U.S. patent application number 15/718473 was filed with the patent office on 2018-03-29 for loading/unloading system and vehicle interface for a transportation system and methods of use.
This patent application is currently assigned to Hyperloop Technologies, Inc.. The applicant listed for this patent is Hyperloop Technologies, Inc.. Invention is credited to Jonathan ADAM, Doug CHEY, Colin HOLBROOKE, Luke PEARSE, Joshua RAYCROFT.
Application Number | 20180086353 15/718473 |
Document ID | / |
Family ID | 61687568 |
Filed Date | 2018-03-29 |
United States Patent
Application |
20180086353 |
Kind Code |
A1 |
HOLBROOKE; Colin ; et
al. |
March 29, 2018 |
LOADING/UNLOADING SYSTEM AND VEHICLE INTERFACE FOR A TRANSPORTATION
SYSTEM AND METHODS OF USE
Abstract
A modular loading and unloading system for a high-speed
transportation system, the system including an airlock loading
zone, at least one airlock arranged in the airlock loading zone and
connecting the airlock loading zone to a transportation tube of the
high-speed transportation system. The airlock loading zone is
configured to receive a plurality of capsules, payloads, and/or
cars, and is operable to arrange the plurality of capsules,
payloads, and/or cars for insertion into a high-speed
transportation vehicle arranged in the airlock.
Inventors: |
HOLBROOKE; Colin; (Toluca
Lake, CA) ; ADAM; Jonathan; (Playa Del Rey, CA)
; PEARSE; Luke; (Manhattan Beach, CA) ; RAYCROFT;
Joshua; (Los Angeles, CA) ; CHEY; Doug; (Los
Angeles, CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Hyperloop Technologies, Inc. |
Los Angeles |
CA |
US |
|
|
Assignee: |
Hyperloop Technologies,
Inc.
Los Angeles
CA
|
Family ID: |
61687568 |
Appl. No.: |
15/718473 |
Filed: |
September 28, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
62500735 |
May 3, 2017 |
|
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|
62471773 |
Mar 15, 2017 |
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62400913 |
Sep 28, 2016 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G05D 1/0293 20130101;
B61B 13/08 20130101; B61D 1/00 20130101; B66B 9/003 20130101; B66B
9/16 20130101; B61B 15/00 20130101; B61D 3/18 20130101; B61B 1/005
20130101 |
International
Class: |
B61B 13/08 20060101
B61B013/08; B61D 3/18 20060101 B61D003/18; B61D 1/00 20060101
B61D001/00; B61B 1/00 20060101 B61B001/00; G05D 1/02 20060101
G05D001/02; B60L 11/18 20060101 B60L011/18; B66B 9/16 20060101
B66B009/16 |
Claims
1. A modular loading and unloading system for a high-speed
transportation system, the modular loading and unloading system
comprising: an airlock loading zone; and at least one airlock
arranged in the airlock loading zone and connecting the airlock
loading zone to a transportation tube of the high-speed
transportation system, wherein the airlock loading zone is
configured to receive a plurality of capsules, payloads, and/or
cars, and is operable to arrange the plurality of capsules,
payloads, and/or cars for insertion into a high-speed
transportation vehicle arranged in the airlock.
2. The modular loading and unloading system of claim 1, wherein the
airlock includes a sealer structured and arranged to interact with
the high-speed transportation vehicle when arranged in the airlock,
such that the sealer and the high-speed transportation vehicle
together provide a first air pressure barrier between a relatively
lower pressure in the tube and a relatively higher pressure of the
airlock loading zone.
3. The modular loading and unloading system of claim 2, wherein the
airlock further includes an airlock door structured and arranged to
provide a second air pressure barrier between the relatively lower
pressure in the tube and the relatively higher pressure of the
airlock loading zone.
4. The modular loading and unloading system of claim 3, further
comprising: a first pressure sensor arranged in the tube for
quantifying a pressure in the tube; a second pressure sensor
arranged adjacent the airlock door for quantifying a pressure in a
region between the airlock door and the first pressure barrier, and
a third pressure sensor in the airlock loading zone for quantifying
a pressure in the airlock loading zone.
5. The modular loading and unloading system of claim 3, further
comprising a pump structured and arranged for increasing and
decreasing pressure in the region between the airlock door and the
first pressure barrier.
6. The modular loading and unloading system of claim 5, wherein the
high-speed transportation vehicle includes an outer shell door,
which provides access to a payload area of the high-speed
transportation vehicle when opened.
7. The modular loading and unloading system of claim 6, further
comprising an airlock controller operable to control operation of
the pump based on a pressure in the region between the airlock door
and the first pressure barrier, and operable to control opening and
closing of the airlock door and the outer shell door.
8. The modular loading and unloading system of claim 1, further
comprising a loading bay configured for receiving the plurality of
cars and/or payloads, and/or configured for loading and unloading
of passengers and/or cargo into a plurality of the capsules.
9. The modular loading and unloading system of claim 8, further
comprising an elevator system arranged between the loading bay and
the airlock loading zone, and configured to move the plurality of
cars, payloads, and/or capsules between the loading bay and the
airlock loading zone.
10. The modular loading and unloading system of claim 9, wherein
the elevator system is operable to move the cars, payloads, and/or
capsules vertically and/or horizontally.
11. The modular loading and unloading system of claim 1, wherein
the cars comprise modular cars having a respective payload that is
removeably attachable to a chassis.
12. The modular loading and unloading system of claim 1, wherein
the airlock loading zone includes an automated guided vehicle
system operable to move the capsules, payloads, and/or cars.
13. A method of operating a modular loading and unloading system
for a high-speed transportation system, the method comprising:
receiving a plurality of capsules, payloads, and/or cars in an
airlock loading zone having at least one airlock connecting the
airlock loading zone to a transportation tube of the high-speed
transportation system; arranging the plurality of capsules,
payloads, and/or cars for insertion into a high-speed
transportation vehicle arranged in an airlock; and inserting the
plurality of capsules, payloads, and/or cars into the high-speed
transportation vehicle, while the high-speed transportation vehicle
is arranged at least partially in the airlock, wherein the airlock
includes a sealer structured and arranged to interact with an outer
shell of the high-speed transportation vehicle when arranged in the
airlock, such that the sealer and the high-speed transportation
vehicle together provide a first air pressure barrier between a
relatively lower pressure in the tube and a relatively higher
pressure of the airlock loading zone.
14. The method of claim 13, further comprising moving the plurality
of capsules, payloads, and/or cars to the airlock loading zone from
a loading bay, wherein the moving comprises using one or more
elevators.
15. The method of claim 13, further comprising: onboarding
passengers in a parallel manner into respective capsules arranged
in a loading bay, wherein the respective capsules are designated
for transport in a particular high-speed transportation vehicle;
and moving the respective capsules to the airlock loading zone,
wherein the arranging the plurality of capsules for insertion into
a high-speed transportation vehicle comprises arranging the
respective capsules into a linearly arranged cartridge for serial
loading into the particular high-speed transportation vehicle.
16. The method of claim 13, wherein the cars comprise modular cars
each having a respective payload and a respective chassis, the
method further comprising: receiving the modular cars at a loading
bay; detaching the respective payloads from the respective chasses;
and moving the payloads to the airlock loading zone.
17. The method of claim 13, wherein the cars comprise conventional
cars, the method further comprising: receiving the cars at a
loading bay; and moving the cars to the airlock loading zone.
18. The method of claim 13, wherein the high-speed transportation
vehicle includes an outer shell door, and wherein the airlock
includes an airlock door, the method further comprising closing the
outer shell door and closing the airlock door after the
inserting.
19. The method of claim 18, further comprising lowering a pressure
in a region between the shell door and the first pressure barrier
so as to equalize the pressure in the region with a pressure within
the tube of the high-speed transportation system.
20. The method of claim 13, wherein the arranging the plurality of
capsules, payloads, and/or cars is based on at least one of
destination, high-speed transportation vehicle availability, a size
of the capsules, payloads, and/or cars, and a current queue.
21. The method of claim 13, wherein the sealer comprises at least
one O-ring seal with an outer diameter approximating an inner
diameter of the tube, and an inner diameter approximating an outer
perimeter of the high-speed transportation vehicle.
22. The method of claim 13, further comprising: receiving the
high-speed transportation vehicle at the airlock; engaging the
outer shell of the high-speed transportation vehicle with the
sealer to provide the air pressure barrier between the relatively
lower pressure in the tube and the relatively higher pressure of
the airlock loading zone; raising the pressure in a region between
a shell door of the high-speed transportation vehicle and an
airlock door of the airlock so as to equalize the pressure in the
region with a pressure in the airlock loading zone; opening the
airlock door and opening the shell door to provide an egress from
an interior of the high-speed transportation vehicle; and unloading
the plurality of capsules, payloads, and/or cars from the interior
of the high-speed transportation vehicle.
23. A method for extending a range of a car, the method comprising:
traveling in the car from a starting point to a departure
high-speed transportation system station; operating the modular
loading and unloading system according to claim 13 to load the car
into the high-speed transportation vehicle; traveling in the car
arranged in the high-speed transportation vehicle via the
high-speed transportation system from the departure high-speed
transportation system station to an arrival high-speed
transportation system station; disembarking the car from the
high-speed transportation vehicle; and traveling in the car from
the arrival high-speed transportation system station to a final
destination.
24. The method of claim 23, wherein the car is an autonomous
vehicle.
25. The method of claim 23, wherein the car is an electric vehicle
or a plug-in hybrid vehicle, the method further comprising charging
a battery of the car while the car is arranged in the high-speed
transportation vehicle.
26. The method of claim 23, further comprising providing wireless
internet access to the car while the car is arranged in the
high-speed transportation vehicle.
27. A method for long-range asset management of a fleet of cars,
the method comprising: determining a current utilization of the
fleet of cars in a first location; determining an anticipated
demand for the fleet of cars in the first location; determining a
current utilization of cars in a second location; determining an
anticipated demand for the cars in the second location; determining
a reallocation of at least a portion of the fleet of cars in the
first location to the second location based upon at least one of
the current utilization of the fleet of cars in the first location,
the anticipated demand for the fleet of cars in the first location,
the current utilization of cars in the second location, and the
anticipated demand for cars in the second location; moving the
portion of the fleet of cars from the first location to a departure
high-speed transportation station; operating the modular loading
and unloading system according to claim 13 to load the cars into
the high-speed transportation vehicle; moving the cars from the
departure high-speed transportation station to an arrival
high-speed transportation station via the high-speed transportation
system; unloading the cars from the high-speed transportation
vehicle; and moving the cars from the arrival high-speed
transportation station to the second location.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] The present application claims the benefit of U.S.
Provisional Application No. 62/400,913, filed Sep. 28, 2016, U.S.
Provisional Application No. 62/471,773, filed Mar. 15, 2017, and
U.S. Provisional Application No. 62/500,735, filed May 3, 2017, the
contents of which are expressly incorporated herein by reference in
their entireties.
BACKGROUND OF THE DISCLOSURE
1. Field of the Disclosure
[0002] The present disclosure relates to a high-speed
transportation system, and more specifically, to a
loading/unloading system for a high-speed transportation system,
systems and methods of loading/unloading modular elements in a
high-speed transportation system, and to methods for using the
high-speed transportation system.
2. Background of the Disclosure
[0003] A high-speed, high-efficiency transportation system may
utilize a low-pressure environment in order to reduce drag on a
vehicle at high operating speeds, thus providing the dual benefit
of allowing greater speed potential (e.g., approximately 700 miles
per hour) and lowering the energy costs associated with overcoming
drag forces. In some embodiments, these systems may use a near
vacuum environment within a tubular structure. This system has
numerous benefits over conventional transportation systems, namely
more frequent takeoffs (or launches) and faster transit speeds. In
order to take advantage of these benefits, the time between loading
of the vehicle and takeoff (or launch) should be minimized so that
vehicles can be more effectively queued. This presents two issues
that have not been faced by present transportation methods: rapid
vehicle priming and airlock re-pressurization. Most transportation
systems are loaded "on the track," e.g., trains, subways, and
airplanes are boarded during a designated boarding time that is
connected to the overall takeoff schedule. Delays in boarding can
lead to overall systemic delays. For example, in a low-pressure
transportation system, onboarding individual passengers while the
transportation vehicle is on the track would negate some or all of
the gains in overall system efficiency. Additionally, the
depressurization of the airlock for takeoff and re-pressurization
for boarding introduces another significant delay.
[0004] Thus, there is a need for an improved loading and/or
unloading system and method for a high-speed transportation
system.
SUMMARY OF THE EMBODIMENTS OF THE DISCLOSURE
[0005] The novel features which are characteristic of the
disclosure, both as to structure and method of operation thereof,
together with further aims and advantages thereof, will be
understood from the following description, considered in connection
with the accompanying drawings, in which embodiments of the
disclosure are illustrated by way of example. It is to be expressly
understood, however, that the drawings are for the purpose of
illustration and description only, and they are not intended as a
definition of the limits of the disclosure.
[0006] Some embodiments of the present disclosure are related to a
modular high-speed transportation vehicle. In embodiments, the
modular high-speed transportation vehicle comprises an outer shell
and inner cartridge. The outer shell may contain the transportation
apparatus, e.g., the propulsion system for moving the vehicle, such
as the motor, suspension, and/or wheels. The outer shell may also
contain instrumentation, such as sensor arrays. The inner cartridge
comprises at least one capsule or car (or vehicle) containing the
payload to be transported, e.g., people and/or cargo. The inner
cartridge is structured to fit within the outer shell when the
modular high-speed transportation vehicle is ready for transit. In
embodiments, the single cartridge may comprise a number of cars
(and/or capsules) combined together depending on, for example, the
size of the payload, the destination, and/or other
considerations.
[0007] Another embodiment is related to a method for loading and/or
unloading cars (e.g., automobiles, trucks, vans, etc.) for a
high-speed transportation system. Passengers and/or cargo are
loaded into cars in a docking bay. In embodiments, the docking bays
may be part of a larger elevator system that is operable to move
the docking bays, for example, both horizontally and vertically,
when necessary. The elevator system delivers the bay to the
necessary airlock loading station. The vertical and horizontal
arrangement and movement of the docking bays within the elevator
system allows for loading and/or unloading of passengers and/or
cargo to and from capsules (and/or loading/unloading of cars) to
occur simultaneously across several floors, such that all of the
capsules or cars that form the modules of a single cartridge can be
loaded simultaneously, for example. This allows for queuing of
capsules for easier, faster, and/or automated loading. The capsules
are assembled into cartridges in the airlock loading stations, and
loaded into the shell while the shell is engaged with the airlock.
In accordance with aspects of the disclosure, this allows the
shells to be rapidly loaded and unloaded without having to
depressurize and re-pressurize the airlock, which represents
significant time expenditure. The totality of this system allows
for the departure of vehicles, for example, as frequent as every
ten seconds, which is considerably faster than presently considered
high-speed transportation systems.
[0008] Another embodiment of the present disclosure is directed to
a configuration of modular cars. In an exemplary embodiment, the
cars may comprise two segments: a chassis and a payload. The
chassis may be universal, e.g., the chassis is operable to engage
with any of a variety of payloads. In embodiments, the chassis may
have both propulsion and steering elements. The propulsion may
include a motor, battery, suspension, and wheels. In embodiments,
the steering may be user-controlled, remotely-controlled, or
autonomous. In embodiments, the payload is a container for
passengers and/or cargo that engages with the chassis. The car has
sufficient range to travel between discrete locations and the
docking bay, or the docking bay and the airlock loading zone. The
payload can be removed from the chassis where necessary, such as,
in embodiments, to assemble the payload into a cartridge and to
load the payload into an outer shell.
[0009] Some embodiments of the present disclosure are directed to a
system for interfacing between an autonomous vehicle and a
high-speed transportation system. The autonomous vehicle may load
into an outer shell, such as through a hatch. The autonomous
vehicle may then engage with the outer shell, such as through
receiving charging capabilities for an electric autonomous vehicle
and/or share travel information. The shell may then engage with the
transportation system, such that the shell travels through the
high-speed transportation network to the destination station of the
autonomous vehicle, after which the autonomous vehicle proceeds to
the final destination. In embodiments, the outer shell may be
pressurized. In other embodiments, the outer shell may not be
pressurized.
[0010] Further embodiments of the present disclosure are directed
to method for achieving point-to-point payload delivery. A payload,
such as goods and people, may have a starting location and a
desired destination location. The payload may be loaded into an
autonomous vehicle. The autonomous vehicle may be summoned by any
of a number of known approaches, such as through an autonomous
rideshare program and/or by scheduling an autonomous vehicle
through a central autonomous vehicle controller. A central router
(or route optimization controller), for example, may then optimize
the travel path of the autonomous vehicle to deliver the payload to
a desired destination. The route optimization controller may route
the autonomous vehicle to a high-speed transportation system
onboarding center. The autonomous vehicle may engage with the
high-speed transportation system by any of a number of known
approaches, such as instructing the autonomous vehicle to move
through a determined route to enter an outer shell. The high-speed
transportation system may then carry the autonomous vehicle to a
particular destination off-boarding center that is an optimized
distance from the desired final destination. While the autonomous
vehicle is engaged in the high-speed transportation system, the
autonomous vehicle and high-speed transportation system may
communicate. This communication may include both data, such as
location, speed, and destination, and physical docking, such as
providing charging of electrical systems. The autonomous vehicle
may then disengage with the high-speed transportation system and
exit the destination station off-boarding center. The autonomous
vehicle may then travel to and deliver the payload to the desired
destination.
[0011] Additional embodiments of the present disclosure are
directed to a system for providing optimized point-to-point payload
delivery based on user input. A user may use an interface to make a
request, such as a goods purchase and a restaurant reservation. A
route optimization controller may evaluate the request by
determining the optimal decision tree to address the request. For a
goods purchase, for instance, the controller may communicate the
order to a service provider, and optimize a transit route between a
factory and the user. The route optimization controller may
coordinate all intermediary transportation of the goods between the
factory and the user, using, for example, an autonomous vehicle,
air transportation, and/or a high-speed transportation system. If
the route optimization controller determines, based on factors such
as delivery schedule and cost, that a high-speed transportation
system is necessary (or efficient), then the route optimization
controller may facilitate the purchase of the necessary tickets.
The controller may route the autonomous vehicle to the optimized
high-speed transportation system terminal. The autonomous vehicle
may engage with the high-speed transportation system, which
delivers the autonomous vehicle to a terminal optimized to (e.g.,
relatively near to) the final destination (or pick-up point). The
autonomous vehicle may then be routed to the delivery
destination.
[0012] With an example, if the interface is used to make a
restaurant reservation request, the request may be transmitted to
the route optimization controller. The controller may then schedule
an autonomous vehicle to pick up the user at their original
location at a time determined to allow the user to arrive at the
restaurant at the proper reservation time. If the route
optimization controller determines, based on factors such as
delivery schedule and cost, that a high-speed transportation system
is necessary (or efficient), then the route optimization controller
may facilitate the purchase of the necessary tickets for the
high-speed transportation system. The controller may route the
autonomous vehicle to the optimized high-speed transportation
system departing terminal. The autonomous vehicle may engage with
the high-speed transportation system, which may deliver it to a
terminal optimized to the destination (e.g., the restaurant). The
autonomous vehicle may then be routed to the restaurant.
[0013] A further embodiment is related to a method of using a
high-speed transportation system for long range asset management.
An economic concept called "clustering" suggests that geographical
distance between and manufacturers and necessary resources is a key
factor in the economic success of the region. One of the promises
of an high-speed transportation system is that it can expand the
clustering effect by allowing otherwise remote locations to be
directly connected with minimal time delay. The aforementioned
modular vehicles may be configured such that they can be used for
purposes outside of transit within a substantially enclosed,
controlled environment, high-speed transportation system, e.g.,
they may be used as general purpose cars and as part of an
autonomous ride-sharing service. An autonomous car may be
configured such that it may retrieve a passenger(s) and cargo in a
first location, engage with the high-speed transportation system,
arrive at a second location, and deliver the passenger(s) and cargo
to a final destination. This configuration serves to extend the
natural range of a vehicle such that it can utilize a
point-to-point or network of high-speed transportation systems to
travel between remote locations that would be otherwise
inaccessible through the normal course of the vehicle's range
and/or within a reasonable time or cost.
[0014] An additional embodiment is directed to a method of
utilizing a high-speed transportation system to optimize the
location of geographically remote assets in accordance with demand
and/or other factors. For example, if a high-speed transportation
system is connecting a city pair, a fleet of autonomous ride share
vehicles may be transferred from a first city to a second city
rapidly and easily if they are being underutilized in the first
city and demand has risen in the second city. This has the effect
of lowering the size of standby vehicles because demand can be
equalized across a greater distance, and connect two otherwise
geographically and economically remote regions as if they were
adjacent.
[0015] Aspects of the present disclosure are directed to a modular
loading and unloading system for a high-speed transportation
system, the modular loading and unloading system comprising an
airlock loading zone, at least one airlock arranged in the airlock
loading zone and connecting the airlock loading zone to a
transportation tube of the high-speed transportation system. The
airlock loading zone is configured to receive a plurality of
capsules, payloads, and/or cars, and is operable to arrange the
plurality of capsules, payloads, and/or cars for insertion into a
high-speed transportation vehicle arranged in the airlock.
[0016] In embodiments, the airlock includes a sealer structured and
arranged to interact with the high-speed transportation vehicle
when arranged in the airlock, such that the sealer and the
high-speed transportation vehicle together provide a first air
pressure barrier between a relatively lower pressure in the tube
and a relatively higher pressure of the airlock loading zone.
[0017] In further embodiments, the airlock further includes an
airlock door structured and arranged to provide a second air
pressure barrier between the relatively lower pressure in the tube
and the relatively higher pressure of the airlock loading zone.
[0018] In additional embodiments, system further comprises a first
pressure sensor arranged in the tube for quantifying a pressure in
the tube, a second pressure sensor arranged adjacent the airlock
door for quantifying a pressure in a region between the airlock
door and the first pressure barrier, and a third pressure sensor in
the airlock loading zone for quantifying a pressure in the airlock
loading zone.
[0019] In yet further embodiments, the system further comprises a
pump structured and arranged for increasing and decreasing pressure
in the region between the airlock door and the first pressure
barrier.
[0020] In embodiments, the high-speed transportation vehicle
includes an outer shell door, which provides access to a payload
area of the high-speed transportation vehicle when opened.
[0021] In embodiments, the system further comprises an airlock
controller operable to control operation of the pump based on a
pressure in the region between the airlock door and the first
pressure barrier, and operable to control opening and closing of
the airlock door and the outer shell door.
[0022] In further embodiments, the system further comprises a
loading bay configured for receiving the plurality of cars and/or
payloads, and/or configured for loading and unloading of passengers
and/or cargo into a plurality of the capsules.
[0023] In additional embodiments, the system further comprises an
elevator system arranged between the loading bay and the airlock
loading zone, and configured to move the plurality of cars,
payloads, and/or capsules between the loading bay and the airlock
loading zone.
[0024] In yet further embodiments, the elevator system is operable
to move the cars, payloads, and/or capsules vertically and/or
horizontally.
[0025] In some embodiments, the cars comprise modular cars having a
respective payload that is removeably attachable to a chassis.
[0026] In further embodiments, the airlock loading zone includes an
automated guided vehicle system operable to move the capsules,
payloads, and/or cars.
[0027] Additional aspects of the present disclosure are directed to
a method of operating a modular loading and unloading system for a
high-speed transportation system. The method comprises receiving a
plurality of capsules, payloads, and/or cars in an airlock loading
zone having at least one airlock connecting the airlock loading
zone to a transportation tube of the high-speed transportation
system, arranging the plurality of capsules, payloads, and/or cars
for insertion into a high-speed transportation vehicle arranged in
an airlock, and inserting the plurality of capsules, payloads,
and/or cars into the high-speed transportation vehicle, while the
high-speed transportation vehicle is arranged at least partially in
the airlock. The airlock includes a sealer structured and arranged
to interact with an outer shell of the high-speed transportation
vehicle when arranged in the airlock, such that the sealer and the
high-speed transportation vehicle together provide a first air
pressure barrier between a relatively lower pressure in the tube
and a relatively higher pressure of the airlock loading zone.
[0028] In embodiments, the method further comprises moving the
plurality of capsules, payloads, and/or cars to the airlock loading
zone from a loading bay, wherein the moving comprises using one or
more elevators.
[0029] In further embodiments, the method further comprises
onboarding passengers in a parallel manner into respective capsules
arranged in a loading bay, wherein the respective capsules are
designated for transport in a particular high-speed transportation
vehicle and moving the respective capsules to the airlock loading
zone. The arranging the plurality of capsules for insertion into a
high-speed transportation vehicle comprises arranging the
respective capsules into a linearly arranged cartridge for serial
loading into the particular high-speed transportation vehicle.
[0030] In additional embodiments, the cars comprise modular cars
each having a respective payload and a respective chassis, and the
method further comprises receiving the modular cars at a loading
bay, detaching the respective payloads from the respective chasses,
and moving the payloads to the airlock loading zone.
[0031] In yet further embodiments, the cars comprise conventional
cars, and the method further comprises receiving the cars at a
loading bay and moving the cars to the airlock loading zone.
[0032] In embodiments, the high-speed transportation vehicle
includes an outer shell door, and wherein the airlock includes an
airlock door, the method further comprising closing the outer shell
door and closing the airlock door after the inserting.
[0033] In embodiments, the method further comprises lowering a
pressure in a region between the shell door and the first pressure
barrier so as to equalize the pressure in the region with a
pressure within the tube of the high-speed transportation
system.
[0034] In further embodiments, the arranging the plurality of
capsules, payloads, and/or cars is based on at least one of
destination, high-speed transportation vehicle availability, a size
of the capsules, payloads, and/or cars, and a current queue.
[0035] In additional embodiments, the sealer comprises at least one
O-ring seal with an outer diameter approximating an inner diameter
of the tube, and an inner diameter approximating an outer perimeter
of the high-speed transportation vehicle.
[0036] In yet further embodiments, the method further comprises
receiving the high-speed transportation vehicle at the airlock,
engaging the outer shell of the high-speed transportation vehicle
with the sealer to provide the air pressure barrier between the
relatively lower pressure in the tube and the relatively higher
pressure of the airlock loading zone, raising the pressure in a
region between a shell door of the high-speed transportation
vehicle and an airlock door of the airlock so as to equalize the
pressure in the region with a pressure in the airlock loading zone,
opening the airlock door and opening the shell door to provide an
egress from an interior of the high-speed transportation vehicle,
and unloading the plurality of capsules, payloads, and/or cars from
the interior of the high-speed transportation vehicle.
[0037] Further aspects of the present disclosure are directed to a
method for extending a range of a car. The method comprises
traveling in the car from a starting point to a departure
high-speed transportation system station, operating the modular
loading and unloading system to load the car into the high-speed
transportation vehicle, traveling in the car arranged in the
high-speed transportation vehicle via the high-speed transportation
system from the departure high-speed transportation system station
to an arrival high-speed transportation system station,
disembarking the car from the high-speed transportation vehicle,
and traveling in the car from the arrival high-speed transportation
system station to a final destination.
[0038] In some embodiments, the car is an autonomous vehicle.
[0039] In further embodiments, the car is an electric vehicle or a
plug-in hybrid vehicle, the method further comprising charging a
battery of the car while the car is arranged in the high-speed
transportation vehicle.
[0040] In additional embodiments, the method further comprises
providing wireless internet access to the car while the car is
arranged in the high-speed transportation vehicle.
[0041] Aspects of the present disclosure are directed to a method
for long-range asset management of a fleet of cars. The method
comprises determining a current utilization of the fleet of cars in
a first location, determining an anticipated demand for the fleet
of cars in the first location, determining a current utilization of
cars in a second location, determining an anticipated demand for
the cars in the second location, determining a reallocation of at
least a portion of the fleet of cars in the first location to the
second location based upon at least one of the current utilization
of the fleet of cars in the first location, the anticipated demand
for the fleet of cars in the first location, the current
utilization of cars in the second location, and the anticipated
demand for cars in the second location, moving the portion of the
fleet of cars from the first location to a departure high-speed
transportation station, operating the modular loading and unloading
system to load the cars into the high-speed transportation vehicle,
moving the cars from the departure high-speed transportation
station to an arrival high-speed transportation station via the
high-speed transportation system, unloading the cars from the
high-speed transportation vehicle, and moving the cars from the
arrival high-speed transportation station to the second
location.
BRIEF DESCRIPTION OF THE DRAWINGS
[0042] These and other features of this disclosure will be best
understood by reference to the following detailed description of a
preferred embodiment of the disclosure, taken in conjunction with
the accompanying drawings, in which:
[0043] FIGS. 1A-1E depict various configurations of capsules, cars,
and cartridges in accordance with aspects of the disclosure;
[0044] FIG. 2A-2F depict an airlock loading zone assembly and
operation thereof in accordance with aspects of the disclosure;
[0045] FIG. 3 depicts exemplary loading bay elevator arrangements
and operations in accordance with aspects of the disclosure;
[0046] FIGS. 4A-4E depict embodiments of exemplary and non-limiting
elevator systems that are operable to move both horizontally and
vertically in accordance with aspects of the disclosure;
[0047] FIGS. 5A and 5B depict exemplary and non-limiting modular
vehicle (or modular car) configurations in accordance with aspects
of the disclosure;
[0048] FIGS. 6A-6C schematically depict exemplary airlock loading
zones and methods and systems for loading and/or unloading vehicles
in accordance with aspects of the disclosure;
[0049] FIGS. 7A and 7B depict exemplary processes for receiving an
outer shell at an airlock and loading capsule, cartridges and/or
vehicles into the shell at the airlock, and launching the outer
shell from the airlock in accordance with aspects of the
disclosure;
[0050] FIG. 8 depicts an exemplary process for assembling
cartridges into a group for loading into a shell in accordance with
aspects of the disclosure;
[0051] FIG. 9 depicts an exemplary process for utilizing a
high-speed transportation system to extend the range of automobile
vehicles in accordance with aspects of the disclosure;
[0052] FIG. 10 depicts an exemplary process for providing an
autonomous vehicle interface with a high-speed transportation
system;
[0053] FIG. 11 depicts an exemplary process for optimizing assets
across geographically remote locations in accordance with aspects
of the disclosure; and
[0054] FIG. 12 is an exemplary system for use in accordance with
the embodiments described herein.
DETAILED DESCRIPTION OF THE EMBODIMENTS OF THE DISCLOSURE
[0055] In the following description, the various embodiments of the
present disclosure will be described with respect to the enclosed
drawings. As required, detailed embodiments of the embodiments of
the present disclosure are discussed herein; however, it is to be
understood that the disclosed embodiments are merely exemplary of
the embodiments of the disclosure that may be embodied in various
and alternative forms. The figures are not necessarily to scale and
some features may be exaggerated or minimized to show details of
particular components. Therefore, specific structural and
functional details disclosed herein are not to be interpreted as
limiting, but merely as a representative basis for teaching one
skilled in the art to variously employ the present disclosure.
[0056] The particulars shown herein are by way of example and for
purposes of illustrative discussion of the embodiments of the
present disclosure only and are presented in the cause of providing
what is believed to be the most useful and readily understood
description of the principles and conceptual aspects of the present
disclosure. In this regard, no attempt is made to show structural
details of the present disclosure in more detail than is necessary
for the fundamental understanding of the present disclosure, such
that the description, taken with the drawings, making apparent to
those skilled in the art how the forms of the present disclosure
may be embodied in practice.
[0057] As used herein, the singular forms "a," "an," and "the"
include the plural reference unless the context clearly dictates
otherwise. For example, reference to "a magnetic material" would
also indicate that mixtures of one or more magnetic materials can
be present unless specifically excluded. As used herein, the
indefinite article "a" indicates one as well as more than one and
does not necessarily limit its referent noun to the singular.
[0058] Except where otherwise indicated, all numbers expressing
quantities used in the specification and claims are to be
understood as being modified in all instances by the term "about."
Accordingly, unless indicated to the contrary, the numerical
parameters set forth in the specification and claims are
approximations that may vary depending upon the desired properties
sought to be obtained by embodiments of the present disclosure. At
the very least, and not to be considered as an attempt to limit the
application of the doctrine of equivalents to the scope of the
claims, each numerical parameter should be construed in light of
the number of significant digits and ordinary rounding
conventions.
[0059] Additionally, the recitation of numerical ranges within this
specification is considered to be a disclosure of all numerical
values and ranges within that range (unless otherwise explicitly
indicated). For example, if a range is from about 1 to about 50, it
is deemed to include, for example, 1, 7, 34, 46.1, 23.7, or any
other value or range within the range.
[0060] As used herein, the terms "about" and "approximately"
indicate that the amount or value in question may be the specific
value designated or some other value in its neighborhood.
Generally, the terms "about" and "approximately" denoting a certain
value is intended to denote a range within .+-.5% of the value. As
one example, the phrase "about 100" denotes a range of 100 t 5,
i.e. the range from 95 to 105. Generally, when the terms "about"
and "approximately" are used, it can be expected that similar
results or effects according to the disclosure can be obtained
within a range of .+-.5% of the indicated value.
[0061] As used herein, the term "and/or" indicates that either all
or only one of the elements of said group may be present. For
example, "A and/or B" indicates "only A, or only B, or both A and
B". In the case of "only A", the term also covers the possibility
that B is absent, i.e. "only A, but not B".
[0062] The term "substantially parallel" refers to deviating less
than 20.degree. from parallel alignment and the term "substantially
perpendicular" refers to deviating less than 20.degree. from
perpendicular alignment. The term "parallel" refers to deviating
less than 5.degree. from mathematically exact parallel alignment.
Similarly "perpendicular" refers to deviating less than 5.degree.
from mathematically exact perpendicular alignment.
[0063] The term "at least partially" is intended to denote that the
following property is fulfilled to a certain extent or
completely.
[0064] The terms "substantially" and "essentially" are used to
denote that the following feature, property or parameter is either
completely (entirely) realized or satisfied or to a major degree
that does not adversely affect the intended result.
[0065] The term "comprising" as used herein is intended to be
non-exclusive and open-ended. Thus, for instance a composition
comprising a compound A may include other compounds besides A.
However, the term "comprising" also covers the more restrictive
meanings of "consisting essentially of" and "consisting of," so
that for instance "a composition comprising a compound A" may also
(essentially) consist of the compound A.
[0066] The various embodiments disclosed herein can be used
separately and in various combinations unless specifically stated
to the contrary.
[0067] Embodiments of the present disclosure may be used in a
high-speed transportation system, for example, as described in
commonly-assigned application Ser. No. 15/007,783, titled
"Transportation System," the contents of which are hereby expressly
incorporated by reference herein in their entirety.
Modular Loading/Unloading System for a High-Speed Transportation
System
[0068] Aspects of the disclosure are directed to a modular
loading/unloading system for a high-speed transportation system. In
embodiments, the high-speed transportation vehicles are loaded into
a low-pressure environment via an airlock for travel in the
high-speed transportation system. In embodiments, the high-speed
transportation vehicles may include an outer shell and at least one
inner cartridge arrangeable in the outer shell. In accordance with
aspects of the disclosure, the outer shell is the pod or high-speed
transportation vehicle configured to traverse the low-pressure
transportation system, and the inner cartridge comprises one or
more capsules (e.g., configured for cargo and/or human passengers)
or vehicles configured for transport in the outer shell. FIGS.
1A-1E show several configurations of the outer shell, the inner
cartridges, and the airlock system in accordance with aspects of
the disclosure.
[0069] FIG. 1A shows an exploded view of an exemplary and
non-limiting high-speed transportation vehicle 101' configured with
a passenger accommodation area 130 and a schematically-depicted
airlock 102, wherein the high-speed transportation vehicle 101' is
not arranged in the airlock 102. In contrast to the modular
high-speed transportation vehicles discussed below, with this
exemplary embodiment, the passenger accommodation area 130 is not a
modular component arrangeable in the high-speed transportation
vehicle 101', but rather is a part of the high-speed transportation
vehicle 101'. As such, with this exemplary embodiment passengers
directly board the high-speed transportation vehicle 101' "on the
track," which occurs outside of the airlock 102. Once all of the
passengers are boarded into the high-speed transportation vehicle
101', the vehicle door 135 is closed, and the high-speed
transportation vehicle 101' may be loaded into the airlock 102 for
travel in the high-speed transportation tube.
[0070] This arrangement, however, may cause delays in loading
and/or launching of the high-speed transportation vehicle. For
example, as noted above, in order to take greater advantage of the
benefits of a high-speed transportation system, the time between
loading of the vehicle and takeoff (or launch) should be minimized
so that vehicles can be more effectively queued. For example, in a
low-pressure transportation system, boarding on the track may
negate some or all of the gains in overall system efficiency.
Additionally, the depressurization of the airlock for takeoff and
re-pressurization for boarding may introduce further significant
delay. Moreover, delays in boarding can lead to overall systemic
delays.
[0071] FIG. 1B depicts a modular loading system in accordance with
aspects of the disclosure, wherein a modular cartridge 103 may be
arranged in (and extracted from) the outer shell 101, while the
shell 101 remains partially arranged in the airlock 102. As such,
with this embodiment, the passengers can be loaded into a passenger
accommodation area while not "on the track." As shown in FIG. 1B,
the cartridge 103 is configured in this embodiment to accommodate
passengers and includes a cartridge door 140 for ingress to and
egress from the cartridge 103. In accordance with aspects of the
disclosure, the shell 101 is contained substantially within the
airlock 102. As shown in FIG. 1B, while the shell 101 substantially
abuts the airlock entrance 104, the arrangement is configured to
maintain a seal to maintain a low-pressure environment in the
airlock 102, while the shell door 105 is operable to open (and
close), allowing ingress of the cartridge 103 into the shell 101.
As discussed below, with such an arrangement the time and/or energy
for depressurization of the airlock for takeoff and
re-pressurization for boarding may be reduced so as to minimize any
delay.
[0072] FIG. 1C depicts a different configuration of a cartridge
103', wherein the cartridge 103' comprises of a plurality of
modular capsules 106. These capsules 106 are configured to fit
within the shell 101. The capsules 106 can be configured to
accommodate passengers, as shown, or cargo, or an assortment of
either, and include capsule doors 145 for ingress to and egress
from the capsule 106. As shown with capsule 106' in FIG. 1D, the
capsules can be of different lengths (with capsule doors 145' of
corresponding length), so long as the plurality of selected
capsules fit within the shell 101. In accordance with aspects of
the disclosure, by utilizing modular capsules 106, a plurality of
modular capsules 106 may be loaded (e.g., with passengers)
simultaneously, and then the modular capsules 106, once loaded, can
be arranged into a cartridge 103' for insertion into an outer
shell, which provides greater efficiencies when loading the
capsules. Moreover, such an arrangement allows for realtime
adjustments to cartridge configurations for a particular trip. For
example, if one passenger is delayed in boarding a modular capsule
106, then that particular modular capsule 106 can be delayed, while
other modular capsules 106 can be sent. In contrast, if one
passenger is delayed in boarding cartridge 103, then the entire
cartridge 103 could be delayed from a scheduled departure. Thus,
utilizing modular capsules 106 instead of "full size" cartridges
103 may provide greater efficiencies in the loading and launching
processes.
[0073] FIG. 1E depicts another exemplary embodiment of the
loading/unloading system, in which modular cars 107 are loadable
into the outer shell 101 while the shell 101 is engaged within the
airlock 102. The modular vehicles (or cars) 107 can take several
forms, such as but not limited to, autonomously-controlled cargo
containers or cars, user-driven cars, cars on a conventional rail,
or any vehicle with propulsion and control. In embodiments, the
modular vehicles 107 (e.g., once assembled into a cartridge and/or
once loaded into a shell 101) can connect to each other and/or to
the shell 1010 (e.g., electrically and/or communicatively).
[0074] FIG. 2A schematically depicts an exemplary method and system
200 for loading capsules 106 (and/or modular vehicles (or cars)).
For example, as shown in FIG. 2A, the capsules 106 (a group of
which together may form a cartridge 103) may be loaded in a loading
bay 201. Loading may include onboarding of passengers and/or cargo
into the capsules 106. For example, passengers (not shown) may pass
through an entrance 207 in a security barrier 212, which, in
embodiments, may include security screening and/or checking
identification, and be directed to a particular queue (e.g.,
defined by line separators 209) to board a selected (or designated)
capsule 106 arranged in the loading bay 201 (e.g., in an elevator
cabin on the loading bay level).
[0075] The loading bay 201 is operable to transport the capsules
106 (and/or cars 107) horizontally and/or vertically (for example,
using an elevator system 203, e.g., a horizontal/vertical elevator)
to an airlock loading zone 202. For example, as depicted in the
schematic exemplary arrangement, the loading bay 201 is located on
a first level (e.g., an upper level), and the one or more airlock
loading zones 202 may be arranged on one or more second levels
(e.g., lower levels). Passengers may enter the capsules 106 while
the capsule is arranged in a particular elevator cabin of the
elevator system 203. Once a capsule 106 is loaded, the elevator
system 203 is operable to move the capsule 106 from the loading bay
201 to the airlock loading zone 202.
[0076] Once in the airlock loading zone 202, the capsules 106
(and/or cars 107) may be assembled or formed together into a
cartridge 210. In embodiments, the capsules 106 may operate as
automated guided vehicles (e.g., controlled by an automated guided
vehicle controller) while within the loading bay 201 and/or the
airlock loading zone 202. An automated guided vehicle or automatic
guided vehicle (AGV) is a vehicle that follows markers or wires in
the floor, and/or uses vision, magnets, and/or lasers for
navigation, such that the vehicle is autonomously moved from point
A to point B (or from an origination point to one of multiple
destination points). For example, the airlock loading zone may be
configured to selectively move each of the capsules 106
autonomously, such that capsules 106 exiting from different bays
the elevator system 203 can quickly and efficiently be grouped and
aligned into a cartridge 103' for loading into an outer shell
101.
[0077] In such a manner, the capsules 106 may be grouped into a
cartridge 103' and loaded into an outer shell 101. Assembly (or
grouping) of the capsules 106 and/or cars 107 into a cartridge 103'
may be based, for example, on measurable factors, such as
destination, queuing, size, and/or availability. The assembled
cartridge 103' is then directed to enter the shell 101 through the
shell door 105 while the shell 101 is engaged with the airlock 102.
Alternatively, a "full size" cartridge (see, e.g., FIG. 1B) may be
used instead of the assembled cartridge 103' (wherein an elevator
system may be sized to accommodate the larger "full size"
cartridge). Once the assembled cartridge 103', for example, is
loaded in the shell 101, the entirety of the shell 101 (e.g., any
portion not already arranged in the airlock 102) is moved into the
airlock 102 (or in other contemplated embodiments, the airlock is
otherwise established around the entire shell 101), and the shell
101 is subsequently launched into the tube 215 of the low-pressure,
high-speed transportation system. While FIG. 2A depicts only one
tube 215 of the low-pressure, high-speed transportation system, it
should be understood that the airlock loading zone may have
multiple tubes 215 for entry into a low-pressure, high-speed
transportation system (e.g., as entry points to different routes of
a low-pressure, high-speed transportation system). Additionally,
while in embodiments the high-speed transportation stations provide
for ingress and egress of passengers and/or vehicles, the
disclosure contemplates that a particular high-speed transportation
station may be an intermediate station (e.g., a switching station)
in a travel path that may not be arranged to load or unload
passengers from the capsule. For example, a switching station may
be arranged to receive high-speed transportation vehicles, unload
the capsules therefrom into the airlock loading zone, and then
reload, for example, some the capsules into a different high-speed
transportation vehicle for travel to a different destination. As
with such embodiments, no passengers or cargo may be unloaded from
the capsules, such embodiments may not include a loading bay.
[0078] FIGS. 2B-2E schematically depict an exemplary system for
loading capsules 106 and/or modular vehicles (or cars) 107 (which
may be assembled together into a cartridge) into an outer shell
101, while maintaining a low-pressure environment in the tube 215.
As shown in FIG. 2B, an outer shell 101 has arrived at the airlock
102 via a tube 215 of the low-pressure transportation system. As
shown in FIG. 2B, the airlock 102 includes a sealer 220 (e.g., at
least one o-ring seal) arranged at the end of the tube 215, which
is structured and arranged to cooperate with the outer shell 101 so
as to seal off the low-pressure environment of the tube 215. In
embodiments, the sealer 220 may comprise rubber, plastic or other
polymer, composite materials, and combinations thereof. While only
one sealer 220 is schematically depicted in the exemplary schematic
depiction, it should be understood that a plurality of sealers 220
may be utilized to increase the effectiveness of the seals and/or
to create redundancy.
[0079] As shown in FIG. 2B, with this exemplary embodiment, the
airlock 102 also includes a selectively closeable door 205, which
when closed, is operable to maintain the low-pressure environment
within the tube 215. For example, when no outer shell 101 is
present at the airlock 102, the airlock door 205 is operable to
maintain the low-pressure environment within the tube 215. When the
outer shell 101 is positioned as shown in FIG. 2B, however, the
sealer 220 and the outer shell 101 together are operable to create
an air pressure barrier so that any loss of the low-pressure
environment within the tube 215 is prevented (or minimized).
[0080] As shown in FIG. 2C, once the outer shell 101 is present at
the airlock 102 and positioned adjacent the sealer 220, the
enclosed volume (which is still at the low-pressure) between the
airlock door 205 and the door 105 of the outer shell 101 may be
increased in pressure to ambient pressure. Once pressure between
the airlock door 205 and the door 105 of the outer shell 101 is
equalized to a pressure (e.g., ambient pressure) in the airlock
loading zone on the other side of the airlock door 205, the airlock
door 205 may be opened to expose door 105 of the outer shell 101.
As shown in FIG. 2C, the outer shell 101 together with the sealer
220 form a barrier between the low-pressure environment within the
tube 215 and the ambient pressure of the airlock loading zone. By
implementing aspects of the disclosure, the volume that may be
required to be pressurized (upon arrival of an outer shell 101) and
subsequently depressurized (when the outer shell 101 is departing)
is smaller than would be necessary if an entire volume surrounding
an outer shell 101 where depressurized and re-pressurized. As such,
by implementing aspects of the disclosure, the amount of time and
energy necessary for pressurizing/depressurizing is reduced, such
that the loading/unloading process of the outer shell 101 is more
efficient.
[0081] As shown in FIG. 2D, the door 105 of the outer shell 101 is
opened to provide access to the interior of the outer shell 101,
which may also be at ambient pressure. Again, as shown in FIG. 2D,
the outer shell 101 is positioned such that the sealer 220 and the
outer shell 101 together are operable to maintain an air pressure
barrier so that any loss of the low-pressure environment within the
tube 215 is prevented (or minimized).
[0082] As shown in FIG. 2E, once the door 105 of the outer shell
101 is opened to provide access to the interior of the outer shell
101, one or more capsules 106 (and/or cars or cartridges formed
thereof) may be loaded into and/or unloaded from an interior of the
outer shell 101. Once the outer shell 101 is loaded with one or
more capsules 106 (and/or cars or cartridges formed thereof)
containing passengers and/or cargo, the shell door 105 may be
closed and sealed, and then (or substantially simultaneously) the
airlock door 205 may be closed and sealed, such as depicted in FIG.
2B. Subsequently, the pressure in the volume between the shell door
105 and the airlock door 205 is reduced so as to be equalized with
the low-pressure environment of the tube 215 of the transportation
system. Once the pressure is equalized, the outer shell 101 is
ready to be launched from the airlock 102.
[0083] FIG. 2F schematically depicts a control system 250 for the
airlock system 102 in accordance with aspects of the disclosure. As
shown in FIG. 2F, the control system 250 includes a controller 230,
which is operable to communicate with and control elements of the
control system 250. The airlock control system 250 also includes a
pump 225 operable to pressurize and depressurize the volume between
the shell door 105 and the airlock door 205. With this exemplary
and non-limiting embodiment, the control system 250 also includes a
pressure sensor 260 arranged in the tube 215 operable to detect the
pressure of the low-pressure environment, a pressure sensor 265
arranged in between the shell door 105 and the airlock door 205
operable to detect the pressure of the volume between the shell
door 105 and the airlock door 205, and a pressure sensor 275
operable to detect the pressure (e.g., ambient pressure) in the
airlock loading zone. As shown in FIG. 2F, each of the pressure
sensors is communicatively connected (e.g., wired or wirelessly)
with the controller 230. The control system 250 may also include a
shell door controller 255 operable to actuate and control the
opening and closing of the shell door 105 and an airlock door
controller 260 operable to actuate and control the opening and
closing of the airlock door 205. As shown in FIG. 2F, each of the
door controllers is communicatively connected (e.g., wired or
wirelessly) with the controller 230.
[0084] In accordance with aspects of the disclosure, the controller
230 is operable to control the airlock system 102 throughout the
arrival, unloading, loading, and departure of the outer shell 101.
For example, upon arrival of the outer shell 101 at the airlock
(which may be detected using, e.g., one or more position sensors),
the controller 230 is operable to control the pump 225 so as to
raise the pressure in the volume between the airlock door 205 and
the door 105 of the outer shell 101 (while using the pressure
sensor 270 to detect the pressure in, e.g., real time) so as to
equalize with the pressure in the airlock loading zone (detected
using pressure sensor 275). Once the pressure is equalized with the
pressure in the airlock loading zone, the controller 230 is
operable to control the airlock door controller (or actuator) 260
to open the airlock door 205, and operable to control the shell
door controller (or actuator) 255 to open the shell door 105. While
the airlock door 205 and the shell door 105 are opened, passengers
and/or cargo and/or vehicles can be unloaded and/or loaded into the
outer shell 101.
[0085] Once the outer shell 101 has been unloaded and/or loaded,
and is ready for door closure, the controller 230 is operable to
control the shell door controller 255 to close the shell door 105,
and operable to control the airlock door controller 260 to close
the airlock door 205. In accordance with aspects of the disclosure,
the controller 230 is operable to control the pump 225 so as to
lower the pressure in the volume between the airlock door 205 and
the door 105 of the outer shell 101 (while using the pressure
sensor 270 to detect the pressure in, e.g., real time) so as to
equalize with the low-pressure environment of the tube 215
(detected using pressure sensor 265). Once the pressure is
equalized with the pressure of the low-pressure environment of the
tube 215, the controller 230 stops operation of the pump 225, and
the outer shell 101 is ready for departure from the airlock 102. By
implementing aspects of the disclosure, the controller 230 is
operable to automatically control the pump(s), and door controllers
utilizing information received from the pressure sensors and
position sensors to automate the airlock control and
loading/unloading processes.
[0086] While not depicted in the figures, it should be understood
that upon arrival of the outer shell 101 at a destination, the
outer shell door on the opposite end of the outer shell 101 may
interact with a similarly configured airlock system at the
destination.
[0087] FIG. 3 schematically depicts a plurality of exemplary and
non-limiting elevator systems for the movement of the modular
capsules 106 (and/or vehicles 107 or portions thereof, e.g., cargo
or payload compartment without wheel assembly or chassis attached
thereto) within a loading bay 201 of a station. With reference to
FIG. 2A, the capsules 106 may be loaded with passengers and/or
cargo in variable or predetermined locations within the station
depending on factors such as queuing, type of load, size, etc. The
loaded capsule 106 is then moved into a particular elevator car of
the elevator system and may then transported horizontally and/or
vertically using the elevator system, for example, that is operable
to move vertically and horizontally and or using an elevator system
that is operable to move vertically in conjunction with other
horizontal movers (e.g. conveyors, automated guided vehicle
systems, hydraulic/pneumatic actuators, and/or horizontal
elevators) to move the capsules 106 the appropriate airlock loading
zone 202. In accordance with aspects of the disclosure, this allows
for the contemporaneous loading of capsules 106 (and/or vehicles
107) that will be assembled into a cartridge 103' without being
proximally bound. As should be understood, in embodiments,
unloading of cartridges 103' may occur in the reverse order of
loading (first in, last out or "FILO") or in the same order as
loading (first in, first out or "FIFO").
[0088] For example, elevator system 203 is operable to move
elevator cabins 315 containing respective capsules (not shown) in a
vertical direction, so as to move the capsules from an upper level
(e.g., the loading bay) to a lower lever (e.g., an airlock loading
zone). While only two levels are depicted in the exemplary
schematic depiction of FIG. 3, it should be understood that
multiple levels of loading bays and/or multiple levels of airlock
loading zones may be utilized, and in such embodiments, the
elevator system 203 may be structured and arranged to access each
of these levels.
[0089] Elevator system 203' comprises a plurality of elevator
cabins 315 each operable to move capsules (not shown) in both a
vertical direction and a horizontal direction, so as to move the
capsules from an upper level to a lower level and also to move the
capsules rightward and/or leftward. Additionally, in embodiments,
each elevator cabin 315 of the elevator system 203' is configured
to move a single capsule 106. Other contemplated embodiments may
have elevator cabins sized to simultaneously move multiple (e.g.,
two or more) capsules, or a cartridge comprising multiple
capsules.
[0090] While elevator system 203' is described as a
vertical/horizontal elevator, it should be understood that in
embodiments the horizontal movement may also be achieved using some
other type of horizontal conveyor (e.g. a conveyor belt, an
automated guided vehicle system). The ability of the elevator cars
315 to independently travel directionally and laterally (e.g.,
represented by arrows 305) supplement the ability of the elevator
cars 315 of the elevator system 203 to travel vertically (e.g.,
represented by arrows 310). In accordance with aspects of the
disclosure, by utilizing both the horizontal and vertical movers
when moving the capsules (not shown) from the loading bay to a
cartridge assembly region of the airlock loading zone, a more
efficient loading/unloading process is achievable. For example,
four capsules 106 can be simultaneously loaded in the loading bay,
and then moved vertically via the elevator system 203' to the
airlock loading zone and moved horizontally to arrange (e.g.,
align) the four capsules into a cartridge for loading into the same
outer shell 101. In contrast, absent horizontal movement of the
capsules, each line of capsules could only be formed with those
capsules exiting the same elevator, which would necessitate those
earlier loaded capsules waiting for loading the later loaded
capsules before loading into the outer shell. In such a manner, by
utilizing both the horizontal and vertical movers for movement of
the capsules 106 from the loading bay to a cartridge assembly
region of the airlock loading zone, a more efficient loading
process may be achieved. As discussed above, the airlock loading
zone may also utilize horizontal movers (e.g., automated guided
vehicle systems or conveys) to arrange (e.g., align) the capsules
into a cartridge for loading into the same outer shell 101.
[0091] Exemplary elevator system 303 comprises a plurality of
horizontal elevator cabins 315 each operable to move capsules
arranged therein (not shown) in a horizontal direction, so as to
move the capsules (not shown) arranged therein rightward and/or
leftward (e.g., two-ways). While not depicted in FIG. 3, the
elevator cabins 315 of the elevator system 303 may be in a closed
loop, such that an elevator cabin 315 may be loaded at a first
(e.g. leftmost door, and then transported via the elevator system
303 around the loop so as to positioned at a rightmost position
(i.e., a different position than the entry position) for offloading
of the capsule (not shown).
[0092] Exemplary elevator system 303' comprises a plurality of
horizontal elevator cabins 315 each operable to move capsules
arranged therein (not shown) in a horizontal direction, so as to
move the capsules arranged therein (not shown) rightward or
leftward (e.g., one-way). While not shown in FIG. 3, it should be
understood that combinations of the exemplary elevator systems may
also be used. For example, elevator system 203 could be combined
(e.g., in a serial manner) with elevator system 303 to provide both
vertical and horizontal movement of capsules (not shown). For
example, upon the capsules being moved vertically via elevator
system 203, the capsules could be moved from elevator system 203
into elevator system 303 so as to horizontally move the
capsules.
[0093] FIGS. 4A-4E depict embodiments of an exemplary and
non-limiting elevator system 400 that is operable to move lift
cabins 415 both horizontally and vertically in accordance with
aspects of the disclosure. As shown in FIG. 4A, the elevator system
400 includes a linear drive rail track system 405, which defines
one or more routes, and one or more lift cabins 415, which are
operable to be driven along the linear drive rail track system 405.
In embodiments, the elevator system 400 may utilize linear motors
and an electromagnetic track. For example, a stator can be arranged
in a track of the linear drive rail track system 405, and a linear
motor can be arranged on the lift cabin 415. In other contemplated
embodiments, the drive trains of the lift cabin 415 may utilize
multi-propulsion and braking systems, with magnets and linear
motors replacing the traditional elevator cable systems. In
embodiments, the elevator system 400 may use lightweight carbon
composite materials for the lift cabins 415 (and/or doors thereof)
in order to reduce weight of the cabins 415.
[0094] As shown in FIG. 4A, the elevator system 400 also includes
one or more rotatable track sections 410, which can be rotated (for
example, using appropriate motor, e.g., servo motor) to alter the
path along the linear drive rail track system 405. For example, as
shown in FIG. 4A, the rotatable track section 410 can be
selectively rotated from a first orientation, in which the
rotatable track section 410 is arranged for vertical travel of a
cabin 415 thereon, through approximately 90 degrees, such that the
rotatable track section 410 is arranged for horizontal travel of a
cabin 415 thereon.
[0095] As depicted in the exemplary track layout 415 of FIG. 4A,
the linear drive rail track system 405 may be arranged, e.g., with
intersecting loops, so that the cabin 415 may travel along both the
vertical and the horizontal paths of the linear drive rail track
system 405 to travel to and from a plurality of entry points, e.g.,
passenger entry points (not shown), for the cabins 415. While the
exemplary and non-limiting track layout 415 depicts, three vertical
shafts and five horizontal shafts, it should be understood that the
layout may be arranged with any number of vertical shafts and/or
horizontal shafts.
[0096] FIG. 4B depicts different rotational positions of rotatable
track sections 410 as a track direction is switched from vertical
to horizontal. As shown at position 1, a cabin 415 is traveling
upwardly along the linear drive rail track system 405. Once the
cabin 415 is raised to the level of the intersecting horizontal
path, as shown in position 2, a control system is operable to
rotate the rotatable track section 410 of the track the cabin 415
is traveling on, and also rotate the rotatable track section 410 of
an adjacent track. As shown in position 3, the rotatable track
sections 410 are rotated approximately 90 degrees (e.g., in a
clockwise direction) to form, together with a bridging section 420,
a horizontal path between the first vertical path and a second
vertical path. As should be understood, in embodiments, the
bridging section includes track elements (e.g., rails, linear motor
elements, which are not shown in FIG. 4B) to facilitate movement of
the cabin 415 thereon.
[0097] After the cabin 415 has been moved from the first vertical
path and the second vertical path, as shown in position 4, the
control system is operable to rotate the rotatable track section
410 of the track the cabin 415 is traveling on (e.g., in a
counter-clockwise direction), and also rotate the rotatable track
section 410 of an adjacent track to again form the first vertical
path and the second vertical path. As shown at position 5, once the
vertical path is reestablished, a cabin 415 is operable to travel
vertically, e.g., downwardly, along the second vertical path of the
linear drive rail track system 405.
[0098] FIG. 4C shows a photograph of an exemplary and non-limiting
elevator system 400' in accordance with aspects of the disclosure.
As shown in FIG. 4C, the elevator system 400' includes a linear
drive rail track system 405, which defines one or more routes, and
one or more lift cabins 415, which are operable to be driven along
the linear drive rail track system 405. FIG. 4C also shows one or
more rotatable track sections 410, which are structured and
arranged so as to be rotated (for example, using appropriate motor,
e.g., servo motor) to alter the path along the linear drive rail
track system 405, and shows a bridging section 420. As shown in
FIG. 4C, the bridging section 420 includes track elements (e.g.,
rails, linear motor elements) to facilitate movement of the cabin
415 thereon.
[0099] FIG. 4D shows a photograph of an exemplary and non-limiting
layout of an elevator system 450 in accordance with aspects of the
disclosure. With this exemplary and non-limiting layout, the linear
drive rail track system 405 primarily includes tracks for the two
vertical shafts, which are intersected by tracks for two horizontal
shafts. As shown in FIG. 4D, the elevator system 450 includes a
linear drive rail track system 405, which defines one or more
routes, and one or more lift cabins 415, which are operable to be
driven along the linear drive rail track system 405. FIG. 4D also
shows one or more rotatable track sections 410 arranged at
intersections of the vertical and horizontal paths, which are
structured and arranged so as to be rotated (for example, using
appropriate motor, e.g., servo motor) to alter the path along the
linear drive rail track system 405.
[0100] FIG. 4E shows a photograph of an exemplary and non-limiting
layout of an elevator system 460 in accordance with aspects of the
disclosure. With this exemplary and non-limiting layout, the linear
drive rail track system 405 primarily includes tracks for the two
vertical shafts, which are intersected by tracks for four "loops"
of horizontal shafts and vertical shafts. As shown in FIG. 4E, the
elevator system 460 includes a linear drive rail track system 405,
which defines one or more routes, and one or more lift cabins 415,
which are operable to be driven along the linear drive rail track
system 405.
[0101] FIGS. 5A and 5B depict exemplary and non-limiting modular
car (or vehicle) configurations in accordance with aspects of the
disclosure. For example, as shown in FIG. 5A, in some contemplated
embodiments, the modular car 107' comprises two separable portions:
a payload (or payload compartment or area) 501 for accommodating a
payload (e.g., passengers and/or cargo) and a chassis 502 for
supporting the payload 501. For example, with a non-limiting
embodiment, the payload 501 may comprise a passenger compartment,
with seating, etc. and/or cargo compartments for accommodating
cargo. With a non-limiting embodiment, the chassis 502 may
comprise, for example, a suspension, battery, wheels, and a
motor.
[0102] As schematically depicted in FIG. 5B, in some contemplated
embodiments, a modular car 107'' may comprise two separable
portions: a payload (or payload area) 551 for accommodating a
payload (e.g., passengers and/or cargo) and a chassis 552 for
supporting the payload 551. For example, with a non-limiting
embodiment, the payload 551 may comprise a passenger compartment,
with seating, etc. and/or cargo compartments for accommodating
cargo. With a non-limiting embodiment, the chassis 552 may
comprise, for example, a suspension, battery, wheels, and a
motor.
[0103] In other embodiments, the car may comprise a conventional
automobile, e.g., passenger vehicle. With such a conventional car,
the cargo/payload compartment may not be detachable from the
chassis. As such, in embodiments, the outer shell of the
transportation system may be configured to accommodate either
detachable payloads (e.g., payload 501 or 551) and/or complete
vehicles (e.g., with their wheels or chassis not detached
therefrom).
[0104] In accordance with aspects of the disclosure, the payload
501 can be independently loaded and/or unloaded while detached from
a chassis 502, for example, while in the loading bay (not shown).
The payload 501 can then be attached to a chassis 502, which
provides the ability to move the payload 501. Furthermore, the
payload 501 can be removed from the chassis 502 at a future point,
for example, so as to load the chassis into the shell (not shown).
The payload 501 may comprise passenger and/or cargo containers.
[0105] For example, with a contemplated embodiment, a modular
vehicle 107' may arrive at a low-pressure transportation system
station (e.g., driven by a passenger or autonomously driven) for
onboarding into the low-pressure transportation system. Upon
arrival at the station, the modular vehicle 107' may be directed to
a loading bay (not shown), wherein the payload 501 is separated
from the chassis 502, and the payload 501 (in a manner similar to a
capsule 106) may be loaded into an appropriate outer shell 101, for
travel in the low-pressure (and/or high-speed) transportation
system. Upon arrival at a destination station, the payload 501 may
be removed from the outer shell and connected to a different
chassis 502 so as to re-form a modular vehicle 107'. In such a
manner, only the payloads 501 are transported in the high-speed
transportation system, which in accordance with aspects of the
disclosure, reduces the weight, size, and costs of
transporting.
[0106] As noted above, in additional contemplated embodiments, the
car may comprise a conventional automobile, e.g., passenger
vehicle, or some other vehicle, which is loaded into the outer
shell while it's wheels remain attached thereto. In such a manner,
in accordance with aspects of the disclosure, the vehicles do not
need disassembly/reassembly (e.g., to remove the chassis therefrom)
upon insertion into and removal from the outer shells.
[0107] FIGS. 6A-6C schematically depict exemplary methods and
systems for loading and/or unloading vehicles (e.g., modular
vehicles and/or conventional vehicles) in a high-speed
transportation system in accordance with aspects of the
disclosure.
[0108] FIG. 6A schematically depicts an exemplary method and system
600 for loading modular vehicles 107 and depicts a loading bay 601
and elevator assembly 203 in accordance with aspects of the
disclosure. In contrast to the embodiment of FIG. 2A, in which
passengers enter a station (e.g., on foot) and subsequently board a
capsule for insertion into an outer shell for travel in a
high-speed transportation system, with the embodiment of FIG. 6,
passengers enter a station via travel in a vehicle (e.g., a modular
vehicle 107, as depicted in the exemplary embodiment of FIG. 6A, or
a conventional automobile (e.g., electric automobile) not shown).
Thus, as shown in FIG. 6A, a plurality of modular vehicles 107
travel along vehicle pathway 605 to arrive at the loading bay 601.
At the loading bay 601, the vehicle 107 is directed to an
appropriate elevator cabin of the elevator assembly 203 and the
payload 551 of the vehicle 107 is removed from the chassis 552. In
order to remove the payload 551 of the vehicle 107 from the chassis
552, in embodiments, the loading bay 601 may include lifts and/or
cranes, for example. The payload 551 is then moved into an elevator
cabin and moved via the elevator system 203 (e.g., horizontally
and/or vertically) to an appropriate position in the airlock
loading zone 602. For example, as depicted in the schematic
exemplary arrangement, the loading bay 601 is located on a first
level (e.g., an upper level), and the one or more airlock loading
zones 602 may be arranged on one or more second levels (e.g., lower
levels). While the exemplary embodiment of FIG. 6A depicts loading
of payloads 551 through one side of an elevator cabin and unloading
on an opposite side of the elevator cabin, it should be understood
that, in contemplated embodiments, the elevator cabin may only have
a single entry/exit passage, such that payloads 551 (or capsules
106) are loaded and unloaded through the single entry/exit passage.
With such an embodiment, it should be understood that the loading
bay 601 may be arranged directly above the airlock loading zones
602, as opposed to the off-set configuration depicted in FIG.
6A.
[0109] Once in the airlock loading zone 602, the payloads 551 of
the cars 107 (or a plurality of conventional vehicles) may be
assembled (or arranged) together into a cartridge 610. In
embodiments, the payloads 551 of the cars 107 may operate as
automated guided vehicles while within the loading bay 601 and/or
airlock loading zone 602. For example, the airlock loading zone may
be configured to selectively move each of the payloads 551 of the
cars autonomously, such that payloads 551 exiting from different
bays the elevator system 203 can quickly and efficiently be grouped
and aligned into a cartridge 610 for loading into an outer shell
101.
[0110] In such a manner, the payloads 551 may be grouped into a
cartridge 610 and loaded into an outer shell 101. Assembly of the
payloads 551 into a cartridge 610 may be based, for example, on
measurable factors, such as destination, queuing, size, and/or
availability. The assembled cartridge 610 is then directed to enter
the shell 101 through the shell door 105 while the shell 101 is
engaged with the airlock 102. Once the assembled cartridge 610, for
example, is loaded in the shell 101, the entirety of the shell 101
(e.g., any portion not already arranged in the airlock 102) is
moved into the airlock 102 (or in other embodiments, the airlock is
otherwise established around the entire shell 101), and the shell
is subsequently launched through the tube 215 into a the
low-pressure, high-speed transportation system.
[0111] Upon arrival at a destination station, the payloads 551 may
be removed from an incoming outer shell 101 and reattached to a
respective chassis 552 at the destination station so as to re-form
a modular vehicle 107, and the modular vehicle 107 may then exit
the destination station (e.g., under human control or under
autonomous control) via a destination station outbound vehicle
pathway.
[0112] FIG. 6B schematically depicts an exemplary method and system
650 for loading vehicles (e.g., electric vehicle, plug-in hybrid
vehicle or gas vehicle) in accordance with aspects of the
disclosure. In contrast to the exemplary embodiments depicted in
FIGS. 2E and 6A, which are configured to accommodate capsules or
payloads (e.g., modular vehicles with the chassis removed), with
the exemplary embodiment of FIG. 6B, the outer shell 101 is
configured to accommodate conventional vehicles 607 with wheels 615
remaining attached. In embodiments, the conventional vehicles may
include, for example, gas engine vehicles, electric vehicles,
plug-in hybrid vehicles, hybrid vehicles, trucks, semis, trailers.
As shown in FIG. 6B, once the vehicles 607 are loaded into the
outer shell 101 and positioned therein for travel in the outer
shell 101, one or more locking mechanisms 665 (which are
schematically depicted) may engage with a respective vehicle 607 to
prevent movement of the vehicles 607 within the outer shell 101. In
embodiments, the locking mechanisms 665 may include wheel stops,
for example, manually arrangeable wheel stops or selectively
deployable wheel stops that (e.g., are structured and arranged to
rise from the floor of the outer shell 101). In other contemplated
embodiments, the locking mechanisms 665 may include a wheel clamp
(not shown) structured and arranged (e.g., to surround a vehicle
wheel 615) to prevent vehicles 607 from being moved.
[0113] In accordance with aspects of the disclosure, while the
vehicle 607 is engaged with the high-speed transportation system,
the high-speed transportation system may interact with the vehicle
607, such as, for example, by providing charging services and a
wireless internet connection. Thus, with the exemplary embodiment
of FIG. 6B, the outer shell includes a wireless internet connection
655, which is operable to provide wireless internet services to the
vehicles 607 while accommodated in the outer shell 101.
Additionally, as shown in FIG. 6B the outer shell 101 includes a
plurality of charging connections 660 (e.g., for electric vehicles
or plug-in hybrid vehicles). In embodiments, the number of charging
connections 660 may be equal to or greater than the number of
vehicles accommodatable in the outer shell 101. In accordance with
aspects of the disclosure, once a vehicle 607 is arranged in the
outer shell 101, the driver (or another) may connect his vehicle to
an available charging connection 660. In other contemplated
embodiments, the connection to a charging connection 660 may be
automated using, for example, a computer controlled articulable arm
with a charging connection sensor (e.g., position sensor or
camera).
[0114] FIG. 6C schematically depicts an exemplary method and system
675 for loading and unloading vehicles 607 (e.g., electric vehicle,
plug-in hybrid vehicle or gas vehicle) at opposite ends of a tube
215 of a high-speed, low-pressure transportation system in
accordance with aspects of the disclosure. As shown in FIG. 6C, an
outer shell 101 is being loaded with vehicle 607 at a departure
airlock 102, and vehicles 607' and 607'' have already been loaded
into the outer shell 101. In operation, the outer shell 101 is
operable to travel to a destination airlock 102' at a destination
station. As shown in FIG. 6C, with this exemplary embodiment, the
outer shell 101 has doors 105, 105' at each end thereof, wherein
the door 105 is opened (and door 105' remains closed) when loading
the outer shell 101 at the departure airlock 102, and door 105' is
opened (and door 105 remains closed) when unloading the outer shell
101 at the destination airlock 102'. The departure airlock 102 also
includes a selectively closeable door 205, which when closed, is
operable to maintain the low-pressure environment within the tube
215, and destination airlock 102' also includes a selectively
closeable door 205', which when closed, is operable to maintain the
low-pressure environment within the tube 215. For example, when no
outer shell 101 is present at the departure airlock 102, the
airlock door 205 is operable to maintain the low-pressure
environment within the tube 215, and when no outer shell 101 is
present at the destination airlock 102', the airlock door 205' is
operable to maintain the low-pressure environment within the tube
215.
[0115] As shown in FIG. 6C, vehicle 60T' was first loaded through
opening 104 into the outer shell 101, followed by vehicle 607', and
then vehicle 607. Additionally, as shown in FIG. 6C, vehicle 607''
is first unloaded from the outer shell 101 through opening 104',
followed by vehicle 607', and then vehicle 607. In such a manner,
with this exemplary embodiment, the vehicles (607, 607' and 607'')
are loaded and unloaded in a first-in/first out (FIFO) order.
[0116] While the exemplary loading/unloading process is depicted as
in one door (e.g., door 105) and out the other door (e.g., door
105') of the outer shell, the disclosure contemplates that the
loading/unloading process could be in and out the same door. In
other words, the disclosure contemplates that in some embodiments,
an outer shell 101 may only be provided with a single door 105 for
both loading and unloading. Thus, while not depicted in the
figures, with other contemplated embodiments, for example, upon
arrival at a destination station, the outer shell may be rotated
approximately 180.degree. (e.g., using a turntable apparatus) prior
to engagement with an airlock and unloading of the outer shell.
With such embodiments, the vehicles, cars, and/or capsules (and/or
cartridges) may be loaded and unloaded in a first-in/last out
(FILO) order.
Flow Diagrams
[0117] FIGS. 7A-11 show exemplary flows for performing aspects of
the present disclosure. The steps of FIGS. 7A-11 may be implemented
in the environment of FIG. 12, for example. The flow diagrams may
equally represent high-level block diagrams of embodiments of the
disclosure. The flowchart and/or block diagrams of FIGS. 7A-11
illustrate the architecture, functionality, and operation of
possible implementations of systems, methods and computer program
products according to various embodiments of the present
disclosure. In this regard, each block in the flowcharts or block
diagrams may represent a module, segment, or portion of code, which
comprises one or more executable instructions for implementing the
specified logical function(s), (and/or it may represent a piece of
hardware). It should also be noted that, in some alternative
implementations, the functions noted in the block may occur out of
the order noted in the figures. For example, two blocks shown in
succession may, in fact, be executed substantially concurrently, or
the blocks may sometimes be executed in the reverse order,
depending upon the functionality involved. Each block of each
flowchart, and combinations of the flowchart illustrations can be
implemented by special purpose hardware-based systems that perform
the specified functions or acts, or combinations of special purpose
hardware and computer instructions and/or software, as described
above. Moreover, the steps of the flow diagram may be implemented
and executed from either a server, in a client server relationship,
or they may run on a user workstation with operative information
conveyed to the user workstation. In an embodiment, the software
elements include firmware, resident software, microcode, etc.
[0118] Furthermore, embodiments of the disclosure can take the form
of a computer program product accessible from a computer-usable or
computer-readable medium providing program code for use by or in
connection with a computer or any instruction execution system. The
software and/or computer program product can be implemented in the
environment of FIG. 12. For the purposes of this description, a
computer-usable or computer readable medium can be any apparatus
that can contain, store, communicate, propagate, or transport the
program for use by or in connection with the instruction execution
system, apparatus, or device. The medium can be an electronic,
magnetic, optical, electromagnetic, infrared, or semiconductor
system (or apparatus or device) or a propagation medium. Examples
of a computer-readable storage medium include a semiconductor or
solid state memory, magnetic tape, a removable computer diskette, a
random access memory (RAM), a read-only memory (ROM), a rigid
magnetic disk and an optical disk. Examples of optical disks
include compact disk-read only memory (CD-ROM), compact
disc-read/write (CD-R/W) and DVD.
[0119] FIGS. 7A and 7B depict exemplary processes for receiving an
outer shell at an airlock and loading capsules, cartridges and/or
vehicles (or cars) into the shell at the airlock, and launching the
outer shell from the airlock, in accordance with aspects of the
disclosure. More specifically, FIG. 7A depicts an exemplary process
700 for receiving a shell at an airlock and unloading capsules,
cartridges and/or vehicles from the shell at the airlock in
accordance with aspects of the disclosure. For example, as shown in
FIG. 7A, at step 705, an outer shell is received in an airlock. In
embodiments, this outer shell may have no passengers and/or cargo
on board (i.e., an initial loading of the outer shell), or the
outer shell may contain passengers and/or cargo (e.g., the outer
shell has arrived at the airlock via travel in the high-speed,
low-pressure transportation system). At step 710, a control system
is operable to confirm an air lock seal (e.g., by monitoring
pressures in tube of the high-speed, low-pressure transportation
system and pressure in the region between the outer shell door and
the airlock door, while slightly altering the pressure therein). At
step 715, the control system is operable to determine a pressure in
the region between the outer shell door and the airlock door and
the pressure outside of the airlock door (e.g., ambient pressure in
the airlock loading zone). At step 720, the control system is
operable to raise the air pressure in the region between the outer
shell door and the airlock door to ambient pressure, so as to
equalize with the pressure in the airlock loading zone). At step
725, the control system is operable to open the airlock door so as
to expose the region between the outer shell door and the airlock
door. At step 730, the control system is operable to open the outer
shell door so as to expose the region between the outer shell door
and the airlock door. At step 735, the control system is operable
to unload capsules/vehicles containing passengers and/or cargo from
the outer shell and/or load capsules/vehicles containing passengers
and/or cargo into the outer shell.
[0120] FIG. 7B depicts an exemplary process 750 for loading an
outer shell at an airlock with capsules, cartridges and/or vehicles
and launching the shell from the airlock in accordance with aspects
of the disclosure. For example, as shown in FIG. 7B, at step 755,
the control system is operable to load capsules/vehicles containing
passengers and/or cargo to the outer shell (and/or unload
capsules/vehicles containing passengers and/or cargo from the outer
shell). At step 760, the control system is operable to close the
outer shell door. At step 765, the control system is operable to
close the airlock door. At step 770, the control system is operable
to determine pressures in the region between the outer shell door
and the airlock door and the pressure of the low-pressure
environment of the transportation tube. At step 775, the control
system is operable to lower the air pressure in the region between
the outer shell door and the airlock door to the pressure of the
low-pressure environment to equalize the pressure between these two
regions. At step 780, the control system is operable to launch the
outer shell from the airlock into the low-pressure transportation
system.
[0121] FIG. 8 depicts an exemplary process 800 for assembling
capsules (and/or cars) into a cartridge for loading into a shell in
accordance with aspects of the disclosure. As shown in FIG. 8, at
step 805, a control system is operable to identify a destination
station of a particular capsule or car (e.g., modular vehicle or
conventional automobile). In embodiments, the destination
information may, for example, be manually input by a passenger
(e.g., when ordering a transportation service or when entering a
departure station). In other contemplated embodiments, a capsule
may have a machine-readable marking (e.g., bar code or Datamatrix
code) indicating a destination station (or final destination
downstream of a destination station). At optional step 810 (as
indicated by the dashed-line border), the control system is
operable to identify a size (e.g., length) of a particular capsule
or vehicle so as to determine the size requirements necessary for
grouping the particular capsule or vehicle with other capsules or
vehicles. At step 815, the control system is operable to determine
the availability of a high-speed transportation vehicle for the
particular capsule or vehicle. At optional step 820, the control
system is operable to determine a current queue status for capsules
or vehicles in the departure station. Current queue status
information may include how many capsules are "in line" ahead of
the particular capsule or vehicle, how many capsules destined for
the same destination are "in line" ahead of the particular capsule
or vehicle, and/or the anticipated wait time for the particular
capsule or vehicle to be loaded into an outer shell.
[0122] At step 825, the control system is operable to identify
and/or designate a cartridge and/or outer shell for accommodating
the particular capsule or vehicle. In embodiments, the
identification of the cartridge and/or outer shell for
accommodating the particular capsule or vehicle may be based upon
the destination of the capsule/vehicle, the capsule/vehicle size
(e.g., length), high-speed transportation vehicle availability, and
a current queue status, amongst other contemplated variables and/or
measurable factors.
[0123] At optional step 830, the control system is operable to
determine a relative position of the capsule/vehicle in the
cartridge and/or outer shell. For example, an outer shell may have
four positions for capsules or vehicle, and it may be desirous to
have a particular capsule in the first position. In the first
position, the capsule may be the first loaded into the outer shell,
and thus, may spend additional time therein, while subsequent
capsules and/or vehicles are loaded behind it in the outer shell.
At the destination station, however, in embodiments where the outer
shell has doors at both ends thereof, the capsule in the first
position is off-loaded from the outer shell first.
[0124] At step 835, the control system is operable to move the
capsule or vehicle on the floor of the airlock loading zone so as
to arrange the capsule or vehicle in the determined order or
position. Upon linearly arranging the capsules or vehicles as a
cartridge, the control system is operable to load the capsules,
vehicles, and/or cartridges into the outer shell. As noted above,
in moving the capsules or vehicles on the floor of the airlock
loading zone, the control system may utilize an automated guided
vehicle system.
Vehicle Range Extension Using a High-Speed Transportation
System
[0125] Additional aspects of the disclosure are directed to a
system and method for vehicle range extension using a high-speed
transportation system. For example, in embodiments, an automobiles'
range may be extended by combining transport via the automobile
with transport using the high-speed transportation system.
[0126] FIG. 9 depicts an exemplary process 900 for utilizing a
high-speed transportation system to extend the range of automobile
vehicles (e.g., gas engine vehicles, electric vehicles, hybrid
vehicles) in accordance with aspects of the disclosure. As shown in
FIG. 9, in an exemplary process, a passenger in a first location,
e.g., a home somewhere in San Francisco, desires to travel to a
destination, e.g., somewhere in Los Angeles. At step 905, the
passenger may solicit a vehicle, e.g., via a ride share operation,
for example, using their mobile telephone. At step 910, the vehicle
may arrive at the passenger's location, and the passenger engages
with (e.g., enters or boards) the vehicle. At step 915, the vehicle
travels from the origination point (i.e., the pick-up location) to
a loading station for a high-speed transportation system. At step
920, the vehicle engages with the high-speed transportation system,
such as by entering an outer shell. While the vehicle is engaged
with the high-speed transportation system, the high-speed
transportation system may interact with the vehicle, such as by
providing charging services and a wireless internet connection. At
step 925, the outer shell transits via the high-speed
transportation system to a location substantially near the final
destination. At step 930, the vehicle departs the high-speed
transportation system. At step 935, the vehicle brings the
passenger to their final destination.
[0127] Additional aspects of the disclosure are directed to a
system and method for using an autonomous vehicle in combination
with a high-speed transportation system to provide goods or
services. For example, in embodiments, an autonomous vehicle's
range may be extended (or an autonomous vehicle's time to
destination may be reduced) by combining transport via the
autonomous vehicle with transport using the high-speed
transportation system.
[0128] FIG. 10 depicts an exemplary method 1000 for using an
autonomous vehicle in combination with a high-speed transportation
system to provide goods or services in accordance with aspects of
the disclosure. A user may have any number of requests for using an
autonomous vehicle in combination with a high-speed transportation
system to provide goods or services. Such requests (which may be
made using a graphical user interface of a mobile communication
device) include, for example, ordering and receiving goods 1003,
making restaurant reservations 1005, and/or travel to a destination
1007.
[0129] As shown in FIG. 10, at step 1010, a user may input a
request for using an autonomous vehicle in combination with a
high-speed transportation system to provide goods or services
using, for example, an interface of a mobile communication device.
At step 1015, the user demand is transmitted to and received by a
route optimization controller. For example, in embodiments, the
destination may be inputted by the user and/or determined from the
nature of the request, such as a restaurant location when
reservations are made in the interface. At step 1120, the route
optimization controller is operable to optimize the travel path
between a departure location and a destination location based on
the request and available high-speed transportation system
departure/arrival locations, and high-speed transportation system
paths.
[0130] At step 1025, the controller is operable to send an
autonomous vehicle to the departure location where it may pick up
(or be loaded with) a payload. As should be understood, in
embodiments, the payload may include freight, cargo, passengers,
and/or goods. At step 1030, the controller is operable to determine
whether the autonomous vehicle should utilize a high-speed
transportation system based on any of a number of factors, such as
time, cost, distance, destination location, and high-speed
transportation station locations, amongst other contemplated
factors. The controller may then direct the autonomous vehicle to
the optimized route. If, at step 1030, the route optimization
controller determines that the high-speed transportation system
should be used, the controller may arrange all aspects of usage of
the high-speed transportation system, such as making a reservation
and/or purchasing tickets. At step 1035, the controller may then
direct the autonomous vehicle to enter a high-speed transportation
system terminal that is optimized for the route, where, at step
1040, the autonomous vehicle engages with the high-speed
transportation system. While the autonomous vehicle is engaged with
the high-speed transportation system, the controller, the
autonomous vehicle, and the high-speed transportation system may
share all data necessary for the trip. In embodiments, shared data
may include current location (e.g., GPS location data in real
time), speed, and destination. As discussed above, the high-speed
transportation system may also be configured to physically dock
with the autonomous vehicle to provide services, including charging
and/or wireless internet connection. At step 1045, the high-speed
transportation system delivers the autonomous vehicle to a
destination terminal that is selected according to the optimized
route to the final destination. At step 1050, the autonomous
vehicle disengages from the high-speed transportation system. The
autonomous vehicle then delivers the payload to the final
destination. If, at step 1030, the controller determines that the
high-speed transportation system should not be used, at step 1055,
the route optimization controller instructs the autonomous vehicle
travels to the final destination.
Asset Management/Optimization Using a High-Speed Transportation
System
[0131] Additional aspects of the disclosure are directed to asset
management using a high-speed transportation system. In
embodiments, asset management may include moving vehicles (e.g.,
autonomous vehicles, semi-autonomous vehicles, human-controlled
vehicles) from one location (e.g., with relatively lower demand) to
a second location (with relatively higher demand).
[0132] FIG. 11 depicts an exemplary method 1100 for optimizing an
asset, e.g., a fleet of autonomous vehicles, across geographically
remote locations. A high-speed transportation system may connect a
plurality of geographically remote locations, such as through a
point-to-point system and/or through a network. At step 1105, the
control system identifies autonomous vehicles operating at the
first and second remote locations. The control system may utilize,
for example, GPS and individual vehicle identifiers to identify
vehicles operating at the first and second remote locations. As
shown in FIG. 11, depending on factors, including utilization at
the first location 1120, anticipated demand at the first location
1130, utilization at the second location 1125, anticipated demand
at the second location 1135, at step 1110, the controller is
operable to determine the ideal apportionment of the fleet across
both locations simultaneously, e.g., to relocate portions or all of
the fleet from one location to the second location via the
high-speed transportation system. At step 1115, the system directs
part or all of the fleet to be moved via a high-speed
transportation system, between the first and second location based
on optimization of the fleets.
System Environment
[0133] Aspects of embodiments of the present disclosure (e.g.,
control systems for the loading/unloading systems) can be
implemented by such special purpose hardware-based systems that
perform the specified functions or acts, or combinations of special
purpose hardware and computer instructions and/or software, as
described above. The control systems may be implemented and
executed from either a server, in a client server relationship, or
they may run on a user workstation with operative information
conveyed to the user workstation. In an embodiment, the software
elements include firmware, resident software, microcode, etc.
[0134] As will be appreciated by one skilled in the art, aspects of
the present disclosure may be embodied as a system, a method or a
computer program product. Accordingly, aspects of embodiments of
the present invention may take the form of an entirely hardware
embodiment, an entirely software embodiment (including firmware,
resident software, micro-code, etc.) or an embodiment combining
software and hardware aspects that may all generally be referred to
herein as a "circuit," "module" or "system." Furthermore, aspects
of the present disclosure (e.g., control systems) may take the form
of a computer program product embodied in any tangible medium of
expression having computer-usable program code embodied in the
medium.
[0135] Any combination of one or more computer usable or computer
readable medium(s) may be utilized. The computer-usable or
computer-readable medium may be, for example but not limited to, an
electronic, magnetic, optical, electromagnetic, infrared, or
semiconductor system, apparatus, device, or propagation medium.
More specific examples (a non-exhaustive list) of the
computer-readable medium would include the following: an electrical
connection having one or more wires, a portable computer diskette,
a hard disk, a random access memory (RAM), a read-only memory
(ROM), an erasable programmable read-only memory (EPROM or Flash
memory), an optical fiber, a portable compact disc read-only memory
(CDROM), an optical storage device, a transmission media such as
those supporting the Internet or an intranet, a magnetic storage
device, a usb key, and/or a mobile phone.
[0136] In the context of this document, a computer-usable or
computer-readable medium may be any medium that can contain, store,
communicate, propagate, or transport the program for use by or in
connection with the instruction execution system, apparatus, or
device. The computer-usable medium may include a propagated data
signal with the computer-usable program code embodied therewith,
either in baseband or as part of a carrier wave. The computer
usable program code may be transmitted using any appropriate
medium, including but not limited to wireless, wireline, optical
fiber cable, RF, etc.
[0137] While the computer-readable medium may be described as a
single medium, the term "computer-readable medium" includes a
single medium or multiple media, such as a centralized or
distributed database, and/or associated caches and servers that
store one or more sets of instructions. The term "computer-readable
medium" shall also include any medium that is capable of storing,
encoding or carrying a set of instructions for execution by a
processor or that cause a computer system to perform any one or
more of the embodiments disclosed herein.
[0138] The computer-readable medium may comprise a non-transitory
computer-readable medium or media and/or comprise a transitory
computer-readable medium or media. In a particular non-limiting,
exemplary embodiment, the computer-readable medium can include a
solid-state memory such as a memory card or other package that
houses one or more non-volatile read-only memories. Further, the
computer-readable medium can be a random access memory or other
volatile re-writable memory. Additionally, the computer-readable
medium can include a magneto-optical or optical medium, such as a
disk, tapes or other storage device to capture carrier wave signals
such as a signal communicated over a transmission medium.
Accordingly, the disclosure is considered to include any
computer-readable medium or other equivalents and successor media,
in which data or instructions may be stored.
[0139] Computer program code for carrying out operations of the
present disclosure may be written in any combination of one or more
programming languages, including an object oriented programming
language such as Java, Smalltalk, C++ or the like and conventional
procedural programming languages, such as the "C" programming
language or similar programming languages. The program code may
execute entirely on the user's computer, partly on the user's
computer, as a stand-alone software package, partly on the user's
computer and partly on a remote computer or entirely on the remote
computer or server. In the latter scenario, the remote computer may
be connected to the user's computer through any type of network.
This may include, for example, a local area network (LAN) or a wide
area network (WAN), or the connection may be made to an external
computer (for example, through the Internet using an Internet
Service Provider). Additionally, embodiments of the present
disclosure may be embodied in a field programmable gate array
(FPGA).
[0140] FIG. 12 is an exemplary system for use in accordance with
the embodiments described herein. The system 3900 is generally
shown and may include a computer system 3902, which is generally
indicated. The computer system 3902 may operate as a standalone
device or may be connected to other systems or peripheral devices.
For example, the computer system 3902 may include, or be included
within, any one or more computers, servers, systems, communication
networks or cloud environment.
[0141] The computer system 3902 may operate in the capacity of a
server in a network environment, or in the capacity of a client
user computer in the network environment. The computer system 3902,
or portions thereof, may be implemented as, or incorporated into,
various devices, such as a personal computer, a tablet computer, a
set-top box, a personal digital assistant, a mobile device, a
palmtop computer, a laptop computer, a desktop computer, a
communications device, a wireless telephone, a personal trusted
device, a web appliance, or any other machine capable of executing
a set of instructions (sequential or otherwise) that specify
actions to be taken by that device. Further, while a single
computer system 3902 is illustrated, additional embodiments may
include any collection of systems or sub-systems that individually
or jointly execute instructions or perform functions.
[0142] As illustrated in FIG. 12, the computer system 3902 may
include at least one processor 3904, such as, for example, a
central processing unit, a graphics processing unit, or both. The
computer system 3902 may also include a computer memory 3906. The
computer memory 3906 may include a static memory, a dynamic memory,
or both. The computer memory 3906 may additionally or alternatively
include a hard disk, random access memory, a cache, or any
combination thereof. Of course, those skilled in the art appreciate
that the computer memory 3906 may comprise any combination of known
memories or a single storage.
[0143] As shown in FIG. 12, the computer system 3902 may include a
computer display 3908, such as a liquid crystal display, an organic
light emitting diode, a flat panel display, a solid state display,
a cathode ray tube, a plasma display, or any other known display.
The computer system 3902 may include at least one computer input
device 3910, such as a keyboard, a remote control device having a
wireless keypad, a microphone coupled to a speech recognition
engine, a camera such as a video camera or still camera, a cursor
control device, or any combination thereof. Those skilled in the
art appreciate that various embodiments of the computer system 3902
may include multiple input devices 3910. Moreover, those skilled in
the art further appreciate that the above-listed, exemplary input
devices 3910 are not meant to be exhaustive and that the computer
system 3902 may include any additional, or alternative, input
devices 3910.
[0144] The computer system 3902 may also include a medium reader
3912 and a network interface 3914. Furthermore, the computer system
3902 may include any additional devices, components, parts,
peripherals, hardware, software or any combination thereof which
are commonly known and understood as being included with or within
a computer system, such as, but not limited to, an output device
3916. The output device 3916 may be, but is not limited to, a
speaker, an audio out, a video out, a remote control output, or any
combination thereof.
[0145] As additionally shown in FIG. 12, computer system 3902 may
communicate (e.g., via a wired connection and/or wirelessly) with
an airlock operation controller 230. The airlock operation
controller 230 is in communication with (e.g., via a wired
connection and/or wirelessly) and operable to receive data from
and/or communicate instructions to one or more pressure sensors
1265, one or more pumps 1225, and one or more door actuators
1255.
[0146] As further shown in FIG. 12, in embodiments, the computer
system 3902 may communicate (e.g., via a wired connection and/or
wirelessly) with a travel route optimization controller 1270, which
is operable to determine an optimized travel route from an
origination point to a destination point that may possibly utilize
a vehicle in combination with a high-speed, low-pressure
transportation system, as discussed herein.
[0147] Additionally, as shown in FIG. 12, in embodiments, the
computer system 3902 may communicate (e.g., via a wired connection
and/or wirelessly) with a fleet optimization controller 1275, which
is operable to determine current and anticipated vehicle demands in
multiple regions, and control transfer of vehicles via a high-speed
transportation system from a region of lower demand to higher
demand.
[0148] As also shown in FIG. 12, in embodiments, the computer
system 3902 may communicate (e.g., via a wired connection and/or
wirelessly) with an elevator controller 1280, which is operable to
control operation of an elevator system (e.g., vertical/horizontal
elevator) for moving capsules, cars, payloads from a loading bay to
an airlock loading zone, and vice versa.
[0149] As further illustrated in FIG. 12, in embodiments, the
computer system 3902 may communicate (e.g., via a wired connection
and/or wirelessly) with an AGV (automated guided vehicle)
controller 1280. The AGV controller 1280 is operable to control an
AGV system to move capsules and/or payloads, for example, in the
airlock loading zone to arrange capsules and/or payloads into a
cartridge for insertion into an outer shell (and for an unloading
process, in which capsules and/or payloads are unarranged from the
cartridge (or linear arrangement) and directed to respective
elevator cabins for transport to the loading bay level). In
embodiments, the AGV controller 1280 may be in communication with
and utilize, for example, GPS, lasers, and/or magnetic strips to
guide the capsules and/or payloads.
[0150] Although the present specification describes components and
functions that may be implemented in particular embodiments with
reference to particular standards and protocols, the disclosure is
not limited to such standards and protocols. Such standards are
periodically superseded by faster or more efficient equivalents
having essentially the same functions. Accordingly, replacement
standards and protocols having the same or similar functions are
considered equivalents thereof.
[0151] The illustrations of the embodiments described herein are
intended to provide a general understanding of the various
embodiments. The illustrations are not intended to serve as a
complete description of all of the elements and features of
apparatus and systems that utilize the structures or methods
described herein. Many other embodiments may be apparent to those
of skill in the art upon reviewing the disclosure. Other
embodiments may be utilized and derived from the disclosure, such
that structural and logical substitutions and changes may be made
without departing from the scope of the disclosure. Additionally,
the illustrations are merely representational and may not be drawn
to scale. Certain proportions within the illustrations may be
exaggerated, while other proportions may be minimized. Accordingly,
the disclosure and the figures are to be regarded as illustrative
rather than restrictive.
[0152] Accordingly, the present disclosure provides various
systems, structures, methods, and apparatuses. Although the
disclosure has been described with reference to several exemplary
embodiments, it is understood that the words that have been used
are words of description and illustration, rather than words of
limitation. Changes may be made within the purview of the appended
claims, as presently stated and as amended, without departing from
the scope and spirit of the disclosure in its aspects. Although the
disclosure has been described with reference to particular
materials and embodiments, embodiments of the invention are not
intended to be limited to the particulars disclosed; rather the
invention extends to all functionally equivalent structures,
methods, and uses such as are within the scope of the appended
claims.
[0153] One or more embodiments of the disclosure may be referred to
herein, individually and/or collectively, by the term "invention"
merely for convenience and without intending to voluntarily limit
the scope of this application to any particular invention or
inventive concept. Moreover, although specific embodiments have
been illustrated and described herein, it should be appreciated
that any subsequent arrangement designed to achieve the same or
similar purpose may be substituted for the specific embodiments
shown. This disclosure is intended to cover any and all subsequent
adaptations or variations of various embodiments. Combinations of
the above embodiments, and other embodiments not specifically
described herein, will be apparent to those of skill in the art
upon reviewing the description.
[0154] The above disclosed subject matter is to be considered
illustrative, and not restrictive, and the appended claims are
intended to cover all such modifications, enhancements, and other
embodiments which fall within the true spirit and scope of the
present disclosure. Thus, to the maximum extent allowed by law, the
scope of the present disclosure is to be determined by the broadest
permissible interpretation of the following claims and their
equivalents, and shall not be restricted or limited by the
foregoing detailed description.
[0155] Accordingly, the novel architecture is intended to embrace
all such alterations, modifications and variations that fall within
the spirit and scope of the appended claims. Furthermore, to the
extent that the term "includes" is used in either the detailed
description or the claims, such term is intended to be inclusive in
a manner similar to the term "comprising" as "comprising" is
interpreted when employed as a transitional word in a claim.
[0156] While the disclosure has been described with reference to
specific embodiments, those skilled in the art will understand that
various changes may be made and equivalents may be substituted for
elements thereof without departing from the true spirit and scope
of the disclosure. While exemplary embodiments are described above,
it is not intended that these embodiments describe all possible
forms of the embodiments of the disclosure. Rather, the words used
in the specification are words of description rather than
limitation, and it is understood that various changes may be made
without departing from the spirit and scope of the disclosure. In
addition, modifications may be made without departing from the
essential teachings of the disclosure. Furthermore, the features of
various implementing embodiments may be combined to form further
embodiments of the disclosure.
[0157] Thus, while the specification describes particular
embodiments of the present disclosure, those of ordinary skill can
devise variations of the present disclosure without departing from
the inventive concept. For example, while discussed in context of
high-speed, low-pressure transportation system, it should be
understood that the disclosure contemplates that other
transportation systems may utilize aspects of the loading/unloading
processes and structures of the present disclosure. For example,
the transportation system may include a high-speed transportation
system (e.g., maglev (magnetic levitation) train) that does not
utilize a low-pressure environment.
[0158] Insofar as the description above and the accompanying
drawing disclose any additional subject matter that is not within
the scope of the claims below, the embodiments are not dedicated to
the public and the right to file one or more applications to claim
such additional embodiments is reserved.
* * * * *