CA3134575A1 - Hyper-speed transportation system - Google Patents

Abstract

A hyper-speed transportation system and method comprising a transporter travelling on a cushion of air on an elevated track system, capable of transporting on its sides detachable nacelles and capable of releasing one or more nacelles on auxiliary tracks at stations and picking up replacing nacelles which are accelerated and attached to the transporter, without the transporter necessarily having to stop or slow down.

Description

, , HYPER-SPEED TRANSPORTATION SYSTEM
FIELD OF THE INVENTION
[0001] The present invention relates in general to transportation systems and methods for personnel and cargo and, in particular, to a continuous, high-speed system capable of dropping off and picking up passengers and cargo in detachable nacelles on an auxiliary track at stations, without the main transportation vehicle having to slow down or stop.
BACKGROUND OF THE INVENTION

[0002] It is recognized that much of the inefficiency in transportation systems derives from the usual need to stop the vehicle to allow for embarkation and disembarkation of passengers, goods, and cargo. The deceleration to stop, idling and acceleration to travel speed results not only in poor energy efficiency, but also significant time inefficiencies.
By making the system more continuous, a much more time-and-energy-efficient system can be achieved.

[0003] In the transportation industry, many ideas have been suggested to achieve a true non-stop system that can pick up and drop off passengers (or cargo) at intermediate stations at various locations along the transportation route, either in villages or towns between major cities or at stations within the cities, without stopping or slowing down the main transportation vehicle. Most current systems of high-speed transportation have been designed which consists of multi-unit trains travelling from one major city to another without facilities to conveniently allow passengers to embark or disembark at villages or cities along the route. Attempts have been made to modify existing systems to provide the non-stop feature, but without any significant degree of success.

[0004] One common attempt at a solution consists of a moving train, comprised of a main compartment and/or a series of single units or cars, travelling on existing ground-level tracks to which a single stoppable unit or car for carrying passengers and/or cargo attaches. The single unit, which can stop to disembark and embark passengers and cargo, ramps onto the tracks once the main train has passed, accelerating to catch up to the train and to subsequently connect thereto at the back. Passengers then transfer internally (walk) from the rear attached unit to the other units or the main compartment of the train. Passengers wishing to disembark walk back to the rear unit to disembark.
The rear unit is disengaged and off-ramps to the station for disembarkation and subsequent embarkation of new passengers/cargo. For a multi-unit train, this is a major problem as only a limited number of passengers can embark or disembark at the same station, depending on the size of the single unit and the frequency of the trains.
SUMMARY OF THE INVENTION

[0005] The present invention provides a system initially designed as a full non-stop system, with several novel and unique features that overcome all the problems normally encountered with transit systems. The system can be installed without conflict with any existing systems as it uses an elevated track system which can be installed on the free side of existing roads, thereby avoiding purchase and/or appropriation of land and causing no conflict or intersections with existing road systems.

[0006] In general, the transporter vehicle is preferably self-propelled and provides noiseless, vibration-free, high speed, non-stop travel from any station to the destination station.
Preferably, the transporter rides on a cushion of air on an elevated track and runs on electricity. The track is inexpensive and can be installed in myriad environments, and on pylons on solid ground or on floating pylons in marshes or waterways. The track can also be installed on the side of hills (even vertical cliffs) and provide access to areas otherwise inaccessible by roads.

[0007] More particularly, the present invention preferably comprises a single-unit, self-propelled transporter vehicle, preferably traveling on a cushion of air on an elevated track that goes from one major city to another and returns on a second track as a loop, , , capable of transporting on its sides detachable nacelles and capable of releasing one or more nacelles on auxiliary tracks at intermediate stations and picking up replacing nacelles, which are accelerated and attached to the transporter, without the transporter having to stop or slow down.

[0008]
In one aspect of the invention, there is provided a transportation system comprising a main track; at least one auxiliary track, wherein the auxiliary track and main track are disposed parallel to one another at least at a disengagement zone and an engagement zone; at least one transporter vehicle configured to move along the main track; and at least one nacelle disengageably attachable to a side of the at least one transporter vehicle.
The at least one nacelle is configured to move along the at least one auxiliary track at least when disengaged from the at least one transporter vehicle; and the at least one nacelle is attachable to and detachable from the transporter vehicle at the engagement zone and the disengagement zone, respectively. In one embodiment, the nacelle is attachable to and detachable from transporter vehicle while the transporter vehicle is moving along the main track. In other embodiments, the transporter vehicle may stop to detach or attach the nacelle.

[0009]
The present invention also is directed to a method of transportation comprising providing a main track; providing an auxiliary track, wherein the auxiliary track and main track are disposed parallel to one another at least at a disengagement zone and an engagement zone; providing a transporter vehicle configured to carry passengers and/or cargo and configured to move along said main track; providing a nacelle configured to carry passengers and/or cargo and configured to move along said auxiliary track, the nacelle being disengageably attachable to the transporter vehicle;
disengageably attaching the nacelle to said transporter vehicle at said engagement zone;
moving the transporter with the attached nacelle along the main track; and detaching the nacelle from said transporter vehicle at said disengagement zone onto said auxiliary track.

[0010] In this Hyper-Speed Transporter System, the single vehicle can pick up two nacelles (one on each side), each nacelle can contain for example up to 30 passengers, for a possible total of 60 passengers embarking (and 60 passengers disembarking) from one vehicle at each station. Any volume of passengers can be accommodated by having more transporters on the line. For example, at 200 miles per hour between Ottawa and Montreal (a distance of 100 miles; travel time 30 minutes), the track loop could have 2 transporters; 1 transporter going toward Montreal and 1 transporters going toward Ottawa (100 miles apart). This would mean a transporter every 30 minutes, at each station in either direction, with an average waiting time of 15 minutes. The line from Ottawa to Montreal could pick up (and drop) a theoretical volume far exceeding the entire population of each of these villages. As an example, a passenger from Rockland could embark in a nacelle that would be picked up within 15 minutes, would reach Ottawa in 7.5 minutes, would transfer at an interchange station in Ottawa to the Toronto line and would be in Toronto in 2 hours 7.5 minutes (and could continue with further interchanges to any major city (or village) at 200 miles per hour.

[0011] Passengers only have to move from the original nacelle to the main vehicle when embarking, and transfer to the nacelle when disembarking (along the same track loop).
To continue travelling on a different track loop, passengers transfer to an interchange nacelle that automatically drops and is picked up by the transporter of the other track loop.

[0012] Initially, the interchange between major loops will require that passengers transfer to a nacelle and be dropped at the interchange hub, then physically transfer to another nacelle to be picked up by the transporter of the continuing line, but this would be automated later after more track loops are created and hubs are formalized at the meeting point of these track loops. It should be noted that all track loops should generally have a counter-clockwise direction, to facilitate how they connect at major , hubs (which would also be working in a counter-clockwise direction). However, in certain circumstances a clockwise direction may be appropriate.

[0013] The system is continuous and requires no scheduling at any time. The transporter conductor can help passengers to choose the station number at which they should disembark, or when to interchange (as required). In slow periods (e.g. night time), transporters with empty nacelles can be temporarily removed from the line and returned to the line later, without any conflict.

[0014] The major benefit of this system is that passengers embark in nacelles at the station before the transporter arrives, and when the nacelle is accelerated and attached to the transporter, they transfer to the transporter until they disembark, at which time they transfer to a nacelle that is dropped off. Passengers disembark from the nacelle after the transporter is gone.

[0015] The main track can be installed between two major cities, on both sides of existing roads as a loop which provides transportation to and from cities (both directions) without the possibility of head-on collisions for the transporters and without the possibility of collisions with other vehicles or people on the ground. The system can be implemented in some areas and not in others and features can be implemented in phases in some areas without conflict with other areas. As new tracks loops are installed, they can be connected to previous loops to provide further non-stop destinations.

[0016] The nacelles, which operate on auxiliary tracks when not attached to the main transporter, are accelerated progressively to match the speed of the oncoming transporter (a total estimated acceleration time of 20 seconds). The length of the auxiliary pickup track is adjusted to allow a comfortable rate of acceleration and sensors may be provided on the main track at appropriate locations to accurately control the release and pickup of nacelles. A slight speed reduction of the transporter could advantageously mean a significantly shorter auxiliary acceleration track, if necessary.

[0017] The air pressure to support the transporter on the track may be created by forced air pumped through holes in the bottom of the transporter across the entire length and width of the vehicle. An automatic leveling device may be incorporated to control and maintain the level of the transporter, using a sensor at each corner.

[0018] A preferred embodiment of the invention provides a unique feature not offered by any other transportation system, which is the ability to lay the main track across marshes or rivers on floating supports.

[0019] The invention offers still another unique and useful feature, not possible with any other transportation system, which would revolutionize transportation in certain mountainous areas, where roads are non-existent, dangerous and expensive to build.

[0020] Because of the relatively low weight of the transporter, for example as compared with locomotive trains, it is possible to install tracks to follow steep mountain sides, even vertical cliffs, by installing track supports in the hillside at regular intervals and attaching a track to these supports. The procedure involves drilling a hole in the side of a hill (horizontally or at a downward angle), inserting a steel beam, injecting cement around the beam and attaching a track to this support. Tracks could be installed in previously inaccessible areas or in national parks, without disturbing the wildlife or causing pollution. National park scenery could be experienced live and not just in pictures. The need for bridges or tunnels and the danger that they entail would be reduced or eliminated. A track-building device may be devised that installs its own track as it advances on steep mountain sides as described above, or by installing regular pylons as it advances on level ground, without disturbing existing ground-level structures.

, ,

[0021] The system and its many features can be installed in some areas independently of other areas and connected together later. Also, options such as an auxiliary track on one side or on both sides of the main track, or the option to pick up and drop nacelles non-stop as opposed to doing a quick stop and restart (for remote areas), are all possible without affecting the operation of the system. Another option of dropping and picking up nacelles on only one side and keeping the other nacelle on the transporter, increases the maximum passenger capacity of the transporter/nacelle combination to the combined capacity of a transporter and a nacelle. These options depend on the location, on the volume of passengers and on the cost of the features. Stations could be different from one-another without affecting the running of the system.

[0022] For simplicity at busy stations, it may be an advantage to always drop off and always pick up a nacelle, regardless whether passengers are getting on or off. This will simplify the communication between the attendant on the transporter and the attendant at the station.

[0023] A simplified arrangement for remote stations or low volumes of passengers would provide a simple auxiliary track where the transporter would stop, disconnect a nacelle, connect another nacelle and restart immediately.

[0024] To ensure smooth operation and safety, the front of the transporter may be equipped with either a device to remove snow or ice deposits on the track, or the track itself may be heated electrically or can be vaulted or built with slight tilt which would be compensated for by the tilt/leveling feature of the transporter. The air pressure created by the supporting air cushion at every passing of a transporter would also help to remove snow, liquids or matter that may fall on the track.

, ,

[0025] In major cities where the ends of two main track loops come together, an interchange facility may be provided where passengers can use a nacelle to disembark from the transporter, which nacelle is then picked up by the transporter of another main line.

[0026] By using the system according to the invention, the number of cars and buses on the roads could be reduced significantly during work days and on weekends. Travel time for commuters living in the suburbs could be substantially reduced. Due to the high-speed nature of the transporter on the main lines, short-haul airline flights could be reduced almost entirely or even eliminated. Taxis between cities and villages could be eliminated entirely but may increase within main cities due to additional loads in bringing passengers to and from the main track stations.

[0027] A great reduction in gasoline/petrol usage for cars, buses and airliners would result.
Similarly, parking areas in cities, air pollution and road maintenance would be drastically reduced. Country living could be enjoyed without the travel disadvantages of the past.
A corresponding loss of employment, equipment purchase and maintenance would result for most of the existing transportation systems.

[0028] To facilitate the movement of nacelles at a busy station, the nacelles may be provided with a small air motor (remotely controlled), which requires no electrical connection to move nacelles at stations. Air tanks pressure would be restored when a nacelle is attached to the transporter. The main and auxiliary tracks may include expansion joints to accommodate tracks expansion caused by temperature changes and to accommodate minor track movements caused by earthquakes. An exit ramp at the half-way point between large cities or at an interchange node may be provided to allow quick recovery in the event of a defective transporter. To avoid accidents, all transporters would be monitored by GPS and if a transporter is compromised, it can be moved on its wheels at reduced speed, or pushed by the next transporter to an exit ramp and quickly removed from the line. Stations may provide a rental service for bicycles or electric carts for passengers to visit at a village and return to the station. Stations may provide food, toilet facilities, emergency medical assistance, telephone service, ATM facilities and general travel utilities (toothbrush, water bottle, etc).

[0029] These and other advantages and economies will become apparent from the following detailed description with reference to the drawings wherein:
BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Fig. 1 is a perspective view of a section of the hyper-speed transit system, according to the invention;

[0031] Fig. 2A is a perspective view of a section of the hyper-speed transit system showing a portion of an auxiliary track section. Fig. 2B is a schematic view of an exemplary station setup showing one main track in one direction with associated auxiliary tracks;

[0032] Fig. 3A is a schematic view of a simple station with the tracks going in both directions;

[0033] Fig. 3B is a schematic view of an alternate, more complex station setup with transfer tracks for handling of the nacelles, and only showing one track in one direction;

[0034] Fig. 3C is a schematic view of an alternate remote station setup;

[0035] Fig. 3D is a schematic view of a level stop station;

[0036] Fig. 4A is a schematic view of a regional transportation network embodying the hyper-speed transit system according to the invention;

[0037] Fig. 4B is a schematic view of the preferred main line loop from one major city to another going through all the villages in between and showing the central hub that provides interchange where major loops meet;

[0038] Fig. 4C is a more detailed schematic view of a typical hub, where several track loops meet;

[0039] Figs. 5A is a diagrammatic view of the auxiliary track and an auxiliary track intersection and Fig. 5B is a diagrammatic view of an acceleration unit used to propel the nacelle;

[0040] Figs. 6A, Fig. 6B and Fig. 6C are diagrammatic views of various preferred embodiments of the main track;

[0041] Fig. 7 is a schematic view of a section of the main track comprising straight and curved sections;

[0042] Fig. 8 is a diagrammatic partial cross-sectional view of the transporter on the main track;

[0043] Fig. 9 is a diagrammatic view of the main track and an auxiliary track (going in one direction), showing the position of the sensors;

[0044] Fig. 10A is an exploded view of the transportation vehicle on a segment of a main track and a pair of accompanying nacelles;

[0045] Fig. 1013 is a front or rear, exploded view of the transportation vehicle and a pair of accompanying nacelles;

[0046] Fig. 10C is a diagrammatic partial sectional view of the connected transporter-nacelle and Fig. 10D is a diagrammatic top view both illustrating the transporter-nacelle engagement/disengagement mechanism;

[0047] Fig. 11 is a diagrammatic view of a track switch that permits removing or adding transporters to a track loop; and

[0048] Fig. 12 is a perspective view illustrating the transporter with nacelles travelling on a portion of a main track installed laterally on a steep incline, demonstrating a means of travel on land where there is no road.
DETAILED DESCRIPTION OF THE INVENTION

[0049] Fig. 1 shows a preferred embodiment of the hyper-speed transportation system 10 comprising one or more transporter vehicles 12, each with a pair of detachable nacelles 16, one on each side of the transporter vehicle 12, travelling on a section of a main track 20. The transporter vehicle 12 includes a primary passenger compartment 14 while each nacelle 16 includes a secondary passenger compartment 18. The transporter 12 and/or nacelle 16 may be provided with a transparent or semitransparent, panoramic roof panels 15,17 for scenic viewing, such as for travelling between high buildings or in mountainous (public park) areas. While transparent panoramic roof panels may not be suitable for the general system (because of cost, possible problems with transporter =
weight/rigidity and possible skin problems on long trips (excess brightness, sunburns etc.), side windows for the transporter 12 and nacelles 16 are desirable.

[0050] Fig. 2A depicts the general embarkation-disembarkation process of the system 10. At various locations along main track 20, embarkation-disembarkation stations 21 are provided which include auxiliary tracks 26 as well as a platform 25. The platform 25 may be at ground level, while the main track 20 is preferably elevated.

[0051] Passengers 27 on the platform 25 embark one of the outbound nacelles 16B which is to be going in their direction of travel. As a transporter 12 travelling on main track 20 with inbound nacelles 16A approaches the station 21, outbound nacelles 16B leave the platform and start accelerating (in the direction to the right in Fig. 2A).

[0052] As the transporter vehicle 12 approaches the auxiliary tracks 26, the nacelles 16 are caused to engage the auxiliary tracks 26 and disengage from the transporter 12. Once separated from the transporter 12, the inbound nacelles 16A commence deceleration so as to stop at the platform 25, while the transporter 12 continues along the main track 20. In this regard, it is to be noted Figs. 2A and 2B, are not to scale in that the length of the auxiliary tracks 26 are sufficient to allow safe and comfortable deceleration/acceleration of the inbound and outbound nacelles 16A,16B. Once the inbound nacelles 16A reach the platform 25 and stop, passengers 27 who wish to disembark may do so. In the meantime, outbound nacelles 16B accelerate to match the velocity of the transporter 12, which has continued to travel along main track 20 and past station 21, and are caused to engage with the transporter vehicle 12 and subsequently disengage from the auxiliary tracks 26 so as to be fully supported by the transporter vehicle 12 on the main track 20.

[0053] Fig. 2B is a schematic depicting an exemplary small or intermediate station setup 22 along a main track 20 (but shown in one direction only for purposes of explanation).
Auxiliary tracks 26 are provided adjacent the main track 20 near the small station 28.
The auxiliary tracks 26 are generally parallel to the main track 20 at least at a , disengagement zone 30 and an engagement zone 32 where the nacelles 16 disengage from and engage with the transporter vehicle 12, respectively. The transporter generally maintains its travel speed Vi travelling on the main track 20. As the transporter approaches the small station 28, passengers wishing to disembark assemble in the inbound or arriving nacelles 16A. At the disengagement zone 30 of the auxiliary tracks 26, the arriving nacelles 16A disengage from the transporter 12 and decelerate comfortably to stop at the small station house 28 for disembarkation.
Meanwhile, embarking passengers, who have already assembled in outbound or departing nacelles 16B, are comfortably accelerated V3 along the auxiliary track 26 to match the travel speed Vi of the transporter on the main track 20 by the time the transporter 12 reaches the engagement zone 32, at which time the departing nacelles 16B supportingly engage the transporter 12. Embarking passengers who do not wish to get off at the next station will move to the primary passenger compartment 14 of the transporter 12 and transfer back to a nacelle 16A only when the destination station is approached.

[0054]
Fig. 3A shows schematically a simple station (as similarly described in Figs.
2A and 2B) but with a section of main track 20A, 20B in each of the two directions. The sections of main track 20A, 20B are part of a continuous main track loop 23 (see Fig. 4A).
In such a station (for example, in a village), the sections of main track 20A, 20B may be adjacent the main roadway 52, so that the nacelle 16C, 16E closer to the road can be dropped on an auxiliary track 26 between the road 52 and the section of main track 20A, 20B. This nacelle 16C, 16E would cross under the section of main track 20A, 20B to get to the station house 28A, 28B. The station house 28A for the transporter vehicle 12 in the direction L would effectively be on one side of the road 52 (above as shown in Fig. 3A).
The other section of main track 20B for the transporter vehicle 12 going in the opposite direction R is on the opposite side of the road 52, (below as shown in Fig.
3A), possibly with its own station house 28B. The infrequent time when a disembarking passenger would want to go to a nacelle 16C, 16D or 16E, 16F on the opposite side of the road 52 would be if the passenger had missed his stop and wanted to go back to a previous station. In this case, suitable underground or above-ground passageways (not shown) , may be provided. The auxiliary tracks 26 may include run-offs 34 which permit the nacelles 16C-16F to slow down to a stop and return to the station by way of return tracks 44 in the event a successful attachment does not occur by the end of the engagement zone 32.

[0055] While the system 10 includes robust control and safety systems to ensure safe and secure attachment of the nacelles 16 to the transporter vehicles 12, there remains the possibility that for various reasons, one or both nacelles fail to attach to the transporter vehicle 12 as planned. The preferred solution for a failure to connect a nacelle 16 to the transporter 12 is to stop the transporter 12 and back it up to the engagement zone 32, and also back up the nacelle 16 to the engagement zone 32, attach it and restart the transporter 12. This takes a relatively short period of time to decelerate, attach the nacelle 16 and re-accelerate the transporter 12. The missed-nacelle problem is thus fully overcome. However, if the missed nacelle 16 cannot be attached, it may mean that either the nacelle attachment mechanism is damaged or the transporter 12 is damaged.
To find out which, the missed nacelle may be replaced with another nacelle (a spare nacelle). If the spare nacelle attaches correctly, it means the transporter is functional and the missed nacelle or its attachment mechanism may be damaged and may need to be repaired. The damaged missed nacelle may be removed with the passengers and/or cargo being transferred to the replacing (spare) nacelle at the platform 25, with subsequent restart of the transporter 12. The missed-nacelle problem is thus fully overcome. The misfunctioning missed nacelle may then be repaired at the station.

[0056] However, if the spare nacelle cannot be attached, it may mean the transporter 12 is damaged and the missed nacelle is functional. The transporter could continue without the missing nacelle and with its functioning nacelle which may be disengaged at the next station to enable the transporter 12 to be moved to a main track switch where it can be removed for repair and replaced by a working transporter (with two empty nacelles 16).
The functioning missed nacelle with its passengers may be returned to the platform 25 to be picked up by the next transporter 12. The missed nacelle problem is thereby fully overcome. This process may require that a spare nacelle be available at each station, even the small ones.

[0057] Similarly, for failure of an arriving nacelle to successfully engage the auxiliary track 26 and detach from the transporter vehicle 12 in the disengagement zone, the transporter vehicle can continue with the attached nacelle 16 to a main track switching location where the nacelle and its passengers and/or cargo can be transferred to an operable nacelle that is attached back on the transporter vehicle 12 and redeployed onto the main track for continued operation and travel.

[0058] An exemplary large station or terminal setup 36 is depicted schematically in Fig. 38 along a section of the main track 20 (shown in only one direction for explanation purposes).
Auxiliary tracks 26 have a disengagement section or zone 30 and an engagement section or zone 32, which are generally parallel to the main track 20, for dropping-off and picking-up nacelles 16A,1613. For further safety, in the event one or both of the nacelles 16 fail to safely and properly engage the transporter 12 within the engagement zone 32, run-off tracks 34 are provided which extend from the auxiliary tracks 26 at the engagement zone 32 and enables one or both nacelles 16 to slow to a stop and back up to return to the station 42 by way of return tracks 44. Additional transfer tracks 40 may be included to permit juggling of nacelles 16 at the station 42 for ease of loading or unloading. Special track-crossing sections 37 may also be provided at various locations to permit sideways movement of the nacelles from any auxiliary, return or transfer track 26,44,40 to any other. Fig. 38 is effectively an expanded version of the station setup of Fig. 3A (for only one direction) with additional transfer tracks to handle a greater number of nacelles 16 and passengers.

[0059] Fig. 3C shows an alternate remote station setup 24 without a nacelle-acceleration feature, where the transporter 12 stops on the main track 20 to drop off and pick up a nacelle 16 along auxiliary track 26A then restarts. This type of remote station setup 24 can be on both sides of the main track 20 loop, in both directions, if required, giving =
access to the main track 20 for remote passengers. A nacelle 16 is disengaged from the stopped transporter 12 at position X and is moved onto the descent track (to the left) to go down to ground level. A nacelle 16 at position Y to be picked up is moved to position X and attached to the transporter 12 (which would restart immediately) and the nacelle 16 could continue normally on the transporter 12 in that direction or be dropped at the next regular station where its passengers (and/or contents) would be delivered or transferred to another nacelle going in the reverse direction (as required). A
nacelle would be positioned at position Y at all times ready for pick-up. It may be empty or may have passengers or cargo. If there are no passengers to disembark and no passengers to embark in the nacelle at position Y, the transporter 12 does not stop.

[0060] Fig. 3D shows a level stop station 29, which is similar to the remote station setup 24 of Fig. 3C, whereby the transporter 12 may stop quickly, switches nacelles 16, and restart immediately. In this case, the main track 20 is at ground level (i.e. not elevated), as in a subway. For a subway, an acceleration option may not be practical given the possible limitations on space available. While a stop option would present a delay in travel time over a non-stop system, a stop-and-go version of the present system is faster than existing transportation systems, because there is no embarkation or disembarkation time involved during the stop time. Stop-and-go stations may be provided for other reasons, such as for speed or simplicity of installation or cost. Another advantage of the stop-and-go option is that it is safer in terms of not having to undertake attachment/detachment while moving, and would be less expensive, which may be a determining factor in a public system. In some short lines with few villages, or out-of-the-way remote lines, this may be a good compromise. The time delay to decelerate and accelerate is relatively short, and should not be a significant discomfort for passengers.

[0061] The hyper-speed transporter system may be arranged in a number of different configurations or combinations of the stations setups shown in Figs. 3A-3D.

[0062] As shown schematically in Fig. 4A, a regional network 55 may be arranged comprising a plurality of main track loops 23 interposed between or extending from cities or more densely populated urban areas 57 (hubs) at turnarounds 54. The main track loops 23 pass through or by a number of villages 59 or rural areas local stations 21 or remote stations 24 may be provided.

[0063] As shown schematically in Fig. 4B, a system 10A is provided between terminuses 50A,50B, which may be in the same or different cities or from outside a city to within.
System 10A comprises main tracks 20A,20B disposed in a loop 23 which may be arranged on either side of a roadway 52, except at the terminuses 50A,50B. As shown, terminus 508 is within a hub 51, where a plurality of such loops 23 converge. At the terminuses 50A,50B, the first and second main tracks 20A,20B converge at turnarounds 54 to enable the transporter (not shown) to continue non-stop around the track loop 23.
Fig. 4B
shows how a loop 23 at hub 51 comes to a turnaround 54 where it meets another loop 23 going to a different city. It will be understood that the meeting point of two (or more) track loops 23 at a hub 51 (shown in more detail in Fig. 4C) would be treated as a major station where each main track 20A,20B will have an auxiliary track 26 (shown in dotted outline), as described above, where nacelles (not shown) may be dropped off at and picked up from the preferably circular central hub station 53 which acts as a means of interchange for the nacelles with any of the other loops 23 of the system. As illustrated in Fig. 4C, the main tracks 20A,20B may follow a wider path at the turnaround 54 to permit maintaining a higher speed when turning the transporter 12 around. In practice, to reduce the size of a hub 51 and the length of the auxiliary tracks 26 at the hub station 53, it may be advantageous to reduce the speed of the transporters 12 as they approach a hub 51 and re-accelerate as they leave the hub 51. The dashed lines representing the auxiliary or transfer tracks and connecting the loops 23 to the hub station 53 show that the hub station 53 can provide an interchange to any other loops 23.

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[0064] Fig. 4B shows a number of stations (villages) along each of the first and second main tracks 20A,20B. Although small station setups 22 of Figs. 2B and 3A are shown in Fig. 4B, it will be understood that large stations setups 36 as shown in Fig. 3B could be arranged, or any combination thereof without any conflict. As shown in Fig. 4B the small stations may be located below the main tracks 20A,20B as shown at 28' or above the main tracks 20A,20B as shown at 28". Auxiliary tracks 26 are arranged appropriately with respect to the position of the small stations 28',28" and the adjacent main tracks 20A,20B. The small stations 28',28" may be connected to adjacent stations 28%28" on the opposing main track 20A,20B by way of underground passageways or tunnels 56 or overhead passageways or overpasses 58. It is expected that in most areas, the main track 20A,20B will be elevated off the ground (15 feet, for example) and would not normally be at ground level, although the disembarking and embarking nacelles would generally be at ground level. The need for overpasses or tunnels would normally only be required in very large centers with wide roads or complex road arrangements with many levels and in very unusual situations.

[0065] Fig. 5A shows the preferred shape (cross-section) of the auxiliary track 26 and the manner by which a level intersection 49 with another section of auxiliary track 26' or track-crossing sections 37 (see Fig. 3B) may be provided.

[0066] Fig. 5B shows an acceleration unit 62 which may be used to propel a nacelle (not shown) along auxiliary track 26 to match the speed of the passing transporter (not shown), to which the nacelle will be attached. Alternatively, the nacelle may be accelerated using a chain or cable and a winch or a steam device (as on aircraft carriers) or by a MAGLEV-type device to magnetically propel and/or support the nacelle and synchronize its speed with that of the transporter. While the nacelle may be self-propelled, by preferably providing the acceleration unit 62 separately to propel the nacelle rather than including propulsion means in the nacelle itself, a considerable reduction in weight of the nacelle and hence of its engagement/disengagement mechanism, can be realized. As shown in Fig. 5B, the acceleration unit 62 comprises a device of sufficient power to propel the nacelle to the speed of the transporter to which it will be attached (either an electric or gasoline or steam motor, or a winch or a MAGLEV-like device). In the embodiment shown in Fig. 5B, an electric motor is provided which drives wheels 66 that engage the auxiliary track 26 are shown for illustrative purposes. The acceleration unit 62 includes a connector 68 which engages the nacelle for acceleration along the auxiliary track. The acceleration unit 62 may be controlled by hand for testing purposes and for movement of nacelles at a station for loading and unloading, and may be triggered remotely from a signal as will be described below. After use, the acceleration unit 62 may return to the station on return tracks 44 via run-off tracks 34 as shown in Figs. 3a or 3B.

[0067] Figs. 6A to 6C show different possible profiles of the main track.
Fig. 6B shows an elevated monorail track 76 supported by a cement or metal pylon 78 for providing elevation above ground or water. Fig. 6A shows track 72, a variation of track 76 with side flanges 74 whose purpose may be to provide better control of the air cushion that supports the transporter, when one side is heavier than the other. Any other suitable track configuration may also be used, such that the transporter 12 is able to travel along and be supported upon it with the added weight of the nacelles and their contents. The main track 20 and auxiliary tracks 26 may be made from any material of suitable strength and durability such as welded steel, aluminum, composite material, concrete or combinations of these. The track 80 shown in Fig. 6C is vaulted as a means of permitting any deposit to slide off, or may be covered with an insulating material that minimizes freezing.

[0068] The track 20 may be made in sections that are straight or gradually curved and may include horizontal or inclined and declined sections. Fig. 7 shows an exemplary main track 20 made up of a plurality of long, straight sections 84 and short, straight sections 86 separated by spacers 88 so as to form a curved section 90 of the main track 20.

[0069] Fig. 8 shows the preferred manner by which the transporter 12 rides on the main track 20. The transporter 12 straddles the track 20 by way of a longitudinal channel 92 in the bottom of the transporter 12. A pressurized air generation system 94 consisting of electric motors located in the space between the sides of channel 92 and the outside frame of the transporter (on each side), spaced appropriately from front to back of the transporter and in sufficient number and/or capacity to produce sufficient pressurized air to support the transporter 12. The pressurized air is pumped through holes 98 in the sides and top of channel 92 by way of a manifold system 96 across its entire length and width, providing a cushion of air 100 on which the transporter 12 is supported vertically and guided horizontally. Because of the large area of the transporter channel 92 (for example 60 x 4 feet or 34,560 square inches), the air pressure required to support a fully loaded transporter (of approximately 8 tons) is relatively low (calculated at 0.462 lbs per square inch) when it is not in motion. The underside of channel 92 is divided in 4 areas each supporting 1/4 of the transporter's weight. To compensate for the weight being uneven on each side or uneven from the front and rear, an automatic leveling device is incorporated that monitors the amount of air being pumped to each side and to the front and rear half of the transporter 12, (controlled by a distance sensor between the track and channel 92 at each corner). A failure of the air cushion automatically releases the retractable wheels 104 to support the transporter until it reaches a switch (as will be described below in connection with Fig. 11) where it can be removed from the main track for repair. Otherwise, driving wheel 102 is used to propel and slow the transporter 12.
Other means of propelling the transporter may be used such as outside propellers or jet engines or turboprop (as appropriate to the situation). Supporting wheels 104 are used to support the transporter on the track for situations which do not use the air cushion feature, or in the event of an air cushion failure, or to move the transporter within a station for repair. Supporting wheels 104 are located at each corner of the transporter, and, while unused for air cushion travel, are automatically lowered if the air cushion pressure fails or is intentionally turned off. An active suspension, comprising hydraulic pistons 106, which tilt the transporter 12 for passenger comfort in curves or which are used to level the transporter vehicle if tilted (roll angle), controlled by way of a pendulum or accelerometer 112 and sensors at each corner for automatic leveling and banking of the transporter 12 during travel, coupled with springs 108 to soften the ride for any minor vertical irregularity in the track, and supported by spring supports 110. The top of the track 20 (except for special cases) will generally be horizontal, for reduced construction costs, or vaulted as shown in Fig. 6C. Guide wheels 114 are preferably provided for lateral control and when moving the transporter on its wheels without any air pressure and a securement device is preferably provided to keep the transporter from leaving the track.

[0070] Flexible baffles 99 are mounted on the inside bottom of each side of channel 92, along the entire length of the transporter and at the side and top of channel 92 at the rear of the transporter and at the side and top of channel 92 at the front of the transporter, to reduce the loss of air pressure. These baffles 99 are designed to flex under air pressure while the transporter 12 is moving. However, they are shaped to allow movement of the transporter 12 forward or backward at low speed for maintenance or repair.
The main track may have an electric power source 115 to which the transporter 12 connects at interface 116.

[0071] The system 10 may be fully automated to function under programming and/or through control by onboard or off-board personnel. A series of sensors for providing monitoring and/or signaling at various locations throughout the system 10 to assist in operating and controlling the system 10 may also be provided. Referring to Fig. 9, there is shown a preferred arrangement of sensors which assist in the operation of the hyper-speed transportation system. The main track 20 has three sensors 120,122,124 which are positioned at the appropriate distance before the station 28. One of these sensors is a NACELLE-PICK-UP-REQUIRED sensor 120, which may be set remotely by a station attendant; another of these sensors is a NACELLE-DROP-REQUIRED sensor 122, which may be set remotely by a transporter attendant or by the NACELLE-PICK-UP-REQUIRED
sensor 120; and the other of these sensors is a START-PICK-UP-NACELLE sensor 124, which triggers the start of acceleration of a nacelle at the station 28.

[0072] The main track 20 has a fourth sensor which is positioned at the appropriate distance after the station 28. This sensor is a TRANSPORTER-AHEAD sensor 126, which is set when the transporter reaches it and confirms that the transporter is ahead of the pick-up nacelle, i.e. the normal condition. Various other sensors and monitors may also be included for providing information and safety monitoring to the system 10. The operation of the sensors and the hyper-speed transportation system will be explained further hereinbelow.

[0073] A preferred mechanism 130 for engaging/releasing a nacelle 16 with a transporter 12 is illustrated in Figs. 10A-10D. Figs. 10A and 1013 show a separated perspective view of the transporter 12 and a pair of nacelles 16.

[0074] The transporter 12 has an outer wall 132 provided with a plurality of spaced-apart doors 134. The facing wall 136 of the nacelle 16 has a corresponding plurality of doors 138 spaced-apart at the same intervals as the transporter's doors. A
series of nacelle supports 140 are provided along the outer wall 132 of the transporter 12 which are designed to support the bulk of the load of the nacelle 16. The transporter 12 includes a pair of forward driven wheels 142 positioned near the transporter's front end 144 and a pair of rear driven wheels 146 positioned near the transporter's back end 148. Driven wheels 142,146 assist in engaging the nacelle 16 and propelling relative to the transporter 12 as will be explained hereinbelow.

[0075] When the terms front, forward, rear or back and rearward, etc. are used here, they are in relation to the direction of travel of the transporter and nacelle at the time. The transporter and nacelles are intended to travel in both directions and are each preferably similarly shaped at both ends.

[0076] The nacelle 16 has a pair of centre latches 150,152 designed to engage a centering post 154 on the transporter 12. The centre latches 150,152 may be spring loaded and/or retractable. The post 154 is movable along a longitudinal slot 156 but is biased toward a central position by means of a spring and damper (hydraulic shock absorber) system, not shown. The location of the latches 150,152 and centering post 154 are such that when they are engaged and are at steady-state, the transporter's doors 134 on the outer wall 132 of the transporter 12 will be generally aligned with the nacelle's doors 138 on the adjacent, facing wall 136 of the nacelle 16, and the series of nacelle supports 140 will be aligned with a corresponding series of upper lock-on mechanisms 160 provided on the nacelle 16.

[0077] The engagement/disengagement mechanism 130 is shown schematically in greater detail in a general sectional view in Fig. 10C and the top-down sectional view of Fig. 10D, wherein the various components are laid out roughly adjacent their corresponding component of Fig. 10C and not as they would necessarily appear longitudinally.
Details of the engagement/disengagement process are explained below.

[0078] In operation, a transporter 12 travelling along main track 20, either without nacelles 16 or after having dropped off nacelles 16 at a station 28,42, approaches the engagement zone 32, where the main track 20 converges with an auxiliary track 26 (Figures 2A, 2B).
An acceleration unit 62 (Figure 5B) propels a departing nacelle 16 up the auxiliary pick-up track 26 until it catches up to the transporter. When the nacelle 16 is partially beside the transporter 12, the rear driven wheels 146 at the back end 148 of the transporter 12 comes into contact with the facing side wall 136 of the nacelle 16 and propels the nacelle 16 forward. As the front center latch 150 on the nacelle 16 clicks past the centering post 154 on the transporter 12, the acceleration unit 62 is signalled and immediately stops pushing the nacelle 16 whereby the nacelle 16 continues forwardly until the rear center latch 152 on the nacelle 16 comes into contact with the centering post 154 on the transporter 12. The post 154 is pushed forward along the slot 156 and against the spring and damper, thus reducing the speed of the nacelle 16. The centering post 154, which is now caught between the front and rear centre latches 150,152, returns to a central position against the bias of the spring and damper system, thereby aligning the nacelle 16 and its doors 138 with the transporter 12 and its doors 134.

[0079] With the centering post 154 centered and the nacelle 16 and transporter 12 aligned, a nacelle locking unit 164 on the transporter 12 makes physical contact with the nacelle 16 to confirm that there is a nacelle 12. Once confirmed, a nacelle locking unit centre pin 166 activates to push on the lower end of the nacelle lock-on lever 160 thereby activating the upper lock-on mechanisms 160 with the corresponding upper nacelle supports 140A, locking the upper part of the nacelle 16 to the transporter 12.
By way of linkage 170, the movement of centre pin 166 also acts on actuating lever 172, to cause the lower lock-on mechanism 174 to lockingly engage the lower nacelle support 140B, thereby locking the lower part of the nacelle 16 in place, securing the nacelle 16 to the transporter 12. The driven wheels 142,146 stop rotating, and the support wheels 180 of the nacelle 12, which are located in a recess 182 between the nacelle's track cushions 184, are raised. If a winch and chain system described under Fig. 5B
(or other means of accelerating the nacelle 16 instead of the acceleration unit 62), raising the wheels 180 releases the chain (or disengages the other propelling unit) from the nacelle 16.

[0080] In the case of the nacelle 16 being ahead of the transporter 12, as determined by the TRANSPORTER-AHEAD sensor 126, the acceleration unit 62 is caused to slow until the nacelle 16 is partially beside the transporter 12. The forward driven wheels 142 at the front end 144 of the transporter 12 comes into contact with the facing side wall 136 of the nacelle 16 and propels the nacelle 16 rearward until the rear center latch 152 on the nacelle 16 clicks past the centering post 154 on the transporter 12. The slowing of the nacelle 16 causes the front centre latch 150 to push the post 154 rearwardly along the slot 156 and against the bias of the spring and damper, which eventually returns to a central position thereby aligning the nacelle 16 and its doors 138 with the transporter 12 and its doors 134 to permit entrance and egress of passengers.

[0081] While the hyper-speed transport system 10 is configured so that the nacelle 16 accelerates substantially to the same speed as the transporter for a smooth and precise engagement, in the event the relative velocities and/or positions of the nacelle 16 and transporter 12 are out of sync, various compensation means or adaptation strategies may be provided to ensure a safe and assured engagement. For example, if the speed of the nacelle 16 is too great relative to the transporter 12 and the centering post 154 is pushed forward in the slot 156 past a maximum limit, the front and rear centre latches 150,152, may be momentarily disengaged from the centering post 154, or vice versa, which lets the nacelle 16 move ahead of the transporter 12. As the nacelle 16 loses speed, the centre latches 150,152 will re-engage the centering post 154 in a similar, but opposite manner as described above.

[0082] Similarly, If the nacelle 16 is ahead of the transporter but is going significantly slower relative to the transporter 12, when the transporter catches up, the difference in speed may cause the centering post 154 to be pushed back beyond a maximum limit whereby the front and rear centre latches 150,152, may be momentarily disengaged from the centering post 154, or vice versa, to enable the nacelle 16 to move rearwardly of the transporter 12. If the acceleration unit 62 is still engaged with the nacelle 16, the nacelle 16 can be re-accelerated and the engagement sequence can be re-initiated.

[0083] If the transporter 12 is late or if by any other reason the nacelle 16 gets to the end of the engagement zone 32 before the nacelle 16 is centered and lockingly attached to the transporter 12, center latches 150,152 are caused to disengage vertically from the centering post 154, allowing the nacelle 16 and the acceleration unit 62 to return on the return track 44 to the station 42 or to re-enter the acceleration loop 48 at the switched connection 48 so as to re-engage a subsequent transporter 12.

[0084] When the transporter 12 approaches a station 28,42, any passengers desirous of disembarking transfer to one of the nacelles 16A (Figs. 2A, 2B and 3A-3C) and the NACELLE-DROP-REQUIRED sensor 122 is set (Fig. 9). When the transporter 12 hits the NACELLE-DROP-REQUIRED sensor 122, the nacelle support wheels 180 (Fig. 10C) are automatically lowered; an auxiliary track sensing wheel 186 is positioned for sensing the presence of the auxiliary track 26; and nacelle doors 138 and/or the transporter doors 134 are closed and locked. When the nacelle support wheels 180 hit the START-PICK-UP-NACELLE sensor 124, the start of the accelerated nacelle 16B is triggered at the station 28,42. When the nacelle 16A to be dropped-off reaches the disengagement zone 30 with wheels 180 lowered, the disengagement procedure preferably goes as follows.

[0085] When the nacelle 16A is completely above the auxiliary track, the auxiliary track sensing wheel 186 contacts the side of the auxiliary track 26, which through the linkage 180 (Fig. 10C) releases the lower lock-on mechanisms 174 from the lower nacelle supports 140B, releases the pin 176 in the nacelle locking unit 164, and releases the upper lock-on mechanisms 160 from the upper nacelle supports 140A, which detaches the nacelle 16 from the transporter 12, whereupon the nacelle 16 rolls along the auxiliary track 26 on its support wheels 180. As the nacelle 16 moves forward and down on the descending auxiliary track 26, centre latches 150,152 disengage vertically from the centering post 154 on the transporter 12 or the latches 150,152 and post 154 may be otherwise disengaged. The nacelle 16 continues down the descent track 26 and/or deceleration loop 46, if provided, and is decelerated by the nacelle brake unit 188 until it comes to a stop at the station 28,42. The auxiliary track sensing wheel 186 may then be set to off. The auxiliary track sensing wheel 186 is not used during the pickup of a nacelle.

[0086] For safety reasons, the engagement/disengagement mechanism 130 can only release a nacelle 16A when it is above an auxiliary descent track 26 and is supported by its wheels 180.

[0087] While the nacelle 16A is being dropped off (for passengers getting off as described above), the replacing nacelle 16B, whether occupied or empty, is being accelerated on the auxiliary track 26 toward the engagement zone 32 and readied to be attached to the moving transporter 12, as described with respect to Fig. 10C above.

[0088] When a nacelle 16B needs to be picked up because of passengers embarking, the attendant at the station sets the NACELLE-PICK-UP-REQUIRED sensor 122 on the main track 20 (Fig. 9), which initiates the sequence described above to release a nacelle 16A
from the transporter 12. When no nacelle needs to be dropped and no nacelle needs to be picked up, the nacelles 16 on the transporter 12 may remain in place. The nacelle drop-off or pickup may be monitored by computer and/or automated.

[0089] Fig. 11 shows a form of switch 190 which may be used to remove a transporter 12 (not shown) from the main track 20 for maintenance or repair, to add additional transporters 12 to the main track 20 for faster service, and/or to transfer transporters 12 between separate loops 23 at a hub 51, such as shown in Fig. 4B. The switch 190 includes a pivoting section 192 which is movable into an alignment (shown at position 192') with an on-off ramp 194 section of track.

[0090] Fig. 12 shows the unique option of installing a main track 20 in one of a variety of locations, some of which would be low-speed applications for visual benefits, such as:
on the side of a hill 200 or even a vertical cliff and above water in otherwise inaccessible mountainous areas; for visiting of restricted areas such as National Parks, in complete comfort, in safety and in any weather, without disturbing the wildlife or scenery or causing pollution; to safely visit dangerous wildlife areas or hard-to-reach areas such as Machu Picchu in Peru; and to view secure areas from an aerial position such as national buildings or monuments (the White House, the Pentagon Building, the carvings of Mount Rushmore, the Pyramids, Grand Canyon, Angkor Wat temple, etc.).

[0091] The track 20 can be installed in these difficult areas by installing track supports 206 in the hillside 200 at regular intervals and attaching the track 20 to these supports 206. The procedure involves drilling a hole in the side of a hill (horizontally or at a downward angle), inserting a steel beam, injecting cement around the beam and attaching a section of track 20 to this support 206.

[0092] A track-building device (not shown) is also contemplated that is capable of installing its own elevated track as it advances (without touching the ground), in areas where conventional road construction is not possible or not allowed.

[0093] The size of the transporter 12 and its nacelles 16 is subject to scaling to suit various transportation needs. The common (country-wide) system could have all its transporters being of the same size/capacity with its nacelles each being generally half the capacity of the transporter. For example, the standard transporter 12 may be provided with a passenger capacity of 60, while each nacelle 16 could hold up to 30 passengers. However, to permit the temporary transfer of transporters 12 from one track loop 23 to any other track loop 23 (to accommodate different volumes of passengers at different times or the permanent transfer of transporters to a different track line i.e. the sale or rental of a transporter to a different loop 23), it is essential that the top and side areas of those tracks be a standard size (this does not limit the size of separate special-purpose transporter/nacelle systems on a different-sized track. The system would be programmed to ensure that the passengers in the nacelles 16B
to be picked up do not exceed the capacity of the transporter 12 and its nacelles 16. A loop 23 between two cities 57 (see Fig. 4A) should normally have enough transporters to provide a service every few minutes, which would generally prevent large numbers of passengers from embarking at once. A monitoring system may be provided to monitor the number of passengers planning to disembark, to determine the available seats on the transporter 12 and limiting the passengers in the nacelle 16B to be picked up.
Without monitoring, the situation may be handled as follows: If nacelles 16B are picked up with more passengers than can be accommodated in the transporter 12, passengers in the transporter 12 who wish to disembark at the next station can move to the nacelles 16A
(switching places with the embarking passengers). If this does not correct the problem, some incoming passengers may stay standing in the transporter until the next station or until the situation improves (there is only a few minutes between stations) and an overhead handrail would be provided in the transporter for that purpose. If the condition persists, some of the passengers may have to remain in the nacelle and disembark at the next station, then transfer to the next nacelle to re-embark (a short delay). If this situation arises too often, it means that more transporters should be added to the line. Otherwise, some passengers may have to wait at the station for one or more transporters before being picked up. This is not considered a serious problem, as the need to monitor available space on the transporter can be completely avoided with more transporters, or as explained hereafter.

[0094] Flexibility in the system might also assist in increasing passenger volume. By only dropping off and picking up nacelles 16 on only one side of the transporter 12 and keeping the other nacelle 16 on the transporter 12, the maximum passenger capacity of the transporter/nacelle combination is increased to the combined capacity of a transporter and one nacelle. In the example of a 60-passenger transporter and passenger nacelles, the maximum capacity would be increased to 90 passengers.
These options depend on the location and on the volume of passengers. Stations could be different from one-another without affecting the running or cost of the system.

[0095] More complex systems could include several different-sized transporters where the engaging nacelles, also of different sizes, are selected for embarking passengers based on the size of the transporter to be engaged. Alternatively, a plurality of modular or mini-nacelles is contemplated wherein one or more mini-nacelles are attachable to the same side of a transporter, which has been suitably modified to accommodate engagement and disengagement of multiple mini-nacelles.

[0096] The overall passenger capacity of this system is extremely high and is limited only by the number of transporters on the track. The following example demonstrates the maximum passenger capacity for one track line from Ottawa to Montreal, approximately 100 miles, with 10 intermediate stations (villages) in between. At a speed of 200 mph, a transporter can go from Ottawa to Montreal in 30 minutes. This gives an average waiting time for passengers of 15 minutes. The average wait time depends on the number of transporters and the length of the track loop.

=

[0097] In the optimum (hypothetical) situation for one transporter, where everyone on the transporter (60 passengers) would disembark and two full nacelles of new passengers (60 passengers) would embark at each of the 10 stations between Ottawa and Montreal, in each direction, the volume of passengers can be theoretically calculated as follows:

[0098] With only one transporter running every half hour in each direction (24 times per day), a maximum total of 57,600 passengers can be picked up and dropped per day (i.e. 60 coming off + 60 coming on x 10 stations x 24 times per day x 2 directions).
This gives a service of 30 minutes in either direction with only one transporter, thus representing an average waiting time of only 15 minutes at a station.

[0099] With 2 transporters on the line, the service is every 15 minutes (average waiting time of 7.5 min) with a passenger capacity of 115,200 passengers per day. With more transporters or with speeds higher than 200 mph, the maximum passenger capacity would be higher and the waiting time correspondingly shorter.

[00100] The following example is provided for when a system requires laying of the main track across marshes or rivers on floating supports. For a river 1/4 mile (1,320 feet) across, there would be approximately 13 pylons if set 100 feet apart (either solid in-ground or floating pylons that can support the transporter while at rest). At 150 mph (220 feet/sec) the 'A mile distance will be travelled in 6 seconds (1,320 / 220 =
6) and the transporter is only in one place for 0.18 seconds (1,320 feet divided by transporter length of 40 feet = 33 lengths and 6 seconds / 33 length = .18 seconds). In such a short time, the inertia of the track, of the floating support and of the water under the support will prevent any significant movement of the track, especially since the floating pylons are capable of supporting the transporter while at rest. In deep waterways floating pylons are cheaper than solid pylons. Pylons on marshes or water would be anchored to prevent movement of the track.

[00101] As described this invention provides a high-speed transportation system which is easy to install anywhere without conflict with existing road systems, inexpensive to build, safer than other modes of transportation, convenient and comfortable in any weather, safe for the environment (pollution-free), convenient as it provides high passenger capacity limited only by the number of Transporter on a track, versatile as it provides services for old-age passengers, wheelchairs, blind passengers, people with baggage and children.

[00102]
Although a specific embodiment of the invention has been illustrated and described, it will be understood that various alterations in the details of construction may be made without departing from the scope of the invention as indicated in the appended claims.

Claims (35)

Claims:

1. A transportation system comprising a main track;
at least one auxiliary track, wherein the auxiliary track and main track are disposed parallel to one another at a disengagement zone and an engagement zone;
at least one transporter vehicle configured to move along the main track; and at least one nacelle disengageably attachable to a side of the at least one transporter vehicle, said at least one nacelle configured to move along said at least one auxiliary track at least when disengaged from said at least one transporter vehicle;
the at least one nacelle being attachable to and detachable from the transporter vehicle at the engagement zone and the disengagement zone, respectively.

2. The transportation system of claim 1, wherein the wherein said at least one nacelle is attachable to and detachable from transporter vehicle while the transporter vehicle is moving along the main track.

3. The transportation system of claim 1, wherein the engagement zone and the disengagement zone are generally at the same location on the auxiliary track, and wherein said at least one nacelle is attachable to and detachable from transporter vehicle while the transporter vehicle is stopped along the main track.

4. The transportation system of claim 1, wherein the main track is provided between major hubs, and wherein a plurality of auxiliary tracks are provided along the main track at predetermined station intervals, wherein the at least one nacelle is detachable from the transporter vehicle at the disengagement zone of one of the plurality of auxiliary tracks and wherein another nacelle is subsequently attachable to the transporter vehicle at the engagement zone of the one of the plurality of auxiliary tracks.

5. The transportation system of claim 4, wherein the main track is provided as a continuous loop.

6. The transportation system of claim 4, wherein the transporter vehicle stops for nacelle detachment and attachment at at least one the plurality of auxiliary tracks.

7. The transportation system of claim 4, wherein the transporter vehicle is moving during nacelle detachment and attachment at at least one the plurality of auxiliary tracks.

8. The transportation system of claim 1, wherein the transporter vehicle is configured to independently support a nacelle on each side.

9. The transportation system of claim 1, wherein the transporter vehicle comprises a primary compartment for passengers and/or cargo, and at least one primary compartment door on each side of the transporter vehicle;
and wherein the said at least one nacelle comprises a secondary compartment for passengers and/or cargo, and at least one secondary compartment door on a side of the nacelle facing the transporter vehicle during attachment therewith;
said at least one primary compartment door and said at least one secondary compartment door being located so as to be in substantial alignment when said at least one nacelle is attached to said transporter vehicle.

10. The transportation system of claim 9, wherein said at least one primary compartment door and said at least one secondary compartment door are openable generally concurrently when said at least one nacelle is attached to said transporter vehicle to permit transfer of passengers and/or cargo between the transporter vehicle and said at least one nacelle.

11. The transportation system of claim 1, wherein the transporter vehicle is self-propellable along the main track.

12. The transportation system of claim 1, wherein the transporter vehicle comprises a set of retractable wheels for supporting the transporter vehicle on the main track, at least one of the set of retractable wheels being drivable for propelling the transporter vehicle.

13. The transportation system of claim 1, further comprising means for supporting the transporter on the main track on a cushion of compressed air.

14. The transportation system of claim 1, further comprising means for automatically adjusting the tilt and/or levelness of the transporter vehicle.

15. The transportation system of claim 1, wherein the at least one nacelle is self-propellable along the auxiliary track.

16. The transportation system of claim 2, further comprising means for accelerating the at least one nacelle to match the speed of the transporter vehicle at the engagement zone.

17. The transportation system of claim 14, wherein the means for accelerating the at least one nacelle comprises an engageable acceleration unit propellable along the auxiliary track

18. The transportation system of claim 14, wherein the means for accelerating the at least one nacelle comprises a propulsion system selected from the group consisting of a chain or cable and winch drive, a steam piston drive, a magnetic-levitation drive, an electric motor, and an internal combustion engine.

19. The transportation system of claim 1, further comprising run-off track extending from the engagement zone of the auxiliary track for accommodating an unattached nacelle.

20. The transportation system of claim 19, further comprising a return track extending from the run-off track for returning the unattached nacelle to the auxiliary track.

21. The transportation system of claim 1, further comprising one or more transfer tracks interconnected with the auxiliary track for exchange of the at least one nacelle with another nacelle.

22. A method of transportation comprising providing a main track;
providing an auxiliary track, wherein the auxiliary track and main track are disposed parallel to one another at a disengagement zone and an engagement zone;
providing a transporter vehicle configured to carry passengers and/or cargo and configured to move along said main track;
providing a nacelle configured to carry passengers and/or cargo and configured to move along said auxiliary track, the nacelle being disengageably attachable to the transporter vehicle;
disengageably attaching the nacelle to said transporter vehicle at said engagement zone;
moving the transporter with the attached nacelle along the main track; and detaching the nacelle from said transporter vehicle at said disengagement zone onto said auxiliary track.

23. The method of transportation of claim 22, wherein the attaching the nacelle to said transporter vehicle and the detaching the nacelle from said transporter vehicle are performed while the transporter vehicle is moving along the main track.

24. The method of transportation of claim 22, wherein the attaching the nacelle to said transporter vehicle and the detaching the nacelle from said transporter vehicle are performed while the transporter vehicle is stopped along the main track.

25. The method of transportation of claim 22, further comprising providing a platform adjacent a section of the auxiliary track, embarking departing passengers and/or cargo onto the nacelle at the platform, and disembarking arriving passengers and/or cargo from the nacelle at the platform.

26. The method of transportation of claim 22, further comprising providing a plurality of auxiliary tracks along the main track at predetermined station intervals, providing a plurality of nacelles, at least one of said plurality of nacelles being attached to said transporter vehicle, detaching the at least one of the plurality of nacelles from the transporter vehicle at the disengagement zone of one of the plurality of auxiliary tracks and subsequently attaching another one of the plurality of nacelles to the transporter vehicle at the engagement zone of the one of the plurality of auxiliary tracks.

27. The method of transportation of claim 22, further comprising providing the main track in the form of a continuous loop, and moving the transporter vehicle along the main track in the continuous loop.

28. The method of transportation of claim 22, further comprising providing the transporter vehicle with a primary compartment for passengers and/or cargo and providing at least one primary compartment door on each side of the transporter vehicle, providing the nacelle with a secondary compartment for passengers and/or cargo and providing at least one secondary compartment door on a side of the nacelle facing the transporter vehicle during attachment therewith, locating said at least one primary compartment door and said at least one secondary compartment door so as to be in substantial alignment when said at least one nacelle is attached to said transporter vehicle, concurrently opening said at least one primary compartment door and said at least one secondary compartment door when said at least one nacelle is attached to said transporter vehicle, and transferring passengers and/or cargo between the transporter vehicle and the nacelle.

29. The method of transportation of claim 22, further comprising providing the transporter vehicle with a set of retractable wheels for supporting the transporter vehicle on the main track, at least one of the set of retractable wheels being drivable for propelling the transporter vehicle, and driving the at least one of the set of retractable wheels to propel the transporter vehicle.

30. The method of transportation of claim 22, further comprising supporting the transporter on the main track on a cushion of compressed air.

31. The method of transportation of claim 22, further comprising accelerating the nacelle to match the speed of the transporter vehicle at the engagement zone.

32. The method of transportation of claim 31, further comprising providing an acceleration unit separate from the nacelle, engaging the acceleration unit with the nacelle, and accelerating the nacelle.

33. The method of transportation of claim 22, further comprising providing a run-off track extending from the engagement zone of the auxiliary track for accommodating un unattached nacelle, and permitting the unattached nacelle to engage the run-off track.

34. The method of transportation of claim 33, further comprising providing a return track extending from the run-off track, and returning the unattached nacelle to the auxiliary track.

35. The method of transportation of claim 34, further comprising providing one or more transfer tracks interconnected with the auxiliary track, and using the one or more transfer tracks to exchange one nacelle with another nacelle.