot with downward bent flanges 10a on both sides of the slot opening. These flanges 10a are bent slightly past 90 degrees. Bending the flanges 10a past 90 degrees greatly reduces wear on the lower guide wheels which would be caused by the cut edge on the end of each flange.

The track to tower connection assembly 315 shown in this drawing provides simple cost effective solutions related to design, fabrication and assembly. In this drawing you will see a tubular tower end 401. This tower end 401 is the portion which possesses the track to tower assembly 315. The portion of the tower end 401 not shown in the drawing would be fixed the ground in some way, shape or form. Examples of complete tower assemblies are shown in FIG. 11-18 in order to provide a clear picture of the scale and application related to the present invention.

Angle brackets 315a are preferably cut from a standard steel angle profile. Each angle bracket 315a having two oblong holes oriented parallel to the tracks 10c length. A U-bolt 315c is positioned around the tower end 401 so that the threaded ends of the U-bolt 315c point downward and extend through the oblong holes in the angle brackets 315a. The angle bracket 315a is welded to the side of the roll formed profile 10c and flush with the top of the track. The angle bracket should be of sufficient thickness so not to bend when locking nuts 315d threaded onto the U-bolts 315c are tightened to a proper torque.

A unique part specific to the invention herein is the tower connection support bracket 315b. This bracket 315b is punched, laser or plasma cut out of steel, then folded to a specific shape using a die and brake press. The support bracket 315b has flanges that cradle the tower end 401 by matching its radius. The support bracket 315b extends from one U-bolt 315c to the other U-bolt 315c. The center of the support bracket 315b has a bend which curves up and over the weld seam 10b. This design allows for flush and secure assembly of the tower to track connection 315.

FIG. 11 is a support structure or tower variation comprised of a single roll bent pipe 401. A cross-section of the track and connecting hardware is shown for better understanding the system 315. The roll bent pipe 401 is fabricated from a standard steel pipe profile. The roll bent pipe 401 is engineered to be of appropriate diameter and thickness for handling the loads presented by the track and the machines riding on the track. A base plate 423 is welded to the bottom of the roll bent pipe 401. The base plate 423 which is bolted to the concrete footing 429 having threaded studs is located directly below the track 10c. The drawing shows a variation in which the roll bent pipe 401 is a standard part with a specific radius. To account for slight changes in elevation or ground level the height of the footing 429 extending from the ground 2 can be raised or lowered. The height measurement of the tower is expressed as the variable X because of the large range of possibilities due to metal selection and profile size of the roll bent pipe 401.

FIG. 12 is a variation of FIG. 11. This drawing describes a simple way of using a standard part (FIG. 11) and varying its height with the addition of a large pipe 403 fixed to the base. The note X′+Y′ is shown on the vertical measurement. This describes X as a standard part with the addition of Y (the large pipe 403 at the base). The use of such designs greatly reduce engineering and construction costs. The roll bent pipe 401 is fabricated from a standard steel pipe profile. The roll bent pipe 401 is engineered to be of appropriate diameter and thickness for handling the loads presented by the track and the machines riding on the track. A large diameter pipe 403 is welded to the bottom of the roll bent pipe 401 using a welded connection plate 401a. A base plate 425 is welded to the bottom of the large diameter pipe 403. The concrete footing 430 imbedded in the earth 2 has threaded studs protruding from its top surface. The connection between the base plate 425 and the footing 430 is like that of any structural tower of comparable mass. The tower to track connection assembly 315 and track 10c is positioned directly below the footing 430 in this design.

FIG. 13 shows a tower variation using a roll bent pipe 402 to offset the track from the footing 430. This drawing also uses a standard roll bent top pipe 402 expressed as X regarding its height and a non-standard base pipe 403 expressed as Y regarding its height. This design maintains structural integrity over a wide range of heights while keeping costs to a minimum. The footing 430 which is anchored in the ground 2 is attached to the base plate 425 using threaded studs and nuts similar to any structural tower of comparable mass. The tower to track connection assembly 315 and track 10c is offset from the footing 430 in this design. This design uses a straight connection between the larger diameter base pipe 403 and the smaller diameter roll bent top pipe 402. The straight connection allows for a cone section 402a to be welded in place giving a smooth appearance.

FIG. 14 is a tower variation where more support is required perpendicular to the track 10c, such as in the middle of a turn. This drawing shows a footing 427a having a very wide stance and a sail like support member 401b made of plate steel. This system also uses standard parts. The standard part in this scenario is the radius at which the pipe 401 is bent. The length at which the pipe 401 is cut is the variable. The tower to track connection assembly 315 and track 10c is attached in the usual position at the top end of the roll bent pipe 401. The base plate 427 is fixed to the footing 427a which is solidly anchored in the ground 2. The measurement expressed as X refers to the height at which the roll bent pipe 401 can extend without the addition of a structural support plate 401b. The measurement Y refers to the added height the structural support plate 401b may add to the total height of the tower. Varying sizes of structural support plates 401b may be used to create a variety of tower heights.

FIG. 15 shows an aesthetically pleasing and cost effective way to support two tracks 10c running parallel with one another. In this variation two opposing roll bent pipes 402 are welded together and share the same base plate 424. The base plate 424 is fixed to the concrete footing 430 by means of threaded studs and nuts similar to any common structural tower of similar mass. The footing 430 is securely anchored in the ground 2. Two tracks 10c run parallel with one another and are fixed to the top ends of each roll bent pipe 402 with the use of the track to tower connection assembly 315.

FIG. 16 shows a support structure having two parallel tracks 10c. This variation can be extended to great heights with the addition of larger support pipes added to the base. Support pipes 402s, 403, and 404 are welded together using cone section weldments 402a, and 403a. Flat plat weldments could also be used but would offer a less attractive appearance.

The largest support pipe 404 is located closest to the concrete footing 432. A base plate 426 made of steel and having proper thickness and support is welded to the bottom of the largest pipe 404. The concrete footing 432 is solidly secured in the ground 2 and is bolted to the base plate 426 using a method common to any structural tower of similar mass. A horizontal cross member 402t is welded to the top of the smallest support tube 402s. Track to tower connection assemblies 315 are fixed to each end of the horizontal cross member 402t.

FIG. 17 is a support structure comprised of a roll bent archway 450. This drawing shows four tracks 10c running parallel with one another. All tracks are fixed to the same archway 450. The roll bent archway 450 may be cut and bolted together onsite for ease of shipping, handling, etc. Applying the present invention to this basic arch design provides the benefit of fixing several tracks 10c to the span of the roll bent archway 450 while offering minimal footing 432 area, and an attractive look. The lower ends of the roll bent archway 450 are welded to the base plates 426. Base plates 426 are bolted to concrete footings 432. Concrete footings 432 are securely anchored in the ground 2. A practical application of this design would be to span across a roadway having trucks and automobiles driving on the ground 2 below the tracks 10c. This application would provide a fast efficient transportation method with many benefits including a reduced amount of pavement needed for traffic requirements and reduced road kill, because deer do not fly.

FIG. 18 shows another application or method of supporting the suspended transport system. In this drawing a cable suspension system is used. This system is similar to any common suspension system, but it incorporates the track system of the present invention. This design proves cost effective and necessary for spanning very large distances. Concrete footings 432 are placed in the ground at distances determined by the landscape 2 and the track 10c span capabilities offered with the cable suspension design. The suspension system towers consist of support pipes 403, and 404, and welded base plates 426. The towers also consist of multiple branch-like members 401e which securely hold the track system 10c below the cable suspension system 470.

Claims

1. A human or product carrying system wherein a machine (see #115, FIG. 1) is suspended from an enclosed track (see #10c). A carriage/drive system inside said enclosed truck allows said machine to move along the length of said track. The user or patron is a human riding upon or inside said machine. A computer control system allows said machine to operate with or without a patron onboard. This scenario may be desired when said machine is to carry freight or perform a specific task such as painting said track through means of automation. The computer control system also provides safety to the patron by overriding his or her actions whereby such actions are expressed through the manipulation of controls (see example #90, FIG. 2). Said controls are described in claim 3. Said enclosed track is further comprised of optional track switching mechanisms (see FIGS. 5 thru 9). Said switching mechanisms allow for complex track configurations much like a train track.

2. The system according to claim 1 wherein Said track requires specific dimensions and proportions (see FIG. 3). Said dimensions arc relative to one another. Said dimensions provide optimal strength vs. material mass. Said dimensions should remain proportionate to one another when applied to tracks larger or smaller in size than the example provided.

The specific dimensions of said track allows for placement of load wheels (see #25). Said load wheels roll on the horizontal surfaces on either side of the slot (see FIG. 2. #10a). Said load wheels must also it below the hot rails (see #11).

Upper guide wheels (see #30) are vertically adjustable. These wheels are positioned between the center scam (see FIG. 3, #10b) and the hot rails. The purpose of these upper guide wheels is to “lock” said carriage/drive system square in said track. Upper guide wheels are necessary for tracks presenting, negative gravitational forces and for enabling the use of a dampener to control the swinging a machine may exhibit while traveling around a turn on said track.

Lower guide wheels (see #40) are wheels which ride on the downward bent flanges (see FIG. 3, #10f) on either side of said slot. Lower guide wheels also ride on the upward bent flanges of the track switch door (see FIG. 9, #225). This system allows for a curved track switch door which is desirable when traveling at high speeds.

The specific dimensions of said track also allows for an electric motor (see #50) on applications where gravity does not provide adequate propulsion. Said motor is sized for proper torque arid horsepower and is positioned inside of said track for optimal performance. Said motor is linked to said load wheels by means of a chain, belt, gear box or other type of power transmission. The rotation of said motor and load wheels propel said machine down the length of said track.

3. The machine according to claim 1 having controls which may be manipulated by the user, or set to a preset/default mode for use in transport, heavy traffic, or emergencies. Said controls manipulate the speed of said motor which is mechanically linked to wheels inside said track. These controls provide resistance to the patrons' muscles. This resistance can be applied though means such as but not limited to mechanical friction, magnetic, and or electronic resistance. This resistance gives the user a physical workout. A variety of mechanisms may be used to provide a physical workout to the patron. These mechanisms may include but are not limited to pedals, pull-cords, levers, or wheels. The speed control circuit (see #55) located on each machine can be calibrated by the patron to provide desired speed in relation to desired physical exertion. Again, a preset/default mode may be entered for various reasons including medical emergencies, and extreme traffic congestion.

4. The system according to claim 1 wherein electricity powers said motor through the means of internal hot rails (see FIG. 4). Said hot rails are comprised of an insulator and conductor fastened to the inside of said track. The unique design allows for extreme high amperage draw for extended periods of time. Electricity is transferred from said hot rails through the means of conductive brushes/toilers attached to said carriage/drive system inside of said track.

5. The system according to claim 1 wherein track Sensors (see #12), e.g., proximity sensors, passive, active, photo, optical, magnetic, and or motion activated sensors are placed along the length of said track to provide traffic control safety as well as speed and location data of said machines. These sensors transmit signals to a reader attached to each machine. Said reader receives these signals and transmits them to a central processing unit (CPU). This information combined with wheel sensor data gives the CPU and patrons the ability to track location, speed, acceleration and deceleration of each machine. Wheel sensors are used as a fine unit of measurement between each track mounted proximity sensor. Said track mounted sensors provide calibration based on fixed locations. In the event that wheel sensors lose accuracy due to wheel wear, heavy braking or slippage, the machine will be recalibrated at the next track mounted sensor. Data such as motor temp, brake wear, and human vitals may also be transmitted back to the CPU.

6. The system according to claim 1 wherein said CPU is linked to a transmitter to “control” or override patrons manual controls located on said machines. The CPU is an integral part of the computer control system. Patrons have the option to accelerate and brake when desired, but the CPU and or authorized personnel have ultimate control over the patrons. This is for traffic control emergency situations, and overall safety of the entire system. Essentially, the CPU has control of every aspect of said motor and braking system, but allows complete patron control when safe to do so. If power to the system is disrupted, battery backups may provide power to an emergency default mode allowing said machines to return to a loading dock. Patrons can then disembark safely from their machines until the problem is resolved.

7. Said track switching mechanism mentioned in claim 1 operates through the use of an actuator (see #250) linked to a moveable door(s) (see #225). Said moveable door is attached inside the track switch section of said track. Track switches having only two positions require only one door. Track switches having three positions require two doors parallel to one another and operating in tandem. The door(s) span the gap created when one track is parted into two tracks. The door(s) create a bridge for the load wheels to roll across. Said carriage/drive system is allowed to roll freely through said track switch section when said door(s) is in any one of its discrete and proper locations. In the event that the door(s) jams or operates incorrect an override signal is transmitted to all said machines that are located within a specified distance. Brakes are applied immediately to prevent an impact. Said tracks dimensions and construction render said machine and patron by all means encapsulated by said track. In the event of an impact or switch failure this construction proves nearly impossible for said machine to disengage from said track. This is first and foremost the number one goal of this entire system.

8. Actuation of said door mentioned in claim 7 is controlled electronically or manually. Electronic control is executed through a variety of pathways:

a. The patron riding in said machine may decide which way they would like, the door to be positioned by manipulating controls onboard said machine thereby sending a signal to the CPU. Said signals may also be transmitted via automated series. This series of signals would be based on the patrons desired destination. All track switches en route will operate automatically shall said patron choose the automated function. All track switch signals are received and processed by the CPU. Information regarding location, speed, acceleration, and deceleration of said machine(s) is gathered through means of various sensors mentioned in claim 5. In the event that one or more machines in front of said patron have not yet past over said switch track section the CPU must consider those patrons' track switch commands first. This system provides a safe way for each patron to switch tracks based on their individual intentions.

b. The position of said track switch door can also be manipulated through the means of an override switch accessible only to author red personnel.

c. The CPU may be programmed with qualifying conditions to warrant a track switch override. These conditions may include an emergency of any kind, or possibly the end of the day, whereas all machines must return to said loading dock.

d. Merging tracks are always controlled by the CPU unless otherwise performed by authorized personnel. The CPU controls right-of-way. This decision is based on many factors including but not limited to: Machine locations; Machine speed, acceleration, and deceleration; Track priorities and or traffic congestion; Emergency vs. non-emergency machines.

9. The system according to claim 1 wherein said track having an uphill assist for extremely steep or non-motorized gravity only applications. A channel (see #18a, FIG. 3) fixed to said track carries a moving line, i.e., cable, rope, chain, etc. An arm (see #17) fixed to said machine engages said line through means of a one-way ratchet or cable clutch (see #18c). Said line is moved by means of a motor or cranking mechanism. Said line is a continuous loop which returns to the bottom of said incline before re-entering said channel. The inclined section of track also having one-way safely stops (see #15, FIG. 3). Said safety stops are placed at adequate distances apart from one another. Safety stops prevent said machines from rolling down incline in the event that said line should break.

10. The system according to claim 1 wherein towers (see FIGS. 11 thru 18) are connected to said track through means of specialized components (see FIG. 10). This system is unique to said suspended transport system. Tower to track connection is designed to be adjustable in many different directions. Said adjustability allows for easy efficient construction of the suspended transport system. Simple U-bolts and brackets are custom designed for the suspended transport system. Said Brackets provide a space between said tower and said track. This space is provided for extraneous electrical add-ons through the use of an electrical conduit. Add-ons are installed between said tower and said track. The construction described allows for easy tower replacement and repair. In other words, nothing else needs to be disassembled in order to remove said tower.