AIRDOCK SOFT CAPTURE

Abstract

A soft capture system for moving a transportation vehicle to an airdock in a high-speed, low-pressure transportation system, wherein the airdock provides a pathway for off-loading and loading of passengers and/or cargo to the transportation vehicle. he soft capture system includes a movement system operable to reduce a gap between the transportation vehicle and the airdock and to align the airdock with a door of the transportation vehicle.

Description

CROSS-REFERENCE TO RELATED APPLICATION

The present application claims the benefit of U.S. Provisional Application No. 63/017,982, filed Apr. 30, 2020, the contents of which are expressly incorporated herein by reference in their entirety.

BACKGROUND OF THE DISCLOSURE

1. Field of the Disclosure

The present disclosure relates to a soft capture in an airdock assembly, and more specifically relates to a soft capture of a transportation vehicle to an airdock assembly for a high-speed low-pressure transportation system.

2. Background of the Disclosure

As the development of high-speed low-pressure transportation systems continue, problems as to how a Pod is positioned for securely connects with a transportation system station for off-loading passengers and/or cargo need to be solved.

Thus, there is a need for a soft capture system for a Pod in a high-speed low-pressure transportation system.

SUMMARY OF THE EMBODIMENTS OF THE DISCLOSURE

Aspects of the disclosure are directed to a soft capture system for a Pod in a high-speed, low-pressure transportation system.

By implementing aspects of the disclosure, the Pod is positioned relative to the airdock for subsequent connection.

Aspects of the disclosure are directed to soft capture system for moving a transportation vehicle to an airdock in a high-speed, low-pressure transportation system, wherein the airdock provides a pathway for off-loading and loading of passengers and/or cargo to the transportation vehicle, the soft capture system comprising a movement system operable to reduce a gap between the transportation vehicle and the airdock and to align the airdock with a door of the transportation vehicle.

In embodiments, the movement system is operable to move the transportation vehicle relative to the airdock to reduce the gap between the transportation vehicle and the airdock.

In additional embodiments, the movement system is operable to move the airdock relative to the transportation vehicle to reduce the gap between the transportation vehicle and the airdock.

In yet further embodiments, the movement system is operable to engage with the transportation vehicle to move the transportation vehicle relative to the airdock.

In some embodiments, the movement system is operable to move the transportation vehicle laterally to move the transportation vehicle relative to the airdock.

In embodiments, the movement system comprises a plurality of linkage mechanisms arranged on the airdock, each linkage mechanism comprising an engager configured for engaging with a corresponding capture hook engagement on the transportation vehicle.

In additional embodiments, the movement system further comprises at least one tensioning mechanism connected to each linkage mechanism, wherein the transportation vehicle is moved laterally relative to the airdock by tensioning mechanisms.

In yet further embodiments, the movement system is operable to move a landing pad on which the transportation vehicle is engaged with to move the transportation vehicle relative to the airdock.

In some embodiments, the movement system is operable to swing the transportation vehicle around a pivot to move the transportation vehicle relative to the airdock.

In embodiments, the movement system comprises an actuator operable to: retract the landing pad to pull the transportation vehicle upwardly around the pivot to move the transportation vehicle towards the airdock; and extend to allow the transportation vehicle to move downwardly around the pivot away from the airdock.

In additional embodiments, the movement system is operable to pull the transportation vehicle while the transportation vehicle is arranged on a landing pad, wherein the landing pad has an inclined landing surface that inclines upwardly towards the airdock.

In yet further embodiments, the movement system comprises an actuator operable to engage with the transportation vehicle and: retract to pull the transportation vehicle upwardly along the inclined surface to move the transportation vehicle towards the airdock; and extend to allow the transportation vehicle to move downwardly along the inclined surface away from the airdock.

In some embodiments, each of the airdock and the transportation vehicle include at least one of alignment projections and alignment recesses that are operable to align the airdock with the transportation vehicle as the gap is reduced.

In embodiments, the soft capture system is operable to reduce the gap between the transportation vehicle and the airdock while the transportation vehicle is landed on a landing pad.

In additional embodiments, the soft capture system is operable to reduce the gap between the transportation vehicle and the airdock while the transportation vehicle hovers at a distance from a landing pad.

In yet further embodiments, the movement system comprises a suspension and guideway operable to move the airdock relative to the transportation vehicle to reduce the gap between the transportation vehicle and the airdock.

Additional aspects of the disclosure are directed to a method of operating a soft capture system for moving a transportation vehicle to an airdock in a high-speed, low-pressure transportation system, wherein the airdock provides a pathway for off-loading and loading of passengers and/or cargo to the transportation vehicle. The method comprises reducing a gap between the transportation vehicle and the airdock and aligning the airdock with a door of the transportation vehicle.

In embodiments, the reducing the gap between the transportation vehicle and the airdock comprises moving the transportation vehicle relative to the airdock.

In additional embodiments, the reducing the gap between the transportation vehicle and the airdock comprises moving the airdock relative to the transportation vehicle.

In yet further embodiments, the reducing the gap comprises moving a landing pad on which the transportation vehicle is engaged with to move the transportation vehicle relative to the airdock.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features which are characteristic of the systems, 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. For a more complete understanding of the disclosure, as well as other aims and further features thereof, reference may be had to the following detailed description of the embodiments of the disclosure in conjunction with the following exemplary and non-limiting drawings wherein:

FIG. 1 shows an exemplary Pod Bay branch layout including an overhead view of an embodiment of two portal branches having eight Pod Bays and a cross-sectional view of the portal branches of the Pod Bay in accordance with aspects of the disclosure;

FIGS. 2A and 2B show views of an exemplary and non-limiting airdock assembly in accordance with aspects of the disclosure;

FIGS. 3A-3D show exemplary top views of a process of a Pod engaging with a Pod Bay airdock in accordance with aspects of the disclosure;

FIG. 4 shows an exemplary soft capture system for an airdock in accordance with aspects of the disclosure;

FIGS. 5A and 5B show exemplary views of elements of the soft capture system in accordance with aspects of the disclosure;

FIG. 6 shows an exemplary track hanger soft capture system in accordance with aspects of the present disclosure;

FIG. 7 shows an exemplary track hanger hydraulic circuit in accordance with aspects of the present disclosure;

FIG. 8 shows an exemplary schematic depiction of a track hanger soft capture system in a receiving position (or sending position), an airdock engagement position, and in a sending position (or receiving position) in accordance with aspects of the present disclosure;

FIG. 9 shows an exemplary schematic depiction of a track slide soft capture system in a receiving position (or sending position), an airdock engagement position, and in a sending position (or receiving position) in accordance with aspects of the present disclosure;

FIG. 10 shows various view of an exemplary airdock suspension soft capture system in accordance with aspects of the present disclosure;

FIG. 11 shows a top schematic view of the ASU and attached jogging actuators in a range of possible positions in accordance with aspects of the disclosure;

FIG. 12 shows a schematic cross-sectional view of a Pod in the Pod Bay while being moved away from the airdock and returning to a home/takeoff position in accordance with aspects of the disclosure; and

FIG. 13 shows an exemplary environment for practicing aspects of the present disclosure.

DETAILED DESCRIPTION OF THE EMBODIMENTS OF THE DISCLOSURE

The following detailed description illustrates by way of example, not by way of limitation, the principles of the disclosure. This description will clearly enable one skilled in the art to make and use the disclosure, and describes several embodiments, adaptations, variations, alternatives and uses of the disclosure, including what is presently believed to be the best mode of carrying out the disclosure. It should be understood that at least some of the drawings are diagrammatic and schematic representations of exemplary embodiments of the disclosure, and are not limiting of the present disclosure nor are they necessarily drawn to scale.

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 an embodiment of the disclosure is 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.

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 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.

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.

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 mean 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.

Except where otherwise indicated, all numbers expressing quantities used in the specification and claims are to be understood as being modified in all examples 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.

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.

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±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.

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” shall mean “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”.

The term “substantially parallel” refers to deviating less than 20° from parallel alignment and the term “substantially perpendicular” refers to deviating less than 20° from perpendicular alignment. The term “parallel” refers to deviating less than 5° from mathematically exact parallel alignment. Similarly “perpendicular” refers to deviating less than 5° from mathematically exact perpendicular alignment.

The term “at least partially” is intended to denote that the following property is fulfilled to a certain extent or completely.

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.

The term “comprising” as used herein is intended to be non-exclusive and open-ended. Thus, for example 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 example “a composition comprising a compound A” may also (essentially) consist of the compound A.

The various embodiments disclosed herein can be used separately and in various combinations unless specifically stated to the contrary.

Embodiments of the present disclosure may be used in a low-pressure high-speed transportation system, for example, as described in commonly-assigned U.S. Pat. No. 9,718,630, titled “Transportation System,” the contents of which are hereby expressly incorporated by reference herein in their entirety. For example, the segmental tube structure may be used as a transportation path for a low-pressure, high-speed transportation system. In embodiments, a low-pressure environment within a sealed tubular structure may be approximately 100 Pa. Additionally, embodiments of the present disclosure may be used with airdock assembly methods and systems, for example, as described in commonly-assigned Patent Application No. ______ (Attorney Docket No. P62099), titled “Airdock Assembly,” hard capture methods and systems, for example, as described in commonly-assigned Patent Application No. ______ (Attorney Docket No. P62101), titled “Airdock Hard Capture,” and Pod Bay and docking systems and methods, for example, as described in commonly-assigned International Patent Application No. ______ (Attorney Docket No. P62102), titled “Pod Bay and Vehicle Docking,” filed on even date herewith, the contents of each of which are hereby expressly incorporated by reference herein in their entireties.

In accordance with aspects of the disclosure, the Pod Bay is a station where passengers and/or cargo, and resources are transferred to the Pod (or transportation vehicle). More specifically, the Pod Bay is where passengers embark onto/ disembark from the Pod while, in accordance with aspects of the disclosure, the Pod remains in a vacuum (or near vacuum) environment. With an exemplary and non-limiting embodiment, each Pod Bay has two airdocks. An airdock is where each of the Pod doors is aligned to transfer passengers and cargo to and from the Pod. In accordance with aspects of the disclosure, airdock mechanisms align the Pod doors to respective airdocks. A Resource Transfer System (RTS) RTS is used to replenish a Pod with resources (such as battery charge and breathable air, for example) while the Pod is docked in the Pod Bay. A soft capture system is used once the Pod is parked. The soft capture system is used to close the gap between the Pod doors and respective airdock doors and align the two with each other. In embodiments, the alignment process may utilize two steps: rough alignment and final alignment.

A hard capture system is utilized once final alignment of the Pod and airdock doors is achieved. With an exemplary embodiment, the hard capture system maintains the Pod in fixed position relative to the airdock with a series of latches.

Once the Pod arrives at the assigned Pod Bay, the soft capture system moves the Pod towards the airdocks so that the Pod and mating airdocks are properly aligned. With an exemplary embodiment, the soft capture process will move the Pod in the Y-direction (or approximate Y-direction) by approximately 250 mm. Once alignment is confirmed, the hard capture latches engage with the respective catches on the Pod. The hard capture process ensures sealing between the Pod and airdock. Once pressures of different volumes (e.g., airdock volume, interstitial volume, Pod cabin volume) are equalized within an acceptable range, the doors open to transfer passengers. For take-off, the general sequence is the reverse of the steps described above.

As described further below, the Pod Bay is a building block of a portal branch system, wherein each portal may have multiple portal branches, and there may be multiple Pod Bays within a portal branch to meet the required throughput demand. One or more airdocks are arranged in the Pod Bay, wherein each airdock is a structure that connects the Pod door to Pod Bay door of the Pod Bay.

FIG. 1 shows an exemplary Pod Bay branch layout including an overhead view of an embodiment of two portal branches 105 having eight Pod Bays 100 and a cross-sectional view of the portal branches of the Pod Bay in accordance with aspects of the disclosure. As shown in FIG. 1, a plurality of pods 110 may be parked at respective airdocks 115 (or pairs of airdocks 115) arranged in the Pod Bay 100, wherein each airdock 115 is a structure that connects the Pod door 120 to bulkhead door 125 of the Pod Bay 100. While not shown in FIG. 1, in embodiments the airdock 115 may also include an airdock door adjacent the Pod door.

Each branch 105 of the Pod Bay 100 may include a platform 130 for passenger movement, including areas for passengers waiting, horizontal circulation regions, and a “stand clear” area. As shown in FIG. 1, in accordance with aspects of the disclosure, the Pod 110 remains in a vacuum (or near vacuum) environment 135, while passengers embark onto and/or disembark from the Pod 120 via the airdock 115. The environment of the airdock cycles between the vacuum (or near vacuum) environment of the transportation tube, and an ambient pressure environment of the platform 130 to allow passengers to embark onto and/or disembark from the Pod 110 via the airdock 115.

FIG. 2A shows an exploded perspective view of an exemplary and non-limiting airdock assembly 115 (or airdock) in accordance with aspects of the disclosure. As shown in FIG. 2A, the airdock assembly 115 includes a walkway 205, which connects to the Pod Bay station platform (not shown). A moveable bulkhead door 210 is arranged on the walkway 205, and when in the closed position, separates waiting passengers in the station from the vacuum or near vacuum (e.g., low pressure) environment of the Pod transportation path. When the bulkhead door 210 is in the open position (not shown), a pathway is provided from the station platform to the interior of the airdock assembly 115. As shown in FIG. 2A, with this exemplary embodiment, the bulkhead door 210 includes an air plunger 212 attached to the interior side thereof. The airdock assembly 115 also includes a dock mounting plate 215 arranged in contact with the frame of the bulkhead door 210 and a flexible coupling 220 arranged on the dock mounting plate 215.

As additionally shown in FIG. 2A, a suspension and guideway 230 is provided upon which an airdock structural unit (ASU) 225 is arranged. While not shown in FIG. 2A, the flexible coupling 220 is in sealing contact with the ASU 225. In accordance with the aspects of the disclosure, in some exemplary embodiments, the suspension and guideway 230 is operable to move away from (and towards) the walkway 205 and bulkhead door 210 (in direction of arrow 245) so as to move the ASU 225 towards (and away) a Pod to make connection with a Pod (not shown) arranged in the Pod Bay (not shown). As the ASU 225 is moved towards a Pod, the flexible coupling 220 is configured to flex (and, for example, extend or stretch) so as to maintain a seal between the dock mounting plate 215 and the ASU 225. In contemplated embodiments, the flexible coupling 220 may be expandable towards the Pod by a distance of approximately 50 mm. In some contemplated embodiments, the flexible coupling 220, in addition to allowing for horizontal movement, can also allow for vertical movement of the ASU 225 relative to the dock mounting plate 215. The flexible coupling 220 may comprise rubber, with other elastomeric materials contemplated by the disclosure.

A passenger walkway skin 235 is arranged within the airdock structural unit 225. In embodiments, the passenger walkway skin 235 may be metal or plastic. In accordance with aspects of the disclosure, the passenger walkway skin 235, in addition to maintaining the required pressure in the airdock 115, protects mechanisms and the flexible coupling 220. A Pod-dock sealing element 240 is arranged on an end of the ASU 225 and is structured to provide sealing engagement with a Pod (not shown). In embodiments, the sealing element 240 may be an inflatable bulb seal or may be a solid seal. The Pod-dock sealing element 240 minimizes leakage through any gaps between the ASU 225 and the Pod (not shown).

As shown in FIG. 2A, the platform-side of the airdock assembly 115 has a planar or flat surface, whereas the vehicle side of the airdock assembly 115 has a curved surface so as to match (or approximately match) the external curved profile of the transportation vehicle (i.e., the Pod).

FIG. 2B shows a perspective view of the exemplary and non-limiting airdock assembly 115 of FIG. 2A in accordance with aspects of the disclosure. As shown in FIG. 2B, the airdock assembly 115 includes a walkway 205, which connects to the Pod Bay station platform (not shown). A moveable bulkhead door 210 (shown in the closed position) is arranged on the walkway 205, and when in the closed position (as shown), separates waiting passengers in the station from the vacuum or near vacuum (e.g., low pressure) environment of the Pod transportation path. When the bulkhead door 210 is in the open position (not shown), a pathway is provided from the station platform to the interior of the airdock assembly 115. The airdock assembly 115 also includes a dock mounting plate 215 arranged in contact with the frame of the bulkhead door 210 and a flexible coupling 220 arranged on the dock mounting plate 215.

As additionally shown in FIG. 2B, the suspension and guideway 230 is provided, upon which the airdock structural unit (ASU) 225 is arranged. As shown in FIG. 2B, the flexible coupling 220 is in sealing contact with the ASU 225. As discussed above, in some embodiments the suspension and guideway 230 is operable to move away from (and towards) the walkway 205 and bulkhead door 210 so as to move the ASU 225 towards (and away) a Pod to make connection with a Pod (not shown) arranged in the Pod Bay (not shown). As the ASU 225 is moved towards a Pod, the flexible coupling 220 is configured to flex (and, for example, extend or stretch) so as to maintain a seal between the dock mounting plate 215 and the ASU 225.

As shown in FIG. 2B, the passenger walkway skin 235 is arranged within the airdock structural unit 225. The Pod-dock sealing element 240 is arranged on an end of the ASU 225 and is structured to provide sealing engagement with a Pod (not shown). FIG. 2B also shows jogging actuators 305 arranged on each side of airdock 115, with ends thereof connected between the dock mounting plate 215 and the Pod-side end of the ASU 225. In contemplated embodiments, the ends of the jogging actuators 305 which connect to the ASU 225 (e.g., the Pod-side end of the ASU 225) include ball joints so that the ASU 225 can be tilted or skewed (e.g., slightly), if necessary, when attaching to the Pod (not shown). In accordance with aspects of the disclosure, the jogging actuators 305 are utilized (in conjunction with additional elements) to attain a soft capture of the Pod.

As further shown in FIG. 2B, the airdock assembly 115 also includes latching mechanisms 310 (schematically depicted) arranged on the periphery of the ASU 225 (e.g., ten latching mechanisms 310). In accordance with aspects of the disclosure, the latching mechanisms 310 are configured to attach (e.g., latch) to the Pod so secure the Pod to the airdock assembly 115. More specifically, the latching mechanisms 310 are utilized (in conjunction with additional elements) to attain a hard capture of the Pod, in accordance with aspects of the disclosure. While the latches are depicted on the external side of the airdock assembly, the present disclosure contemplates that the latches could be inboard of the seal, which may (slightly) reduce the volume of air plunged out. Additionally, while these exemplary latches are described in the context of a move-the-airdock architecture, the disclosure contemplates these latches may also be utilized with a move-the-Pod architecture.

FIGS. 3A-3D show exemplary top views of a process of a Pod 110 engaging with a Pod Bay airdock 115 in accordance with aspects of the disclosure. As shown in FIG. 3A, the Pod 110 approaches the airdock 115 of the Pod Bay and, in embodiments, the Pod 110 lands upwardly onto the transportation tracks, or in other embodiments, the Pod 110 hovers (or levitates) below the transportation tracks. As shown in FIG. 3B, a soft capture of the Pod 110 occurs, wherein the airdock 115 captures and draws the Pod 110 laterally, for example, toward the airdock 115 (as represented by the arrows). As shown in FIG. 3C, a hard capture of the Pod 110 occurs, wherein the airdock 115 latches to the Pod 110 and seals the airdock 115 to the Pod 110. As shown in FIG. 3D, once hard capture is achieved, the airdock 115 is flooded so that pressures are equalized between the pressure of the interior of the Pod 110 (and the pressure of the platform 130) and the pressure of the airdock 115. In other words, the pressure in the airdock 115 is raised to the pressure of the interior of the Pod 110 (and the pressure of the platform 130). Once pressure is equalized, the doors of the Pod and of the Pod Bay open to permit embarking (and dis-embarking) of passengers.

Pod parking commences with the command and control communicating to the Pod the assigned Pod Bay location. Command and control is responsible for ensuring proper and safe movement of Pods, receiving status/data, making safety and mission critical decisions, and issuing commands to Pod and Operation Support System (OSS) to be carried out. OSS is responsible for the operational management of portal and depot, the central command of active wayside elements and providing communication network to support system operations.

Then, the Pod parks itself relative to the reference monument in the Pod Bay within a certain range. This reference is only in the direction of travel (X). The Pod levitation and guidance engines are already capable of maintaining the Pod position within a tight lateral (Y) and vertical (Z) envelope. A separate monument in the X direction may be necessary as the track system used for normal transportation may not maintain information on the Pod's global position. In embodiments, this monument should be sensed and measured by the Pod to enable braking, positioning and landing within the capture envelope. With the Pod's landing accuracy of +/−50 mm currently assumed along with manufacturing tolerances, the capture envelope should be able to accommodate +/−72 mm in the X direction.

Once the Pod is parked within the Pod Bay, the soft capture system brings the Pod towards the Pod Bay (airdock) doors by either pulling or pushing the Pod in Y direction, and then aligning the Pod doors to the Pod Bay (Airdock) doors. The soft capture system should be able to accommodate variations in relative positioning of the Pod doors and Pod Bay doors due to manufacturing variation, thermal and pressure effect as well as the Pod's parking accuracy.

In contemplated embodiments, the soft capture system may include the following subassemblies: soft capture mechanisms, final kinematic alignment features, compliant element between the airdock door and portal, and airdock mass offloading system. The soft capture mechanism, which in embodiments, may be a set of tension cables, or actuator, moves the Pod towards the Pod Bay (airdock) doors. The final alignment elements on the Pod and Pod Bay are intended to ensure the respective doors at both locations are properly aligned during the soft capture process. The Pod Bay (airdock) doors may be housed within the airdock structure, which is connected to the portal branch by a flex joint. The airdock structure should be supported such that the airdock doors can be aligned to the respective Pod doors while accommodating expected variations described above, and flex joint is intended to allow such adjustability.

Once soft capture completion is detected, in embodiments, the Pod will land up against the solid levitation/landing track. (With other contemplated embodiments, the Pod may remaining hovering.) Airdocks are pulled by ˜15 mm as the Pod pulls up. Upon landing, the Pod can either communicate directly to the Pod Bay that it is in a ready state for hard capture, or the Pod Bay can sense that the Pod is properly positioned and ready for hard capture. In contemplated embodiments, this could be accomplished by sensing that the levitation gap is closed with a proximity sensor and/or measuring the position of some Pod side reference target to confirm that the Pod is within the capture envelope.

In accordance with aspects of the disclosure, once soft capture is attained, the hard capture process commences.

Land vs. Hover

In some contemplated embodiments, the Pod will land up against the landing track immediately after the Pod parks itself in the assigned Pod Bay. In other contemplated embodiments, the Pod may remain hovering during part or all of the docking process. With a first exemplary embodiment, the Pod lands first and then the Pod and track are moved together towards the airdock. With a second exemplary embodiment, the Pod hovers until captured and aligned to airdock by the airdock soft capture system, and then the Pod lands. With a third exemplary embodiment, the Pod hovers during the whole process of docking and passenger transfer. With a fourth exemplary embodiment, the Pod hovers during the whole process of docking, but the track moves with the Pod while the Pod moves toward the airdock. In embodiments, the Pod Bay track (whether a landing track or a hovering track) is intended to provide forces in Z; constrain Pod in Z, Rot X (roll), Rot Y (pitch). Then soft capture is utilized to pull or push the Pod towards the airdock.

In accordance with aspects of the disclosure, embodiments in which the Pod hovers during part of or all of the docking process significantly simplify and/or eliminate a landing track support design. These embodiments account for the impact of any moment load and vibration while docked due to footsteps, RTS pumps etc. while hovering. In embodiments, the compliant pads of the landing track that the levitation engines land on may be fairly narrow, e.g., in order to not damage the coil of the levitation motor on the Pod (e.g., a little over approximately 10 mm in width, with smaller pad widths contemplated by the disclosure). In accordance with aspects of the disclosure, the Pod/track options may impact the Pod, EM, power electronics, embedded/controls, RTS, systems and other Pod Bay systems.

As discussed below, the “Hover then Land” approach (#2) simplifies the landing track design compared to the “Land First” approach (#1) while the “Hover then Land” approach (#2) avoids introducing new challenges to other systems such as EM or Power Electronics, as is the case with the “Always Hover” approach (#3).

Option 1: Land First

With the first exemplary embodiment, once the Pod is parked, the Pod lands up to the landing track that has free DOF on the X-Y plane. The soft capture system brings the Pod and the landing track towards the airdock. With this exemplary embodiment, the Pod lands up to the track as soon as the Pod arrives at the assigned Pod Bay and the Pod remains attached to the Pod Bay track until it is ready to take off. Once landed, the whole Pod Bay track (and RTS) moves with the Pod as the Pod is moved towards the airdock.

In accordance with aspects of the disclosure, if Z motion is coupled with the X and Y direction motion of the Pod+track (e.g., track supported by 3 fixed length linkages), then gravity may be used as the motive force to passively bring the Pod+track back to take-off position. With an exemplary embodiment, the soft capture load on to the fuselage will include lateral component of the gravity load. In this case, the magnitude of the load depends on the height of the track support structure.

With an alternative embodiment, the Pod and track may be moved on a flat X-Y plane (e.g., using transfer balls, linear bearings etc.), and the Pod could be actively placed back into the take-off position. In either design, the track support system may need to be serviced, and this servicing may require a branch to be pumped up/down.

If the RTS is tied to the landing track, some of RTS functions can start as soon as the Pod lands upon the landing track assuming the RTS is equipped with some level of variation accommodation.

While not necessary, if all track elements are installed on both sides of the Pod Bay, the C-cores (e.g., propulsion tracks) and guidance tracks could be integrated with the landing track, and they could together be moved with the Pod. With this approach, however, safety interlocks may be required to prevent unintended Pod take-off. Such safety interlocks may have to rely solely on non-mechanical approaches as, with this approach, the propulsion engines remain within the C-cores.

Option 2: Hover then Land

With the second exemplary embodiment, once the Pod is parked, the Pod remains hovering until the soft capture system brings the Pod to the airdock and the Pod is hard captured. That is, the Pod remains hovering while the Pod is moved towards the airdock. Then the Pod lands up to the track before the doors open. At this stage, the Pod lands up to the landing track, which may be free in the Y direction and yaw. Pressure equalization may take place before, after or during this step. For take-off, the Pod detaches itself from the landing track, and the soft capture system is operable to actively place the Pod back into the take-off position. In accordance with aspects of the disclosure, with this embodiment, the track support structure does not need to accommodate as much range of motion, so the track structure can be much more compact than the structure for the land first option described above (which provides efficiencies and advantages). The track support system using this option will still need to be serviced, however, and may require a branch to be pumped up/down.

As the Pod is moved (e.g., laterally) toward the airdock, this option can accommodate C-cores and guidance track only on one side while in the Pod Bay. This allows the Pod motors to be pulled out of the C-cores, which mechanically prevents Pod from unintended take-off while docked. Thus, with the C-cores only on one side, safety interlocks would not be required to prevent unintended Pod take-off. However, for the nominal speed of 5 m/s in the portal, having C-cores on one side is sufficient. With this embodiment, all RTS functions may have to wait until the Pod lands or the Pod is at least aligned to the airdocks. Additionally, the RTS may need to be able to accommodate some vertical motion as the Pod lands up to the track. In embodiments, the C-cores (and lev plane) may be utilized to pull the bogie (or levitation engine) of the Pod back in to the home (or Pod acceptance/release) position. With this embodiment, the Pod is constrained in all six degrees of freedom (DOF) at the track once it lands. So once the Pod lands, X, Y, Z, rX, rY, and rZ of the Pod is constrained. With an exemplary embodiment, to not over-constrain (indeterminate load path) in the two Y directions, the two Y constraints may be maintained fixed at the door until the Pod moves up. With such an embodiment, the door plug load may need to be reacted at the doors.

Option 3: Always Hover

With the third exemplary embodiment, the Pod remains hovering during the whole docking and passenger transfer process. In accordance with aspects of the disclosure, this eliminates the landing track support altogether. With this embodiment, however, additional Battery Management System (BMS) functionality in the control logic may be required, e.g., for the power electronics system to support charging batteries while Pod is hovering. Additionally, if the soft capture points do not align with the center of gravity (CG) of the Pod, the levitation system will have to counteract the moment load. Moreover, any vertical vibration caused while docked (e.g., people walking, RTS pumping etc.) will need to be counteracted by the levitation system as well. Like the hover-then-land option, this option can accommodate C-cores and guidance track only on one side, and all RTS functions will likely have to wait until Pod is aligned to the airdocks. In accordance with aspects of the disclosure, by not landing, the stress cycle for bogie (for example, 5 g) may be eliminated. That is, the bogie goes through stress cycles from normal operation due to landing.

Option 4: Always Hover with Moving Track

This option combines options #1 and #3, and may be favored if it is challenging to land on the pole surfaces of the levitation motor on Pod but desirable to use gravity as the motive force to bring Pod back to the take-off position. This option, however, may be challenging with respect to guidance forces between the Pod and landing track being virtually zero while the Pod is hovering unless the landing track is offset from the lev engines to generate guidance forces. The bearing stress on the pole surfaces is expected to be fairly low and landing on the track does not present difficulties.

Pod Levitation Engine

In accordance with aspects of the disclosure, with embodiments of the present disclosure, the levitation engine pole top surfaces is the area where the Pod can land on repeatedly. With an exemplary and non-limiting embodiment, there may be sixty-four pole surfaces that are, for example, 690 mm×32.5 mm nominally. These pole surfaces may protrude slightly above the coils, but the protrusion height may be determined at least in part by accounting for impact on the EM performance. For example, with an exemplary and non-limiting embodiment, the Pod may be required to maintain the pole top surfaces within a 1 mm band, and the requirement of overall tolerance of +/−1.5 mm (including both manufacturing and assembly) for the standard track segment is assumed for the landing track. Thus, some compliance is likely required between the pole top surfaces and landing track to prevent damage to the coils from manufacturing and assembly tolerance stack-up. Depending on the stiffness of the bogie structure, a certain level of deflection of the bogie/bending stress in the bogie due to landing may be acceptable as long as it can be ensured that coils will not be damaged. This may be achieved by having sufficient pole top surface protrusion height and/or non-ferrous boss height.

In accordance with aspects of the disclosure, the compliant material/pad on the landing track may be segmented to match the pole pattern in order to not damage the coils. For example, if the compliant material is placed over the entire landing track, the poles may locally compress the compliant material and allow the uncompressed areas to press on and potentially damage the coils. With segmented pad, however, the Pod poles may need to be well-aligned to the landing track pads before landing. With some contemplated embodiments, however, the compliant pad can be designed such that the pad deflection is sufficiently less than the pole surface protrusion height, the pad does not need to be segmented.

Move Pod vs. Move Airdock

In accordance with further aspects of the disclosure, in some embodiments, during the soft capture of the docking process, the Pod may be moved towards the airdock, and in other embodiments, the airdock may be moved toward the Pod. In yet further contemplated embodiments, during soft capture both the Pod and the airdock may be moved towards each other. While these approaches can be configured to meet the same requirements and performance goals, the moving-the-Pod approach has advantages over the moving-the-airdock approach. For example, the moving-the-Pod approach requires less actuation and sensors to almost exactly constrain the Pod so that the load paths are predictable. In contrast, the moving-the-airdock approach may require more actuation and sensors so that no loads are applied by the airdocks on the Pod during docking (that is, six DOFs of Pod are constrained at the landing track); there will also be redundant constraints on the Pod in the lateral direction.

Additionally, the moving-the-Pod approach has less failure points for door breach. In contrast, the moving-the-airdock approach may require more flexible joints, and the length of the flexible joints may be much greater. The moving-the-Pod approach also requires less horizontal footprint (though in some embodiments may require more vertical space).

Some advantages of the moving-the-airdock approach include a reduced cycle time as passenger comfort may not need to be considered as the Pod and airdock gap is closed. Additionally, the moving-the-airdock approach may provide better passenger comfort as the Pod remains stationary as the airdock is moved thereto.

With an exemplary moving-the-Pod approach, the Pod may land up against the landing track, which may be supported by three fixed length linkages. With this exemplary embodiment, the soft capture system utilizes a tension cable system to pull the Pod and the landing track towards the airdocks. The actuated arms (linkages) that swing around a bar on the Pod are used to pull the Pod towards the airdock while aligning the Pod in the correct X position at the same time. During this process, the Pod and track will also move up vertically to some extent because of the three fixed length linkages of the landing track. In accordance with further aspects of the disclosure, in preparing for the Pod to take-off, gravity is utilized as a motive force to pull the Pod back to the take-off position once the cable tension is removed.

Additionally, instead of pulling the Pod towards the airdock, the Pod can be pushed towards the airdock. With one exemplary and non-limiting embodiment, the Pod may be pushed with the guidance engines using their magnetic force. Then the Pod and airdocks may be aligned using alignment features, (e.g., guide petals) installed on both the Pod and airdocks.

With another exemplary moving-the-Pod approach, the landing track may be tilted so as to use gravity as the motive force to passively release the Pod back into the take-off position. The tilting-of-the-landing track approach may require a much larger turn radius and portal footprint. With an alternative embodiment, the track may be actuated to tilt only during docking.

Pod Authority

Regardless of whether the Pod lands at some point or remains hovering, the Pod motion authority will always reside with Pod. Thus, additional interlocks may be required to ensure the Pod does not unintendedly take off when it is docked in the Pod Bay.

Breach

The Pod Bay is structured to support the Pod during a breach event. A worst-case breach load in a Pod Bay is a full tube breach anterior to either side of the Pod (which is conservatively estimated to be 2 MN). From the Pod design standpoint, the breach load in Pod Bay may be reacted by the bogie through the roll rails so that the load path will be the same as breach during flight. It is also undesirable to react this load at the Pod doors through the airdocks because the fuselage door frame may not be designed to withstand this. If the Pod is landed when a breach event occurs regardless of whether the Pod is fully captured or not, the load will need to be reacted at the landing track interface. However, if the load the landing track can provide is approximately 5 g (˜1.7)×COF (˜0.6)=1 MN, for example, the Pod may slide back and potentially hit an adjacent Pod behind or the end of the portal branch if the worst-case breach occurs. Also, if the Pod is landed on the compliant pads when a breach event occurs, the compliant pads may shear off under this load. Thus, approaches are needed for reacting a breach load in Pod Bay.

An approach for reacting breach load in Pod Bay includes welding to the track. With this approach, when tube breach is detected by the Pod, the Pod will land up to the landing track and run high current through the levitation engines so that the Pod is welded to the landing track. Another approach for reacting breach load in Pod Bay includes a mechanical stop, wherein when a tube breach is detected by the Pod, the Pod will land up to the landing track and the Pod will slide until the stops (e.g., wedges) of the bogie and track are engaged. A further approach for reacting breach load in Pod Bay includes actuated stops, wherein wayside will slide in stops on both sides (front and back) every time the Pod fully enters the Pod Bay to prevent the Pod from sliding into the neighboring Pod Bay.

Once soft capture completion is detected, the Pod may land up against the solid levitation/landing track. In embodiments, the airdocks may be pulled by approximately 15 mm as the Pod pulls up to the landing track. Upon landing, the Pod can either communicate directly to the Pod Bay that it is in a ready state for hard capture, or the Pod Bay can sense that it is ready. In embodiments, this could be accomplished, for example, by sensing that the levitation gap is closed with a proximity sensor and measuring the position of a Pod side reference target to confirm that the Pod is within the capture envelope.

After the doors close upon completion of dis embarkation and embarkation process, the Pod pushes itself off of the levitation/landing track and the soft capture mechanism is operable to bring the Pod back in the take-off position.

FIG. 4 shows an exemplary soft capture system 400 for an airdock 115 in accordance with aspects of the disclosure. With this exemplary and non-limiting embodiment, the soft capture system 400 includes a tensioning mechanism (e.g., an electric winch 410) with redundant safety features to prevent back driving. The winch 410 is connected to a linkage that can measure the angle between the ground link 420 and active link 425. The linkage is actuated by a controllable stiffness spring cylinder 415, whose state is controlled by a 2-way, 2-position hydraulic valve. By changing the position of the valve, the spring cylinder 415 is locked, or fluid is allowed to flow into the spring cylinder 415 from the regulated accumulator and behave as spring. With an exemplary embodiment, actively regulating accumulator air pressure could be used to vary the stiffness of the hydraulic spring cylinder 415. The accumulator is recharged by the act of compressing the spring cylinder 415 with the capture cable 405 to return to idle position.

As shown in FIG. 4, at time t=0 the soft capture system 400 is at idle and not in contact with the Pod 110. The soft capture system 400 is actuated by increasing the length of the cable (or capture line) 405 (via winch 410 and pulleys 407) and allowing the spring linkage (or spring cylinder) 415 to extend, at time t=1. Once the grounded link 420 stops rotating, signaling contact with an obstruction (e.g., the wall of the Pod 110), the position of the grounded link 420 is locked with the spring cylinder 415. The capture line 405 is then tensioned drawing in (via winch 410 and pulleys 407), collapsing the second link 425, until sensors trip on the capture hook engagement 430 of the Pod 110 at time t=2. The spring cylinder 415 is then returned to its sprung state and the Pod 110 is drawn towards the soft capture system 400 into position at the airdock 115 at time t=3. With this exemplary and non-limiting embodiment, there are four soft capture systems 400 per Pod Bay, with one above and one below each airdock 115.

FIGS. 5A and 5B show exemplary views of elements of the soft capture system 400 in accordance with aspects of the disclosure. As shown in FIGS. 5A and 5B, the soft capture system 400 includes a tensioning mechanism (e.g., an electric winch, not shown) connected to a linkage that can measure the angle between the ground link 420 and active link 425. The capture line 405 is then tensioned drawing in (via winch and pulleys 407, 505 or sheave), collapsing the second link 425, until sensors trip on the capture hook engagement 430 of the Pod 110. As shown in FIG. 5B, the second link 425 may have a slide wheel 510 arranged on a terminal end thereof. The slide wheel 510 is configured for engagement with the capture hook engagement 430 of the Pod 110. As shown in FIG. 5A, when in proper position for soft docking, the load path of the soft capture system 400 is aligned with the Pod capture hook 430.

With an exemplary and non-limiting embodiment, the soft capture system may draw the Pod in approximately 200 mm to clear the roll rail and account for manufacturing and landing variances. This draw-in distance includes the Pod roll rail height. With an exemplary and non-limiting embodiment, the winch 410 should be operable to have an operating force: ten kN, an actuation time of six seconds, a triangular acceleration profile, 10% duty cycle, a stroke: 200 mm, and a holding force: sixty kN, 100% duty cycle. With these exemplary operating parameters, each soft capture system 400 may draw approximately 0.35 kW on average during a cycle, and the entire soft capture system in a Pod Bay may consume approximately 5 kWh over 15 cycles in an hour.

FIG. 6 shows exemplary track hanger soft capture system 600 in accordance with aspects of the present disclosure. This exemplary embodiment is used with a land-first architecture. As shown in FIG. 6, the track hanger system 600 includes one or more track hangers 605 arranged in a Pod Bay (not shown). With an exemplary and non-limiting embodiment, there may be four track hangers 605 per Pod Bay. With this exemplary moving-the-Pod approach, the Pod may land up against the landing track (or levitation surface) 650 of the track hanger 605 which may be supported by a fixed length linkage 610 attached to an upper wall of the Pod Bay and adjustable length (and adjustable stiffness) linkages 615, 620 attached to respective walls of the Pod Bay. With this exemplary embodiment, the soft capture system utilizes the adjustable length linkages to pull the Pod and the landing track towards the airdocks. During this process, the Pod and track will also move up vertically to some extent because of the fixed length linkage of the landing track. In accordance with further aspects of the disclosure, in preparing for the Pod to take-off, gravity may be utilized as a motive force to pull the Pod back to the take-off position once the adjustable length linkages are adjusted.

As shown in FIG. 6, each track hanger 605 has a bottom levitation surface 650 that interacts with (e.g., levitates and/or parks) a Pod (not shown). In accordance with aspects of the disclosure, the track hangers 605 allow for exact constraint of the Pod. With this exemplary and non-limiting embodiment, each track hanger 605 may include five spring linkages 615, 620 connected to a single, reliable, solenoid-operated, two-position, two-way valve (shown in FIG. 7). As shown in FIG. 6, the spring linkages include two adjustable stiffness linkages 615 each attached to a first side of the track hanger 605 and to attachment points 645 of a side wall surface 640 of the Pod Bay. The spring linkages further include two adjustable stiffness linkages 620a each attached to a second side of the track hanger 605 and to attachment points 625 of a side wall surface 630 of the Pod Bay. The spring linkages also include an adjustable stiffness linkage 620b attached to a second side of the track hanger 605 and to an attachment point 635 of an upper wall surface of the Pod Bay.

In the “nominal ready position” the trach hanger 605 is positioned to accept an incoming Pod (or release for launch a departing Pod). In the “nominal airdock engagement position” the track hanger 605 is positioned adjacent the airdock (not shown) for engagement (e.g., hard capture) therewith. As shown in FIG. 6, in the “nominal ready position,” the two adjustable stiffness linkages 615 are fully retracted and the adjustable stiffness linkages 620a and 620b are fully extended. While not shown in FIG. 6, in the “nominal airdock engagement position” the two adjustable stiffness linkages 615 are extended (e.g., fully extended) and the adjustable stiffness linkages 620a and 620b are retracted (e.g., fully retracted).

With an exemplary embodiment, the linkage cylinders 615, 620 utilize a rod of approximately 75 mm to support the Pod. With another exemplary embodiment, the number of hangers 605 may be reduced from three to one hanger (e.g., longer) with 3 fixed length linkages 610 and spring linkages 615, 620 that encompasses the entire length of the Pod. With an exemplary and non-limiting single-hanger embodiment, the rod diameter of the linkage cylinders 615, 620 may be approximately 100 mm.

In accordance with aspects of the disclosure, the motive force for motion of the hanger derives from either the mass of the Pod or the mass of the hanger itself, and failure of the solenoid valve, whether it fails open or closed, may result in the following conditions. A fail open, undocked condition, in which the hanger/Pod is under-constrained; X, Y and Rot z motion of the hanger/Pod is uncontrolled. No pods should be directed to land at this Pod Bay if this happens before Pod landing. A fail close, undocked condition (before soft capture initiation): the Pod cannot be moved laterally and soft capture should not be initiated. The Pod may need to be redirected to another Pod Bay. A fail close, docked condition, in which the Pod is over-constrained and loads flow through structural elements for which they are not designed. Under this condition, the Pod cannot be undocked as these linkages are extended and locked.

FIG. 7 shows an exemplary track hanger hydraulic circuit 700 in accordance with aspects of the present disclosure. As shown in FIG. 7, the hydraulic circuit 700 includes the two adjustable stiffness linkages 615 (which connect to one side of the hanger) and the three adjustable stiffness linkages 620 (which connect to the other side of the hanger). The hydraulic circuit 700 also includes a tank 705 in fluid communication with the adjustable stiffness linkages 615, 620. As shown in FIG. 7, in the “nominal ready position” the two adjustable stiffness linkages 615 are fully retracted and the three adjustable stiffness linkages 620 are fully extended.

FIG. 8 shows an exemplary schematic depiction of a track hanger soft capture system 800 in a receiving position (or sending position), an airdock engagement position, and in a sending position (or receiving position) in accordance with aspects of the present disclosure. As shown in FIG. 8, the track hanger system 800 includes one or more track hangers 805 arranged in a Pod Bay 105. With this exemplary moving-the-Pod approach, the Pod 110 may land up against the landing track (or levitation surface) 850 of the track hanger 805 which may be supported by a fixed length linkage 810 attached to an upper wall of the Pod Bay 105 and adjustable length (and adjustable stiffness) linkages 820 attached to walls of the Pod Bay 105. As shown in FIG. 8, the soft capture track hanger system 800 utilizes the adjustable length linkages 820 to pull the Pod 110 and the track hanger 805 (and the landing track 850) towards the airdock 115. During this process, the Pod 110 and track 850 will also move up vertically to some extent because of the fixed length linkage 810 of the track hanger 805. In accordance with further aspects of the disclosure, as shown in the right-hand side figure, in preparing for the Pod 110 for take-off, gravity may be utilized as a motive force to pull the Pod 110 back to the take-off position once the adjustable length linkages 820 are adjusted (e.g., released).

FIG. 9 shows an exemplary schematic depiction of a track slide soft capture system 900 in a receiving position (or sending position), an airdock engagement position, and in a sending position (or receiving position) in accordance with aspects of the present disclosure. As shown in FIG. 9, the track hanger system 900 includes one or more tilted landing tracks 905 arranged in a Pod Bay 105. With this exemplary moving-the-Pod approach, the Pod 110 may levitate below the landing track (or levitation surface) 950 of the tilted landing tracks 905. An adjustable length (and adjustable stiffness) linkages 920 attached to the airdock 115 (or walls of the Pod Bay 105) may engage with the Pod and retract the Pod towards the airdock 115. As shown in FIG. 9, the soft capture system 900 utilizes the adjustable length linkages 920 to pull the Pod 110 towards the airdock while the Pod is levitating below the track 905. As the Pod 115 is drawn toward the airdock 115, the Pod 110 slides upwardly along the tilted landing track until in position relative to the airdock 115 at which point, in some embodiments, the Pod 110 may land upwardly on the tilted landing track 905 (e.g., in position for hard capture). In accordance with further aspects of the disclosure, as shown in the right-hand side figure, in preparing for the Pod 110 for take-off, gravity may be utilized as a motive force to pull the Pod 110 back down the tilted landing track 905 to the take-off position once the adjustable length linkages 920 are adjusted (e.g., released).

FIG. 10 shows various view of an exemplary airdock suspension soft capture system 1000 in accordance with aspects of the present disclosure. This exemplary embodiment is used with a moving-the-airdock architecture. As shown in FIG. 10, the airdock suspension soft capture system 1000 may be arranged in a pre jogging position, in which the position of the airdock 115 is set by the suspension 1030 and guideway 230 positions. That is, in the pre jogging positon, the airdock suspension 1030 and dock guideway 230 define the airdock position (i.e., defines x, z, rx, ry, and z relative to the Pod coordinates) in the Pod Bay (when the Pod is not docked). The suspension 1030 rides along the guideway 230 along direction 245 during the matting jogging sequence by extending the jogging actuators 305. As shown in FIG. 10, the airdock suspension soft capture system 1000 may be actuated to a docked position (after soft capture and hard capture), at which point the position is determined based on the Pod position.

With this exemplary embodiment, the airdock 115 is configured to target podside alignment features 1005 on the Pod 110. For example, as shown in FIG. 10, the airdock (wayside) aligning tool 1010 may interact with a podside alignment feature 1005. Once the alignment tool 1010 is engaged, the airdock position (all six DOF) will be defined by the Pod 110 (or vehicle). In accordance with aspects of the disclosure, the spherical joints 315 on the jogging actuators 305 and flexible coupling (not shown) prevents strain from building in any part of the airdock 115 or Pod 110 after positioning and docking.

FIG. 11 shows a top schematic view 1100 of the ASU 225 and attached jogging actuators 305 in a range of possible positions in accordance with aspects of the disclosure. This exemplary embodiment is used with a moving-the-airdock architecture. As shown in FIG. 11, the spherical joints 315 on the jogging actuators 305 and flexible coupling (not shown) ensure compliance during final fit-up with the Pod (not shown) and allow for a range of possible post-mating envelopes that prevent strain from building in any part of the airdock 115 or Pod after positioning and docking. In accordance with aspects of the disclosure, the actuators 305 (which are connected at wall connections 1105) jog towards the Pod (not shown) and may be independently controllable. As described above, the alignment features of the airdock and Pod fit the airdock to the Pod. The actuators 305 can “parallelogram” (e.g., form a parallelogram with the wall and axis of the spherical joints 315) to compensate for final positioning of the Pod.

FIG. 12 shows a schematic cross sectional view 1200 of a Pod 110 in the Pod Bay 105 while being moved away from the airdock 115 and returning to a home/takeoff position in accordance with aspects of the disclosure. As shown in FIG. 12, because the Pod is moved (e.g., laterally) toward and away from the airdock, with this exemplary and non-limiting embodiment, the C-cores and guidance track 1210 can only be accommodated on one side (i.e. the opposite side from the airdock) while in the Pod Bay. In accordance with aspects of the disclosure, this arrangement allows the Pod motors 1205 to be pulled out of the C-cores 1210, which mechanically prevents Pod from unintended take-off while docked. Thus, with the C-cores 1210 only on one side, safety interlocks would not be required to prevent unintended take-off of the Pod 110. Additionally, as shown in FIG. 12, in embodiments, the C-cores 1210 (and lev plane 1215) may be utilized to pull the bogie 1220 (of the Pod 110) back in to the home (or Pod acceptance/release) position.

System Environment

Aspects of embodiments of the present disclosure (e.g., control systems for airdock and soft capture 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.

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 disclosure 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.

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.

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.

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, in embodiments, the present disclosure may be embodied in a field programmable gate array (FPGA).

FIG. 13 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.

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.

As illustrated in FIG. 13, 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.

As shown in FIG. 13, 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.

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. As shown in FIG. 13, the computer system 3902 may include communication and/or power connections to Pod Bays 105, and associated airdocks 115, and a soft capture controller 1305 to control activation/deactivation of soft capture system in accordance with aspects of the disclosure. Additionally, as shown in FIG. 13, the computer system 3902 may include one or more sensors 1210 (e.g., positional sensors, GPS systems, magnetic sensors) that may provide data (e.g., positional data) to the soft capture controller 1305.

Furthermore, the aspects of the disclosure may 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. 13. 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. Current examples of optical disks include compact disk-read only memory (CD-ROM), compact disc-read/write (CD-R/W) and DVD.

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.

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.

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 disclosure are not intended to be limited to the particulars disclosed; rather the disclosure extends to all functionally equivalent structures, methods, and uses such as are within the scope of the appended claims.

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.

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.

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.

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 disclosure 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.

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.

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.

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.

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.

Claims

1. A soft capture system for moving a transportation vehicle to an airdock in a high-speed, low-pressure transportation system, wherein the airdock provides a pathway for off-loading and loading of passengers and/or cargo to the transportation vehicle, the soft capture system comprising:

a movement system operable to reduce a gap between the transportation vehicle and the airdock and to align the airdock with a door of the transportation vehicle.

2. The soft capture system of claim 1, wherein the movement system is operable to move the transportation vehicle relative to the airdock to reduce the gap between the transportation vehicle and the airdock.

3. The soft capture system of claim 1, wherein the movement system is operable to move the airdock relative to the transportation vehicle to reduce the gap between the transportation vehicle and the airdock.

4. The soft capture system of claim 2, wherein the movement system is operable to engage with the transportation vehicle to move the transportation vehicle relative to the airdock.

5. The soft capture system of claim 2, wherein the movement system is operable to move the transportation vehicle laterally to move the transportation vehicle relative to the airdock.

6. The soft capture system of claim 5, wherein the movement system comprises a plurality of linkage mechanisms arranged on the airdock, each linkage mechanism comprising an engager configured for engaging with a corresponding capture hook engagement on the transportation vehicle.

7. The soft capture system of claim 6, wherein the movement system further comprises at least one tensioning mechanism connected to each linkage mechanism, wherein the transportation vehicle is moved laterally relative to the airdock by tensioning mechanisms.

8. The soft capture system of claim 2, wherein the movement system is operable to move a landing pad on which the transportation vehicle is engaged with to move the transportation vehicle relative to the airdock.

9. The soft capture system of claim 6, wherein the movement system is operable to swing the transportation vehicle around a pivot to move the transportation vehicle relative to the airdock.

10. The soft capture system of claim 7, wherein the movement system comprises an actuator operable to:

retract the landing pad to pull the transportation vehicle upwardly around the pivot to move the transportation vehicle towards the airdock; and

extend to allow the transportation vehicle to move downwardly around the pivot away from the airdock.

11. The soft capture system of claim 2, wherein the movement system is operable to pull the transportation vehicle while the transportation vehicle is arranged on a landing pad, wherein the landing pad has an inclined landing surface that inclines upwardly towards the airdock.

12. The soft capture system of claim 11, wherein the movement system comprises an actuator operable to engage with the transportation vehicle and:

retract to pull the transportation vehicle upwardly along the inclined surface to move the transportation vehicle towards the airdock; and

extend to allow the transportation vehicle to move downwardly along the inclined surface away from the airdock.

13. The soft capture system of claim 1, wherein each of the airdock and the transportation vehicle include at least one of alignment projections and alignment recesses that are operable to align the airdock with the transportation vehicle as the gap is reduced.

14. The soft capture system of claim 1, wherein the soft capture system is operable to reduce the gap between the transportation vehicle and the airdock while the transportation vehicle is landed on a landing pad.

15. The soft capture system of claim 1, wherein the soft capture system is operable to reduce the gap between the transportation vehicle and the airdock while the transportation vehicle hovers at a distance from a landing pad.

16. The soft capture system of claim 3, wherein the movement system comprises a suspension and guideway operable to move the airdock relative to the transportation vehicle to reduce the gap between the transportation vehicle and the airdock.

17. A method of operating a soft capture system for moving a transportation vehicle to an airdock in a high-speed, low-pressure transportation system, wherein the airdock provides a pathway for off-loading and loading of passengers and/or cargo to the transportation vehicle, the method comprising:

reducing a gap between the transportation vehicle and the airdock and aligning the airdock with a door of the transportation vehicle.

18. The method of claim 17, wherein the reducing the gap between the transportation vehicle and the airdock comprises moving the transportation vehicle relative to the airdock.

19. The method of claim 17, wherein the reducing the gap between the transportation vehicle and the airdock comprises moving the airdock relative to the transportation vehicle.

20. The method of claim 18, wherein the reducing the gap comprises moving a landing pad on which the transportation vehicle is engaged with to move the transportation vehicle relative to the airdock.