WO2017116466A1

WO2017116466A1 - Modal docking systems

Info

Publication number: WO2017116466A1
Application number: PCT/US2015/068281
Authority: WO
Inventors: Tyler Joseph PATRICK; Alix Anderson PATRICK
Original assignee: Patrick Tyler Joseph; Patrick Alix Anderson
Priority date: 2015-12-31
Filing date: 2015-12-31
Publication date: 2017-07-06

Abstract

The present disclosure provides docking or parking systems for parking modal units such as rail cars, boats, ships, and airplanes. The systems provide guidance assistance to maneuver the vehicles into terminal positions by spatial sensing and thereafter receive and hold the vehicles in position.

Description

TITLE

MODAL DOCKING SYSTEMS BACKGROUND

[0001] Locomotives were developed in Great Britain in the early 1800's. In 1830 the first steam locomotive built in the United States was the "Tom Thumb." Also in 1830, "The Best Friend of Charleston" became the first locomotive to pull cars and regularly carry passengers. The underlying railroad or railway, however, usually consisting of two metal, parallel tracks on which a locomotive engine and its cars run, has not changed significantly in nearly two centuries.

[0002] At the terminal end of railroad tracks, earthen or rock berms are often used, which may include conventional projections or bumping posts projecting therefrom to stop a runaway train. Devices also are known for attaching to the bumping posts to halt cars, but such devices only provide cushioning for relatively high speed impacts.

[0003] Although a derailment may bring to mind a calamitous image of burning, overturned cars, the Federal Railroad Administration (FRA) defines a derailment as an incident involving "operation of railroad on-track equipment (standing or moving) that results in damages greater than the current reporting threshold to railroad on-track equipment, signals, track, track structures, and roadbed." 49 CFR § 225.5. Therefore, the defined threshold and accordant derailment may be reached if a wheel of a car simply rolls off the end of a track or is bumped out of alignment to cause the wheel to touch the ground. Even a wheel-off-track derailment has significant financial consequences. Current regulations dictate that the content of a derailed car be classified as a total loss, even if the contents are unaffected. A derailed carload of grain, for example, will be counted as a derailment loss worth tens of thousands of dollars. [0004] In another scenario, when an engine and its cars are moved to a terminal end of a track, a conductor must ride with the engine and provide proximity estimates to the engineer as the nearest car approaches the end of the track and its berm. Miscalculating the distance and rate of speed to the end of the track can cause the car to impact the berm and to derail. Even if the conductor successfully directs the stationing of the cars, the conductor must walk back to the boarding point to work with the next engine, which is a very inefficient use of time and resources.

[0005] Additionally, rail cars that are stopped or temporarily stored at the terminal end of a track usually have two associated challenges. One issue is that unloaded or empty cars may roll if they are not locked in place, which could result in a derailment. Another issue is that FRA regulations require that cars that are not connected to an air compressor must be tested after four (4) hours off air.

[0006] Like the railroad industry, misestimating terminal proximity at end points or docking stations also adversely affect airplanes, boats, and the like. At the very least, failing to slow and stop precisely at a docking station can result in structural damage to some modes of transportation, which can necessitate grounding aircraft or dry-docking a boat for inspection and repair.

[0007] What is needed in the transportation industries is a system to prevent terminal end derailments or impacts, to eliminate the risks inherent in estimating terminal end proximity, and to secure a rail car, boat, airplane and the like for loading/unloading or longer term storage.

BRIEF SUMMARY OF THE DISCLOSURE

[0008] The present disclosure generally provides docking or parking systems for temporary storage or parking of various transportation or modal vehicles such as rail cars, boats, ships, and airplanes. The systems described in detail herein safely guide the vehicles into terminal situations. The systems may sense proximity and automatically steer, guide and/or slow the vehicles into parking or storage positions. The systems protectively hold or contain the vehicles in terminal positions.

[0009] According to one embodiment of the disclosure, a modal docking system may include a hub or housing having a first wall, a second wall, a first side, a second side, and a compartment defined therein; a motion absorbing system disposed in the compartment; a modal unit connector in connection with the first wall; and a sensor disposed proximate the modal unit connector, the sensor being configured to provide information about a modal unit relative to the modal unit connector to slow the modal unit to bare headway prior to contact with the modal unit connector, the motion absorbing system being configured to neutralize the bare headway.

[00010] The first wall of this exemplary embodiment may have a spring constant, the first wall being in a resting first state, wherein contact with the modal unit connector by a modal unit causes the first wall to flex in a direction of the second wall to a compressed second state, wherein the spring constant urges the first wall to return to the resting first state from the compressed second state.

[00011] The motion absorbing system may include a spring, a shock absorber, and/or a piston. More specifically, the motion absorbing system may include a shock absorber having a spring constant, the shock absorber being in a first resting state and contact with the modal unit connector by the modal unit causes the shock absorber to compress to a second compressed state, wherein the spring constant urges the shock absorber to return to the first resting state from the second compressed state. [00012] Also in this embodiment, the modal unit connector may be a knuckle configured for attachment to the modal unit. Further, the modal unit connector may include a magnet and the modal unit may have a component or part such as a metal plate or comparable magnet configured for attraction to the magnet.

[00013] The sensor according to this exemplary embodiment may be an electromagnetic sensor, a proximity sensor, a speed sensor, and/or a camera. The sensor may be in electronic, wired or wireless, communication with a proximity controller, the proximity controller being configured to provide commands to the modal unit based on proximity to the modal unit connector.

[00014] The motion absorbing system may also have an arch or curved structure or surface disposed in the compartment. A plurality of shock absorbers may be connected to the arch such that, as the modal unit contacts the modal unit connector, the shock absorbers are compressed sequentially to dissipate momentum of the modal unit.

[00015] The modal docking system may further include a rod having a first end and a second end, the first end angularly connected to the hub and the second end recessed in ground, the hub disposed proximate a terminal end of a track.

[00016] The modal docking system may also have a compressor configured for connection to the modal unit to supply air thereto, such as to wheels and brakes.

[00017] In another aspect of the disclosure, a modal docking system may include a hub; a motion absorbing system in connection with the hub; a modal unit connector in connection with the hub; and a sensor disposed proximate the modal unit connector, the sensor being configured to provide information about a modal unit relative to the modal unit connector to slow the modal unit to bare headway prior to contact with the modal unit connector, the motion absorbing system being configured to neutralize the bare headway.

[00018] The foregoing hub may have a first wall, a first side, a second side, a second wall, and a compartment defined therein, the first wall having a spring constant, the first wall being in a resting first state and contact with the modal unit connector by a modal unit causes the first wall to flex in a direction of the second wall in a compressed second state, wherein the spring constant urges the first wall to return to the resting first state from the compressed second state.

[00019] The motion absorbing system may also include an arch located in the compartment with a plurality of shock absorbers connected to the arch such that, as the moving modal unit contacts the modal unit connector, the shock absorbers are compressed to stop the modal unit.

[00020] The motion absorbing system may include a spring, a shock absorber, and/or a piston. The modal unit connector may include a knuckle, a magnet, a gripping arm, and/or a suction unit connected to an air compressor to draw the modal unit into connection therewith.

[00021] The exemplary sensor may be an electromagnetic sensor, a proximity sensor, a speed sensor, and/or a camera. A proximity controller may also be provided in communication with the sensor and configured to slow the modal unit approaching the modal unit connector.

[00022] A rod may be provided with a first end and a second end wherein the first end is angularly connected to the hub and the second end recessed in ground and the hub disposed proximate a terminal end of a track.

[00023] In a further exemplary embodiment, a modal docking system may have a hub; a motion absorbing system in connection with the hub; a modal unit connector in connection with the hub; an arm hinged to the hub proximate the modal unit connector, the arm configured to contact a modal unit when the modal unit is connected to the modal unit connector; and a proximity sensor disposed proximate the modal unit connector, the arm being configured to move in a direction of the modal unit as proximity sensor senses the modal unit nearing the modal unit connector.

[00024] The motion absorbing system may be a spring, a shock absorber, and/or a piston.

The modal unit connector may be a knuckle, a magnet, and/or a suction unit.

[00025] The proximity sensor may be an electromagnetic sensor, a speed sensor, and/or a camera. A proximity display may be provided the proximity sensor in communication with the proximity display and configured to slow the modal unit.

[00026] The modal docking system may have a pole with a first end and a second end, the first end angularly connected to the hub and the second end recessed in ground, the hub disposed proximate a terminal end of a track.

[00027] The modal docking system may include a compressor configured for connection to a modal unit to supply air thereto.

[00028] The modal docking system may include an electronic docking control board in communication with the modal unit connector, the board being configured to adjust a position of the modal unit connector.

[00029] The modal docking system may include a guide rail, the hub being disposed on the guide rail and adjustable thereon to adjust a position of the modal unit connector. The hub may have a sleeve with a roller being movable along the guide rail to adjust the modal unit connector.

[00030] The arm of the modal docking system may be multiple arms, each having a proximal end and a distal end, the proximal ends being hinged at the hub, the distal ends each having a pad thereon for contact with the modal unit. The two arms may be in electronic communication with the proximity sensor and may be configured to articulate according to a spatial relationship between the modal unit and the modal unit connector.

[00031] Additional aspects of the present subject matter are set forth in, or will be apparent to, those of ordinary skill in the art from the detailed description herein. Also, it should be further appreciated that modifications and variations to the specifically illustrated, referred and discussed features and elements hereof may be practiced in various embodiments and uses of the disclosure without departing from the spirit and scope of the subject matter. Variations may include, but are not limited to, substitution of equivalent means, features, or steps for those illustrated, referenced, or discussed, and the functional, operational, or positional reversal of various parts, features, steps, or the like. Those of ordinary skill in the art will better appreciate the features and aspects of such variations upon review of the remainder of the specification.

BRIEF DESCRIPTION OF THE DRAWINGS

[00032] A full and enabling disclosure of the present subject matter, including the best mode thereof, directed to one of ordinary skill in the art, is set forth in the specification, which makes reference to the appended figures, in which:

[00033] FIGURE 1 is a perspective, partial cutaway view of one embodiment of a docking system according to the present disclosure, particularly showing an aspect in an inset;

[00034] FIGURE 2 is a plan view of the system as in FIGURE 1 and comparatively showing a railway without the system;

[00035] FIGURE 3 is an elevational view of another embodiment according to the disclosure;

[00036] FIGURE 4 is a perspective view of an aspect as in FIGURE 3; [00037] FIGURE 5 is a plan view of another embodiment according to the disclosure;

[00038] FIGURE 6 is a detailed view of an aspect as in FIGURE 5;

[00039] FIGURE 7 is a perspective view of certain aspects according to FIGURES 5 and

6;

[00040] FIGURE 8 is a perspective view of the embodiment as in FIGURE 5 in an intended use environment; and

[00041] FIGURE 9 is a plan view of another embodiment according to the disclosure.

DETAILED DESCRIPTION OF VARIOUS EMBODIMENTS OF THE DISCLOSURE

[00042] Detailed reference will now be made to the drawings in which examples embodying the present subject matter are shown. The detailed description uses numerical and letter designations to refer to features of the drawings.

[00043] The drawings and detailed description provide a full and written description of the present subject matter, and of the manner and process of making and using various exemplary embodiments, so as to enable one skilled in the pertinent art to make and use them, as well as the best mode of carrying out the exemplary embodiments. However, the examples set forth in the drawings and detailed descriptions are provided by way of explanation only and are not meant as limitations of the disclosure. The present subject matter thus includes any modifications and variations of the following examples as come within the scope of the appended claims and their equivalents.

[00044] Although detailed embodiments are disclosed as required, it is to be understood that the embodiments are merely exemplary. The figures are not necessarily to scale, and some features may be exaggerated 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 basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the various embodiments of the present disclosure.

[00045] Unless defined otherwise, all technical and scientific terms used herein have the same meaning as is commonly understood by one of ordinary skill in the art to which this disclosure belongs. In the event that there is a plurality of definitions for a term herein, those in this section prevail unless stated otherwise.

[00046] Wherever the phrase "for example," "such as," "including" and the like are used herein, the phrase "and without limitation" is understood to follow unless explicitly stated otherwise. Similarly "an example," "exemplary" and the like are understood to be non-limiting.

[00047] The term "substantially" allows for deviations from the descriptor that do not negatively impact the intended purpose. Descriptive terms are understood to be modified by the term "substantially" even if the word "substantially" is not explicitly recited.

[00048] The term "about" when used in connection with a numerical value refers to the actual given value, and to the approximation to such given value that would reasonably be inferred by one of ordinary skill in the art, including approximations due to the experimental and or measurement conditions for such given value.

[00049] The terms "comprising" and "including" and "having" and "involving" (and similarly "comprises", "includes," "has," and "involves") and the like are used interchangeably and have the same meaning. Specifically, each of the terms is defined consistent with the common United States patent law definition of "comprising" and is therefore interpreted to be an open term meaning "at least the following," and is also interpreted not to exclude additional features, limitations, aspects, etcetera. Thus, for example, "a device having components a, b, and c" means that the device includes at least components a, b and c. Similarly, the phrase: "a method involving steps a, b, and c" means that the method includes at least steps a, b, and c.

[00050] Unless the context clearly requires otherwise, throughout the description and the claims, the words "comprise", "comprising", and the like are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense; that is to say, in the sense of "including, but not limited to".

[00051] Any discussion of prior art in the specification should in no way be considered as an admission that such prior art is widely known or forms part of common general knowledge in the field.

[00052] The various embodiments of the disclosure and/or equivalents falling within the scope of present disclosure overcome or ameliorate at least one of the disadvantages of the prior art, or provide a useful alternative.

[00053] Turning now to the figures, FIGURE 1 shows a locomotive or train docking system designated in general by the reference number 10. The docking system 10 may include a frame, hub, casing, or housing 12, which may be triangular, wedge, tetrahedron, rectangular, or square in shape. The hub 12 may include a first wall or face 14, a second face or wall 16, a floor or base 18, a first side 20, and a second side 22. A first connector or master knuckle 30 may be attached or connected with the first wall 14, which will be discussed in greater detail below. Also shown in FIGURE 1, the housing 12 is partially cut-away for clarity to expose a compartment, envelope, interior, or pocket 24. In this example, the compartment 24 contains a piston or shock absorber group or system 26. As shown in the detailed inset, the shock absorber system 26 may include a plurality of springs, pistons, or shock absorbers 28. Each shock absorber 28 may include a first end 38 and a second end 40. The first end 38 may be attached to or pressed against the first wall 14, and the second end 40 may be attached or pressed against the second wall 16. Moreover, an arch or curved structure 27 may be provided as part of the floor 18 or extending therefrom, and the second end 40 may terminate at the arch 27. The arch 27 will act like a leaf spring in cooperation with the springs 28 to deaden motion or momentum of a modal unit such as a rail car 87 as it connects with the knuckle 30. The wall 14, the arch 27, and/or the shock absorbers 28 may have inherent spring constants, which cause them to be in a first resting state. When compressed or flexed, such as when the rail car 87 contacts the knuckle 30, the wall 14, the arch 27, and/or the shock absorbers 28 will bend or compress into a second compressed state. However, their respective spring constants will urge them to return to their respective first resting states.

[00054] As further shown in FIGURE 1, the docking system 10 may be located at or near a terminal end 95 of a track 93. The docking system 10 may be staked, buttressed, or lodged into ground 85 using, for instance, one or more poles or rods 32 (shown in phantom to indicate ground insertion). The poles 32 may be affixed to or connected with the housing 12. Here, the rods 32 are angled away from the hub 12 into the ground 85 to bolster the hub 12 when the rail car 87 connects with the knuckle 30. Also shown, a magnet 34 may be included on or near the knuckle 30 to help guide the knuckles 30, 91 together. Alternatively, the magnet 34 and/or additional magnets may be used in lieu of knuckles 30, 91.

[00055] FIGURE 1 also shows that the rail car 87 includes one or more wheels 89 mated with the tracks 93. Regardless of whether one of the wheels 89 comes off the track 93 at the terminal end 95 or would be displaced laterally, it would still be classified as a derailment. Therefore, as the car 87 and its second or slave knuckle 91 approach a sensor 36, the sensor 36 can send an alert to warn a conductor (not shown) of the closing spatial situation. Preferably, the car 87 is slowed to bare headway (preferably, four (4) miles per hour (mph) or less) before the second knuckle 91 contacts the first knuckle 30. The sensor 36 may be an electromagnetic sensor, a proximity sensor, a speed sensor, a camera, and combinations of sensors.

[00056] Alternatively, or additionally, the sensor 36 may include a camera and may be in electronic communication with a display and controller 37 [see FIGURE 2] to exponentially slow the car 87 as a function of nearness to the sensor 36. The controller 37 may be an electronic docking control board, a proximity controller, a display, a computer or the like. The sensor 36 and the controller 37 may be in wireless communication using technologies such as Wi-Fi®, Bluetooth® or the like.

[00057] Turning to FIGURE 2, the system 10 is shown in plan view in which a series of rail cars 87 are linked or connected together on the track 93. The slave knuckle 91 is shown on the last or end car 87 nearest the docking system 10, and the master knuckle 30 extends in a direction away from the second wall 16 and the terminal end 95 of the track 93. As shown, proximity between the end car 87 and the docking system 10 may be transmitted to the controller 37. The conductor, who may be stationed on an engine 99 or otherwise positioned remotely from the end car 87, can monitor and direct slowing or stopping of the engine 99 nearing and upon contact or connection of the knuckle 30 and knuckle 91, or slowing/stopping may be programmed as a function of a desired, preset distance between the knuckles 30, 91 and/or the end car 87 and the docking system 10, taking into account weight, rate of closure, speed and the like.

[00058] Comparatively shown in FIGURE 2 below the docking system 10 is a track arrangement without the system 10. More specifically, in the lower half of FIGURE 2 rail cars are shown on a track without the docking system 10 standing between the last car and the terminal end. In cases where a railroad may provide a natural berm or metal blockades, if a terminal car runs into the berm, a derailment is almost certain to occur.

[00059] According to another aspect of the present disclosure shown in FIGURES 3 and

4, a rail car docking system is designated in general by the reference number 110. Here, one or more modal units or vehicles such as rail cars 187 are linked or connected together with their wheels 189 on the track 193 as they approach the docking system 110. The docking system 110 may include a frame, hub, or housing 112, which in this example is rectangular or square in shape. The housing 112 may be located at or near a typical berm 197 at a track terminal end 195. The hub 112 may include a first wall or face 114, a second face or wall 116, a floor or bottom 118, a ceiling or top 119, a first side 120, and a second side 122. A first connector or master knuckle 130 may be attached or connected with the first wall 114. In addition to or in lieu of the knuckle 130, a magnet 134 may be employed.

[00060] The housing 112 is partially cut-away in FIGURE 3 for clarity and in phantom in

FIGURE 4 to show a compartment, envelope, interior, or pocket 124. In this example, the compartment 124 contains a piston or shock absorber group or system 126. Shown most clearly in FIGURE 4, the shock absorber system 126 may include a plurality of springs, pistons, or shock absorbers 128. Each shock absorber 128 may include a first end 138 and a second end 140. The first end 138 may be attached to or pressed against a curved or arched wall 117, and the second end 140 may be attached or pressed against the second wall 114. The structure 117 may be curved to function like a spring leaf in cooperation with the springs 128 to gently deaden any final motion or momentum of a rail car 187 as its knuckle 191 connects with the knuckle 130 and/or the magnet 134. More specifically, the wall 114, the arch 117, and/or the shock absorbers 128 may have inherent spring potential or constants, which cause them to be in a first resting state. When compressed or flexed, such as when the rail car 187 nudges against the knuckle 130 under bare headway (preferably less than about four mph), the wall 114, the arch 117, and/or the shock absorbers 128 will bend or compress to a second compressed or compression state. However, respective spring constants, which are urging the wall 114, the arch 117, and/or the shock absorbers 128 to return to their respective first resting states, will thereby counter and gently halt or neutralize any final movement of the rail car 187.

[00061] As FIGURE 3 most clearly shows, one or more embedded posts, poles, rods 132 may be attached to strengthen or buttress the housing 112. Here, the rods 132 are embedded to about four to ten feet, preferably at least about six feet. In one aspect, the shock absorbers 128, when arranged along the arched structure 117, may vary in length, size and strength. By way of example, the absorber 128 nearest the bottom 118 may be relatively shorter with a greater spring constant than the absorbers 128 closer to the top 119. Other arrangements and strength characteristics of the shock absorber system 126 may be provided to accommodate different end- user requirements.

[00062] With reference now to FIGURE 5, a ship or boat docking system is designated in general by the reference number 210 and may be located at a pier, marina slip, or dock 293. The docking system 210 may broadly include a base unit, guide arm system, or hub 212. The hub 212 may be in communication with an electronic docking board or control panel 214, and the hub 212 may be movably connected with a guide rail or post 216. As shown in this plan view, the hub 212 may include a sleeve or connection plate 218 that slides up and down and/or adjusts laterally on the guide rail 216. Further, the hub 212 may include a bumper or connector 220 for contact or connection with a bow 289 of a modal unit or vehicle such as a boat 287 in the water 285. At or near the bow 287 a slave or secondary magnet 291 may be provided to help adjust a final position of the boat 287 as it is received by the docking system 210.

[00063] Also shown in FIGURE 5, and with reference also to FIGURE 6, the hub 212 may have one or more guide members, extensions, grips or arms 222, 224. In this example, the guide arm 222 has a first proximal end 230 and a first distal end 234. At the first proximal end 230 a hinge or joint system 238 may be provided for articulation of the grip 222. An accordionlike cover 242 may be provided to protect the joint 238 from exposure. Also, at the first distal end 234 of the grip 222 a pad, catch, vacuum or suction unit or cup, or cushioned grip 246 may be provided to contact and hold the boat 287. Similarly, the guide arm 224 has a second proximal end 232 and a second distal end 236. At the second proximal end 232 a hinge or joint system 240 may be provided for articulation of the arm 224. An accordion-like cover 244 made, for instance, of an elastomer material may be provided to protect the joint 240 from exposure. Also, at the second distal end 236 of the guide arm 224 a soft cloth pad, a rubber suction unit or cushioned rubber or cloth grip 248 may be provided to contact and hold the boat 287.

[00064] FIGURE 6 shows some of the aspects discussed in conjunction with FIGURE 5 above, as well as additional aspects of this embodiment. In addition to the components, features, and aspects noted above, a magnet or catch 250 can be seen at or near the connector 220. An exemplary operation of this magnet 250 will be described in greater detail with respect to FIGURE 8 below. Also shown in FIGURE 6, a proximity sensor 252, which may be a rate- distance calculator, radar, imaging system or the like, may be located at or near the first and second proximal ends 230, 232. As shown, the arms 222, 224 may be adjustable up and down the guide rail 216 (possibly attached to the dock 293) via a slot, notches, or detent mechanisms 260. [00065] FIGURE 7 most clearly shows the exemplary guide rail 216 and the guide slot or track 260. In this example, the sleeve 218 includes a plurality of rollers 226 to help move the sleeve 218 up and down the rail 216. Also shown is the control unit 214 which may include separate up-down buttons or switches 254 or one toggle switch and may also include a release button 256, which will release the catch 250 either mechanically, by demagnetization, or the like.

[00066] FIGURE 8 shows an exemplary operation of the embodiment in FIGURES 5-7.

Here, the boat 287 is on water 285 motoring or otherwise moving toward the dock 293. In this example, the boat 287 may have the secondary magnet 291 located on its bow 289, which is shown schematically and partially exaggerated (not to scale) for clarity. As the bow 289 of the boat 287 under bare headway nears the proximity sensor 250 and/or catch or magnet 250 on the guide rail 216, the magnets 250, 291 attract each other and the boat 287 is, in this example, lifted slightly upward by the magnetic attraction indicated by the arrow 297. The magnetic attraction thus assists steerage and ensures that the bow 289 is properly aligned between the cradle arms 222, 224, which will close around the bow 289 as the magnets 250, 291 come together. Additionally, or alternatively, the sleeve 218 may be adjusted along the guide track 260 of the rail 216 using the rollers 226 and the switch 254, either from the dock 293 or remotely, e.g., from the boat 287 to best align the bow 289 between the cradle arms 222, 224. Still further, the cradle arms 222, 224 can be programmed to move toward or away from the bow 289 as a function of proximity between the boat 287 and the proximity sensor 250. Additionally or alternatively, the arms 222, 224 may be provided having a master-slave articulation arrangement such that as the sleeve 218 moves down the rail 216, the arms 222, 224 close synchronously and vice versa.

[00067] With reference now to FIGURE 9, another aspect of the disclosure is shown in which an airplane docking or parking system is designated in general by the reference number 310. The system 310 may be installed at an airport for use with modal transportation such as airplanes 387 moving from a taxiway 385 to a terminal 393. The exemplary parking system 310 may broadly include a base unit, guide arm system, or hub 312. The hub 312 may be in communication with an electronic docking control panel or system within the plane 387 (similar to controller 37 in FIGURE 2). Further, the hub 212 may include a bumper, proximity sensor, and/or magnetized connector 350 for contact or connection with a nose 389 of the plane 387. At or near the nose 389 a slave or secondary magnet 391 may be provided to help adjust a final position of the plane 387 as it is received by the docking system 310. The exemplary magnet 391 is shown schematically and is exaggerated (not to scale) for clarity. Here, as the nose 389 of the plane 387 under bare headway nears the proximity sensor and/or connector magnet 350, the magnets 350, 391 will attract each other. The cradle arms 322, 324 will close about the nose 389 as a function of proximity, magnetic attraction, or programming, as indicated by curved arrows.

Exemplary Embodiments

[00068] Embodiment 1. A modal docking system, comprising a hub having a first wall, a second wall, a first side, a second side, and a compartment defined therein; a motion absorbing system disposed in the compartment; a modal unit connector in connection with the first wall; and a sensor disposed proximate the modal unit connector, the sensor being configured to provide information about a modal unit relative to the modal unit connector to slow the modal unit to bare headway prior to contact with the modal unit connector, the motion absorbing system being configured to neutralize the bare headway.

[00069] Embodiment 2. The modal docking system of embodiment 1, wherein the first wall includes a spring constant, the first wall being in a resting first state, wherein contact with the modal unit connector by a modal unit causes the first wall to flex in a direction of the second wall to a compressed second state, wherein the spring constant urges the first wall to return to the resting first state from the compressed second state.

[00070] Embodiment 3. The device of any one of embodiments 1-2, wherein the motion absorbing system is selected from the group consisting of a spring, a shock absorber, a piston, and combinations thereof.

[00071] Embodiment 4. The device of any one of embodiments 1-3, wherein the motion absorbing system includes a shock absorber having a spring constant, the shock absorber being in a first resting state and contact with the modal unit connector by the modal unit causes the shock absorber to compress to a second compressed state, wherein the spring constant urges the shock absorber to return to the first resting state from the second compressed state.

[00072] Embodiment 5. The device of any one of the foregoing embodiments, wherein the modal unit connector is a knuckle configured for attachment to the modal unit.

[00073] Embodiment 6. The device of any one of the foregoing embodiments, wherein the modal unit connector includes a magnet, the modal unit including a component configured for attraction to the magnet.

[00074] Embodiment 7. The device of any one of the foregoing embodiments, wherein the sensor is selected from the group consisting of an electromagnetic sensor, a proximity sensor, a speed sensor, a camera, and combinations thereof.

[00075] Embodiment 8. The device of any one of the foregoing embodiments, wherein the sensor is in communication with a proximity controller, the proximity controller being configured to provide commands to the modal unit based on proximity to the modal unit connector. [00076] Embodiment 9. The device of any one of the foregoing embodiments, further comprising an arch disposed in the compartment, the motion absorbing system having a plurality of shock absorbers connected to the arch such that, as the modal unit contacts the modal unit connector, the shock absorbers are compressed sequentially to dissipate momentum of the modal unit.

[00077] Embodiment 10. The device of any one of the foregoing embodiments, further comprising a rod having a first end and a second end, the first end angularly connected to the hub and the second end recessed in ground, the hub disposed proximate a terminal end of a track.

[00078] Embodiment 11. The device of any one of the foregoing embodiments, further comprising a compressor being configured for connection to the modal unit to supply air thereto.

[00079] Embodiment 12. A modal docking system, comprising a hub; a motion absorbing system in connection with the hub; a modal unit connector in connection with the hub; and a sensor disposed proximate the modal unit connector, the sensor being configured to provide information about a modal unit relative to the modal unit connector to slow the modal unit to bare headway prior to contact with the modal unit connector, the motion absorbing system being configured to neutralize the bare headway.

[00080] Embodiment 13. The modal docking system of embodiment 12, wherein the hub includes a first wall, a first side, a second side, a second wall, and a compartment defined therein, the first wall having a spring constant, the first wall being in a resting first state and contact with the modal unit connector by a modal unit causes the first wall to flex in a direction of the second wall in a compressed second state, wherein the spring constant urges the first wall to return to the resting first state from the compressed second state. [00081] Embodiment 14. The modal docking system of embodiments 12-13, further comprising an arch disposed in the compartment, the motion absorbing system having a plurality of shock absorbers connected to the arch such that, as the moving modal unit contacts the modal unit connector, the shock absorbers are compressed to stop the modal unit.

[00082] Embodiment 15. The modal docking system of embodiments 12-14, wherein the motion absorbing system is selected from the group consisting of a spring, a shock absorber, a piston, and combinations thereof.

[00083] Embodiment 16. The modal docking system of embodiments 12-15, wherein the modal unit connector is selected from the group consisting of a knuckle, a magnet, a gripping arm, a suction unit, and combinations thereof.

[00084] Embodiment 17. The modal docking system of embodiments 12-16, wherein the sensor is selected from the group consisting of an electromagnetic sensor, a proximity sensor, a speed sensor, a camera, and combinations thereof, and further including a proximity controller in communication with the sensor and configured to slow the modal unit approaching the modal unit connector.

[00085] Embodiment 18. The modal docking system of embodiments 12-17, further comprising a rod having a first end and a second end, the first end angularly connected to the hub and the second end recessed in ground, the hub disposed proximate a terminal end of a track.

[00086] Embodiment 19. A modal docking system, comprising a hub; a motion absorbing system in connection with the hub; a modal unit connector in connection with the hub; an arm hinged to the hub proximate the modal unit connector, the arm configured to contact a modal unit when the modal unit is connected to the modal unit connector; and a proximity sensor disposed proximate the modal unit connector, the arm being configured to move in a direction of the modal unit as proximity sensor senses the modal unit nearing the modal unit connector.

[00087] Embodiment 20. The modal docking system of embodiment 19, wherein the motion absorbing system is selected from the group consisting of a spring, a shock absorber, a piston, and combinations thereof.

[00088] Embodiment 21. The modal docking system of embodiments 20, wherein the modal unit connector is selected from the group consisting of a knuckle, a magnet, a suction unit, and combinations thereof.

[00089] Embodiment 22. The modal docking system of embodiments 20-21, wherein the proximity sensor is selected from the group consisting of an electromagnetic sensor, a speed sensor, a camera, and combinations thereof, and further including a proximity controller, the proximity sensor in communication with the proximity controller and configured to slow the modal unit.

[00090] Embodiment 23. The modal docking system of embodiments 20-22, further comprising a pole having a first end and a second end, the first end angularly connected to the hub and the second end recessed in ground, the hub disposed proximate a terminal end of a track.

[00091] Embodiment 24. The modal docking system of embodiments 20-23, further comprising a compressor being configured for connection to a modal unit to supply air thereto.

[00092] Embodiment 25. The modal docking system of embodiments 20-24, further comprising an electronic docking control board in communication with the modal unit connector, the board being configured to adjust a position of the modal unit connector. [00093] Embodiment 26. The modal docking system of embodiments 20-25, further comprising a guide rail, the hub being disposed on the guide rail and adjustable thereon to adjust a position of the modal unit connector.

[00094] Embodiment 27. The modal docking system of embodiment 26, wherein the hub includes a sleeve having a roller, the roller being movable along the guide rail to adjust the modal unit connector.

[00095] Embodiment 28. The modal docking system of embodiments 20-27, wherein the arm is at least two arms, each arm having a proximal end and a distal end, the respective proximal ends being hinged at the hub, the respective distal ends each having a pad thereon for contact with the modal unit.

[00096] Embodiment 29. The modal docking system of embodiments 20-28, wherein the two arms are in communication with the proximity sensor and are configured to articulate according to a spatial relationship between the modal unit and the modal unit connector.

[00097] While the present subject matter has been described in detail with respect to specific embodiments thereof, it will be appreciated that those skilled in the art, upon attaining an understanding of the foregoing may readily produce alterations to, variations of, and equivalents to such embodiments. Accordingly, the scope of the present disclosure is by way of example rather than by way of limitation, and the subject disclosure does not preclude inclusion of such modifications, variations and/or additions to the present subject matter as would be readily apparent to one of ordinary skill in the art.

Claims

THAT WHICH IS CLAIMED IS:

1. A modal docking system, comprising:

a hub having a first wall, a second wall, a first side, a second side, and a compartment defined therein;

a motion absorbing system disposed in the compartment;

a modal unit connector in connection with the first wall; and

a sensor disposed proximate the modal unit connector, the sensor being configured to provide information about a modal unit relative to the modal unit connector to slow the modal unit to bare headway prior to contact with the modal unit connector, the motion absorbing system being configured to neutralize the bare headway.

2. The modal docking system as in Claim 1, wherein the first wall includes a spring constant, the first wall being in a resting first state, wherein contact with the modal unit connector by a modal unit causes the first wall to flex in a direction of the second wall to a compressed second state, wherein the spring constant urges the first wall to return to the resting first state from the compressed second state.

3. The motion absorbing system as in Claim 1, wherein the motion absorbing system is selected from the group consisting of a spring, a shock absorber, a piston, and combinations thereof.

4. The motion absorbing system as in Claim 1, wherein the motion absorbing system includes a shock absorber having a spring constant, the shock absorber being in a first resting state and contact with the modal unit connector by the modal unit causes the shock absorber to compress to a second compressed state, wherein the spring constant urges the shock absorber to return to the first resting state from the second compressed state.

5. The motion absorbing system as in Claim 1, wherein the modal unit connector is a knuckle configured for attachment to the modal unit.

6. The motion absorbing system as in Claim 1, wherein the modal unit connector includes a magnet, the modal unit including a component configured for attraction to the magnet.

7. The motion absorbing system as in Claim 1, wherein the sensor is selected from the group consisting of an electromagnetic sensor, a proximity sensor, a speed sensor, a camera, and combinations thereof.

8. The motion absorbing system as in Claim 1, wherein the sensor is in communication with a proximity controller, the proximity controller being configured to provide commands to the modal unit based on proximity to the modal unit connector.

9. The motion absorbing system as in Claim 1, further comprising an arch disposed in the compartment, the motion absorbing system having a plurality of shock absorbers connected to the arch such that, as the modal unit contacts the modal unit connector, the shock absorbers are compressed sequentially to dissipate momentum of the modal unit.

10. The modal docking system as in Claim 1, further comprising a rod having a first end and a second end, the first end angularly connected to the hub and the second end recessed in ground, the hub disposed proximate a terminal end of a track.

11. The modal docking system as in Claim 1, further comprising a compressor being configured for connection to the modal unit to supply air thereto.

12. A modal docking system, comprising:

a hub;

a motion absorbing system in connection with the hub;

a modal unit connector in connection with the hub; and a sensor disposed proximate the modal unit connector, the sensor being configured to provide information about a modal unit relative to the modal unit connector to slow the modal unit to bare headway prior to contact with the modal unit connector, the motion absorbing system being configured to neutralize the bare headway.

13. The modal docking system as in Claim 12, wherein the hub includes a first wall, a first side, a second side, a second wall, and a compartment defined therein, the first wall having a spring constant, the first wall being in a resting first state and contact with the modal unit connector by a modal unit causes the first wall to flex in a direction of the second wall in a compressed second state, wherein the spring constant urges the first wall to return to the resting first state from the compressed second state.

14. The motion absorbing system as in Claim 13, further comprising an arch disposed in the compartment, the motion absorbing system having a plurality of shock absorbers connected to the arch such that, as the moving modal unit contacts the modal unit connector, the shock absorbers are compressed to stop the modal unit.

15. The motion absorbing system as in Claim 12, wherein the motion absorbing system is

selected from the group consisting of a spring, a shock absorber, a piston, and combinations thereof.

16. The motion absorbing system as in Claim 12, wherein the modal unit connector is selected from the group consisting of a knuckle, a magnet, a grip, a suction unit, and combinations thereof.

17. The motion absorbing system as in Claim 12, wherein the sensor is selected from the group consisting of an electromagnetic sensor, a proximity sensor, a speed sensor, a camera, and combinations thereof, and further including a proximity controller in communication with the sensor and configured to slow the modal unit approaching the modal unit connector.

18. The modal docking system as in Claim 12, further comprising a rod having a first end and a second end, the first end angularly connected to the hub and the second end recessed in ground, the hub disposed proximate a terminal end of a track.

19. A modal docking system, comprising:

a hub;

a motion absorbing system disposed in the hub;

a modal unit connector in connection with the hub;

an arm hinged to the hub proximate the modal unit connector, the arm configured to contact a modal unit when the modal unit is connected to the modal unit connector; and

a proximity sensor disposed proximate the modal unit connector, the arm being configured to move in a direction of the modal unit as proximity sensor senses the modal unit nearing the modal unit connector.

20. The motion absorbing system as in Claim 19, wherein the motion absorbing system is

21. The motion absorbing system as in Claim 19, wherein the modal unit connector is selected from the group consisting of a knuckle, a magnet, a suction unit, and combinations thereof.

22. The motion absorbing system as in Claim 19, wherein the proximity sensor is selected from the group consisting of an electromagnetic sensor, a speed sensor, a camera, and

combinations thereof, and further including a proximity controller, the proximity sensor in communication with the proximity controller and configured to slow the modal unit.

23. The modal docking system as in Claim 19, further comprising a pole having a first end and a second end, the first end angularly connected to the hub and the second end recessed in ground, the hub disposed proximate a terminal end of a track.

24. The modal docking system as in Claim 19, further comprising a compressor being configured for connection to a modal unit to supply air thereto.

25. The modal docking system as in Claim 19, further comprising an electronic docking control board in communication with the modal unit connector, the board being configured to adjust a position of the modal unit connector.

26. The modal docking system as in Claim 19, further comprising a guide rail, the hub being disposed on the guide rail and adjustable thereon to adjust a position of the modal unit connector.

27. The modal docking system as in Claim 26, wherein the hub includes a sleeve having a roller, the roller being movable along the guide rail to adjust the modal unit connector.

28. The modal docking system as in Claim 19, wherein the arm is at least two arms, each arm having a proximal end and a distal end, the respective proximal ends being hinged at the hub, the respective distal ends each having a pad thereon for contact with the modal unit.

29. The modal docking system as in Claim 19, wherein the two arms are in communication with the proximity sensor and are configured to articulate according to a spatial relationship between the modal unit and the modal unit connector.