U.S. patent application number 12/455819 was filed with the patent office on 2010-12-09 for motion connection parallel transit.
Invention is credited to Joseph L. Parsley.
Application Number | 20100307368 12/455819 |
Document ID | / |
Family ID | 43299808 |
Filed Date | 2010-12-09 |
United States Patent
Application |
20100307368 |
Kind Code |
A1 |
Parsley; Joseph L. |
December 9, 2010 |
Motion connection parallel transit
Abstract
A long distance transit system for transferring passengers at a
high rate of speed, the transit system comprises at least one
mainline train, at least one station train, a rail system having at
least one station with at least one mainline track and at least one
station line. At least one mainline train travels exclusively on
the at least one mainline track and the at least one station train
travels on at least one station line. At least one mainline train
travels at a consistent speed on at least one mainline track. At
least one station train travels from at least one station to at
least one mainline track reaching a speed substantially equal to
that of the at least one mainline train and traveling adjacent
thereto.
Inventors: |
Parsley; Joseph L.; (Town
Creek, AL) |
Correspondence
Address: |
BRENDAN BABCOCK
1814 Rock Springs Road
Columbia
TN
38401
US
|
Family ID: |
43299808 |
Appl. No.: |
12/455819 |
Filed: |
June 8, 2009 |
Current U.S.
Class: |
104/20 |
Current CPC
Class: |
B61K 1/00 20130101 |
Class at
Publication: |
104/20 |
International
Class: |
B61K 1/00 20060101
B61K001/00; B61D 47/00 20060101 B61D047/00; E01B 25/00 20060101
E01B025/00 |
Claims
1. A long distance transit system for transferring passengers at a
high rate of speed, the transit system comprising at least one
mainline train, at least one station train, a rail system having at
least one station with at least one mainline track and at least one
station line, the at least one mainline train travels exclusively
on the at least one mainline track, the at least one station train
traveling on the at least one station line, the at least one
mainline train travels at a consistent speed on the at least one
mainline track, the at least one station train travels from the at
least one station to the at least one mainline track reaching a
speed substantially equal to that of the at least one mainline
train and traveling adjacent thereto.
2. The transit system of claim 1 wherein at least one passenger
passes from the at least one mainline train to the at least one
station train when the trains are adjacent one another.
3. The transit system of claim 1 wherein the rail system includes
multiple station lines and a single mainline track.
4. The transit system of claim 1 wherein the at least one mainline
train and the at least one station train are electrically
propelled.
5. The transit system of claim 1 wherein portions of the station
lines are adjacent to and separate from the mainline track.
6. The transit system of claim 1 wherein the station lines attach
to the mainline tracks.
7. The transit system of claim 2 having at least one passenger
platform constructed and arranged to connect the at least one
mainline train to the at least one station train, the at least one
passenger platform constructed and arranged to allow for transfer
of passengers between the mainline train and the station train.
8. The transit system of claim 7 wherein the at least one passenger
platform includes a mainline track platform extending from the at
least one mainline train and a station platform extending from the
at least one station train, the mainline track platform and the
station platform connecting to form the at least one passenger
platform.
9. The transit system of claim 7 having a wind deflector
constructed and arranged to protect passengers from wind while
moving between the mainline train and the station train.
10. The transit system of claim 1 being a double rail system
wherein the station line includes portions adjacent to the mainline
track which extend along the majority of the length of the mainline
track.
11. The transit system of claim 1 wherein multiple mainline trains
travel along the mainline track at substantially equal speeds and
are substantially evenly spaced from one another.
12. The transit system of claim 1 wherein a transfer is made
between the mainline train and the station train while the mainline
train and station train while either train is disposed vertically
beneath the other.
13. The transit system of claim 6 wherein a first section of the
mainline track is shared with the station line and a second section
of the mainline track is separate and adjacent to the station line
to provide for a side transfer between the trains.
14. The transit system of claim 1 having laser sensors on the sides
of the train in order to align the trains.
15. The transit system of claim 1 having multiple pairs of track,
the pairs of track adjacent one another, each of the pairs of track
comprising a station track and a main track.
16. The transit system of claim 1 wherein the mainline tracks are
elevated, being over 40 feet off the ground.
17. The transit system of claim 16 wherein the station is disposed
above the mainline tracks, the station tracks rising up to the
station.
18. A long distance transit system for transferring passengers at a
high rate of speed, the transit system comprising at least one
mainline train, at least one station train, a rail system having at
least one station with at least one mainline track and at least one
station line, the at least one mainline train travels exclusively
on the at least one mainline track, the at least one station train
traveling on the at least one station line, the at least one
mainline train travels at a consistent speed on the at least one
mainline track, the at least one station train travels from the at
least one station to the at least one mainline track reaching a
speed substantially equal to that of the at least one mainline
train and traveling adjacent thereto, the mainline train and the
station train having sidewalls, the mainline train and the station
train having a connected condition, in the connected condition: 1)
the sidewall of the mainline train extending toward the station
train and the sidewall of the station train extending towards the
mainline train such that the sidewalls of each train connect to
form a platform and ceiling from one train to the other, 2) wind
deflectors extending from the front and back of the mainline train
extending outward to connect to wind deflectors extending from the
front and back of the station train, the wind deflectors protect
against wind and form walls between the mainline train and the
station train.
19. The transit system of claim 18 wherein laser sensors are used
to align the mainline train and the station train before the
connected condition.
20. The transit system of claim 18 wherein docking lock bars secure
the deflectors together.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] Not Applicable
STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH
[0002] Not Applicable
FIELD OF THE INVENTION
[0003] This invention relates to a transit system wherein
passengers board and exit while at high speeds.
BACKGROUND OF THE INVENTION
[0004] Safe, fast, and energy efficient forms of travel are always
in demand. The airlines are not as energy efficient as other forms
of travel and hijacking is a possible threat in that the plane can
be used as a missile of sorts. This results in long security lines.
The rail system we currently have makes many stops and only
services a small portion of the country. These stops and starts
also increase energy use. A transit system that can travel at high
speeds and cover thousands of miles without stopping is of great
demand.
[0005] The instant invention, as disclosed within this application,
fills this need. The art referred to and/or described within this
application is not intended to constitute an admission that any
patent, publication or other information referred to herein is
"prior art" with respect to this invention. In addition, this
section should not be construed to mean that a search has been made
or that no other pertinent information as defined in 37 C.F.R.
.sctn.1.56(a) exists.
[0006] All US patents and applications and all other published
documents mentioned anywhere in this application are incorporated
herein by reference in their entirety.
[0007] Without limiting the scope of the invention a brief summary
of some of the claimed embodiments of the invention is set forth
below. Additional details of the summarized embodiments of the
invention and/or additional embodiments of the invention may be
found in the Detailed Description of the Invention below.
[0008] A brief abstract of the technical disclosure in the
specification is provided as well only for the purposes of
complying with 37 C.F.R. 1.72. The abstract is not intended to be
used for interpreting the scope of the claims.
BRIEF SUMMARY OF THE INVENTION
[0009] In at least one embodiment, a long distance transit system
transfers passengers and/or cargo at a high rate of speed. The
transit system has a mainline train, a station train, and a rail
system having at least one station with at least one mainline track
and at least one station line. The mainline train travels
exclusively on a mainline track and a station train travels on a
station line. In at least one embodiment, the mainline train
travels at a consistent rate of speed on the mainline track and a
station train travels from the station to the mainline track
reaching a speed substantially equal to that of the mainline train
and travels adjacent thereto.
[0010] In at least one embodiment, passengers can pass from the
mainline train to the station train when the trains are adjacent
one another.
[0011] In at least one embodiment, the rail system includes
multiple station lines and a single mainline track.
[0012] In at least one embodiment, the mainline train and/or the
station train are electrically propelled.
[0013] In at least one embodiment, portions of the station lines
are adjacent to and separate from the mainline track.
[0014] In at least one embodiment, the station lines attach to the
mainline tracks.
[0015] In at least one embodiment, a platform allowing passengers
to transfer from one train to another connects the mainline train
to the station train.
[0016] In at least one embodiment, the passenger platform includes
a mainline track platform extending from the mainline train and a
station platform extending from the station train. The mainline
track platform and the station platform connect to form a passenger
platform.
[0017] In at least one embodiment, a wind deflector is used to
protect passengers from wind while moving between the mainline
train and the station train.
[0018] In at least one embodiment, a double rail system wherein the
station line includes portions adjacent to the mainline track which
extend along the majority of the length of the mainline track.
[0019] In at least one embodiment, multiple mainline trains travel
along the mainline track at substantially equal speeds and are
substantially evenly spaced from one another.
[0020] These and other embodiments which characterize the invention
are pointed out with particularity in the claims annexed hereto and
forming a part hereof. However, for further understanding of the
invention, its advantages and objectives obtained by its use,
reference should be made to the drawings which form a further part
hereof and the accompanying descriptive matter, in which there is
illustrated and described embodiments of the invention.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)
[0021] A detailed description of the invention is hereafter
described with specific reference being made to the drawing.
[0022] FIG. 1 is a schematic perspective view of an embodied train
system of the invention.
[0023] FIG. 1a is a schematic front view of an embodied pair of
trains adjacent one another.
[0024] FIG. 1b is a schematic front view of a station with of an
embodied pair of station trains and an embodied pair of mainline
trains.
[0025] FIG. 1c is a schematic side view of a station with an
embodied station train and an embodied mainline train.
[0026] FIG. 2 is a top schematic view of a portion of a train
system having two dual tracks.
[0027] FIG. 3a is a perspective schematic view of an inventive
train and station.
[0028] FIG. 3b is a perspective schematic view of an inventive
mainline train and station train.
[0029] FIGS. 4a-d are top schematic views of an inventive train
system with a transfer of passengers
[0030] FIG. 5a is a perspective view of an inventive train system
with the trains connected.
[0031] FIG. 5b is a cut-away perspective view of the mainline train
and station train when attached and of the mainline train and the
station train when separated.
[0032] FIG. 6 is a partial schematic view of an inventive train
system.
DETAILED DESCRIPTION OF THE INVENTION
[0033] While this invention may be embodied in many different
forms, there are described in detail herein specific preferred
embodiments of the invention. This description is an
exemplification of the principles of the invention and is not
intended to limit the invention to the particular embodiments
illustrated. It should be noted that the term "docking walls"
includes the floor and ceiling of the passage formed when a train
docks with another train or at a station; it can also include the
sides of the passage. The term "cargo" can include freight. The
terms passengers, freight, and cargo can be used interchangeably
throughout this application when referring to a transfer between a
mainline train and a station train. At various times one term might
be used for a particular embodiment better, but this does not
exclude any of the three terms when only one term is used.
[0034] In the embodiment of FIG. 1 a top view of an inventive
train/transit system 10 is shown. Here two sets of dual tracks are
used (the dual nature of the tracks are better shown in the track
portion of FIG. 2). The track system can cover an area over a
thousand miles long. In some instances the system can stretch
across an entire continent. In some embodiments the system 10
includes multiple loops as the one shown in order to cover more
population centers. The term "loop" here is not meant to define the
shape of the tracks. While in some embodiments tracks do have a
common beginning and ending point, this is not necessarily the
case. Some trains systems may extend over a distance and return on
the same track. This can be done by the train briefly stopping and
returning to the next station or a short "loop" can be used to keep
the train up to speed while it returns to the same track but is now
going in the opposite direction. Turning back to FIG. 1 and FIG. 2,
multiple mainline trains 20 can be used on the same track 25. In
some embodiments each of the mainline trains 20 are separated by
the same time interval. This not only can keep the trains on an
accurate schedule, it also can be safer as the trains do not get in
too close a proximity with one another. As shown in FIG. 2, the
mainline trains 20 travel in the same direction on the track 25
while the mainline trains 20' travel in the same direction on the
track 25' but in a direction different from that of the mainline
trains 20.
[0035] Passengers and/or cargo can be transferred between the
mainline train 20 and the station train 30 while maintaining a
cruising speed. The station train 30 can reach a speed equal to
that of the mainline train 20 such that docking walls 33 can extend
from one or both of the trains 20/30 to allow transfer of
passengers and/or cargo between the trains (FIG. 1a).
[0036] The passengers and/or cargo can then be transported to the
station 35 which is shown schematically in FIGS. 1b-c. The mainline
trains 20/20' can maintain their speed by passing through the
station 35 on the mainline tracks 25/25' while the station trains
30/30' can stop at the station's loading area 40. As shown in FIG.
1b, in some embodiments the station tracks 27/27' are elevated
above the mainline tracks while at the station. As shown in FIG. 1b
the mainline trains 20/20' are between the station trains. In some
embodiments the station trains are between the mainline trains. In
other embodiments, a station line train and a mainline train can be
between a different station line train and a different mainline
train.
[0037] As shown in FIGS. 1a-c, the transit system 10 can have
elevated tracks. The tracks, in at least one embodiment, are 5-30
feet off the ground and/or water. In at least one embodiment the
tracks are 30-60 ft off the ground and/or water. In at least one
embodiment the tracks are 60-90 ft off the ground and/or water. It
should be noted that there are times when due to topography or
fancy a track may be much higher, perhaps up to a thousand feet
high. If going over a canyon or the like it might as much as 6000
ft high in some embodiments. Of course, the tracks could run higher
in some embodiments than those track levels listed above. In some
embodiments, portions of the tracks could pass through a tunnel in
a hill or mountain and/or be submerged under water.
[0038] In FIG. 3a passengers 50 (also representing cargo in some
embodiments) are shown at the station's loading area 40 entering
and exiting the station train 30. In some embodiments the station
has a fixed or movable partition 42. The station train has at least
one docking wall 33 that docks with the station's loading area. The
docking wall 33 acts as a side of the station train 30 when moving.
When loading or unloading the side wall 33 can have a portion that
rotates upward and/or a portion that rotates downward. The upward
rotating portion 33' can act as a canopy. The downward rotating
portion 33'' can act as a floor for loading and unloading. In some
embodiments, the floor 33'' and/or canopy 33' can slide out from
the station train 30 rather than rotate. In some embodiments, the
floor 33'' and/or canopy 33' can both rotate and slide from the
station train 30. There are numerous methods that one skilled in
the art can use to form a canopy and/or floor.
[0039] Though not necessary in some embodiments, the deflector
portions 34 as shown can be used. When unloading passengers at the
station the deflectors may protect the passengers/cargo 50 from
wind. When in transit, as shown in FIG. 3b, the deflectors 34 may
protect the passengers/cargo 50 and docking wall 33 from high air
speed relative to the main train 20 and station train 30 as these
trains travel at high speed. In FIG. 3b, the deflectors 34 in the
front and back of each train extend out such that the deflector 34
of the station train 30 connects to the deflectors of the mainline
train 20. In some embodiments the side walls 33 of the station
train 30 and the mainline train 20 extend out simultaneously with
the deflectors. In some embodiments, the deflectors 34 extend first
and connect to one another before the side/docking walls extend out
to form a passage between the mainline train 20 and station train
30.
[0040] As shown in FIG. 4(a) the mainline train 20 is traveling and
begins to catch up to the station train 30 that is traveling on an
adjacent track. In FIG. 4(b) the mainline train 20 and station
train 30 are substantially aligned with one another and each
extends its docking wall 33 and connect to form a passage between
the trains 20/30. Shown within the trains are passengers 50 and
luggage 55. In FIG. 4(c) at least a portion of the passengers 50
are transferring from one train to another. As shown those in the
mainline train move to the back of the mainline train 20 in order
to board in the back of the station train 30. Those in the station
train move to the back of the station train 30 in order to board in
the front of the mainline train 30. The luggage 55 in the mainline
train 20 is moved back and then transferred to the station train
30. The luggage 55 in the station train 30 is moved forward and
then transferred to the mainline train 20. After the transfer is
made the docking walls 33 then close to again act as the side walls
33 of each train 20/30. The mainline train 20 continues down the
track and the station train 30 can go to the station. In some
embodiments the station train 30 catches up to and matches the
speed of the mainline train. In some embodiments the entire docking
wall 33 that forms a passage between the trains 20/30 extends
entirely or primarily from either the mainline train 20 or the
station train 30. In some embodiments, the movement of the luggage
and passengers on each train is reversed from that illustrated in
FIG. 4 and described above. In some embodiments passengers 50 do
not leave their seats and the transfer is made by moving portions
of rows, entire rows, and/or sections of multiple rows.
[0041] In some embodiments the mainline train is substantially
larger than the station train 30. In some embodiments, the mainline
train 20 has one seating section that is transferred as a block of
seating into the station train 30 (this can allow the passengers to
remain seated during the transfer). In some embodiments the
mainline train 20 has an open section that allows for the transfer
of a block of seating from the station into the open space of the
mainline train 20. In some embodiments, the station train 30 can
dock at least two times with the same mainline train 20: 1) to make
a complete transfer of passengers to the mainline train 20 and/or
2) to receive a complete transfer of passengers from the mainline
train 20. This can be done by the passengers on foot or by also
transferring the seats and passengers as a whole. In order to do
this the seats can be set on sliders that slide from one train
through the passage of the sidewalls 33 and into the other train. A
pulley system or moving walkway type technology can achieve
this.
[0042] As shown in FIG. 5a, the station train 30 and/or mainline
train 20 can have an antenna 60 for maintaining constant control of
the speed and position of the train 20/30. Laser sensors 65 can be
used in aligning the trains 20/30 with one another. As shown in
FIG. 5b(i) the deflectors of each train 20/30 can include docking
lock bars 70. The docking lock bars extend from one train to mate
with the docking lock holes 72 of the other train. In some
embodiments, the lock bars extend from the rear of the station
train 30 and the front of the mainline train 20 or vice versa. In
some embodiments the lock bars 70 extend from both the front and
back of either train.
[0043] As shown in FIG. 5b, the side wall 33 of each train 20/30
has an upper portion 33'' and a lower portion 33': the upper
portion 33'' when extended forms a portion of the ceiling or canopy
of the docking walls and the lower portion 33' when extended forms
a portion of the floor of the docking walls 33. As shown in FIG.
5a, when two such trains dock together they form a complete passage
between them. In some embodiments, one train has a longer upper
portion 33'' and/or lower portion 33' than the train to which it is
docking. In some embodiments when two trains are docking with one
another, the side wall 33 of one train forms the entire ceiling and
the side wall 33 of the other train forms the entire floor.
[0044] In FIG. 5b(ii) the trains 20/30 are no longer docked and the
docking walls are again side walls 33 having upper portion 33'' and
lower portion 33'. As shown in FIGS. 5a-b the front 75 and rear 80
of the trains 20/30 can have the same front and back design. The
fronts 75 and backs 80 can have laser lights and/or sensors to keep
the trains from getting too close to one another on the track. In
some embodiments, the trains are separated by 15 or more minutes.
In some embodiments the laser lights and sensors keep all the
mainline trains on a loop separated from one another by the
substantially same distance and/or time.
[0045] In some of the embodiments disclosed within this application
the station 35 is adjacent to or immediately above (or could be
immediately below) the mainline tracks 25. In some embodiments the
station is located at a position that is not directly in line with
the mainline track 25. In some embodiments the station 35 is a
substantial distance from the track. A portion of a train system 10
is shown in FIG. 6 (not to scale). As shown there are multiple
stations 35 on each station track 27. Though often in some
embodiments there is only one station 35 on each station track 27.
In some embodiments the station track 27 can extend over a large
distance such that the stations 35 on each track 27 are multiple
miles apart and may in some embodiments be stations within
different cities or towns.
[0046] It should also be pointed out that the station track 27 as
shown can actually be another mainline track such that the mainline
track 25 shown serves another smaller mainline "loop" (here shown
as 27).
[0047] Though the loops and mainline track disclosed in this
application can cover thousands of miles, there are embodiments
wherein significantly less miles are represented by the figures. In
some embodiments these loops can be called micro-loops wherein the
trains 20/30 travel at a slower speed and are closer to one another
though at substantially regular intervals. In some embodiments the
mainline trains 20 travel at speeds less than 50 mph.
[0048] The above disclosure is intended to be illustrative and not
exhaustive. This description will suggest many variations and
alternatives to one of ordinary skill in this art. The various
elements shown in the individual figures and described above may be
combined or modified for combination as desired. All these
alternatives and variations are intended to be included within the
scope of the claims where the term "comprising" means "including,
but not limited to".
[0049] Further, the particular features presented in the dependent
claims can be combined with each other in other manners within the
scope of the invention such that the invention should be recognized
as also specifically directed to other embodiments having any other
possible combination of the features of the dependent claims. For
instance, for purposes of claim publication, any dependent claim
which follows should be taken as alternatively written in a
multiple dependent form from all prior claims which possess all
antecedents referenced in such dependent claim if such multiple
dependent format is an accepted format within the jurisdiction
(e.g. each claim depending directly from claim 1 should be
alternatively taken as depending from all previous claims). In
jurisdictions where multiple dependent claim formats are
restricted, the following dependent claims should each be also
taken as alternatively written in each singly dependent claim
format which creates a dependency from a prior
antecedent-possessing claim other than the specific claim listed in
such dependent claim below.
[0050] This completes the description of the preferred and
alternate embodiments of the invention. Those skilled in the art
may recognize other equivalents to the specific embodiment
described herein which equivalents are intended to be encompassed
by the claims attached hereto.
* * * * *