Abstract:
A long distance transit system for transferring passengers at a high rate of speed, the transit system comprises at least one mainline train, at least one station train, a rail system having at least one station with at least one mainline track and at least one station line. At least one mainline train travels exclusively on the at least one mainline track and the at least one station train travels on at least one station line. At least one mainline train travels at a consistent speed on at least one mainline track. At least one station train travels from at least one station to at least one mainline track reaching a speed substantially equal to that of the at least one mainline train and traveling adjacent thereto.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    Not Applicable 
       STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH 
       [0002]    Not Applicable 
       FIELD OF THE INVENTION 
       [0003]    This invention relates to a transit system wherein passengers board and exit while at high speeds. 
       BACKGROUND OF THE INVENTION 
       [0004]    Safe, fast, and energy efficient forms of travel are always in demand. The airlines are not as energy efficient as other forms of travel and hijacking is a possible threat in that the plane can be used as a missile of sorts. This results in long security lines. The rail system we currently have makes many stops and only services a small portion of the country. These stops and starts also increase energy use. A transit system that can travel at high speeds and cover thousands of miles without stopping is of great demand. 
         [0005]    The instant invention, as disclosed within this application, fills this need. The art referred to and/or described within this application is not intended to constitute an admission that any patent, publication or other information referred to herein is “prior art” with respect to this invention. In addition, this section should not be construed to mean that a search has been made or that no other pertinent information as defined in 37 C.F.R. §1.56(a) exists. 
         [0006]    All US patents and applications and all other published documents mentioned anywhere in this application are incorporated herein by reference in their entirety. 
         [0007]    Without limiting the scope of the invention a brief summary of some of the claimed embodiments of the invention is set forth below. Additional details of the summarized embodiments of the invention and/or additional embodiments of the invention may be found in the Detailed Description of the Invention below. 
         [0008]    A brief abstract of the technical disclosure in the specification is provided as well only for the purposes of complying with 37 C.F.R. 1.72. The abstract is not intended to be used for interpreting the scope of the claims. 
       BRIEF SUMMARY OF THE INVENTION 
       [0009]    In at least one embodiment, a long distance transit system transfers passengers and/or cargo at a high rate of speed. The transit system has a mainline train, a station train, and a rail system having at least one station with at least one mainline track and at least one station line. The mainline train travels exclusively on a mainline track and a station train travels on a station line. In at least one embodiment, the mainline train travels at a consistent rate of speed on the mainline track and a station train travels from the station to the mainline track reaching a speed substantially equal to that of the mainline train and travels adjacent thereto. 
         [0010]    In at least one embodiment, passengers can pass from the mainline train to the station train when the trains are adjacent one another. 
         [0011]    In at least one embodiment, the rail system includes multiple station lines and a single mainline track. 
         [0012]    In at least one embodiment, the mainline train and/or the station train are electrically propelled. 
         [0013]    In at least one embodiment, portions of the station lines are adjacent to and separate from the mainline track. 
         [0014]    In at least one embodiment, the station lines attach to the mainline tracks. 
         [0015]    In at least one embodiment, a platform allowing passengers to transfer from one train to another connects the mainline train to the station train. 
         [0016]    In at least one embodiment, the passenger platform includes a mainline track platform extending from the mainline train and a station platform extending from the station train. The mainline track platform and the station platform connect to form a passenger platform. 
         [0017]    In at least one embodiment, a wind deflector is used to protect passengers from wind while moving between the mainline train and the station train. 
         [0018]    In at least one embodiment, a double rail system wherein the station line includes portions adjacent to the mainline track which extend along the majority of the length of the mainline track. 
         [0019]    In at least one embodiment, multiple mainline trains travel along the mainline track at substantially equal speeds and are substantially evenly spaced from one another. 
         [0020]    These and other embodiments which characterize the invention are pointed out with particularity in the claims annexed hereto and forming a part hereof. However, for further understanding of the invention, its advantages and objectives obtained by its use, reference should be made to the drawings which form a further part hereof and the accompanying descriptive matter, in which there is illustrated and described embodiments of the invention. 
     
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S) 
         [0021]    A detailed description of the invention is hereafter described with specific reference being made to the drawing. 
           [0022]      FIG. 1  is a schematic perspective view of an embodied train system of the invention. 
           [0023]      FIG. 1   a  is a schematic front view of an embodied pair of trains adjacent one another. 
           [0024]      FIG. 1   b  is a schematic front view of a station with of an embodied pair of station trains and an embodied pair of mainline trains. 
           [0025]      FIG. 1   c  is a schematic side view of a station with an embodied station train and an embodied mainline train. 
           [0026]      FIG. 2  is a top schematic view of a portion of a train system having two dual tracks. 
           [0027]      FIG. 3   a  is a perspective schematic view of an inventive train and station. 
           [0028]      FIG. 3   b  is a perspective schematic view of an inventive mainline train and station train. 
           [0029]      FIGS. 4   a - d  are top schematic views of an inventive train system with a transfer of passengers 
           [0030]      FIG. 5   a  is a perspective view of an inventive train system with the trains connected. 
           [0031]      FIG. 5   b  is a cut-away perspective view of the mainline train and station train when attached and of the mainline train and the station train when separated. 
           [0032]      FIG. 6  is a partial schematic view of an inventive train system. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0033]    While this invention may be embodied in many different forms, there are described in detail herein specific preferred embodiments of the invention. This description is an exemplification of the principles of the invention and is not intended to limit the invention to the particular embodiments illustrated. It should be noted that the term “docking walls” includes the floor and ceiling of the passage formed when a train docks with another train or at a station; it can also include the sides of the passage. The term “cargo” can include freight. The terms passengers, freight, and cargo can be used interchangeably throughout this application when referring to a transfer between a mainline train and a station train. At various times one term might be used for a particular embodiment better, but this does not exclude any of the three terms when only one term is used. 
         [0034]    In the embodiment of  FIG. 1  a top view of an inventive train/transit system  10  is shown. Here two sets of dual tracks are used (the dual nature of the tracks are better shown in the track portion of  FIG. 2 ). The track system can cover an area over a thousand miles long. In some instances the system can stretch across an entire continent. In some embodiments the system  10  includes multiple loops as the one shown in order to cover more population centers. The term “loop” here is not meant to define the shape of the tracks. While in some embodiments tracks do have a common beginning and ending point, this is not necessarily the case. Some trains systems may extend over a distance and return on the same track. This can be done by the train briefly stopping and returning to the next station or a short “loop” can be used to keep the train up to speed while it returns to the same track but is now going in the opposite direction. Turning back to  FIG. 1  and  FIG. 2 , multiple mainline trains  20  can be used on the same track  25 . In some embodiments each of the mainline trains  20  are separated by the same time interval. This not only can keep the trains on an accurate schedule, it also can be safer as the trains do not get in too close a proximity with one another. As shown in  FIG. 2 , the mainline trains  20  travel in the same direction on the track  25  while the mainline trains  20 ′ travel in the same direction on the track  25 ′ but in a direction different from that of the mainline trains  20 . 
         [0035]    Passengers and/or cargo can be transferred between the mainline train  20  and the station train  30  while maintaining a cruising speed. The station train  30  can reach a speed equal to that of the mainline train  20  such that docking walls  33  can extend from one or both of the trains  20 / 30  to allow transfer of passengers and/or cargo between the trains ( FIG. 1   a ). 
         [0036]    The passengers and/or cargo can then be transported to the station  35  which is shown schematically in  FIGS. 1   b - c . The mainline trains  20 / 20 ′ can maintain their speed by passing through the station  35  on the mainline tracks  25 / 25 ′ while the station trains  30 / 30 ′ can stop at the station&#39;s loading area  40 . As shown in  FIG. 1   b , in some embodiments the station tracks  27 / 27 ′ are elevated above the mainline tracks while at the station. As shown in  FIG. 1   b  the mainline trains  20 / 20 ′ are between the station trains. In some embodiments the station trains are between the mainline trains. In other embodiments, a station line train and a mainline train can be between a different station line train and a different mainline train. 
         [0037]    As shown in  FIGS. 1   a - c , the transit system  10  can have elevated tracks. The tracks, in at least one embodiment, are 5-30 feet off the ground and/or water. In at least one embodiment the tracks are 30-60 ft off the ground and/or water. In at least one embodiment the tracks are 60-90 ft off the ground and/or water. It should be noted that there are times when due to topography or fancy a track may be much higher, perhaps up to a thousand feet high. If going over a canyon or the like it might as much as 6000 ft high in some embodiments. Of course, the tracks could run higher in some embodiments than those track levels listed above. In some embodiments, portions of the tracks could pass through a tunnel in a hill or mountain and/or be submerged under water. 
         [0038]    In  FIG. 3   a  passengers  50  (also representing cargo in some embodiments) are shown at the station&#39;s loading area  40  entering and exiting the station train  30 . In some embodiments the station has a fixed or movable partition  42 . The station train has at least one docking wall  33  that docks with the station&#39;s loading area. The docking wall  33  acts as a side of the station train  30  when moving. When loading or unloading the side wall  33  can have a portion that rotates upward and/or a portion that rotates downward. The upward rotating portion  33 ′ can act as a canopy. The downward rotating portion  33 ″ can act as a floor for loading and unloading. In some embodiments, the floor  33 ″ and/or canopy  33 ′ can slide out from the station train  30  rather than rotate. In some embodiments, the floor  33 ″ and/or canopy  33 ′ can both rotate and slide from the station train  30 . There are numerous methods that one skilled in the art can use to form a canopy and/or floor. 
         [0039]    Though not necessary in some embodiments, the deflector portions  34  as shown can be used. When unloading passengers at the station the deflectors may protect the passengers/cargo  50  from wind. When in transit, as shown in  FIG. 3   b , the deflectors  34  may protect the passengers/cargo  50  and docking wall  33  from high air speed relative to the main train  20  and station train  30  as these trains travel at high speed. In  FIG. 3   b , the deflectors  34  in the front and back of each train extend out such that the deflector  34  of the station train  30  connects to the deflectors of the mainline train  20 . In some embodiments the side walls  33  of the station train  30  and the mainline train  20  extend out simultaneously with the deflectors. In some embodiments, the deflectors  34  extend first and connect to one another before the side/docking walls extend out to form a passage between the mainline train  20  and station train  30 . 
         [0040]    As shown in  FIG. 4(   a ) the mainline train  20  is traveling and begins to catch up to the station train  30  that is traveling on an adjacent track. In  FIG. 4(   b ) the mainline train  20  and station train  30  are substantially aligned with one another and each extends its docking wall  33  and connect to form a passage between the trains  20 / 30 . Shown within the trains are passengers  50  and luggage  55 . In  FIG. 4(   c ) at least a portion of the passengers  50  are transferring from one train to another. As shown those in the mainline train move to the back of the mainline train  20  in order to board in the back of the station train  30 . Those in the station train move to the back of the station train  30  in order to board in the front of the mainline train  30 . The luggage  55  in the mainline train  20  is moved back and then transferred to the station train  30 . The luggage  55  in the station train  30  is moved forward and then transferred to the mainline train  20 . After the transfer is made the docking walls  33  then close to again act as the side walls  33  of each train  20 / 30 . The mainline train  20  continues down the track and the station train  30  can go to the station. In some embodiments the station train  30  catches up to and matches the speed of the mainline train. In some embodiments the entire docking wall  33  that forms a passage between the trains  20 / 30  extends entirely or primarily from either the mainline train  20  or the station train  30 . In some embodiments, the movement of the luggage and passengers on each train is reversed from that illustrated in  FIG. 4  and described above. In some embodiments passengers  50  do not leave their seats and the transfer is made by moving portions of rows, entire rows, and/or sections of multiple rows. 
         [0041]    In some embodiments the mainline train is substantially larger than the station train  30 . In some embodiments, the mainline train  20  has one seating section that is transferred as a block of seating into the station train  30  (this can allow the passengers to remain seated during the transfer). In some embodiments the mainline train  20  has an open section that allows for the transfer of a block of seating from the station into the open space of the mainline train  20 . In some embodiments, the station train  30  can dock at least two times with the same mainline train  20 : 1) to make a complete transfer of passengers to the mainline train  20  and/or 2) to receive a complete transfer of passengers from the mainline train  20 . This can be done by the passengers on foot or by also transferring the seats and passengers as a whole. In order to do this the seats can be set on sliders that slide from one train through the passage of the sidewalls  33  and into the other train. A pulley system or moving walkway type technology can achieve this. 
         [0042]    As shown in  FIG. 5   a , the station train  30  and/or mainline train  20  can have an antenna  60  for maintaining constant control of the speed and position of the train  20 / 30 . Laser sensors  65  can be used in aligning the trains  20 / 30  with one another. As shown in  FIG. 5   b ( i ) the deflectors of each train  20 / 30  can include docking lock bars  70 . The docking lock bars extend from one train to mate with the docking lock holes  72  of the other train. In some embodiments, the lock bars extend from the rear of the station train  30  and the front of the mainline train  20  or vice versa. In some embodiments the lock bars  70  extend from both the front and back of either train. 
         [0043]    As shown in  FIG. 5   b , the side wall  33  of each train  20 / 30  has an upper portion  33 ″ and a lower portion  33 ′: the upper portion  33 ″ when extended forms a portion of the ceiling or canopy of the docking walls and the lower portion  33 ′ when extended forms a portion of the floor of the docking walls  33 . As shown in  FIG. 5   a , when two such trains dock together they form a complete passage between them. In some embodiments, one train has a longer upper portion  33 ″ and/or lower portion  33 ′ than the train to which it is docking. In some embodiments when two trains are docking with one another, the side wall  33  of one train forms the entire ceiling and the side wall  33  of the other train forms the entire floor. 
         [0044]    In  FIG. 5   b ( ii ) the trains  20 / 30  are no longer docked and the docking walls are again side walls  33  having upper portion  33 ″ and lower portion  33 ′. As shown in  FIGS. 5   a - b  the front  75  and rear  80  of the trains  20 / 30  can have the same front and back design. The fronts  75  and backs  80  can have laser lights and/or sensors to keep the trains from getting too close to one another on the track. In some embodiments, the trains are separated by 15 or more minutes. In some embodiments the laser lights and sensors keep all the mainline trains on a loop separated from one another by the substantially same distance and/or time. 
         [0045]    In some of the embodiments disclosed within this application the station  35  is adjacent to or immediately above (or could be immediately below) the mainline tracks  25 . In some embodiments the station is located at a position that is not directly in line with the mainline track  25 . In some embodiments the station  35  is a substantial distance from the track. A portion of a train system  10  is shown in  FIG. 6  (not to scale). As shown there are multiple stations  35  on each station track  27 . Though often in some embodiments there is only one station  35  on each station track  27 . In some embodiments the station track  27  can extend over a large distance such that the stations  35  on each track  27  are multiple miles apart and may in some embodiments be stations within different cities or towns. 
         [0046]    It should also be pointed out that the station track  27  as shown can actually be another mainline track such that the mainline track  25  shown serves another smaller mainline “loop” (here shown as  27 ). 
         [0047]    Though the loops and mainline track disclosed in this application can cover thousands of miles, there are embodiments wherein significantly less miles are represented by the figures. In some embodiments these loops can be called micro-loops wherein the trains  20 / 30  travel at a slower speed and are closer to one another though at substantially regular intervals. In some embodiments the mainline trains  20  travel at speeds less than  50  mph. 
         [0048]    The above disclosure is intended to be illustrative and not exhaustive. This description will suggest many variations and alternatives to one of ordinary skill in this art. The various elements shown in the individual figures and described above may be combined or modified for combination as desired. All these alternatives and variations are intended to be included within the scope of the claims where the term “comprising” means “including, but not limited to”. 
         [0049]    Further, the particular features presented in the dependent claims can be combined with each other in other manners within the scope of the invention such that the invention should be recognized as also specifically directed to other embodiments having any other possible combination of the features of the dependent claims. For instance, for purposes of claim publication, any dependent claim which follows should be taken as alternatively written in a multiple dependent form from all prior claims which possess all antecedents referenced in such dependent claim if such multiple dependent format is an accepted format within the jurisdiction (e.g. each claim depending directly from claim  1  should be alternatively taken as depending from all previous claims). In jurisdictions where multiple dependent claim formats are restricted, the following dependent claims should each be also taken as alternatively written in each singly dependent claim format which creates a dependency from a prior antecedent-possessing claim other than the specific claim listed in such dependent claim below. 
         [0050]    This completes the description of the preferred and alternate embodiments of the invention. Those skilled in the art may recognize other equivalents to the specific embodiment described herein which equivalents are intended to be encompassed by the claims attached hereto.