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| 검색연산자 | 기능 | 검색시 예 |
|---|---|---|
| () | 우선순위가 가장 높은 연산자 | 예1) (나노 (기계 | machine)) |
| 공백 | 두 개의 검색어(식)을 모두 포함하고 있는 문서 검색 | 예1) (나노 기계) 예2) 나노 장영실 |
| | | 두 개의 검색어(식) 중 하나 이상 포함하고 있는 문서 검색 | 예1) (줄기세포 | 면역) 예2) 줄기세포 | 장영실 |
| ! | NOT 이후에 있는 검색어가 포함된 문서는 제외 | 예1) (황금 !백금) 예2) !image |
| * | 검색어의 *란에 0개 이상의 임의의 문자가 포함된 문서 검색 | 예) semi* |
| "" | 따옴표 내의 구문과 완전히 일치하는 문서만 검색 | 예) "Transform and Quantization" |
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연관자료 탐색 (선택한 자료와 함께 이용한 콘텐츠 탐색)
특허 상세정보
LIM-assisted air bearing in a transportation system
| 국가/구분 | United States(US) Patent 등록 |
|---|---|
| 국제특허분류(IPC7판) | B61B-003/02 B61B-013/04 |
| 출원번호 | US-0862711 (2015-09-23) |
| 등록번호 | US-10183681 (2019-01-22) |
| 발명자 / 주소 | |
| 출원인 / 주소 | |
| 인용정보 | 피인용 횟수 : 0 인용 특허 : 12 |
초록
▼
A transportation system is disclosed that includes a monorail (or other vehicle) along a column-supported rail wherein a linear induction motor's (‘LIM’) connection to an assembly, to which the monorail/vehicle is attached, enables the LIM to essentially assist an air bearing, positioned between the rail and assembly, such that less air pressure is required. In some embodiments, a control system assists in adjusting the air pressure supplied—e.g., based on LIM data and/or weight (of vehicle and/or cargo). Further disclosed is a compliant air bearing that...
A transportation system is disclosed that includes a monorail (or other vehicle) along a column-supported rail wherein a linear induction motor's (‘LIM’) connection to an assembly, to which the monorail/vehicle is attached, enables the LIM to essentially assist an air bearing, positioned between the rail and assembly, such that less air pressure is required. In some embodiments, a control system assists in adjusting the air pressure supplied—e.g., based on LIM data and/or weight (of vehicle and/or cargo). Further disclosed is a compliant air bearing that minimizes air loss during vertical and lateral curves, including embodiments where the air bearing is positioned relative to the rail such that a plenum area is smaller than a semi-enclosed cavity area. Additionally disclosed is a brake system that includes a brake pad attached to the air bearing that is engageable without the need to adjust the air bearing's air pressure.
대표
청구항
▼
1. A transportation system for enabling a vehicle, which is capable of carrying a cargo, to travel along a route that is generally defined by a plurality of support structures in a ground, wherein the transportation system employs each of (a) a power source, and (b) an air supply system for a supplying of an air, including: (i) a cross-sectionally curved rail, having a cross-sectional shape that includes at least a curved portion, that is supported off the ground by the plurality of support structures;(ii) a motor that is powered by the power source, whe...
1. A transportation system for enabling a vehicle, which is capable of carrying a cargo, to travel along a route that is generally defined by a plurality of support structures in a ground, wherein the transportation system employs each of (a) a power source, and (b) an air supply system for a supplying of an air, including: (i) a cross-sectionally curved rail, having a cross-sectional shape that includes at least a curved portion, that is supported off the ground by the plurality of support structures;(ii) a motor that is powered by the power source, wherein the vehicle is movable along the cross-sectionally curved rail with at least some assistance from the motor;(iii) an assembly, wherein the assembly: (a) at least partially surrounds the cross-sectionally curved rail, (b) is connectable to the vehicle, such that, when the assembly and vehicle are connected, the assembly at least assists in enabling the vehicle to hang from the cross-sectionally curved rail towards the ground, (c) is movable along the cross-sectionally curved rail such that, when the assembly and vehicle are connected, the assembly and vehicle are able to move together along the cross-sectionally curved rail, and (d) is rotatable at least partially around the cross-sectionally curved rail;(iv) an inflated air bearing, wherein: (1) the inflated air bearing is positioned between the assembly and the cross-sectionally curved rail such that (A) the inflated air bearing is moved along the rail when the assembly is moved along the rail and (B) the inflated air bearing rotates at least partially around the cross-sectionally curved rail when the assembly rotates at least partially around the cross-sectionally curved rail; (2) the inflated air bearing is made of a compliant material; (3) a cavity of the inflated air bearing is able to receive the air, via the supplying of the air by the air supply system—wherein the cavity (A) is at least partially defined by an inner surface of the inflated air bearing, (B) is positioned between the assembly and the cross-sectionally curved rail, and (C) has a cavity air pressure of a cavity air pressure magnitude; and (4) the inflated air bearing is complaint such that the air bearing has a first inflated shape that is able to be at least temporarily deformed by force into a second inflated shape;(v) a computer system, which includes at least one computer, that controls the supplying of the air by the air supply system;(vi) a plenum that is able to receive the air via, at least indirectly, the supplying of the air by the air supply system, wherein the plenum is at least partially defined by (1) a first outer surface portion of the inflated air bearing and (2) a first surface portion of the cross-sectionally curved rail such that a specific location of the first surface portion of the cross-sectionally curved rail varies as the inflated air bearing one or more of (a) moves along the cross-sectionally curved rail and and (b) rotates at least partially around the cross-sectionally curved rail and, thus, the air received by the plenum remains essentially sandwiched between the first outer surface portion of the inflated air bearing and the first surface portion of the cross-sectionally curved as the inflated air bearing one or more of (a) moves along the cross-sectionally curved rail and (b) rotates at least partially around the cross-sectionally curved rail;(vii) a lubrication zone of air, having a lubrication zone height, wherein the lubrication zone of air: (a) results when the air that is received by the plenum has caused an air pressure in the plenum to at least reach a sufficient minimum magnitude of air pressure in the plenum; (b) enables at least some of the air that has entered the plenum to exit the plenum such that the air exiting the plenum becomes the lubrication zone of air, (c) flows directly between a second outer surface portion of the inflated air bearing and a second surface portion of the cross-sectionally curved rail such that a particular location of the second surface portion of the cross-sectionally curved rail varies as the inflated air bearing one or more of (1) moves along the cross-sectionally curved rail and (2) rotates at least partially around the cross-sectionally curved rail and, thus, the lubrication zone of air remains essentially sandwiched between the second outer surface portion of the inflated air bearing and the second surface portion of the cross-sectionally curved rail as the inflated air bearing one or more of (1) moves along the cross-sectionally curved rail and (2) rotates at least partially around the cross-sectionally curved rail, (d) at least assists in enabling the inflated air bearing to not contact the cross-sectionally curved rail when the inflated air bearing moves along the cross-sectionally curved rail, and (e) at least assists in enabling the inflated air bearing to not contact the cross-sectionally curved rail when the inflated air bearing rotates at least partially around the cross-sectionally curved rail;(viii) a force associated with the motor;(ix) a structural connection between the motor and the assembly;(x) wherein the motor is a linear induction motor (‘LIM’);(xi) wherein the force associated with the LIM is an attraction force between a primary of the LIM and the cross-sectionally curved rail, wherein the cross-sectionally curved rail serves as a secondary, and wherein one or more bearings prevent the primary of the LIM from contacting the cross-sectionally curved rail;(xii) wherein the inflated air bearing is positioned between a first portion of the assembly and the cross-sectionally curved rail;(xiii) wherein the primary of the LIM is positioned between a second portion of the assembly and the cross-sectionally curved rail;(xiv) wherein the first portion of the assembly and the second portion of the assembly are non-overlapping with respect to each other such that the primary of the LIM and the inflated air bearing are not adjacent; and,(xv) wherein the attraction force between the primary of the LIM and the cross-sectionally curved rail enables the sufficient minimum magnitude of air pressure in the plenum that is at least reached, for the lubrication zone of air to result, to be of a relatively lower magnitude—rather than being of a relatively greater magnitude, which would otherwise need to be at least reached for the lubrication zone of air to result but for the attraction force between the primary of the LIM and the cross-sectionally curved rail—because (a) there is the structural connection between the primary of the LIM and the assembly; (b) the inflated air bearing is positioned between the assembly and the cross-sectionally curved rail; (c)(1) the inflated air bearing is positioned between the first portion of the assembly and the cross-sectionally curved rail; (c)(2) the primary of the LIM is positioned between the second portion of the assembly and the cross-sectionally curved rail; and (c)(3) the first portion of the assembly and the second portion of the assembly are non-overlapping with respect to each other such that the primary of the LIM and the inflated air bearing are not adjacent. 2. The transportation system of claim 1, wherein: (i) (1) the inflated air bearing and the primary of the LIM are positioned on respectively opposite sides of the cross-sectionally curved rail when the assembly moves along the cross-sectionally curved rail, and (2) the inflated air bearing and the primary of the LIM remain on respectively opposite sides of the cross-sectionally curved rail when the assembly rotates at least partially around the cross-sectionally curved rail—because (a) the inflated air bearing rotates at least partially around the cross-sectionally curved rail, with the assembly, when the assembly rotates at least partially around the cross-sectionally curved rail and (b) the structural connection between the primary of the LIM and the assembly is such that the structural connection causes the primary of the LIM also to rotate at least partially around the cross-sectionally curved rail, with the assembly, when the assembly rotates at least partially around the cross-sectionally curved rail; and,(ii) the attraction force between the primary of the LIM and the cross-sectionally curved rail enables the sufficient minimum magnitude of air pressure in the plenum that is at least reached, for the lubrication zone of air to result, to be of the relatively lower magnitude rather than being of the relatively greater magnitude, which would otherwise need to be at least reached for the lubrication zone of air to result but for the attraction force between the primary of the LIM and the cross-sectionally curved rail—each of (A) when the assembly, air bearing, and the primary of the LIM all move, together, along the cross-sectionally curved rail and (B) when simultaneously (1) the assembly, the air bearing, and the primary of the LIM all move, together, along the cross-sectionally curved rail and (2) the assembly, the air bearing, and the primary of the LIM all rotate, together, at least partially around the cross-sectionally curved rail—not only because (a) there is the structural connection between the primary of the LIM and the assembly, (b) the inflated air bearing is positioned between the assembly and the cross-sectionally curved rail, (c)(1) the inflated air bearing is positioned between the first portion of the assembly and the cross-sectionally curved rail, (c)(2) the primary of the LIM is positioned between the second portion of the assembly and the cross-sectionally curved rail, (c)(3) the first portion of the assembly and the second portion of the assembly are non-overlapping with respect to each other such that the primary of the LIM and the inflated air bearing are not adjacent: but also because (d)(1) the inflated air bearing and the primary of the LIM are positioned on respectively opposite sides of the cross-sectionally curved rail when the assembly moves along the cross-sectionally curved rail and (d)(2) the inflated air bearing and the primary of the LIM remain on respectively opposite sides of the cross-sectionally curved rail when the assembly rotates at least partially around the cross-sectionally curved rail. 3. The transportation system of claim 2, wherein: (i) the one or more bearings that prevent the primary of the LIM from contacting the cross-sectionally curved rail are one or more LIM air bearings that maintain a distance that is greater than zero and less than a certain magnitude between the primary of the LIM and the cross-sectionally curved rail when the assembly, the air bearing, and the primary of the LIM all move, together, along the cross-sectionally curved rail;(ii) the one or more LIM air bearings also maintain the distance between the primary of the LIM and the cross-sectionally curved rail when the assembly, the air bearing, and the primary of the LIM all rotate, together, at least partially around the cross-sectionally curved rail; and,(iii) the attraction force between the primary of the LIM and the cross-sectionally curved rail enables the sufficient minimum magnitude of air pressure in the plenum that is at least reached, for the lubrication zone of air to result, to be of the relatively lower magnitude rather than being of the relatively greater magnitude, which would otherwise need to be at least reached for the lubrication zone of air to result but for the attraction force between the primary of the LIM and the cross-sectionally curved rail—each of (A) when the assembly, the air bearing, and the primary of the LIM all move, together, along the cross-sectionally curved rail and (B) when simultaneously (1) the assembly, the air bearing, and the primary of the LIM all move, together, along the cross-sectionally curved rail and (2) the assembly, the air bearing, and the primary of the LIM all rotate, together, at least partially around the cross-sectionally curved rail—not only because (a) there is the structural connection between the primary of the LIM and assembly, (b) the inflated air bearing is positioned between the assembly and the cross-sectionally curved rail, (c)(1) the inflated air bearing is positioned between the first portion of the assembly and the cross-sectionally curved rail, (c)(2) the primary of the LIM is positioned between the second portion of the assembly and the cross-sectionally curved rail, (c)(3) the first portion of the assembly and the second portion of the assembly are non-overlapping with respect to each other such that the primary of the LIM and the inflated air bearing are not adjacent, (d)(1) the inflated air bearing and the primary of the LIM are positioned on respectively opposite sides of the cross-sectionally curved rail when the assembly moves along the cross-sectionally curved rail, and (d)(2) the inflated air bearing and the primary of the LIM remain on respectively opposite sides of the cross-sectionally curved rail when the assembly rotates at least partially around the cross-sectionally curved rail: but also because (e)(1) the distance between the primary of the LIM and the cross-sectionally curved rail is maintained by the one or more LIM air bearings when the assembly, the air bearing, and the primary of the LIM all move, together, along the cross-sectionally curved rail, and (e)(2) the distance between the primary of the LIM and the cross-sectionally curved rail is maintained by the one or more LIM air bearings when the assembly, the air bearing, and the primary of the LIM all rotate, together, at least partially around the cross-sectionally curved rail. 4. The transportation system of claim 1, wherein: (i) the first outer surface portion of the inflated air bearing, also, is at least a portion of a semi-enclosed cavity, wherein the semi-enclosed cavity includes a passageway between the cavity and the plenum that enables at least some of the air in the cavity to flow into the plenum;(ii) the second outer surface portion of the inflated air bearing, also, is at least a portion of an aperture of the semi-enclosed cavity; and,(iii) (ii) the first surface portion of the cross-sectionally curved rail is positioned inside the semi-enclosed cavity, without the inflated air bearing contacting the cross-sectionally curved rail, such that an area associated with the plenum is smaller than an area associated with the semi-enclosed cavity. 5. The transportation system of claim 4, wherein: (i) the inflated air bearing is compliant, laterally, such that the inflated air bearing is able to laterally comply, in response to a laterally curved portion of the cross-sectionally curved rail, such that the inflated air bearing does not contact the laterally curved portion of the cross-sectionally curved rail when the inflated air bearing travels along the laterally curved portion of the cross-sectionally curved rail with the lubrication zone height of a certain height magnitude; and,(ii) but for (1) the first surface portion of the cross-sectionally curved rail being positioned inside the semi-enclosed cavity such that the area associated with the plenum is smaller than the area associated with the semi-enclosed cavity, and (2) the inflated air bearing being compliant, laterally: the inflated air bearing would otherwise not be able to comply, laterally, with the laterally curved portion of the cross-sectionally curved rail when the inflated air bearing travels over the laterally curved portion of the cross-sectionally curved rail such that the inflated air bearing would otherwise contact the laterally curved portion of the cross-sectionally curved rail when the inflated air bearing travels along the laterally curved portion of the cross-sectionally curved rail—unless the certain height magnitude of the lubrication zone height of the lubrication zone of air were made relatively taller to prevent the inflated air bearing from contacting the laterally curved portion of the cross-sectionally curved rail, which there is no need for because of (1) the first surface portion of the cross-sectionally curved rail being positioned inside the semi-enclosed cavity, such that the area associated with the plenum is smaller than the area associated with the semi-enclosed cavity, and (2) the inflated air bearing is compliant, laterally. 6. The transportation system of claim 5, wherein: (i) the inflated air bearing, also, is compliant, vertically, such that the inflated air bearing is able to vertically comply, in response to a vertically curved portion of the cross-sectionally curved rail, such that the inflated air bearing does not contact the vertically curved portion of the cross-sectionally curved rail when the inflated air bearing travels along the vertically curved portion of the cross-sectionally curved rail with the lubrication zone height of the certain height magnitude; and,(ii) the inflated air bearing would otherwise contact the vertically curved portion of the cross-sectionally curved rail when the inflated air bearing travels along the vertically curved portion of the cross-sectionally curved rail but for the inflated air bearing, also, being compliant, vertically—unless the certain height magnitude of the lubrication zone height of the lubrication zone of air were made relatively taller to prevent the inflated air bearing from contacting the vertically curved portion of the cross-sectionally curved rail, which there is no need for because the inflated air bearing, also, is compliant, vertically. 7. The transportation system of claim 4, wherein: (i) a brake pad is another portion of the semi-enclosed cavity;(ii) the brake pad is connected to the inflated air bearing in such a way that the brake pad is surrounded by the inflated air bearing;(iii) there is an adjustable layer of air between the brake pad and the assembly;(iv) the brake pad is able to each of (a) engage with respect to the cross-sectionally curved rail by an adjusting the adjustable layer of air and (b) disengage with respect to the cross-sectionally curved rail by the adjusting the adjustable layer of air;(v) the air supply system is able to cause the adjusting of the adjustable layer—to respectively each of (a) engage the brake pad and (b) disengage the brake pad—based on a particular instruction from the computer system; and,(vi) the adjusting of the adjustable air layer by the air supply system—to respectively each of (a) engage the brake pad and (b) disengage the brake pad—is able to be accomplished without an adjusting of the cavity air pressure magnitude, such that there is no need for the adjusting of the cavity air pressure magnitude, by the air supply system, in order for the air supply system to respectively to each of (a) engage the brake pad and (b) disengage the brake pad with respect to the cross-sectionally curved rail. 8. The transportation system of claim 4, wherein: (i) the compliant material of which the air bearing is made is, at least partially, at least one of: (a) reinforced neoprene, (b) urethane, (c) polypropylene, (d) vinyl, and (e) polyurethane;(ii) a length of the inflated air bearing is greater than a width of the inflated air bearing;(iii) a length of the plenum is greater than a width of the plenum;(iv) a length of the semi-enclosed cavity is greater than a width of the semi-enclosed cavity;(v) the inflated air bearing is compliant, vertically, such that the inflated air bearing is able to vertically comply, at least potentially, a distance that is at least one of (a) more than 1% of the length of the inflated air bearing and (b) more than 1% of the width of the inflated air bearing;(vi) the inflated air bearing is compliant, laterally, such that the inflated air bearing is able to laterally comply, at least potentially, the distance that is at least one of (a) more than 1% of the length of the inflated air bearing and (b) more than 1% of the width of the inflated air bearing;(vii) the area associated with the plenum is at least 10% smaller than the area associated with the semi-enclosed cavity;(viii) at least a portion of the second outer surface portion of the inflated air bearing is at an angle relative to at least a portion of the first outer surface portion of the inflated air bearing that is at least 15 (fifteen) degrees; and,(ix) a certain distance between the primary of the LIM and the cross-sectionally curved rail is less than 7 mm. 9. The transportation system of claim 1, wherein: (i) in order for the sufficient minimum magnitude of air pressure in the plenum to be at least reached, the cavity air pressure magnitude at least reaches a sufficient minimum cavity air pressure magnitude; and,(ii) the second outer surface portion of the inflated air bearing becomes a bit distended as the air bearing becomes inflated, as compared to prior to the air bearing becoming inflated, at least in part because of the compliant material of which the second outer surface portion of the inflated air bearing is made. 10. The transportation system of claim 1, wherein: (i) in order for the sufficient minimum magnitude of air pressure in the plenum to be at least reached, the cavity air pressure magnitude at least reaches a sufficient minimum cavity air pressure magnitude; and(ii) the attraction force between the primary of the LIM and the cross-sectionally curved rail is, also, able to cause the sufficient minimum cavity air pressure magnitude that is at least reached to be of a relatively smaller magnitude, rather than a relatively larger magnitude that would otherwise need to be at least reached for the cavity air pressure magnitude to at least reach the sufficient minimum cavity air pressure magnitude but for the attraction force between the primary of the LIM and the cross-sectionally curved rail—each of (A) when the assembly, the air bearing, and the primary of the LIM all move, together, along the cross-sectionally curved rail and (B) when simultaneously (1) the assembly, the air bearing, and the primary of the LIM all move, together, along the cross-sectionally curved rail and (2) the assembly, the air bearing, and the primary of the LIM all rotate, together, at least partially around the cross-sectionally curved rail—because: (a) there is the structural connection between the primary of the LIM and assembly, (b) the inflated air bearing is positioned between the assembly and the cross-sectionally curved rail, (c)(1) the inflated air bearing is positioned between the first portion of the assembly and the cross-sectionally curved rail, (c)(2) the primary of the LIM is positioned between the second portion of the assembly and the cross-sectionally curved rail, and (c)(3) the first portion of the assembly and the second portion of the assembly are non-overlapping with respect to each other such that the primary of the LIM and the inflated air bearing are not adjacent. 11. The transportation system of claim 1, wherein at least some the air received by the plenum, via the supplying of the air by the air supply system, is from the cavity such that at least some of the air supplied to the cavity, via the supplying of the air by the air supply system, exits the cavity, by a passageway, into the plenum. 12. The transportation system of claim 1, wherein the structural connection between the primary of the LIM and assembly is an at least relatively stiff structural connection. 13. The transportation system of claim 1, wherein: (i) the computer system possesses a data that is associated, at least indirectly, with the attraction force between the primary of the LIM and the cross-sectionally curved rail;(ii) the computer system provides an instruction to the air supply system, wherein the instruction, is at least indirectly, based on the data; and,(iii) an implementing of the instruction by the air supply system will cause an altering of the supplying of the air by the air supply system. 14. The transportation system of claim 13, wherein as a result of the implementing of the instruction by the air supply system that causes the altering of the supplying of the air by the air supply system: the sufficient minimum magnitude of air pressure in the plenum of the relatively lower magnitude continues to be at least reached at a time that is after the implementing of the instruction by the air supply system—wherein but for the implementing of the instruction: the result would not occur, at the time, such that the sufficient minimum magnitude of air pressure in the plenum, of the relatively lower magnitude, would not continue to be at least reached at the time. 15. The transportation system of claim 13, wherein: (i) the data is associated, at least indirectly, with a magnitude of the attraction force between the primary of the LIM and the cross-sectionally curved rail;(ii) the instruction provided by the computer system to the air supply system is provided automatically;(iii) the altering of the supplying of the air by the air supply system is: an altering of the supplying of the air by the air supply system to the cavity of the inflated air bearing that receives the air from the air supply system; and,(iv) the air that is received by the cavity of the inflated air bearing, via the supplying of the air by the air supply system, is able to (a) exit the cavity and (b) enter the plenum—such that at least some of the air in the plenum is from the cavity of the inflated air bearing. 16. The transportation system of claim 13, wherein: (i) the computer system possesses another data—wherein the other data is associated, at least indirectly, with at least one of the following: (a) an estimated weight or a measured weight associated with the vehicle, (b) an estimated weight or a measured weight associated with the cargo, (c) an estimated combined weight or a measured combined weight associated with the vehicle and the cargo, (d) a change in estimated weight or a change in measured weight associated with the vehicle, (e) a change in estimated weight or a change in measured weight associated with the cargo, and (f) a change in estimated combined weight or a change in measured combined weight associated with the vehicle and the cargo; and,(ii) the instruction provided by the computer system to the air supply system is, at least indirectly, based on not only (A) the data: but also, at least indirectly, based on (B) the other data. 17. The transportation system of claim 13, wherein as a result of the implementing of the instruction by the air supply system: the lubrication zone height is, at a time that is after the implementing of the instruction by the air supply system, of a certain magnitude—wherein but for the implementing of the instruction by the air supply system: the result would not occur, at the time, such that the lubrication zone height would not, at the time, be of the certain magnitude, but rather would be of a different magnitude at the time. 18. The transportation system of claim 17, wherein: (i) at least one of the following occurs: (1) a magnitude of the attraction force between the primary of the LIM and the cross-sectionally curved rail becomes a different magnitude of the attraction force between the primary of the LIM and the cross-sectionally curved rail; and,(2) at least one of the following: (a) there is a change in an estimated weight or a change in a measured weight associated with the vehicle, (b) there is a change in an estimated weight or a change in a measured weight associated with the cargo, and (c) there is a change in an estimated combined weight or a change in a measured combined weight associated with the vehicle and the cargo;(ii) at least one of the following occurs: (1) the computer system possesses an updated data, wherein the updated data is associated, at least indirectly, with the different magnitude of the attraction force between the primary of the LIM and the cross-sectionally curved rail; and,(2) the computer system possesses an updated other data—wherein the updated other data is associated, at least indirectly, with at least one of the following: (a) an updated estimated weight or an updated measured weight associated with the vehicle, which respectively incorporates the change in the estimated weight or the change in the measured weight associated with the vehicle, (b) an updated estimated weight or an updated measured weight associated with the cargo, which respectively incorporates the change in the estimated weight or the change in the measured weight associated with the cargo, and (c) an updated estimated combined weight or an updated measured combined weight associated with the vehicle and the cargo, which respectively incorporates the change in the estimated combined weight or the change in the measured combined weight associated with the vehicle and the cargo;(iii) the computer system provides an updated instruction to the air supply system—wherein updated instruction is, at least indirectly, based on at least one of: (1) the updated data, and (2) the updated other data;(iv) the updated instruction provided by the computer system to the air supply system is provided automatically;(v) an implementing of the updated instruction by the air supply system will cause another altering of the supplying of the air by the air supply system; and,(vi) as a result of the implementing of the updated instruction by the air supply system: the lubrication zone height is, at another time that is after the implementing of the other instruction by the air supply system, of another certain magnitude—wherein but for implementing of the instruction by the air supply system: the result would not occur, at the other time, such that the lubrication zone height would not, at the other time, be of the other certain magnitude, but rather would be of an alternative magnitude at the other time. 19. The transportation system of claim 18, wherein: (i) the altering of the supplying of the air by the air supply system is: an altering of the supplying of the air by the air supply system to the cavity of the inflated air bearing that receives the air from the air supply system;(ii) the other altering of the supplying of the air by the air supply system is: another altering of the supplying of the air by the air supply system to the cavity of the inflated air bearing that receives the air from the air supply system; and,(iii) the air that is received by the cavity of the inflated air bearing, via the supplying of the air by the air supply system, is able to (a) exit the cavity and (b) enter the plenum—such that at least some of the air in the plenum is from the cavity of the inflated air bearing. 20. The transportation system of claim 19, wherein updated instruction is, at least indirectly, based on both: (1) the updated data, and (2) the updated other data. 21. The transportation system of claim 17, wherein: the result, at the certain time, also includes the certain magnitude, of the lubrication zone height, being at least one of the following: (a) of a certain predetermined magnitude, (b) less than the certain predetermined magnitude, and (c) within a range between the certain predetermined magnitude and an additional certain predetermined magnitude. 22. The transportation system of claim 13, wherein the data that is associated, at least indirectly, with the attraction force between the primary of the LIM and the cross-sectionally curved rail: is a distance between the primary of the LIM and the cross-sectionally curved rail. 23. The transportation system of claim 1, wherein: the relatively lower magnitude of the sufficient minimum magnitude of air pressure in the plenum is able to be—at least for a portion of a time the vehicle is traveling along the route—more than 10% less than the relatively greater magnitude of the sufficient minimum magnitude of air pressure in the plenum that would otherwise need to be at least reached for the lubrication zone of air to result but for the attraction force between the primary of the LIM and the cross-sectionally curved rail—because (a) there is the structural connection between the primary of the LIM and the assembly; (b) the inflated air bearing is positioned between the assembly and the cross-sectionally curved rail; (c)(1) the inflated air bearing is positioned between the first portion of the assembly and the cross-sectionally curved rail; (c)(2) the primary of the LIM is positioned between the second portion of the assembly and the cross-sectionally curved rail; and (c)(3) the first portion of the assembly and the second portion of the assembly are non-overlapping with respect to each other such that the primary of the LIM and the inflated air bearing are not adjacent. 24. The transportation system of claim 23, wherein: the relatively lower magnitude of the sufficient minimum magnitude of air pressure in the plenum is able to be—at least for another portion of the time the vehicle is traveling along the route—between 50% and 99.9% less than the relatively greater magnitude of the sufficient minimum magnitude of air pressure in the plenum that would otherwise need to be at least reached for the lubrication zone of air to result but for the attraction force between the primary of the LIM and the cross-sectionally curved rail—because (a) there is the structural connection between the primary of the LIM and the assembly; (b) the inflated air bearing is positioned between the assembly and the cross-sectionally curved rail; (c)(1) the inflated air bearing is positioned between the first portion of the assembly and the cross-sectionally curved rail; (c)(2) the primary of the LIM is positioned between the second portion of the assembly and the cross-sectionally curved rail; and (c)(3) the first portion of the assembly and the second portion of the assembly are non-overlapping with respect to each other such that the primary of the LIM and the inflated air bearing are not adjacent. 25. The transportation system of claim 1, wherein, during a first time period: the attraction force between the primary of the LIM and the cross-sectionally curved rail is of a first attraction magnitude, which enables the sufficient minimum magnitude of air pressure in the plenum that is at least reached, for the lubrication zone of air to result, to be of a relatively lower magnitude during the first time period—rather than being of a relatively greater magnitude, which would otherwise need to be at least reached, during the first time period, for the lubrication zone of air to result but for the attraction force between the primary of the LIM and the cross-sectionally curved rail—because (a) there is the structural connection between the primary of the LIM and the assembly; (b) the inflated air bearing is positioned between the assembly and the cross-sectionally curved rail; (c)(1) the inflated air bearing is positioned between the first portion of the assembly and the cross-sectionally curved rail; (c)(2) the primary of the LIM is positioned between the second portion of the assembly and the cross-sectionally curved rail; and (c)(3) the first portion of the assembly and the second portion of the assembly are non-overlapping with respect to each other such that the primary of the LIM and the inflated air bearing are not adjacent; and, wherein:(i) the computer system possesses a first data that is, at least indirectly, associated with the attraction force between the primary of the LIM and the cross-sectionally curved rail;(ii) the computer system also possesses a first other data;(iii) the computer system provides an instruction to the air supply system, wherein the instruction is, at least indirectly, based on each of (1) the first data and (2) the first other data;(iv) the instruction provided by the computer system to the air supply system is provided automatically;(v) during a second time period, wherein the second time period immediately follows the first time period: the attraction force between the primary of the LIM and the cross-sectionally curved rail is of a second attraction magnitude, wherein the second attraction magnitude is greater than first attraction magnitude, wherein the second attraction magnitude enables the sufficient minimum magnitude of air pressure in the plenum that is at least reached, for the lubrication zone of air to result, to be of a relatively lower magnitude during the second time period, wherein the relatively lower magnitude during the second time period is less than the relatively lower magnitude during the first time period—rather than being of a relatively greater magnitude, which would otherwise need to be at least reached, during the second time period, for the lubrication zone of air to result but for the attraction force between the primary of the LIM and the cross-sectionally curved rail—because: (a) there is the structural connection between the primary of the LIM and the assembly; (b) the inflated air bearing is positioned between the assembly and the cross-sectionally curved rail; (c)(1) the inflated air bearing is positioned between the first portion of the assembly and the cross-sectionally curved rail; (c)(2) the primary of the LIM is positioned between the second portion of the assembly and the cross-sectionally curved rail; and (c)(3) the first portion of the assembly and the second portion of the assembly are non-overlapping with respect to each other such that the primary of the LIM and the inflated air bearing are not adjacent; and,(vi) as a result of an implementing of the instruction by the air supply system: during the second time period, the lubrication zone height is of a certain magnitude—wherein but for (1) the attraction force between the primary of the LIM and the cross-sectionally curved rail being of the second attraction magnitude, which enables the sufficient minimum magnitude of air pressure in the plenum that is at least reached, for the lubrication zone of air to result, to be of the relatively lower magnitude during the second time period, (2) the second attraction magnitude being greater than the first attraction magnitude, and (3) the implementing of the instruction by the air supply system: the lubrication zone height would not, during the second time period, be of the certain magnitude, but rather would be of a different magnitude—wherein the different magnitude would be larger than the certain magnitude. 26. The transportation system of claim 25, wherein: (i) the first outer surface portion of the inflated air bearing, also, is at least a portion of a semi-enclosed cavity, wherein the semi-enclosed cavity includes a passageway between the cavity and the plenum that enables at least some of the air in the cavity to flow into the plenum;(ii) the second outer surface portion of the inflated air bearing, also, is at least a portion of an aperture of the semi-enclosed cavity; and,(iii) the first surface portion of the cross-sectionally curved rail is positioned inside the semi-enclosed cavity, without the inflated air bearing contacting the cross-sectionally curved rail, such that an area associated with the plenum is smaller than an area associated with the semi-enclosed cavity. 27. A transportation system for enabling a vehicle, which is capable of carrying a cargo, to travel along a route that is generally defined by a plurality of support structures in a ground, wherein the transportation system employs each of (a) a power source, and (b) an air supply system for a supplying of an air, including: (i) a cross-sectionally curved rail, having a cross-sectional shape that includes at least a curved portion, that is supported off the ground by the plurality of columns;(ii) a motor that is powered by the power source, wherein the vehicle is movable along the cross-sectionally curved rail with at least some assistance from the motor;(iii) an assembly, wherein the assembly: (a) at least partially surrounds the cross-sectionally curved rail, (b) is connectable to the vehicle, such that when the assembly and vehicle are connected the assembly at least assists in enabling the vehicle to hang from the cross-sectionally curved rail towards the ground, (c) is movable along the cross-sectionally curved rail such that, when the assembly and vehicle are connected, the assembly and vehicle are able to move together along the cross-sectionally curved rail, and (d) is rotatable at least partially around the cross-sectionally curved rail;(iv) an inflated air bearing, wherein: (1) the inflated air bearing is positioned between the assembly and the cross-sectionally curved rail such that (A) the inflated air bearing is moved along the rail when the assembly is moved along the rail and (B) the inflated air bearing rotates at least partially around the cross-sectionally curved rail when the assembly rotates at least partially around the cross-sectionally curved rail; (2) the inflated air bearing is made of a compliant material; (3) a cavity of the inflated air bearing is able to receive the air, via the supplying of the air by the air supply system—wherein the cavity (A) is at least partially defined by an inner surface of the inflated air bearing, (B) is positioned between the assembly and the cross-sectionally curved rail, and (C) has a cavity air pressure of a cavity air pressure magnitude; and (4) the inflated air bearing is complaint such the air bearing has a first inflated shape that is able to be at least temporarily deformed into a second inflated shape;(v) a computer system, which includes at least one computer, that controls the supplying of the air by the air supply system;(vi) a plenum that is able to receive the air via, at least indirectly, the supplying of the air by the air supply system, wherein the plenum is at least partially defined by (1) a first outer surface portion of the inflated air bearing and (2) a first surface portion of the cross-sectionally curved rail such that a specific location of the first surface portion of the cross-sectionally curved rail varies as the inflated air bearing one or more of (a) moves along the cross-sectionally curved rail and (b) rotates at least partially around the cross-sectionally curved rail and, thus, the air received by the plenum remains essentially sandwiched between the first outer surface portion of the inflated air bearing and the first surface portion of the cross-sectionally curved as the inflated air bearing one or more of (a) moves along the cross-sectionally curved rail and (b) rotates at least partially around the cross-sectionally curved rail;(vii) a lubrication zone of air, having a lubrication zone height, wherein the lubrication zone of air: (a) results when the air that is received by the plenum has caused an air pressure in the plenum to at least reach a sufficient minimum magnitude of air pressure in the plenum, (b) enables at least some of the air that has entered the plenum to exit the plenum such that the air exiting the plenum becomes the lubrication zone of air, (c) flows directly between a second outer surface portion of the inflated air bearing and a second surface portion of the cross-sectionally curved rail such that a particular location of the second surface portion of the cross-sectionally curved rail varies as the inflated air bearing one or more of (1) moves along the cross-sectionally curved rail and (2) rotates at least partially around the cross-sectionally curved rail and, thus, the lubrication zone of air remains essentially sandwiched between the second outer surface portion of the inflated air bearing and the second surface portion of the cross-sectionally curved rail as the inflated air bearing one or more of (1) moves along the cross-sectionally curved rail and (2) rotates at least partially around the cross-sectionally curved rail, (d) at least assists in enabling the inflated air bearing to not contact the cross-sectionally curved rail when the inflated air bearing moves along the cross-sectionally curved rail, and (e) at least assists in enabling the inflated air bearing to not contact the cross-sectionally curved rail when the inflated air bearing rotates at least partially around the cross-sectionally curved rail;(viii) a force associated with the motor;(ix) wherein the motor is a linear induction motor (‘LIM’);(x) a structural connection between a primary of the LIM and the assembly;(xi) because of (a) the structural connection between the primary of the LIM and the assembly and (b) the inflated air bearing being positioned between the assembly and the cross-sectionally curved rail: the force associated with the LIM enables the sufficient minimum magnitude of air pressure in the plenum that is at least reached, for the lubrication zone of air to result, to be of a relatively lower magnitude—rather than being of a relatively greater magnitude, which would otherwise need to be at least reached for the lubrication zone of air to result but for the force associated with the LIM;(xii) wherein the computer system possesses a first data that is associated, at least indirectly, with the LIM;(xiii) wherein the computer system provides an instruction to the air supply system, wherein the instruction is, at least indirectly, based on the first data;(xiv) wherein the instruction provided by the computer system to the air supply system is provided automatically; and,(xv) wherein a performing, by the air supply system, of an act that is, at least indirectly, based on the instruction causes: the lubrication zone height magnitude to be of a certain magnitude—wherein but for the performing of the act: the lubrication zone height magnitude would otherwise be of another certain magnitude. 28. The transportation system of claim 27, wherein: (i) the force associated with the LIM is an attraction force between the primary of the LIM and the cross-sectionally curved rail;(ii) the inflated air bearing is positioned between a first portion of the assembly and the cross-sectionally curved rail;(iii) the primary of the LIM is positioned between a second portion of the assembly and the cross-sectionally curved rail;(iv) the first portion of the assembly and the second portion of the assembly are non-overlapping with respect to each other such that the primary of the LIM and the inflated air bearing are not adjacent; and,(v) (1) the inflated air bearing and the primary of the LIM are positioned on respectively opposite sides of the cross-sectionally curved rail when the assembly moves along the cross-sectionally curved rail and (2) the inflated air bearing and LIM remain on respectively opposite sides of the cross-sectionally curved rail when the assembly rotates at least partially around the cross-sectionally curved rail—because (a) the inflated air bearing rotates at least partially around the cross-sectionally curved rail, with the assembly, when the assembly rotates at least partially around the cross-sectionally curved rail and (b) the structural connection between the primary of the LIM and the assembly is such that the structural connection causes the primary of the LIM also to rotate at least partially around the cross-sectionally curved rail, with the assembly, when the assembly rotates at least partially around the cross-sectionally curved rail;(vi) there are one or more LIM air bearings that maintain a distance that is greater than zero and less than a certain magnitude between the primary of the LIM and the cross-sectionally curved rail when the assembly, the air bearing, and the primary of the LIM all move, together, along the cross-sectionally curved rail;(vii) the one or more LIM air bearings also maintain the distance that is greater than zero and less than the certain magnitude between the primary of the LIM and the cross-sectionally curved rail when the assembly, the air bearing, and the primary of the LIM all rotate, together, at least partially around the cross-sectionally curved rail; and,(viii) the attraction force between the primary of the LIM and the cross-sectionally curved rail enables the sufficient minimum magnitude of air pressure in the plenum that is at least reached, for the lubrication zone of air to result, to be of the relatively lower magnitude, rather than being of a relatively greater magnitude which that would otherwise need to be at least reached for the lubrication zone of air to result, but for the attraction force between the primary of the LIM and the cross-sectionally curved rail—each of (A) when the assembly, the air bearing, and the primary of the LIM all move, together, along the cross-sectionally curved rail and (B) when simultaneously (1) the assembly, the air bearing, and the primary of the LIM all move, together, along the cross-sectionally curved rail and (2) the assembly, the air bearing, and the primary of the LIM all rotate, together, at least partially around the cross-sectionally curved rail—not only because (a) there is the structural connection between the primary of the LIM and assembly, and (b) the inflated air bearing is positioned between the assembly and the cross-sectionally curved rail: but also at least because (c)(1) the inflated air bearing is positioned between the first portion of the assembly and the cross-sectionally curved rail, (c)(2) the primary of the LIM is positioned between the second portion of the assembly and the cross-sectionally curved rail, (c)(3) the first portion of the assembly and the second portion of the assembly are non-overlapping with respect to each other such that the primary of the LIM and the inflated air bearing are not adjacent, (d)(1) the inflated air bearing and the primary of the LIM are positioned on respectively opposite sides of the cross-sectionally curved rail when the assembly moves along the cross-sectionally curved rail, (d)(2) the inflated air bearing and the primary of the LIM remain on respectively opposite sides of the cross-sectionally curved rail when the assembly rotates at least partially around the cross-sectionally curved rail, (e)(1) the distance between the primary of the LIM and the cross-sectionally curved rail is maintained by the one or more LIM air bearings when the assembly, the air bearing, and the primary of the LIM all move, together, along the cross-sectionally curved rail, and (e)(2) the distance between the primary of the LIM and the cross-sectionally curved rail is maintained by the one or more LIM air bearings when the assembly, the air bearing, and the primary of the LIM all rotate, together, at least partially around the cross-sectionally curved rail. 29. The transportation system of claim 27, wherein the force associated with the LIM is an attraction force. 30. The transportation system of claim 29, wherein the attraction force associated with the LIM is between the primary of the LIM and the cross-sectionally curved rail, and wherein one or more bearings prevent the primary of the LIM from contacting the cross-sectionally curved rail. 31. The transportation system of claim 27, wherein: (i) when the assembly rotates at least partially around the cross-sectionally curved rail: a beam that is connected to the cross-sectionally curved rail, prevents a first aperture portion of the assembly from rotating, at least potentially, past the beam in a first rotational direction and (2) prevents a second aperture portion of the assembly from rotating, at least potentially, past the beam in a second rotational direction;(ii) the beam has a first shape and a second shape;(iii) when the beam has a first shape: the assembly is able to rotate around the cross-sectionally curved rail, at least potentially, only up to a first maximum number of degrees;(iv) when the beam has a second shape: the assembly is able to rotate around the cross-sectionally curved rail, at least potentially, only up to a second maximum number of degrees; and,(v) the second maximum number of degrees is less than the first maximum number of degrees. 32. The transportation system of claim 27, wherein the first data is associated, at least indirectly, with a magnitude of the force associated with the LIM. 33. The transportation system of claim 27, wherein: (i) the force associated with the LIM is an attraction force between the primary of the LIM and the cross-sectionally curved rail, wherein one or more bearings prevent the primary of the LIM from contacting the cross-sectionally curved rail; and,(ii) the performing of the act includes an altering of the supplying of the air, by the air supply system, to the cavity of the inflated air bearing. 34. The transportation system of claim 33, wherein the certain magnitude of the lubrication zone has because of the performing of the act by the air supply system: is greater than the other certain magnitude that the lubrication zone would otherwise have but for the performing of the act by the air supply system. 35. The transportation system of claim 33, wherein the certain magnitude of the lubrication zone has because of the performing of the act by the air supply system: is less than the other certain magnitude that the lubrication zone would otherwise have but for the performing of the act by the air supply system. 36. The transportation system of claim 33, wherein: (i) in order for the sufficient minimum magnitude of air pressure in the plenum to be at least reached the cavity air pressure magnitude at least reaches a sufficient minimum cavity air pressure magnitude;(ii) the performing of the act by the air supply system, also, causes: the cavity air pressure magnitude to be at least a certain magnitude of the cavity pressure—wherein but for the performing of the act by the air supply system: the cavity air pressure magnitude would not be of the certain magnitude, but instead would be another certain magnitude;(iii) the certain magnitude of the cavity pressure is not less than the sufficient minimum cavity air pressure magnitude; and(iv) the performing of the act includes, also, an altering of the supplying of the air, by the air supply system, at least indirectly, to the plenum. 37. The transportation system of claim 36, wherein the first data that is, at least indirectly, associated with the LIM is one of: (1) a distance between the primary of the LIM and the cross-sectionally curved rail, and (2) a magnitude of the force associated with the LIM. 38. The transportation system of claim 27, wherein: (i) the first outer surface portion of the inflated air bearing, also, is at least a portion of a semi-enclosed cavity;(ii) the second outer surface portion of the inflated air bearing, also, is at least a portion of an aperture of the semi-enclosed cavity; and,(iii) the first surface portion of the cross-sectionally curved rail is positioned inside the semi-enclosed cavity, without the inflated air bearing contacting the cross-sectionally curved rail, such that an area associated with the plenum is smaller than an area associated with the semi-enclosed cavity. 39. The transportation system of claim 38, wherein the semi-enclosed cavity includes a passageway between the cavity and the plenum that enables at least some of the air in the cavity of the air bearing to flow into the plenum, such that at least some of the air of the plenum is in the cavity of the air bearing prior to being in the plenum. 40. The transportation system of claim 27, wherein: (i) the inflated air bearing is positioned between a first portion of the assembly and the cross-sectionally curved rail;(ii) the primary of the LIM is positioned between a second portion of the assembly and the cross-sectionally curved rail; and,(iii) the first portion of the assembly and the second portion of the assembly are non-overlapping with respect to each other such that the primary of the LIM and the inflated air bearing are not adjacent. 41. The transportation system of claim 27, wherein: (i) the inflated air bearing and the primary of the LIM are positioned on respectively opposite sides of the cross-sectionally curved rail when the assembly moves along the cross-sectionally curved rail; and,(ii) the inflated air bearing and the primary of the LIM remain on respectively opposite sides of the cross-sectionally curved rail when the assembly rotates at least partially around the cross-sectionally curved rail. 42. The transportation system of claim 27, wherein: (i) the computer system also possesses a first other data; and,(ii) the instruction provided by the computer system to the air supply system is, at least indirectly, based on both (1) the first data and (2) the first other data. 43. The transportation system of claim 42, wherein: the first other data is, at least indirectly, based on at least one of the following: (a) an estimated weight or a measured weight associated with the vehicle, (b) an estimated weight or a measured weight associated with the cargo (c) an estimated combined weight or a measured combined weight associated with the vehicle and the cargo, (d) a change in estimated weight or a change in measured weight associated with the vehicle, (e) a change in estimated weight or a change in measured weight associated with the cargo, and (f) a change in estimated combined weight or a change in measured combined weight associated with the vehicle and the cargo. 44. The transportation system of claim 27, wherein the first data that is, at least indirectly, associated with the LIM: is a distance between the primary of the LIM and the cross-sectionally curved rail. 45. The transportation system of claim 27, wherein the certain magnitude is at least associated with at least one predetermined magnitude. 46. A system for assisting a vehicle to be moveable along a route, defined by a rail supported off the ground by a plurality of support structures, by using both an air and a force in a lifting of a load, associated with at least the vehicle, with respect to the rail, and by a providing and an implementing of an instruction, which is at least indirectly based on a data that is at least indirectly associated with the force, to cause a lubrication zone height to be of a certain magnitude—rather than to be of an alternative certain magnitude that would instead occur because of the force, but for the implementing of the instruction—wherein the system is able to employ a power source, including: (i) an assembly, wherein: (1) the assembly has (a) an outer surface and (b) an inner surface, (2) the assembly is positionable with respect to the rail such that the assembly at least partially surrounds the rail, with the inner surface of the assembly generally facing the rail, (3) the assembly is connectable to the vehicle such that the assembly is able to at least assist in enabling the vehicle to hang from the rail towards the ground, and (4) the assembly is rotatable at least partially around rail;(ii) a linear induction motor (‘LIM’) primary, wherein: (a) the LIM primary is able to be powered by the power source, and (b) the force is able to occur between the LIM primary and the rail after the assembly is positioned with respect to the rail such that the assembly at least partially surrounds the rail;(iii) a structural connection between the LIM primary and the assembly;(iv) an air supply system, wherein the air supply system is able to cause (a) a supplying of the air, and (b) an altering of the supplying of the air;(v) an air bearing, wherein: (a) the air bearing is made of a compliant material, (b) the air bearing is positionable between the inner surface of the assembly and the rail, (c) the air bearing is inflatable—via a cavity of the air bearing, wherein the cavity is at least partially defined by an inner surface of the inflated air bearing, and wherein the cavity is able to receive the air via the supplying of the air by the air supply system, (d) the inflated air bearing is complaint such the inflated air bearing has a first inflated shape that is able to be at least temporarily deformed into a second inflated shape, (e) the air in the cavity of the inflated air bearing is, at least sometimes, able to flow out of the cavity via at least a passageway associated with the cavity, and (f) the inflated air bearing is able to at least assist in causing, by the air that is able flow out of the cavity via at least the passageway associated with the cavity, the lifting of the load associated with at least the vehicle, wherein the load is experienced by the air bearing, via the assembly, with respect to the rail;(vi) wherein because (a) there is the structural connection between the LIM primary and the assembly, and (b) the air bearing is positionable between the inner surface of the assembly and the rail: the force that is able to occur between the LIM primary and the rail is able to assist the inflated air bearing in the lifting of the load experienced by the air bearing, via the assembly, with respect to the rail;(vii) wherein the lifting of the load experienced by the air bearing, via the assembly, with respect to the rail—by (a) the inflated air bearing and (b) the LIM primary working together—is able to assist the vehicle to be moveable along the route defined by the rail;(viii) at least one computer, wherein the computer is able to cause the providing of the instruction, which is at least indirectly based on the data that is at least indirectly associated with the force that is able to occur between the LIM primary and the rail;(ix) wherein the air supply system is able to cause the implementing of the instruction, wherein the implementing of the instruction results in the altering of the supplying of the air; and,(x) wherein the altering of the supplying of the air is able to cause the lubrication zone height to be of the certain magnitude—rather than to be of the alternative certain magnitude that would instead occur because of the force, but for the implementing of the instruction that results in the altering of the supplying of the air. 47. The system of claim 46, wherein: (i) the inflated air bearing is rotatable at least partially around the rail, with the assembly, when the assembly rotates at least partially around the rail; and,(ii) the structural connection between the LIM primary and the assembly is such that the structural connection causes the LIM primary also to be rotatable at least partially around the rail, with the assembly, when the assembly rotates at least partially around the rail. 48. The system of claim 46, wherein the force that is able to occur between the LIM primary and the rail includes an attractive force, wherein one or more bearings prevent the primary of the LIM from contacting the cross-sectionally curved rail. 49. The system of claim 48, wherein: (i) the inflated air bearing is positioned between a first portion of the assembly and the rail;(ii) the LIM primary is positioned between a second portion of the assembly and the cross-sectionally curved rail; and,(iii) the first portion of the assembly and the second portion of the assembly are non-overlapping with respect to each other such that the LIM primary and the inflated air bearing are not adjacent. 50. The system of claim 48, wherein the force that is able to occur between the LIM primary and the rail also is able to at least assist in enabling the vehicle to move forward along the route defined by the rail such that the force not only (1) assists the inflated air bearing in the lifting of the load experienced by the air bearing, via the assembly, with respect to the rail—which is able to at least assist the vehicle to be moveable along the route defined by the rail—but also (2) at least assists in enabling the vehicle to move forward along the route defined by the rail. 51. The system of claim 46, wherein the altering of the supplying of the air by the air supply system is a reducing of the supplying of the air by the air supply system. 52. The system of claim 46, wherein the data that is at least indirectly associated with the force is a distance between the LIM primary and the rail. 53. The system of claim 46, wherein the certain magnitude is less than the alternative certain magnitude. 54. The system of claim 46, wherein: (i) the inflated air bearing has a shape that is at least roughly that of a semi-enclosed cavity; and,(ii) a portion of the rail is positionable inside the semi-enclosed cavity, without the inflated air bearing contacting the rail, such that an area associated with the plenum is smaller than an area associated with the semi-enclosed cavity. 55. The system of claim 46, wherein: (i) the inflated air bearing and the LIM primary are positioned on respectively opposite sides of the rail when the assembly moves along the cross-sectionally curved rail;(ii) the inflated air bearing and the LIM primary remain on respectively opposite sides of the rail when the assembly rotates at least partially around the rail; and,(iii) the force that is able to occur between the LIM primary and the rail also is able to at least assist in enabling the vehicle to move forward along the route defined by the rail such that the force not only (1) assists the inflated air bearing in the lifting of the load experienced by the air bearing, via the assembly, with respect to the rail—which is able to at least assist the vehicle to be moveable along the route defined by the rail—but also (2) at least assists in enabling the vehicle to move forward along the route defined by the rail. 56. An assembly system for assisting a vehicle to be moveable along a route, defined by a rail supported off the ground by a plurality of support structures, by using both an air and a force in a lifting of a load, associated with at least the vehicle, with respect to the rail, wherein the system is able to employ each of (a) a power source and (b) an air supply system for a supplying of the air, including: (i) an assembly, wherein: (1) the assembly has (a) an outer surface and (b) an inner surface, (2) the assembly is positionable with respect to the rail such that the assembly at least partially surrounds the rail, with the inner surface of the assembly generally facing the rail, (3) the assembly is connectable to the vehicle such that the assembly is able to at least assist in enabling the vehicle to hang from the rail towards the ground, and (4) the assembly is rotatable at least partially around rail;(ii) a linear induction motor (‘LIM’) primary, wherein: (a) the LIM primary is able to be Powered by the power source, (b) the LIM primary is positionable between the inner surface of the assembly and the rail, and (c) the force is able to occur between the LIM primary and the rail after the assembly is positioned with respect to the rail such that the assembly at least partially surrounds the rail;(iii) a structural connection between the LIM primary and the assembly;(iv) an air bearing, wherein: (a) the air bearing is made of a compliant material, (b) the air bearing is positionable between the inner surface of the assembly and the rail, (c) the air bearing is inflatable—via a cavity of the air bearing, wherein the cavity is at least partially defined by an inner surface of the inflated air bearing, and wherein the cavity is able to receive the air via the supplying of the air by the air supply system, (d) the inflated air bearing is complaint such the inflated air bearing has a first inflated shape that is able to be at least temporarily deformed into a second inflated shape, (e) the air in the cavity of the inflated air bearing is, at least sometimes, able to flow out of the cavity via at least a passageway associated with the cavity, and (f) the inflated air bearing is able to at least assist in causing, by the air that is able flow out of the cavity via at least the passageway associated with the cavity, the lifting of the load associated with at least the vehicle, wherein the load is experienced by the air bearing, via the assembly, with respect to the rail;(v) wherein the air bearing is positionable between a first portion of the inner surface of the assembly and the rail;(vi) wherein the LIM primary is positionable between a second portion of the inner surface of the assembly and the rail;(vii) wherein the first portion of the inner surface of the assembly and the second portion of the inner surface of the assembly are non-overlapping with respect to each other such that the LIM primary and the air bearing are not adjacent;(viii) wherein because (a) there is the structural connection between the LIM primary and the assembly, (b) the air bearing is positionable between the first portion of the inner surface of the assembly and the rail, (c) the LIM primary is positionable between the second portion of the inner surface of the assembly and the rail, and (d) the first portion of the inner surface of the assembly and the second portion of the inner surface of the assembly are non-overlapping with respect to each other such that the LIM primary and the air bearing are not adjacent: the force that is able to occur between the LIM primary and the rail is able to assist the inflated air bearing in the lifting of the load experienced by the air bearing, via the assembly, with respect to the rail; and,(ix) wherein the lifting of the load experienced by the air bearing, via the assembly, with respect to the rail—by (a) the inflated air bearing and (b) the LIM primary working together—is able to assist the vehicle to be moveable along the route defined by the rail. 57. The system of claim 56, wherein: (i) the inflated air bearing is rotatable at least partially around the rail, with the assembly, when the assembly rotates at least partially around the rail; and,(ii) the structural connection between the LIM primary and the assembly is such that the structural connection causes the LIM primary also to be rotatable at least partially around the rail, with the assembly, when the assembly rotates at least partially around the rail. 58. The system of claim 57, wherein the force that is able to occur between the LIM primary and the rail includes an attractive force. 59. The system of claim 58, wherein the force that is able to occur between the LIM primary and the rail also is able to at least assist in enabling the vehicle to move forward along the route defined by the rail such that the force not only (1) assists the inflated air bearing in the lifting of the load experienced by the air bearing, via the assembly, with respect to the rail—which is able to at least assist the vehicle to be moveable along the route defined by the rail—but also (2) at least assists in enabling the vehicle to move forward along the route defined by the rail. 60. The system of claim 56, wherein: all portions of the inflated air bearing become a bit distended as the air bearing becomes inflated, as compared to prior to the air bearing becoming inflated, at least in part because of the compliant material of which the inflated air bearing is made. 61. The system of claim 56, wherein: (i) the inflated air bearing has a shape that is at least roughly that of a semi-enclosed cavity; and,(ii) a portion of the rail is positionable inside the semi-enclosed cavity, without the inflated air bearing contacting the rail, such that an area associated with the plenum is smaller than an area associated with the semi-enclosed cavity. 62. The system of claim 56, wherein: (i) the inflated air bearing and the LIM primary are positioned on respectively opposite sides of the rail when the assembly moves along the cross-sectionally curved rail; and,(ii) the inflated air bearing and the LIM primary remain on respectively opposite sides of the rail when the assembly rotates at least partially around the rail.
이 특허에 인용된 특허 (12)
- Johnson Robert P.. Air bearing assembly. USP1999105967666.
- Cummins Richard D.. Air-levitated train. USP1999065909710.
- Lehl ; Elvest L. ; Zumwalt ; Glen W.. High-speed transportation system. USP1978074102272.
- Siewert Bradley D. (1401 Stonebridge Way Roseville CA 95661). Levitated rail system. USP1996105566620.
- Gladish Herbert E. (Ottawa CAX). Load supporting member. USP1986044579320.
- Sawyer Elbert Morgan (Box 30602 Santa Barbara CA 93105). Personal rapid transit system. USP1977124061089.
- Gladish Herbert E. (Ottawa CAX). Pressurized air-gap guided active linear motor suspension system. USP1997095668421.
- Belsterling, Charles A.; Soberman, Robert K.. Tool-supporting self-propelled robot platform. USP1985084536690.
- Hughes James A. (3815 Avenue E Kearney NB 68847). Trackway for overhead transportation system. USP1976023938445.
- Bernardus L. L. Hijlkema NL. Train. USP2002086431077.
- Duran Ariza, Gonzalo. Transportation systems. USP2017079701319.
- Gladish Herbert E. (724 Echo Drive Ottawa ; Ontario CA K1S 1P3). Vehicular transportation system. USP1976043952666.
상세정보조회
원문조회
IPC분류
IPC 상세정보(version : 201201)
| IPC | Description |
|---|---|
| H | 전기 |
내보내기
| 내보내기 구분 | |
|---|---|
| 구성항목 |
관리번호, 국가코드, 자료구분, 상태, 출원번호, 출원일자, 공개번호, 공개일자, 등록번호, 등록일자, 발명명칭(한글), 발명명칭(영문), 출원인(한글), 출원인(영문), 출원인코드, 대표IPC
관리번호, 국가코드, 자료구분, 상태, 출원번호, 출원일자, 공개번호, 공개일자, 공고번호, 공고일자, 등록번호, 등록일자, 발명명칭(한글), 발명명칭(영문), 출원인(한글), 출원인(영문), 출원인코드, 대표출원인, 출원인국적, 출원인주소, 발명자, 발명자E, 발명자코드, 발명자주소, 발명자 우편번호, 발명자국적, 대표IPC, IPC코드, 요약, 미국특허분류, 대리인주소, 대리인코드, 대리인(한글), 대리인(영문), 국제공개일자, 국제공개번호, 국제출원일자, 국제출원번호, 우선권, 우선권주장일, 우선권국가, 우선권출원번호, 원출원일자, 원출원번호, 지정국, Citing Patents, Cited Patents
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