Patent Description:
Various types of techniques for connecting between cars of transportation systems have been described in the patent literature.

For example, <CIT> describes a vehicle combination and a method for forming and operating a vehicle combination that includes at least first and second autonomous vehicles. Each of the autonomous vehicles is configured to automatically control its motions in a state wherein the first and second autonomous vehicles do not form the vehicle combination. When the vehicle combination is formed, the two autonomous vehicles are connected via a communications connection and the first autonomous vehicle automatically controls the motion of the second autonomous vehicle via the communication connection.

<CIT> describes a slackless railcar coupler assembly, which is mountable in a railcar center sill, has a draft gear subassembly operable against a rear stop, and a slackfree coupler apparatus mounted in a coupler pocket forward of said draft gear subassembly.

<CIT> discloses a car-coupling arranged to provide a strong and durable system automatic coupling between cars. The system is able to be readily uncoupled from the tops and sides of coupled cars. The system includes a draw head as part of a connecting arm having a shoulder for engagement with a recess on a draw head on another connecting arm.

<CIT> discloses a coupling for connecting railways cars. The coupling has a pair of frusto-conical parts that are arranged to house pivoted coupling bars which function to lock the two parts frusto-conical parts together.

An embodiment of the present invention that is described herein provides a coupling assembly in a first car configured to move relative to a second car, the coupling assembly includes an extender and a connector. While the first and second cars are both in motion, the extender is configured to extend away from the first car telescopically for connecting with the second car. The connector is coupled to the extender and is configured to perform the following while the first and second cars are both in motion: (i) dynamically connect with a mating connector of the second car when connecting between the first and second cars, and (ii) dynamically disconnect from the mating connector when disconnecting the first car from the second car. In other embodiments, the extender is configured to extend away from the first car and the connector is configured to dynamically connect with the mating connector when the first and second cars are separated from one another by a first distance, and after dynamically connecting between the connector and the mating connector and while the first and second cars are both in motion, the extender is configured to at least partially collapse toward the first car for positioning the first car at a second distance from the second car, smaller than the first distance. In yet other embodiments, at least one of the first and second cars includes a transportation equipment selected from a list consisting of: a bus, an intercity train, a light train, a suburban rail, an underground train, a boat, an automobile, a truck, a ship, an aircraft and a drone.

In an embodiment, the coupling assembly includes a first local control unit (LCU) coupled to the first car, and a second LCU coupled to the second car, the first and second LCUs include (i) one or more sensors, (ii) one or more communication devices, and (iii) a processor, configured to receive signals from the sensors and the communication devices, and based on the received signals, to control dynamic connection and dynamic disconnection between the first car and the second car. In another embodiment, the signals include at least first and second signals, and the processor is configured, in response to receiving the first signal, to control the extender to extend away from the first car telescopically, and in response to receiving the second signal, to control the extender to collapse telescopically toward the first car. In yet another embodiment, the processor is configured to control one or more parameters selected from a list consisting of: (a) speed, (b) acceleration and deceleration, (c) a distance between the first and second cars, (d) a distance to a nearest station, (e) a distance to a hazard, and (f) braking capabilities. In an embodiment, the extender is configured to collapse toward the first car for disconnecting from the second car.

In some embodiments, the one or more sensors are configured to sense one or more physical parameters selected from a list consisting of: (a) speed, (b) acceleration and deceleration, (c) a distance between the first and second cars, and (d) a distance to a hazard. In other embodiments, the first LCU includes a first communication device and the second LCU includes a second communication device, and, (a) when the connector and the mating connector are disconnected, the first and second communication devices are configured to exchange the signals wirelessly, and (b) when the connector and the mating connector are connected, the first and second communication devices are configured to exchange at least some of the signals over a wired connection. In yet other embodiments, the coupling assembly includes a first set of one or more first cars and a second set of one or more second cars, the first and second sets of cars are moving along a route, and the first and second LCUs are configured to control: (a) a connection between the first and second sets at a first section of the route, and (b) a disconnection between the first and second sets at a second section of the route.

In an embodiment, the first and second cars are dynamically disconnected from one another and are moving along a route such that the first car is a leading car and the second car is following the first car, and, in response to detecting a hazard along the route, the first and second LCUs are configured to coordinate deceleration of the first and second cars. In another embodiment, the second LCU is configured to control the second car to decelerate, and subsequently, the first LCU is configured to control the first car to decelerate. In yet another embodiment, the extender is configured to damp an impact occurring when connecting between the first car and the second car.

There is additionally provided, in accordance with an embodiment of the present invention, a method for coupling a first car moving relative to a second car, the method includes, while the first and second cars are both in motion and are separated from one another by a given distance: extending away from the first telescopically an extender for dynamically connecting with the second car, and a connector coupled to the extender and a mating connector of the second car are dynamically connected to one another.

Embodiments of the present invention that are described hereinbelow provide methods and systems for connecting between two or more moving cars, also referred to herein as dynamic coupling. Moreover, connection and disconnection are intended as dynamic connection resp. dynamic disconnection, whereas extension of the extender and collapsing of the extender are intended as extension telescopically resp. collapsing telescopically.

In some embodiments, a first car, which is configured to move at a given speed relative to a second car, has a coupling assembly comprising an extender, such as but not limited to a telescopic extender (TE), and a connector (CN) coupled to the TE. While the first and second cars are both in motion, and are located at a predefined distance from one another, the TE is configured to extend away from the first car for connecting with the second car, or with a coupling assembly thereof.

In some embodiments, while the first and second moving cars are located within the predefined distance from one another, the CN of the first car is configured to connect with a mating CN of the second car. In some embodiments, after connecting between the CNs, the TE is configured to collapse toward the first car for coupling between the first and second cars. In other embodiments, after connecting between the CNs, the TE may remain extended without collapsing, or may partially collapse.

In some embodiments, the connected CNs have a latching or locking mechanism so that after coupling therebetween, the first and second cars constitute two coupled cars of a train or any other suitable type of vehicle.

Note that the predefined distance is determined, inter alia, by the extension size of the TE. In some embodiments, the second car may also have a coupling assembly similar to that of the first car, so that the predefined distance may be increased by extending a TE of the second car. Moreover, the predefined distance may be controlled by setting the amount of extension in the TE of each car.

In some embodiments, each of the first and second cars may have one or more sensors, configured to sense, for the respective car, one or more of the following parameters: (a) speed, (b) acceleration and deceleration, and (c) distance between the first and second cars. Each car may also have a communication device, which is configured to transmit and receive signals indicative of the sensed parameters. For example, the communication device of the first car may transmit a signal indicative of the parameters sensed in the first car, to the communication device of the second car, and receive, from the communication device of the second car, another signal indicative of the parameters sensed in the second car.

In some embodiments, at least the first car (and typically both cars) may have a processor, which is configured, in response to receiving a first signal, to control the TE to extend away from the first car, and in response to receiving a second signal, to control the TE to collapse toward the first car. The processor of at least one of the cars is configured to disconnect between the first and second cars by extending the TE away from the first car, followed by disconnecting between the CNs, and subsequently, collapsing the TE toward the first car. During the disconnection process, the processor is configured to control various parameters, such as but not limited to relative speed and distance between the first and second cars.

In some cases, the first and second cars are moving along a route, such that the first car is a leading car and the second car is following the first car but is not mechanically connected to the first car. In some embodiments, a sensor of the first car may detect a hazard along the route, and the communication device of the first car may transmit, to the communication device of the second car, an alert signal indicative of the detected hazard.

In some embodiments, in response to receiving the alert signal, the first and second processors are configured to coordinate a deceleration of the first and second cars. In such embodiments, the processor of the second car is configured to control a deceleration of the second car, and subsequently, the processor of the first car is configured to control a deceleration of the first car, such that a safety margin is maintained between the first and second cars. Moreover, after the deceleration of both cars, the processors are configured to control any suitable relative speed between the first and second cars, e.g., maintaining the same level of relative speed controlled before detecting the hazard.

In other embodiments, in case an emergency stop is required due to the detected hazard, in response to receiving the alert signal, the first and second processors are configured to coordinate an emergency stop of the first and second cars. For example, when the second car follows the first car, the processor of the second car is configured to control an emergency stop of the second car, and subsequently, the processor of the first car is configured to control an emergency stop of the first car, such that the safety margin is maintained between the first and second cars.

At least the first car may comprise an extender other than the telescopic extender (TE) described above. The extender may be extended and/or collapsed using any suitable mechanical mechanism, which is powered mechanically and/or electrically and/or pneumatically, and/or using any suitable combination thereof. Moreover, any other suitable type of extender may be used, in addition to at least one of the aforementioned TEs.

The disclosed techniques are not limited to trains. In some embodiments, the transportation system may comprise any other type of transportation vehicle, such as but not limited to a bus, an intercity train, a light train, a suburban rail, an underground train, metropolitan trains, a boat, an automobile, a truck and an aircraft. Moreover, the transportation system may transport any suitable types of objects, e.g., passengers, parcels, cargo and/or freight or any suitable combination thereof.

The disclosed techniques improve the efficiency of transportation systems by enabling connecting and disconnecting between at least two moving cars, so as to reduce the commuting time of passengers and other objects, connecting two trains to reduce headways (the term headway refers to safety distance required from each car and/or train), and therefore, use more cars in a given transportation line for improving line capacity. Moreover, the disclosed techniques improve efficiency of connecting trains in staging yards. The term staging yards refers to side tracks of route <NUM>, used for connecting between cars.

<FIG> is a schematic, pictorial illustration of a system <NUM> for transporting objects without stopping, in accordance with an embodiment of the present invention. In some embodiments, system <NUM> comprises a vehicle <NUM> having one or more cars. In the present example, vehicle <NUM> comprises a train having cars <NUM>, <NUM> and <NUM> coupled to one another and arranged in a column along a track, referred to herein as a route <NUM>.

In some embodiments, vehicle <NUM> is configured to move, in direction <NUM> along route <NUM> having one or more stations (e.g., stations <NUM>, <NUM>, <NUM> and <NUM>), without stopping at any of the aforementioned stations. Moreover, vehicle <NUM> continuously moves along route <NUM>, typically at a predefined speed, without changing its velocity when passing by a station or when moving between stations. The speed of vehicle <NUM> may be constant along route <NUM>, or may change to a desired speed in accordance with the administrative requirements of system <NUM>.

In the example of <FIG>, route <NUM> appears to be circular. In other embodiments, route <NUM> may have any other suitable shape and/or configuration, such as but not limited to a linear shape (e.g., north to south), a curved shape, and/or two routes crossing one another.

In some embodiments, system <NUM> comprises one or more cars, such as cars <NUM>, <NUM>, <NUM> and <NUM>, each of which is configured to load an object (e.g., a passenger) from a station and to move for integrating with vehicle <NUM>.

In the example shown in <FIG>, car <NUM> loads passengers from station <NUM> and, when vehicle <NUM> is located at a predefined distance from station <NUM>, car <NUM> starts moving along route <NUM> in direction <NUM>. In such embodiments, car <NUM> accelerates after departing from station <NUM> and system <NUM> is configured to match the speed of vehicle <NUM> and car <NUM> when making a physical contact therebetween.

In other words, car <NUM> departs from station <NUM> before vehicle <NUM> passes by station <NUM>, e.g., when vehicle <NUM> is located at the aforementioned predefined distance from station <NUM>. Subsequently, car <NUM> accelerates, for a predefined time interval, so as to obtain approximately the speed of vehicle <NUM>. During the predefined time interval, vehicle <NUM> that moves at a speed higher than that of car <NUM>, reduces the distance therebetween. At the end of the predefined time interval, vehicle <NUM> makes physical contact with car <NUM> when the speeds of car <NUM> and vehicle <NUM> are approximately matched. Subsequently, vehicle <NUM> and car <NUM> are making a dynamic coupling therebetween so that car <NUM> is integrated into vehicle <NUM> and constitutes the front car thereof.

In the context of the present disclosure and in the claims, the terms "about" or "approximately" for any numerical values or ranges indicate a suitable dimensional tolerance that allows the part or collection of components, or a physical parameters such as speed and time, to function for its intended purpose as described herein.

In some embodiments, at least one of (and typically all of) the cars of system <NUM> is configured to detach from vehicle <NUM> (when vehicle <NUM> moves) and to decelerate for a given time interval from a respective station, so as to obtain a full stop at the respective station for unloading another object (e.g., another passenger).

In the example shown in <FIG>, when vehicle approaches station <NUM>, car <NUM> detaches from vehicle <NUM> and decelerates so as to stop at station <NUM> and to unload passengers at station <NUM> when vehicle <NUM> continues moving at a desired speed and integrates with car <NUM> as described above.

In some embodiments, car <NUM>, which is the unloading car, is positioned at the rear of vehicle <NUM>. Moreover, after integrating with vehicle <NUM>, car <NUM> constitutes the front car of vehicle <NUM> as described above.

In the example of <FIG>, only one car (e.g., car <NUM>) loads passengers from station <NUM>, and only one car (e.g., car <NUM>) unloads passengers at station <NUM>. In other embodiments, at least one of the loading and unloading cars may comprise any suitable number of cars. For example, in case station <NUM> is a central station of a metropolis, when a large volume of passengers arrives in station <NUM> (e.g., in morning trains), the unloading car (e.g., car <NUM>) may comprise multiple cars. Similarly, when a large volume of passengers depart from station <NUM> (e.g., in afternoon and evening trains), the loading car (e.g., car <NUM>) may comprise multiple cars.

In some embodiments, car <NUM> is loading passengers at station <NUM>, and starts moving along route <NUM> in direction <NUM> when vehicle <NUM> is positioned (while moving) at a predefined distance from station <NUM>. Note that after integrating with vehicle <NUM>, car <NUM> is the front car of vehicle <NUM> and car <NUM> will become the second car of vehicle <NUM>.

In such embodiments, the position of one or more cars of vehicle <NUM> within vehicle <NUM>, is changing along route <NUM>. For example, between stations <NUM> and <NUM> car <NUM> is at the front position and car <NUM> is at the rear position, and when approaching station <NUM>, car <NUM> detaches from vehicle <NUM> and car <NUM> turns into the rear car of vehicle <NUM>. Similarly, between stations <NUM> and <NUM>, car <NUM> is at the front position and car <NUM> is at the rear position, and when approaching station <NUM>, car <NUM> may detach from vehicle <NUM> and car <NUM> may turn into the rear car of vehicle <NUM>.

Note that in some cases vehicle <NUM> may pass by a given station without detaching one or more cars, and/or without integrating with a car loading passengers from the given station. In an embodiment, car <NUM> may not detach from vehicle <NUM> between stations <NUM> and <NUM>, and may remain the rear car having a different destination, e.g., station <NUM>. In this embodiment, vehicle <NUM> may integrate with car <NUM> between stations <NUM> and <NUM> and may have five cars (e.g., cars <NUM>, <NUM>, <NUM>, <NUM> and <NUM>) before detaching from car <NUM> when approaching station <NUM>.

In some embodiments, a passenger typically boards an origin car that, after the integration, is located at the front of vehicle <NUM>. During the ride the passenger moves within vehicle <NUM> in a direction <NUM> (opposite to direction <NUM>), toward a destination car that is located at the rear of vehicle <NUM>. For example, a passenger traveling from an origin station (e.g., station <NUM>) to a destination station (e.g., station <NUM>), may board car <NUM> at station <NUM> and walk (or be moved using any suitable technique) along vehicle <NUM> to car <NUM>, so as to de-board at station <NUM>. In case the destination station of the passenger is station <NUM>, he or she may walk from car <NUM> to car <NUM>, which is designated to stop at station <NUM> and de-board from car <NUM>. Note that moving passengers, within vehicle <NUM> in direction <NUM>, prevents crowding and passengers congestion, and therefore, improves the mobility and flow of the passengers within vehicle <NUM>.

In accordance with the embodiments described above, for a typical passenger each car is a direct car to its destination station. In the context of the present invention and in the claims, the term "direct car" refers to the fact that once boarding an origin car at the origin station, a given passenger moves along vehicle <NUM> to its destination car and typically stops only at its destination station. In other words, the given passenger does not waste time due to a stop at any station located between the origin and destination stations, because vehicle <NUM> constantly moves. Therefore, from the passenger perspective, after boarding, the destination car stop only at the destination station. Moreover, a passenger sits at his or her destination car until the car is detached from vehicle <NUM> and stops at the destination station, while typically vehicle <NUM> has not changed its original (e.g., cruising) speed since departure from the origin station.

Typically, when accessing a station of system <NUM>, a passenger does not have to wait for a specific car and can take the next car. In some embodiments, system <NUM> is configured to route the cars and vehicles to transport the passenger to its destination station using various techniques described below. Moreover, due to the direct car and non-stop vehicles, the transportation is faster and the passenger spends less time commuting.

In some embodiments, in case the destination car is not yet coupled to vehicle <NUM>, the passengers may await at one of the cars of vehicle <NUM>, for a notice that their destination car is integrated with vehicle <NUM> and is available for them. In such embodiments, a passenger may (a) remain in the origin car that has a destination station that matches the passenger's destination station, or (b) move to the destination car that has not yet been integrated with vehicle <NUM>. Note that in scenario (a), the passenger will not move in direction <NUM>, and simply de-board the same car at the destination station.

In some embodiments, system <NUM> comprises at least the following elements: vehicles having one or more cars, cars not connected to vehicles, and the aforementioned stations located along route <NUM>. In some embodiments, system <NUM> has signs for assisting the passengers in reaching their destination in the most effective manner. In some embodiments, digital (electronic) signs are positioned (a) in every station, (b) in every car, and (c) the passengers may have a handheld device, such as a smartphone or a head-mounted display (HMD), which is connected to a control sub-system of system <NUM> and displays information regarding the schedule and destination of each car of system <NUM>.

In some embodiments, each station has signs indicative of the departure and arrival times of cars at the station, and optionally on departures and arrivals of cars at other stations of system <NUM>. In the example of <FIG>, the signs of station <NUM> may display the arrival time of car <NUM> and the departure of car <NUM> that will be integrated with the next vehicle (not shown) following vehicle <NUM>. Similarly, the signs of station <NUM> may display (a) the departure time of car <NUM>, and in case car <NUM> is scheduled to detach from vehicle <NUM> and to stop at station <NUM>, the signs will display (b) the arrival time of car <NUM>. Note that the signs of each station may also display information regarding other stations along route <NUM> and the destination of each car currently integrated in vehicle <NUM>.

In some embodiments, each car has a sign that marks the destination station thereof. The sign may also comprise a mapping of all the cars of system <NUM>, which are lit according to coupling and destination station. Such signs provide the passengers with information on the destinations of all cars currently integrated in vehicle <NUM>. Thus, each passenger knows his or her destination car in order to reach the respective destination station.

In some embodiments, the signage of each car displays the car status (e.g., coupling status, origin and destination), the position of each car within vehicle <NUM>, and whether or not passengers can move from the respective car toward their destination car of vehicle <NUM>. For example, when car <NUM> departs from station <NUM>, but is not yet safely coupled to vehicle as shown in <FIG>, the signage displays that passengers of car <NUM> cannot move toward the rear of vehicle <NUM>. Similarly, before car <NUM> detaches from vehicle <NUM>, the signage of cars <NUM>, <NUM> and <NUM> display the remaining time for safely passing to car <NUM>. At a predefined time interval (e.g., ten seconds) before detaching car <NUM>, the signage of cars <NUM>, <NUM> and <NUM> may indicate that car <NUM> is no longer available for the present passengers of vehicle <NUM>. Moreover, the signage of car <NUM> may have a count-down display for the arrival of car <NUM> in station <NUM>.

In some embodiments, the signage may display the status and destination of each car of system <NUM>, or of some of the cars of system <NUM>. In the context of the present invention, the term "status" may refer to at least one of (a) whether the car moves or stops, (b) whether the car (i) loads passengers, or (ii) unloads passengers, or (iii) in idle or mode (e.g., for technical maintenance, or cleaning). For example, a moving car may be highlighted, and displays its corresponding destination.

In such embodiments, a car that is positioned at a given station, and therefore is not moving, may have a corresponding indication of its status as described above, and a sign indicative of its destination that may be displayed at all stations, cars and personal displays. Moreover, the signage may provide users with an indication of whether or not each car is dynamically coupled to a respective vehicle. In the example of <FIG>, the signage will indicate that cars <NUM>, <NUM> and <NUM> are dynamically coupled to one another, whereas cars <NUM> and <NUM> are moving but are not coupled to any car of vehicle <NUM>.

In some embodiments, the signage may be carried out using color-coding, letters, lit and unlit, characters, or any other suitable marking indicative of the status of the respective car. Additionally, each car may have the destination thereof shown on the outer surface of the car so that passengers at the respective stations will be able to see the destination of the respective car.

In some embodiments, passengers having a personal displaying device, such as but not limited to the aforementioned smartphone or HMD, may have all the information described above displayed on the personal device. In such embodiments, the personal device may provide the user with the destination of the car he or she is currently located in, and may further provide the user with the position of its destination car and the estimated arrival time of the destination car at the destination station.

This particular configurations of the signage of system <NUM> are described by way of example, in order to enhance the performance and ease-of-use of system <NUM>. Embodiments of the present invention, however, are by no means limited to this specific sort of example signage configurations, and the principles described herein may similarly be applied to other sorts of signage in system <NUM> or in any other types of transportation systems.

In some embodiments, system <NUM> comprises the aforementioned control sub-system. In an embodiment, the control sub-system may be centralized, referred to herein as a central control unit (CCU). In another embodiment, the control sub-system may be distributed, referred to herein as a distributed control unit (DCU). For example, a DCU may be positioned at the large stations of system <NUM> that are distributed along route <NUM> and/or as local-control units (LCUs) coupled to at least some of the aforementioned cars of system <NUM>, as will be described in detail in <FIG> below.

The embodiments below are described for the CCU, but are also applicable to the DCU.

In some embodiments, the CCU may comprise various types of sensors, communication devices, controllers and processors (described in detail below), which are configured to accurately assess the position, speed and acceleration of each car in real-time.

In some embodiments, based on the sensed and communication signals, a processor of the CCU is configured to estimate and/or specify various parameters related to components (e.g., each car and vehicle) of system <NUM>. The processor is configured to control (a) speed, (b) acceleration and deceleration, (c) a distance between adjacent car or vehicle, (d) a distance to and/or from a nearest station, (e) a distance to a closest obstacle or hazard, (f) status of each car, such as but not limited to detaching from a vehicle, integrating with a vehicle, awaiting at a station, (g) status of the vehicle, e.g., number of cars and motors integrated in the vehicle, and (h) braking capabilities.

In the context of the present disclosure and in the claims, the term "braking capability" refers to at least one of (i) reducing the power applied to a motor (e.g., electrical, diesel) driving the respective car, and (ii) applying a mechanical braking assembly (e.g., friction-based) for stopping the respective car. Both braking capabilities are affected by various parameters, such as but not limited to (a) total weight of the car, (b) materials of the mechanical braking assembly, (c) number of mechanical braking actuators used (e.g., not bypassed) in the braking assembly, (d) latency period for activating a braking actuator (e.g., building a pressure in braking pistons), and (e) temperature of the braking environment and of elements of the mechanical braking assembly.

In some embodiments, the CCU is configured for signaling and controlling the components speed, acceleration and for commanding coupling and/or de-coupling between at least two cars and between a car and a vehicle.

The CCU is further configured to command cars and/or vehicles to abort coupling and/or decoupling processes when required. As will be described in detail below, one or more of the control sub-systems (e.g., CCU, and/or in stations, and/or in cars) are configured to control the cars and stations for maintaining a safety distance between adjacent components (e.g., cars). In other words, based on the signals received from at least one of the sensors and the communication devices the control sub-system is configured to specify the configuration of at least one of the vehicle (e.g., vehicle <NUM>) and one or more of the aforementioned cars of system <NUM>.

Typically, the control sub-system comprises a general-purpose computer having at least a processor and/or a controller, which is programmed in software to carry out the functions described herein. The software may be downloaded to the computer in electronic form, over a network, for example, or it may, alternatively or additionally, be provided and/or stored on non-transitory tangible media, such as magnetic, optical, or electronic memory.

Additional embodiments related to the control sub-systems and components thereof in the stations and the cars of system <NUM> are described in detail below.

In the context of the present disclosure and in the claims, the terms "integrate with" and "couple to" are used interchangeably, the terms "detach" and "decouple" are used interchangeably, the terms "loading" and "boarding" are used interchangeably, and the terms "de-boarding" and "unloading" are used interchangeably.

In some cases vehicle <NUM> may have less cars than number of stations. In some embodiments, one or more given cars of vehicle <NUM> may have respective destination stations, but also intermediate destination stations. In such embodiments, the passengers will wait in the given car they boarded until the car of their destination is picked up later, and then pass to their destination car at the front of vehicle <NUM>.

In some embodiments, system <NUM> is configured to manage connection of passengers between different routes having at least one common station. For example, a passenger departing from Pittsburgh Pennsylvania with a destination station at Richmond Virginia, will wait at a given car dropped-off at the Baltimore station, and the given car will be integrated with the vehicle coming from New York using the same techniques described above for car <NUM> and vehicle <NUM>. After the integration, the passenger may walk to the destination car intended to stop at Richmond as its destination station.

In order to avoid passengers moving in direction <NUM> towards the front of vehicle <NUM>, an alternative embodiment of system <NUM> is possible in cases where destination car is unavailable due to a short vehicle <NUM>. In this embodiment, the passengers remain in an "intermediate car" but may not de-board from the intermediate car even though the intermediate car is detached from vehicle <NUM> and stops at a station, because the intermediate car will integrate with a subsequent vehicle (other than vehicle <NUM>). After the integration with the subsequent vehicle, the passengers will move towards the back of the subsequent vehicle, to the destination car of their destination.

In some embodiments, the cars constituting vehicle <NUM> may be concatenated or split to allow better utilization of the shared vehicles. Because the passengers typically sit in their destination car before the splitting, the passengers do not move while vehicle <NUM> is being split, thus avoiding safety events. In such embodiments, when accessing a station (e.g., by foot), each passenger may relate to the car awaiting at the platform as his or her next car, assuming that all cars and vehicles that are sharing the same line are concatenated and/or split as needed. These embodiments are applicable for all passengers because each vehicle that passes through a station can arrive to all possible stations by concatenating and splitting.

In some embodiments, a vehicle having a first set of cars of system <NUM>, such as vehicle <NUM>, is configured to merge with another vehicle having a second set of cars, and/or to split into multiple sub-vehicles. In such embodiments, when a vehicle splits into two or more sub-vehicles, at a splitting point, the rear-most-sub-vehicle (also referred to herein as the second set of cars), reduces its speed to a predefined speed, so as to have a safety distance and to allow the one or more front sub-vehicles (also referred to herein as the first set of cars) to leave the splitting point.

In some embodiments, after obtaining the safety distance, the one or more front sub-vehicles and the rear-most-sub-vehicle are routed, each, by the CCU of system <NUM> to their respective routes, and the rear-most-sub-vehicle restores its original or planned speed.

Similarly, when merging two vehicles into a merged vehicle, at the merging point, the speeds are matched and the coupling is carried out in a like manner to the aforementioned dynamic coupling between a single car and a vehicle using the techniques described above.

In some embodiments, safety is obtained using a transition mechanism, which allows both cars (the rear and the front) to know, with sufficiently-high accuracy and confidence level, the actual distance and speed difference during the entire coupling process between adjacent cars and thereafter.

In some embodiments, in case of a communication-loss event during the dynamic coupling, the rear car (or the rear-most-sub-vehicle) stops immediately and the front car (or vehicle) also stops but after a time interval (depending on the position and speed of the cars), and at a lower deceleration rate, so as to maintain a safety distance therebetween. In other words, in case of a communication-loss event during dynamic coupling of front and rear cars, the front car will always move faster than the rear car so as to prevent a collision and to obtain a safety distance therebetween.

In some embodiments, each car of system <NUM> is configured to use the same communication and synchronization techniques in case of a need for an emergency stop at a given car. In such embodiments, the vehicle may start decelerating and/or stopping, and send a signal to the car in front of it that it can start decelerating and/or stopping at a slightly lower rate than the vehicle (e.g., vehicle <NUM>), in order to maintain the safe distance between the vehicle and the front car.

In other embodiments, the same emergency stop technique may be applied to any car within vehicle <NUM> or to any other vehicle. For example, in a vehicle comprising three cars, referred to herein as a front car, a middle car, and a rear car, which may have an uncontrolled fire event in the middle car. After evacuating the passengers from the burning middle car, the front car decouples from the burning middle car and moves at the fastest speed from among the three cars. In such embodiments, the burning middle car moves at a speed slower than that of the front car, and the rear car, which is also decoupled from the burning middle car, moves at the slowest speed from among the three cars. In such embodiments, the CCU may control a diversion apparatus in route <NUM> to divert the burning car to a suitable different route and to stop the burning car for extinguishing the fire and other types of emergency activities at a designated safety area.

In some cases, the distance between two or more adjacent stations may be short due to high density of passengers or goods distributed within a short section of the route. For example, in a metropolis (for passengers and parcels) and in a seaport or airport (for large cargo and/or freight) there are typically multiple short distances between adjacent station. In such cases, a passenger boarding the front car may have to rush to his or her destination car, and in some cases, the passenger may not be able to reach the destination car on time.

In some embodiments, the control sub-system of system <NUM> is configured to specify the number of cars in vehicle <NUM>, e.g., based on the distance between at least two adjacent stations of route <NUM>.

In some embodiments, system <NUM> may comprise a combination of (a) long vehicles for long distances between adjacent stations as described above, and (b) shorter vehicles (e.g., having less cars) for serving sections of a route having short distances between adjacent stations. For example, a shorter vehicle may comprise two or three cars, so that a passenger have to move only one or two cars during the ride between two adjacent stations, and therefore, may not have a problem to get to his or her destination car on time. Note that both the long and short vehicles are not stopping at stations of the metropolis, but are detaching from and coupling to cars before and after the stations, respectively.

In other embodiments, system <NUM> may comprise a combination of vehicles that are not stopping, referred to herein as non-stop vehicles such as vehicle <NUM>, and "traditional vehicles" that stop at predefined stations for loading and unloading objects (e.g., passengers or parcels). For example, system <NUM> may comprise three non-stop vehicles, such as vehicle <NUM>, and one traditional vehicle. In such embodiments, the first and second non-stop vehicles (e.g., arriving from stations out of the metropolis) may only detach cars at given stations so that passengers may have enough time for being at their destination cars well before the destination car detaches from the respective vehicle.

Subsequently, the traditional vehicle may load passengers at the given stations and transport them to their destination within the metropolis. Finally, the third non-stop vehicle may couple to cars loading passengers from the given stations and/or other stations, for transporting these passengers to stations located at distances long-enough that provide passengers with enough time to reach their destination car on time. Note that at least one of the three non-stop cars may both load and unload passengers at predefined stations. For example, a first non-stop vehicle may only detach cars, a second non-stop vehicle may detach from and integrate with cars, and a third non-stop vehicle may only integrate with cars.

In yet other embodiments, system <NUM> may comprise only non-stop vehicles that may move fast between metropolises and slower within the metropolises so as to provide the passengers with enough time to safely reach their destination cars before the detachment. Additionally or alternatively, system <NUM> may dynamically adjust the speed of the non-stop vehicles based on information received from the ticketing system. Note that the speed adjustment is limited so as to maintain the original schedule of the loading and unloading at the stations of system <NUM>.

In other embodiments, system <NUM> may comprise two cars, denoted cars "A" and "B," and a single station. In such embodiments, car "A" loads passengers from the station and integrates with car B, and when approaching the station, car "B" detaches from car "A" and unloads passengers at the station. This minimal configuration may be used, for example, for improving the utilization of an attraction in an amusement park, or for any other suitable application for transporting passengers and/or goods.

In case of a large event, such as a football match or a big concert, a large number of passengers is expected to board at a first station, and another large number of passengers is expected to de-board at another station.

In some embodiments, the control sub-system of system <NUM> is configured to receive information from the ticketing system, and based on the information, to specify and/or adjust the number of cars at the first station, in response to the unusual number of passengers. For example, a first non-stop vehicle may detach, in the first station before the large amount of passengers are boarding, three cars instead of one. Subsequently, a subsequent second non-stop vehicle, may integrate with the three cars having the large amount of passengers returning from the event, and detach the three cars at the second station so as to unload at least some of the passengers returning from the event, at their destination station.

Note that in case the ticketing system receives bookings for more than one destination stations, the second non-stop vehicle may detach two of the cars at the second station and the remaining additional cars at the third station. These embodiments are also applicable for rush hours in crowded areas, such as a metropolis (for passengers and/or parcels) and a port (for cargo and/or freight).

In alternative embodiments, based on the information received from the ticketing system indicative of unusually large number of objects at the first station, the control sub-system is configured to specify (e.g., limit) the number of tickets for the second non-stop vehicle and the remaining passengers may be permitted to board a subsequent third non-stop vehicle.

In other embodiments, vehicle <NUM> and the cars of system <NUM> may comprise any other suitable type of transportation equipment, such as but not limited to a bus, an intercity train, a light train, a suburban rail, an underground train, a boat, an automobile, a truck, and a cargo and/or freight carrier (e.g., a train, a truck or a ship). In yet other embodiments, vehicle <NUM> may comprise an aircraft (e.g., a drone) configured to carry passengers and/or parcels along a predefined route, and the cars may comprise smaller drones configured to load and unload the passengers and/or parcels between the aircraft and the stations.

In alternative embodiments, vehicle <NUM> is configured to stop for coupling to and/or for detaching cars. These embodiments may be useful in case the dynamic coupling and detaching is too complicated and/or risky. This operational mode reduces some of the benefits for passengers, and may result in a long delay to passengers that plan to de-board at intermediate stations and longer overall cycle time of route <NUM>.

In other embodiments, vehicle <NUM> may slow down before stations so that the dynamic coupling and decoupling (or detaching) may be carried out at lower speed. For example, if the cruising speed of vehicle <NUM> between stations is about <NUM> per hour (KPH), the speed may decline to about <NUM> KPH before the dynamic coupling and/or decoupling. In other embodiments, this intermediate concept may be applied using any other suitable operational mode subject to the type of transportation as described above. For example, the speed acceleration and deceleration may differ between an intercity train and a suburban rail, and between transportation of passengers and cargo and/or freight.

This particular configuration of system <NUM> is shown by way of example, in order to illustrate certain problems that are addressed by embodiments of the present invention and to demonstrate the application of these embodiments in enhancing the performance of such a transportation system. Embodiments of the present invention, however, are by no means limited to this specific sort of example system, and the principles described herein may similarly be applied to other sorts of transportation systems.

<FIG> is a diagram that schematically illustrates a process for connecting two moving cars <NUM> and <NUM> of system <NUM>, in accordance with an embodiment of the present invention. Note that the following embodiments described below for cars <NUM> and <NUM> are applicable for all the cars of system <NUM>, and that at least one of cars <NUM> and <NUM> may be coupled to additional cars, as described in <FIG> above.

In some embodiments, cars <NUM> and <NUM> comprise, each, a local-control unit (LCU) <NUM>, which is part of the distributed control unit (DCU) described in <FIG> above. Reference is now made to an inset <NUM>. In some embodiments, LCU <NUM> comprises one or more sensors <NUM>, which are configured to sense several physical parameters of the respective car. For example, sensors <NUM> of car <NUM> may sense speed, acceleration and deceleration of car <NUM>, a distance between cars <NUM> and <NUM> as shown in the steps of <FIG>, and a distance to a hazard. Note that in the example of <FIG>, sensors <NUM> are shown as a box in LCU <NUM>, but each of the aforementioned sensors <NUM> may be fitted at any suitable position of car <NUM> (and one or more other cars of system <NUM>). For example, sensors <NUM> for measuring the distance between car <NUM> and an adjacent car, may be fitted at positions <NUM> and <NUM> of car <NUM>. In this example, the sensor at position <NUM> is configured to measure the distance between cars <NUM> and <NUM>.

In some embodiments, LCU <NUM> comprises one or more communication devices <NUM>, which are configured to exchange signals indicative of the aforementioned measured parameters, instructions received from any processing unit of system <NUM>, and any other suitable information. In some embodiments, LCU <NUM> comprises a processor <NUM>, which is configured to receive, via electrical conductors <NUM> (e.g., cables, wires, leads, traces) or wirelessly, signals indicative of the parameters sensed by sensors <NUM> and information received from communication devices <NUM>.

In some embodiments, based on the signals received from sensors <NUM> and communication devices <NUM>, processor <NUM> of car <NUM> is configured to control (a) motion parameters of car <NUM>, (b) coupling and decoupling procedures between car <NUM> and adjacent cars, as will be described in detail herein, and any other operations of car <NUM> and optionally of other cars of system <NUM>. In the context of the present disclosure and in the claims, the term "motion parameters" refers to speed, acceleration, deceleration, braking, changing course, and any other suitable parameters related to the motion of the respective cars of system <NUM> (e.g., cars <NUM> and <NUM>).

In some embodiments, LCU <NUM> may comprise electrical conductors <NUM>, configured to exchange signals directly between sensors <NUM> and communication devices <NUM>. This configuration may be useful, for example, for controlling both cars <NUM> and <NUM> using a single processor <NUM> that serves as a master processor. In the example of <FIG>, processor <NUM> of car <NUM> may serve as a master processor that may receive the parameters sensed by sensors <NUM> of car <NUM>, and may control, for example, the motion parameters of both cars <NUM> and <NUM>. Note that when coupling or decoupling between two cars, processor <NUM> of the front car is typically defined as the master processor and processor <NUM> of the rear car is defined as the slave processor. In the example of <FIG>, cars <NUM> and <NUM> are moving in direction <NUM>, so that processor <NUM> of car <NUM> is defined as the master processor. In this example, processor <NUM> of car <NUM> controls the distance between cars <NUM> and <NUM>, so that in case of emergency during a coupling process between cars <NUM> and <NUM>, processor <NUM> of car <NUM> controls car <NUM> to reduce speed (or even stop) before changing the speed of car <NUM>, so as to prevent a collision between cars <NUM> and <NUM>. Embodiments related to the operation of LCUs <NUM> are described in detail in a section denoted "additional embodiments and variations" of the present disclosure. In other embodiments, both processors <NUM> of cars <NUM> and <NUM> may be slaves to a third party master processor, as described in detail herein. Additionally or alternatively, after defining an outline (e.g., predefined, or by a temporary master processor), both processors <NUM> of cars <NUM> and <NUM> may be local masters of their respective car. In alternative embodiments, processor <NUM> of the rear car (e.g., car <NUM>) may serve as the master processor of both cars <NUM> and <NUM>.

In the context of the present disclosure and in the claims, the terms "rear car," "trailer car" and "trailing car" are used interchangeably, and refer to the car that is not at the front (in direction <NUM>) from among the cars being coupled or decoupled. In the example of <FIG>, car <NUM> serves as the rear/trailing car. Similarly, the terms "front car" and "leading car" are used interchangeably and refer to car <NUM> in the example of <FIG>.

In some embodiments, the aforementioned signals may be transmitted from and received by communication devices <NUM>, via electrical conductors <NUM> and <NUM>, and via any suitable type of wireless signals <NUM>. In such embodiments, communication devices <NUM> of cars <NUM> and <NUM> are configured to exchange at least some of the signals described above, so as to control the motion parameters of cars <NUM> and <NUM>. Additionally or alternatively, both processors <NUM> of cars <NUM> and <NUM> may be slaves to a third party master processor, located for example at the aforementioned controlled sub-system (e.g., CCU) of system <NUM> or at any other location. In this configuration, both communication devices <NUM> of cars <NUM> and <NUM> may send data to the third party master processor, and processors <NUM> of cars <NUM> and <NUM> may receive instructions from the third party master processor. In an embodiment, in case of communication loss with the third party master processor, one of processors <NUM> (e.g., the processor of car <NUM>, which is the front car) may be assigned as a temporary master processor, until the communication channel with the third party master processor has been recovered.

Reference is now made back to the general view of <FIG>. In some embodiments, car <NUM> comprises a coupling assembly (CA) <NUM>, which is coupled to car <NUM> at a location <NUM>. Similarly, car <NUM> comprises a (CA) <NUM>, which is coupled to car <NUM> at a location <NUM>, and may have a configuration substantially identical to that of CA <NUM> described herein. In the example of <FIG> and <FIG>, cars <NUM> and <NUM> are moving along route <NUM> in direction <NUM>, so that location <NUM> is positioned at the front side of car <NUM>, and location <NUM> is positioned at the rear side of car <NUM>. Additionally or alternatively, at least one car of system <NUM> (and typically all cars) may have one or more CAs positioned at other locations. In the example of car <NUM>, CA <NUM> may be positioned at another location of car <NUM>, and additional CAs may be mounted on car <NUM> at any suitable locations other than <NUM> and <NUM>.

In some embodiments, all cars of system <NUM> may have CAs coupled at both front and rear locations thereof. For example, car <NUM> may have an additional CA (not shown) coupled at location <NUM>, so that car <NUM> may be coupled with an additional car, such as car <NUM> as shown in <FIG> above.

CA <NUM> comprises a telescopic extender (TE) <NUM>, so that while at least car <NUM> is in motion, TE <NUM> is configured to extend away from car <NUM> for connecting with car <NUM>. In some embodiments, CA <NUM> comprises a connector (CN) <NUM>, which is coupled at the distal end of TE <NUM>, but in other embodiments, CN <NUM> may be coupled at any other suitable position of TE <NUM>.

In some embodiments, CA <NUM> comprises a TE <NUM> having the same features of TE <NUM>. For example, while at least car <NUM> is moving, TE <NUM> is configured to extend away from car <NUM> (e.g., toward CA <NUM> in car <NUM>). CA <NUM> comprises a CN <NUM>, which is typically (but not necessarily) positioned at the distal end of TE <NUM> and having the same features of CN <NUM>. In some embodiments, CN <NUM> is configured to connect with a mating connector, such as CN <NUM>, for connecting between cars <NUM> and <NUM>. In the example configuration shown in <FIG>, CAs <NUM> and <NUM> and controlled by processors <NUM> of cars <NUM> and <NUM>, respectively. In other embodiments, CAs <NUM> and <NUM> may be controlled by a local controller, or by a master processor (e.g., processor <NUM> of car <NUM> or a remote master, such as the third party master) as described above.

In some embodiments, TEs <NUM> and <NUM> are configured, each, to be extended up to a predefined distance, e.g., between zero and five meters. The amount of extension depends on the safety requirements of the particular type of vehicle and cars. For example, the extension of each TE in a train may be about two, or three or four meters (or any other suitable size), whereas the extension in an automobile may be about one meter or less (or any other suitable size). The specified predefined distance may be determined, inter alia, based on the momentum (e.g., weight and/or speed) of the car, communication time delay, and the braking ability (e.g., deceleration rate, and/or distance the car is passing from receiving a stop command, time and distance to full stop).

As described in <FIG> above, car <NUM> loads passengers from station <NUM> and, when car <NUM> of vehicle <NUM> is located at a predefined distance from station <NUM>, car <NUM> starts moving along route <NUM> in direction <NUM>.

At an acceleration step <NUM>, car <NUM> accelerates for a predefined time interval, so as to obtain approximately the speed of car <NUM>. Note that at step <NUM> cars <NUM> and <NUM> are both moving and are separated from one another by a distance <NUM>. Note that at step <NUM>, TEs <NUM> and <NUM> are both in a collapsed and remain within cars <NUM> and <NUM>, respectively.

At a first extension step <NUM>, when car <NUM> still accelerates during the predefined time interval, car <NUM> moves at a speed higher than that of car <NUM>, and thereby, is separated from car <NUM> at a distance <NUM>, smaller than distance <NUM> of step <NUM> above. When cars <NUM> and <NUM> are separated from one another by distance <NUM>, TEs <NUM> and <NUM> are getting started to extend toward one another. At a second extension step <NUM>, both cars <NUM> and <NUM> are moving, but car <NUM> still moves at a speed higher than that of car <NUM>, and therefore, is separated from car <NUM> at a distance <NUM>, smaller than distance <NUM> of step <NUM> above. When cars <NUM> and <NUM> are separated from one another by distance <NUM>, at least one of TEs <NUM> and <NUM> may continue to extend toward the other TE for making physical contact between CNs <NUM> and <NUM>. For example, both TEs <NUM> and <NUM> may extend, or only one TE (e.g., TE <NUM>) may extend while TE <NUM> may remain collapsed. Note that when one TE remains collapsed, the distance for coupling may be shortened (e.g., by half). In some embodiments, CNs <NUM> and <NUM> are connecting with one another at the end of step <NUM>, embodiments related to the connecting process between CNs <NUM> and <NUM> is described in detail in <FIG> below. In other embodiments, at least one of TEs <NUM> and <NUM> may start extending only when both cars <NUM> and <NUM> are moving at the same speed, and at least one of cars <NUM> and <NUM> may accelerate or decelerate to accommodate for the required approximation between cars <NUM> and <NUM>.

In some embodiments, TEs <NUM> and <NUM> may be used as dampers, configured to compensate for any variation in the relative speed between cars <NUM> and <NUM>. TEs <NUM> and <NUM> may be used as hard dampers, for example, by pushing against car <NUM>, which is over-approaching toward car <NUM>, and thereby, maintain distance <NUM> at step <NUM>. Additionally or alternatively, TEs <NUM> and <NUM> may be used as soft dampers. For example, in case car <NUM> is over-approaching toward car <NUM>, processor <NUM> is configured to control at least one of TEs <NUM> and <NUM> to slightly collapse, while adjusting the relative speed between cars <NUM> and <NUM>, and to extend after adjusting the relative speed and maintaining the specified distance between cars <NUM> and <NUM>.

At a cars approaching step <NUM>, after CNs <NUM> and <NUM> are connected with one another, cars <NUM> and <NUM> are moving closer to one another for being separated from one another by a distance <NUM>, smaller than distance <NUM> of step <NUM> above. In some embodiments, TE <NUM> is configured to collapse toward car <NUM>: (a) when cars <NUM> and <NUM> are getting closer to one another, or (b) when car <NUM> and <NUM> are disconnecting from one another. In other embodiments, TE <NUM> may remain fully or partially extended when car <NUM> and <NUM> are disconnecting from one another.

In some embodiments, after CNs <NUM> and <NUM> are connected and locked, electrical modules (not shown) of CAs <NUM> and <NUM> are coupled to one another, so that electricity, and various types of signals may be exchanged between cars <NUM> and <NUM>. For example, when the electrical modules of CNs <NUM> and <NUM> are connected, communication devices <NUM> of cars <NUM> and <NUM>, may exchange at least some signals using a wired communication channel, in addition to or instead of using wireless signals <NUM> described above. In such embodiments, communication devices <NUM> are configured to receive a signal indicating the availability of the wired communication channel, and based on the signal, to select between the wired and wireless channels for transmitting the signals.

At a dynamic coupling step <NUM>, while both are still moving, cars <NUM> and <NUM> are coupled to one another so that passengers can move from car <NUM> toward their destination car of vehicle <NUM>, e.g., car <NUM>. Step <NUM> terminates the process for connecting two moving cars <NUM> and <NUM>, and after concluding step <NUM>, car <NUM> is integrated with vehicle <NUM> as described in <FIG> above.

In some embodiments, a reversed order of the process described in <FIG> may be used, mutatis mutandis, for disconnecting between two cars of vehicle <NUM>. Note that when de-coupling between cars <NUM> and <NUM>, it is essential to reduce the force (e.g., mutual pressure) applied between CAs <NUM> and <NUM>, so as to disconnect between CNs <NUM> and <NUM>, whereas when connecting between CAs <NUM> and <NUM>, it is important to have mutual pressure applied between CAs <NUM> and <NUM>, so as to carry out the latching and/or locking described above. Thus, after the extension is enlarged, the rare car (e.g., car <NUM>) may slightly accelerate (or the front car may slightly decelerate) to reduce the mutual pressure and to enable the decoupling between CNs <NUM> and <NUM>. In some embodiments, when cars <NUM> and <NUM> are disconnecting from one another, TEs <NUM> and <NUM> may be extended while CNs <NUM> and <NUM> are still connected with one another, e.g., as shown for example in step <NUM>. Subsequently, when distance <NUM> is sufficiently large, e.g., as shown in step <NUM>, CNs <NUM> and <NUM> are disconnecting from one another and TEs <NUM> and <NUM> are collapsing toward cars <NUM> and <NUM>, respectively.

Note that the damping embodiments described in step <NUM> above, are also applicable for steps <NUM> and <NUM>, as well as for the corresponding steps of the process for disconnecting between any cars (e.g., cars <NUM> and <NUM>) of vehicle <NUM>. Additional embodiments related to the extension and damping are described below.

In other embodiments, TEs <NUM> and <NUM> may remain collapsed when cars <NUM> and <NUM> are disconnecting from one another. In such embodiments, CNs <NUM> and <NUM> are disconnecting from one another at about the same time (or shortly before) cars <NUM> and <NUM> are decoupling from one another.

In alternative embodiments, instead of TEs <NUM> and <NUM>, at least one of cars <NUM> and <NUM> may have a non-extending element having connectors, such as but not limited to CNs <NUM> and <NUM>. These non-extending elements may be used for connecting between cars <NUM> and <NUM>, and may also serve as dampers for damping any impact occurring by the coupling between cars <NUM> and <NUM>. Coupling cars using such non-extending elements typically require fast communication and good coordination for performing a virtual coupling between cars <NUM> and <NUM>. The term "virtual coupling" is described in detail below. Additionally, extenders, such as but not limited to TEs <NUM> and <NUM>, or any other type of non-telescopic extenders described below, may be used for damping the impact occurred when coupling between cars <NUM> and <NUM>.

In yet other embodiments, at least one of TEs <NUM> and <NUM> may not collapse at step <NUM>, for example, when connecting between cars <NUM> and <NUM> without transferring people and/or other objects between the cars. In the example of <FIG>, cars <NUM> and <NUM> may be coupled via TEs <NUM> and <NUM> and connected between CNs <NUM> and <NUM>, but the bodies of cars <NUM> and <NUM> remain separated from one another at a predefined distance (e.g., distance <NUM> or <NUM>).

Typically, the processor <NUM> comprises a general-purpose processor, which is programmed in software to carry out the functions described herein. The software may be downloaded to the computer in electronic form, over a network, for example, or it may, alternatively or additionally, be provided and/or stored on non-transitory tangible media, such as magnetic, optical, or electronic memory.

In other embodiments, at least one of cars <NUM> and <NUM> may have, in addition to TEs <NUM> and <NUM>, one or more extenders that are not telescopic. For example, an extender shaped as a squeezebox of an accordion may be compressed instead of the collapsing of the TE, and expanded, instead of the extending of the TE. Other examples of a non-telescopic extenders may be designed as a folding fence used in gardens and gates or any other suitable type of a controllable extending and collapsing apparatus.

<FIG> are schematic, sectional views of three respective positions of CNs <NUM> and <NUM> used for dynamically connecting moving cars <NUM> and <NUM> of system <NUM>, in accordance with an embodiment of the present invention. As described in <FIG> above CNs <NUM> and <NUM> are coupled, respectively, to TEs <NUM> and <NUM>.

Reference is now made to <FIG>. As described in <FIG> above, CNs <NUM> and <NUM> are both moving in direction <NUM>, however, due to the different speeds of cars <NUM> and <NUM>, CNs <NUM> and <NUM> are actually moving toward one another in opposite directions <NUM> and <NUM>, respectively.

In some embodiments, CN <NUM> comprises a housing <NUM> having a distal end shaped as a cone <NUM>. CN <NUM> comprises a disc <NUM>, which is configured to rotate about a hinge <NUM>. In the present example, disc <NUM> is rotated clockwise for connecting between CNs <NUM> and <NUM> as will be described in detail in <FIG> below.

In some embodiments, a section of the circumference of disc <NUM> is shaped as an arc <NUM>, and a notch <NUM> is formed in arc <NUM>. A spring <NUM> is coupled between disc <NUM> and housing <NUM>, and a shaft <NUM> is coupled to a hinge <NUM>.

In some embodiments, CN <NUM> comprises a housing <NUM> having a distal end shaped as a cone <NUM>. CN <NUM> comprises a disc <NUM>, which is configured to rotate about a hinge <NUM>. In a like manner to disc <NUM> described above, disc <NUM> is rotated clockwise for connecting between CNs <NUM> and <NUM>.

In some embodiments, a section of the circumference of disc <NUM> is shaped as an arc <NUM>, and a notch <NUM> is formed in arc <NUM>. A spring <NUM> is coupled between disc <NUM> and housing <NUM>, and a shaft <NUM> is coupled to a hinge <NUM>. Shafts <NUM> and <NUM> are typically made from a rigid metal or any other suitable material. Note that shafts <NUM> and <NUM> pass, respectively, through openings of cones <NUM> and <NUM> of respective housings <NUM> and <NUM>, such that the distal end of shaft <NUM> makes contact with arc <NUM> of disc <NUM> , and the distal end of shaft <NUM> makes contact with arc <NUM> of disc <NUM>.

Reference is now made to <FIG>. In some embodiments, cones <NUM> and <NUM> are shaped such that when CNs <NUM> and <NUM> are moving toward one another (e.g., in directions <NUM> and <NUM>, respectively), cone <NUM> fits over cone <NUM>. When TE <NUM> moves CN <NUM> in direction <NUM>, disc <NUM> rotates clockwise and brings notch <NUM> in close proximity to the distal end (i.e., the end not connected to hinge <NUM>) of shaft <NUM>. Moreover, when disc <NUM> rotates clockwise, spring <NUM> of CN <NUM> is being stretched. Similarly, when TE <NUM> moves CN <NUM> in direction <NUM>, disc <NUM> rotates clockwise and brings notch <NUM> in close proximity to the distal end of shaft <NUM>, and spring <NUM> is being stretched. When discs <NUM> and <NUM> are sufficiently-rotated clockwise, the distal ends of shafts <NUM> and <NUM> are inserted into notches <NUM> and <NUM>, respectively. In some embodiments, the distal ends of shafts <NUM> and <NUM> may have a pin, or any other suitable apparatus, for insertion into notches <NUM> and <NUM>, respectively.

Reference is now made to <FIG>, showing a mechanism for locking CNs <NUM> and <NUM> to one another. As described above, the distal ends of shafts <NUM> and <NUM> are inserted into notches <NUM> and <NUM>, respectively, and are stopping against respective discs <NUM> and <NUM>. Subsequently, shafts <NUM> and <NUM> are pressed back into CNs <NUM> and <NUM>, respectively, causing discs <NUM> and <NUM> to rotate until notches <NUM> and <NUM> align with shafts <NUM> and <NUM>. After shafts <NUM> and <NUM> have entered, spring <NUM> applies to disc <NUM> force in a direction <NUM> and spring <NUM> applies to disc <NUM> force in a direction <NUM>, so that notches <NUM> and <NUM> spring back into a position where shafts <NUM> and <NUM> are extended, and thereby lock CNs <NUM> and <NUM> to one another. In the locked position, forces on shafts <NUM> and <NUM> and discs <NUM> and <NUM> are balanced out, so that CNs <NUM> and <NUM> are remained locked.

The structure and functionality of CNs <NUM> and <NUM> is based on Scharfenberg couplers, provided, for example, by Voith Turbo Scharfenberg GmbH (Salzgitter, Germany). In other embodiments, CAs <NUM> and <NUM> may have any other suitable type of couplers or connectors, instead of or in addition to CNs <NUM> and <NUM>.

In some embodiments, uncoupling between CNs <NUM> and <NUM> is executed by rotating at least one of the discs against the force of the respective spring. For example, rotating disc <NUM> clockwise against the force of spring <NUM>. In response the clockwise rotation, the distal end of the respective shaft (e.g., shaft <NUM>) is released from the respective notch (e.g., notch <NUM>), and the same applies for shaft <NUM> and notch <NUM>. As a result, CNs <NUM> and <NUM> are uncoupled. Note that the coupling and uncoupling of CNs <NUM> and <NUM>, as described above, may be carried out manually, or using electrical and/or pneumatic mechanisms controlled, for example, by processor <NUM> and/or by an operator of the respective cars and/or of system <NUM>. Additional embodiment and variations are described in detail, after <FIG> below.

The embodiments described in <FIG> are not limited to trains. In some embodiments, system <NUM> and the cars thereof (e.g., cars <NUM> and <NUM>), may comprise any other type of transportation vehicle, such as but not limited to a bus, an intercity train, a light train, a suburban rail, an underground train, a boat, an automobile, a truck and an aircraft. Moreover, the cars (e.g., cars <NUM> and <NUM>) of system <NUM> may transport any suitable types of objects, such as but not limited to, passengers, parcels, cargo and/or freight, or any suitable combination thereof.

<FIG> is a flow chart that schematically illustrates a method for dynamically connecting two or more moving cars of system <NUM>, in accordance with an embodiment of the present invention. The method begins at a first distance setting step <NUM>, with setting a first distance between first and second moving cars. For example, setting distance <NUM> separating between moving cars <NUM> and <NUM> shown in <FIG> above. At an extending step <NUM>, while cars <NUM> and <NUM> are moving, TE <NUM> of car <NUM> is extended toward car <NUM>, and TE <NUM> of car <NUM> is extended toward car <NUM>.

At a connecting step <NUM>, CN <NUM>, which is coupled to TE <NUM>, is connected with a mating connector, e.g., CN <NUM>, of car <NUM>, as shown for example in step <NUM> of <FIG> above. At a second distance setting step <NUM>, a second distance (e.g., distance <NUM> of <FIG> above), which is smaller than distance <NUM>, is set for separating between moving cars <NUM> and <NUM>, and at the same time, TEs <NUM> and <NUM> collapse toward cars <NUM> and <NUM>, respectively, so that a combination of controlling the speed of cars <NUM> and <NUM> to obtain distance <NUM> and moving at least one of TEs <NUM> and <NUM> enables the latching and/or locking described in <FIG> above. At a car coupling step <NUM> that concludes the coupling method, cars <NUM> and <NUM> are coupled to one another while moving and collapsing TEs <NUM> and <NUM> toward cars <NUM> and <NUM>, respectively. After concluding step <NUM>, car <NUM> is integrated with vehicle <NUM> as described in <FIG> and <FIG> above.

Dynamic coupling assumes that the speed of two consecutive components (e.g., cars <NUM> and <NUM>) is known with a relatively high accuracy and known delay. Thus, conventional safety margins (which assume static obstacles) are relatively conservative and therefore, expensive in terms of volume transportation. As such, relative speed (rather than absolute speed) is considered as a key parameter for deriving the safety requirements of system <NUM>. Measuring relative speed allows two consecutive components (e.g., cars <NUM> and <NUM>) to get in close proximity to one another while maintaining a sufficiently-safe distance therebetween. As described in <FIG> above, by having LCUs <NUM>, cars are virtually mutually connected and informed of various parameters of one another, such as motion parameters (e.g., speed and acceleration).

In some embodiments, the coupling mechanism of system <NUM> may comprise: CNs <NUM> and <NUM> or any other suitable type of automatic coupler, TEs <NUM> and <NUM> for extension and damping as described in <FIG> above, a communication channel (e.g., between communication devices <NUM> of cars <NUM> and <NUM>), sensors <NUM> for sensing the aforementioned motion parameters and distance between adjacent cars <NUM> and <NUM>, processors <NUM> for controlling the motion parameters, distance between adjacent cars <NUM> and <NUM>, and the operation of CAs <NUM> and <NUM> for coupling and decoupling between adjacent cars. The coupling mechanism may comprise a hazard and safety control mechanism, for example, using software features for controlling the aforementioned coupling and decoupling in response to input signals, such as detection of obstacles, or receiving negative clearance from the railway signaling system or train control system or other types of hazards along route <NUM>.

In some embodiments described in <FIG> above, the communication channel is capable of transferring distance and speed measurements in real-time, as well as potential hazard alerts, while controlling speed and acceleration of both cars. When the cars are approaching one another, the speed and acceleration are adapted, so as to reduce relative speed, and thereby, allowing safe coupling. When the cars (e.g., cars <NUM> and <NUM>) are sufficiently close to one another (e.g., at step <NUM> of <FIG> above), processor <NUM> activates CAs <NUM> and <NUM>, so as to lock the automatic couplers (e.g., CNs <NUM> and <NUM>) to one another and latch or be locked using any suitable technique.

In some embodiments, the dynamic coupling (as well as decoupling) between adjacent cars <NUM> and <NUM> is carried out under the supervision of the aforementioned hazard and safety control mechanism, which is implemented, for example, using processors <NUM>, and is described in detail below.

In some embodiments, LCUs <NUM> are configured to continuously sense various parameters (as described in <FIG> and <FIG> above) and to response to any variation in the dynamics of cars <NUM> and <NUM>, so the leading car (e.g., car <NUM>) does not change speed before ascertaining that the trailer car (e.g., car <NUM>) started braking or reducing speed at a slowing rate determined, for example, by processor <NUM>.

As described in <FIG> and <FIG> above, the coupling between cars <NUM> and <NUM> is carried out after the front car (e.g., car <NUM>) has accelerated and reached the speed of the rear car (e.g., car <NUM>), so that the rear car can approach the front car from behind and the two cars reach the distance required for coupling (e.g., distance <NUM> of <FIG> above). TEs <NUM> and <NUM> that serve as a coupling extension and damper mechanism, allow cars <NUM> and <NUM> that are maintained, e.g., by processors <NUM>, in controlled distance and speed relative to one another, to couple and latch (e.g., having CNs <NUM> and <NUM> locked). Subsequently, TEs <NUM> and <NUM> are collapsed toward cars <NUM> and <NUM>, respectively, and cars <NUM> and <NUM> are now coupled and moving in tandem as cars of vehicle <NUM>.

In some embodiments, there are three types of couplers (i.e., connecting mechanism) for connecting between cars <NUM> and <NUM>: (a) a manual coupler, using a mechanical, or pneumatic, or electrical connections, (b) a semi-automatic coupler, having an automatic mechanical connection, but manual only pneumatic and/or electric connections, and (c) fully automated couplers. In some embodiments, the semi-automatic coupler, also referred to herein as a semi-permanent coupler, is designed to ensure a permanent mechanical and pneumatic connection between the different cars of vehicle <NUM>. The semi-permanent coupler does not have to be uncoupled unless there is a case of emergency or during maintenance of one or more of the connected cars. Both the coupling and the uncoupling of the semi-permanent couplers are carried out manually and must be carried out with both cars. In some embodiments, the semi-permanent coupler has a vulcanized metal-rubber articulation that allows relative movement between the cars. This coupler allows the coupled cars to resist both horizontal and vertical vibrations, as well as rotational movements. One or both of the two couplers between cars is provided with an energy absorption device, which is configured to absorb mechanical forces applied between the cars (e.g., between cars <NUM> and <NUM>).

In some embodiments, an automatic coupler is configured to carry out mechanical coupling between two cars, by means of a simple approximation at a recommended speed of about <NUM> kilometer per hour (KPH), without any manual assistance. The electric and pneumatic connection of the respective cars are carried out automatically at the same time with the mechanical coupling. The automatic coupler allows the coupled cars to resist both horizontal and vertical vibrations, as well as a rotational movement. Uncoupling the cars is also automatic, and is carried out from the driver's desk, although in case of emergency it can be carried out manually by means of an uncoupling handle. In an embodiment, the automatic coupler is provided with an energy absorption device, configured to collapse under strong impacts for protecting the frames of the involved cars. Such automatic couplers may be supplied by various manufacturers, such as the aforementioned Voith GmbH, and other producers described in <CIT> (attorney docket number <CIT>, whose disclosure is incorporated herein by reference.

Train virtual coupling is a technology that applies direct (or indirect) communication between adjacent cars, such as cars <NUM> and <NUM>, for shortening a safety distance therebetween. In virtual coupling, the specified safety distance takes in account the dynamics (e.g., motion parameters of each car and distance measured between the cars), relying on the communication channel (described above) between cars <NUM> and <NUM>, and in the example of <FIG>, automating the response of car <NUM> (also referred to herein as the trailing car in the present example) to hazard alert provided by car <NUM> (also referred to herein as the leading car in the present example), so as to prevent collision between cars <NUM> and <NUM>.

One of the greatest challenges for virtual coupling safety is derailment of adjacent opposite direction rolling stock. In the context of the present disclosure, the term "derailment" refers to a car of system <NUM> falling out of route <NUM> undesirably (e.g., by accident). For example, when a train is getting off-track or when an automobile is falling off-road. Such undesired accidents are hazardous for passengers and other objects transported by the cars and vehicles of system <NUM> or any other transportation system. In these cases, the leading train, about to collide with the derailed train, cannot provide hazard alert in time to the virtually coupled second train, thus the latter does not have time to decelerate and will cause even higher speed collision. The virtual coupling safety is also problematic when approaching diverging junctions as the first train may derail due to junction malfunction and the second cannot brake in time to prevent collision. In some embodiments, system <NUM> is configured to address safety issues of virtual coupling by shortening the virtual coupling time-window required for physical connection during which it can be assured no opposite train or intersection is present, removing the virtual coupling drawbacks completely.

In some embodiments, one or more cars (typically all cars) of system <NUM> comprise an automatic coupler, such as CAs <NUM> and <NUM> having respective CNs <NUM> and <NUM> as shown in <FIG> above. The CAs are typically coupled at both side of the car so as to enable connecting with cars at the front and back sides of the car. In the example described in <FIG> above, when car <NUM> moves in direction <NUM>, CA <NUM> is coupled at the front side (e.g., location <NUM>) and an additional CA is coupled at the back side (e.g., location <NUM>) of car <NUM>.

The embodiments provided herein describe CAs <NUM> and <NUM> and the TEs and CNs thereof, but are applicable for all CAs, TEs and CNs of all cars of system <NUM>.

In some embodiments, CNs <NUM> and <NUM> are configured to latch and lock automatically in response to having a predefined range of relative speeds between one another (e.g., between about <NUM> KPH and <NUM> KPH), using the connecting and locking mechanism described in <FIG> above, or by using any other suitable mechanism. Note that CNs <NUM> and <NUM> are configured to operate under longitudinal and lateral forces and vibrations, and to support a predefined range of tilting and rotation angles such as requirements specified in various railway engineering standards, e.g., I. EN <NUM>-<NUM>:<NUM>, SS-EN <NUM>:<NUM>, between cars <NUM> and <NUM>, for example based on the interaction between cones <NUM> and <NUM> described in <FIG> above.

In some embodiments, each CA of system <NUM> comprises an electronic module (not shown), such that after CNs <NUM> and <NUM> are mechanically connected and locked, the electronic modules of CAs <NUM> and <NUM>, are electrically connected, and are configured to produce signals indicative of the coupling status between CNs <NUM> and <NUM>. Moreover, when the electronic modules of CAs <NUM> and <NUM> are electrically connected, communication devices <NUM> of CAs <NUM> and <NUM>, are configured to exchange at least one of the communication signals over a wired connection (not shown) coupled between the electronic modules of CAs <NUM> and <NUM>. Although CAs <NUM> and <NUM> are operated using electrical power provided by cars <NUM> and <NUM>, respectively, CNs <NUM> and <NUM> may be operated (e.g., latching/locking and releasing) manually, for example, in case of emergency.

In some embodiments, TEs <NUM> and <NUM> (that serve as extenders and dampers as described above) are configured to provide to suppress and/or contain vibration differences between cars <NUM> and <NUM> and to sustain longitudinal forces and different required angles of the coupling after connecting CAs <NUM> and <NUM> successfully.

In some embodiments, CAs <NUM> and <NUM> are designed for high speed trains (e.g., trains, metro, and trams) and for automobiles (e.g., busses and minibuses). In such embodiments, each of TEs <NUM> and <NUM> is configured to extend to various sizes, such as but not limited to about <NUM>-<NUM> meters for rail cars, and about <NUM> meter for connected automobile cars, or any other suitable extension size, as described for example in <FIG> above. As shown in steps <NUM> and <NUM> of <FIG> above, after CNs <NUM> and <NUM> are connected, TEs <NUM> and <NUM> are configured to collapse toward cars <NUM> and <NUM>, respectively.

In some embodiments, TEs <NUM> and <NUM> are configured for de-touching with a high-speed mechanism in case of hazard before the latching of CNs <NUM> and <NUM> and the collapsing of TEs <NUM> and <NUM>. In some embodiments, the CNs and TEs of CAs <NUM> and <NUM> are designed to comply with collision-related and other forces applied between coupling and decoupling cars, as specified in the respective standards, such as EN <NUM> standard, for coupling between cars of trains, automobiles and other types of vehicle described above.

In some embodiments, system <NUM> comprises a direct communication channel between cars <NUM> and <NUM>, and between any two or more connecting cars. In the example of <FIG> above, the communication channel is set between communication devices <NUM> that exchange communication signals, such as wireless signals <NUM>, for maintaining various operations, such as but not limited to relative speed, absolute speed, communication delay, acceleration and location between cars <NUM> and <NUM>.

In some embodiments, the communication channel is configured to support bidirectional traffic, to maintain the direct link within a distance between about <NUM> and fully connected between cars <NUM> and <NUM> (may have different specification for different types of vehicles, for example, train cars and automobile cars), and a communication delay smaller than about <NUM> millisecond (ms) when the distance between cars is smaller than about <NUM>.

In some embodiments, the direct communication, also referred to herein as "point to point" communication, is encrypted and authenticated for improved safety and reliability. Moreover, the direct communication provides LOS (loss of signal) or loss of communication indication, when the communication is lost, with a delay of less than <NUM>.

In some embodiments, the cars of system <NUM> may have an external shape for obtaining an aerodynamic shape when connected with one another. For example, after coupling between adjacent cars, the backside of the leading car may fit over the front side of the training car, such that the connected cars appear as a single car. One example of this embodiment is shown in <FIG> of the aforementioned <CIT>.

In some embodiments, sensors <NUM> for measuring the distance and speed, are configured to measure the distance between cars <NUM> and <NUM> constantly (e.g., a range between every about <NUM> milliseconds and about <NUM> second) and accurately. The measurements are sufficiently-accurate to enable bringing cars <NUM> and <NUM> safely to a distance smaller than about one meter. For example, at an inter-car distance between about <NUM> and about <NUM> sensors <NUM> are configured to measure, and processor <NUM> is configured to control a distance value smaller than about ±<NUM>% of the actual distance. Similarly, for any speed between <NUM> KPH and <NUM> KPH sensors <NUM> are configured to measure, and processor <NUM> is configured to control a speed value smaller than about ±<NUM>% of the actual speed of each of the cars to be coupled or decoupled, and the relative speed between the respective cars (e.g., cars <NUM> and <NUM>).

In some embodiments, system <NUM> and each LCU <NUM>, have a fail-safe mechanism and are configured to produce an alert in response to any sort of failure to obtain the specified motion parameters and distance between cars <NUM> and <NUM> (and between any cars of system <NUM>).

In an embodiment, the automatic speed and acceleration control mechanism helps control the cars relative positions before, during and after coupling and/or decoupling. Using the distance and speed measurements, at least one processor <NUM> (e.g., the master processor or both processors <NUM>) is configured to generate coupling control commands to cars <NUM> and <NUM> to adjust their respective speed and acceleration for a fully automatic feedback until concluding the coupling and/or decoupling process, and as long as cars <NUM> and <NUM> are within the aforementioned distances (e.g., up to <NUM>) between one another.

For example, (a) each car (e.g., cars <NUM> and <NUM>) receives its own acceleration or deceleration control feedback, (b) in responds to the feedback, a command to adjust one or more motion parameters is generated within up-to <NUM> second, and/or speed of about <NUM> meter per second, and/or acceleration between about <NUM> and <NUM> meter/second<NUM>.

In some embodiments, the automatic speed and acceleration control mechanism of LCU <NUM> is configured to respond to stop hazard alert with an emergency procedure for stopping the train. In the emergency procedure, the leading car (e.g., car <NUM>) sends, directly or indirectly to the rear car (e.g., car <NUM>), a signal indicative of a hazard (also referred to herein as a hazard signal), and car <NUM> does not start decelerating before receiving from car <NUM> acknowledgement to the hazard signal and an indication that car <NUM> has started to decelerate. The emergency procedure ensures that the leading car will start decelerating only after the rear car has already started to decelerate, and therefore, the rear car will not collide into the leading car. Moreover, in response to a communication error, the automatic speed and acceleration control mechanism of LCU <NUM> is configured to perform the emergency procedure, such that, in response to a hazard alert, car <NUM> decelerates before car <NUM> starts decelerating. The automatic speed and acceleration control mechanism of LCU <NUM> is configured to maintain a full duplex channel between processors <NUM> of cars <NUM> and <NUM>, and having a continuous communication mechanism to ensure that the communication between communication devices <NUM> is up and running at least when cars <NUM> and <NUM> are within a distance smaller than about <NUM> from one another.

In some embodiments, the hazard and control mechanism, e.g., between cars <NUM> and <NUM>, is designed such that cars <NUM> and <NUM> are considered as a single vehicle comprising them, while the coupling control is autonomous to allow low latency and fast response. Typically, the front car (e.g., car <NUM>) continues to accelerate when a hazard occurs, so as to avoid the rear car (e.g., car <NUM>) from colliding with the front car (e.g., car <NUM>). Note that this feature does not change in essence the safety margins (also referred to herein as the safe distance or safety distance), the rear car's safety margin is the margin that should be taken into account, at least when the front car has not yet reached the speed of the rear car. Moreover, when the front car, e.g., car <NUM>, is in the range of the safety margin from a forward potential obstacle, car <NUM> can still accelerate and maintain the aforementioned safety distance from car <NUM>. <FIG> of the aforementioned <CIT>, shows an example graph of the acceleration of a front car (e.g., car <NUM> in the example of <FIG>) in a train coupling case (represented in <FIG> by car <NUM>) and the fact the safety margin is not compromised by continuing the acceleration after the hazard alert was issued. In some embodiments and as shown in the aforementioned graph, the total braking distance of the rear train (refers to car <NUM> of the present disclosure) is not compromised, the front car (refers to car <NUM> of the present disclosure) continues to accelerate and gain speed for about eight more seconds in order to avoid the rear train from reaching the front car. In the example of the aforementioned graph, both cars reach the same speed and continue with the same deceleration rate until obtaining full stop. A safety margin between the trains (e.g., cars <NUM> and <NUM> in the present disclosure) that compensates for the variance in deceleration rates and other mismatches can be maintained by maintaining the acceleration of the front car (e.g., car <NUM>), or by delaying the deceleration of the rear car, which requires extended safety margin of the rear train towards a potential obstacle and/or other hazards, by the safety margin.

In some embodiments, any hazards detected by any entity of system <NUM> is communicated (e.g., by car <NUM>) to car <NUM> by using the aforementioned point to point communication channel. Additionally or alternatively, any hazards detected by any entity of system <NUM>, may be communicated to at least one of cars <NUM> and <NUM>, via the aforementioned controlled sub-system (e.g., the CCU) or any other suitable third party. For example, a hazard detected by car <NUM> may be transmitted to the CCU, and from the CCU to car <NUM>. Note that indirect communication typically add to the communication-related delays, and therefore, may require specifying larger safety margins as compared to the safety margins specified when cars <NUM> and <NUM> are communicating directly. In response to the hazard alert, LCU <NUM> of car <NUM> sends signals indicative of acknowledgement for the hazard alert, and an indication that car <NUM> started decelerating using any suitable braking system thereof. Subsequently, processor <NUM> of car <NUM> calculates and verifies that the current relative speed between cars <NUM> and <NUM>, is similar (approximately equal) to the relative speed between cars <NUM> and <NUM> before receiving the hazard alert. In some embodiments, during the deceleration, processors <NUM> of cars <NUM> and <NUM> are configured to maintain a predefined minimal safety margin between cars <NUM> and <NUM>, while the car <NUM> continues to brake, the control is maintained by car <NUM>, which may or may not receive a deceleration command. In other words, the safe distance between cars <NUM> and <NUM> is maintained by first decelerating car <NUM> (which is the rear car), and only after obtaining suitable predefined conditions, such as but not limited to, safe distance and relative speed between cars <NUM> and <NUM>, car <NUM> (which is the front car) starts to decelerate. Note that the same embodiments and procedure are applicable also in response to a communication loss between cars <NUM> and <NUM>, or in response to any other safety-related event (e.g., a fire in car <NUM> or in car <NUM>).

As described in <FIG> above, vehicle <NUM> and the cars of system <NUM> may comprise any other suitable type of transportation equipment, such as but not limited to a bus, an intercity train, a light train, a suburban rail, an underground train, a boat, an automobile, a truck, and a cargo and/or freight carrier (e.g., a train, a truck or a ship, or any other type of transportation equipment or vehicle described above). In yet other embodiments, vehicle <NUM> may comprise an aircraft (e.g., a drone) configured to carry passengers and/or parcels along a predefined route, and the cars may comprise smaller drones configured to load and unload the passengers and/or parcels between the aircraft and the stations. Embodiments described herein are related to automobiles, such as busses and minibuses, but are also applicable, mutatis mutandis, to one or more of the other types of transportation systems described above.

Traditional mechanisms for connecting between two busses or minibuses, comprises a swivel mechanism used for connecting two bus cabins into a single unit having two cabins. That solution is unsuitable for dynamic coupling as it is made of fabric and unable to connect and disconnect between two adjacent busses as required. In the embodiments described below, the term "car" refers to any suitable type of car, such as but not limited to a bus and a minibus.

In some embodiments, a dynamic coupling mechanism is configured to connect two cars and allow safe passage of passengers between the connected cars. Coupling is carried out at high speeds (e.g., at about the speed limit at the respective section of the route) so as to prevent the rear car from reducing the speed (the coupling may also be carried out at low speeds, e.g., in close proximity to a junction). The coupling of several cars into a single vehicle (such as vehicle <NUM> of <FIG> above) may create a very large convoy-like vehicle which may cause traffic complications, for example in junctions and in curvy section of the route.

In some embodiments, in order to accommodate all road conditions, the vehicle (also referred to herein as a combo-vehicle, is configured to split before junctions and/or curves into multiple sub-vehicles, each of which comprising one or more cars, and to reconnect for generating the combo-vehicle after passing the junction or curve. For example, in fully autonomous intersections, the autonomous combo-vehicles may refrain from blocking the junction by disconnecting between two or more cars, and reconnecting between the respective cars after passing the junction. In the example of <FIG>, in case of a blocked intersection between stations <NUM> and <NUM>, vehicle <NUM>, which comprises (after coupling with car <NUM>) cars <NUM>, <NUM>, <NUM> and <NUM>, may disconnect between cars <NUM> and <NUM>, so as to split into two pairs of cars before the intersection (e.g., cars <NUM> and <NUM>, and cars <NUM> and <NUM>) and reconnect between cars <NUM> and <NUM> after passing the intersection. In this example, processor <NUM> of car <NUM> may initiate the disconnection in response to receiving from sensors <NUM> of car <NUM>, a signal indicating that cars <NUM> and <NUM> are blocking the intersection. Similarly, processors <NUM> of cars <NUM> and <NUM> may initiate the reconnection in response to receiving from sensors <NUM> of car <NUM> (the rear-most car of vehicle <NUM>), a signal indicating that cars <NUM> and <NUM> have already passed through the intersection.

In some embodiments, the coupling mechanism is also configured to accommodate large angles of vehicle <NUM> in case of sharp turns (e.g., in a junction), or to split and reconnect before and after a turn, depending on the requirements of the respective route. In other embodiments, when vehicle <NUM> is used in routes that cross highways and do not have turns (or having non-sharp curves), the cars of vehicle <NUM> may have, instead of CAs <NUM> and <NUM>, simpler coupling assemblies, e.g., for reducing the overall cost of system <NUM>.

In some embodiments, the coupling assembly for coupling between two busses (e.g., cars <NUM> and <NUM>) is configured to: (a) connect and disconnect between cars <NUM> and <NUM>, (b) allow passengers to pass between the front bus (e.g., car <NUM>) and the rear bus (e.g., car <NUM>), (c) suppress and/or contain the forces and vibrations of each car, and between cars <NUM> and <NUM>, (d) support turning of vehicle <NUM> at an angle up to ninety degrees, (e) sustains crash forces and maintain vehicle <NUM> as a single unit (e.g., a single car), (f) electrically connect between cars <NUM> and <NUM> for electricity and connectivity as required, (g) support automatic coupling on differential speeds of up-to <NUM> KPH between adjacent cars, (h) support manual and automatic connection and disconnection between cars <NUM> and <NUM>, (i) have extensions and dampers, such as TEs <NUM> and <NUM>, to allow connection of cars <NUM> and <NUM> within a suitable distance (e.g., of about two meters), and (j) collapse TEs <NUM> and <NUM> after connecting between CNs <NUM> and <NUM> and having them locked and/or latched.

In some embodiments, the communication channel between busses has the same features of the communication channel described above for exchanging communication signals between cars of any sort of a transportation system.

In some embodiments, when applied to automobiles, e.g., when cars <NUM> and <NUM> comprise busses, system <NUM> is configured to carry out the dynamic coupling and/or decoupling between the busses, using a safety distance smaller than a safety distance used when connecting between cars of a train.

In some embodiments, before direct communication is established between cars <NUM> and <NUM> (of any type of transportation system), the safety distance cannot not be reduced to a dynamic safety distance, and has to remain at the safety distance required according to existing regulations (e.g., of route <NUM>), which assumes a conventional approach to the obstacle.

Even though the front car (e.g., car <NUM>) is located inside the safety margin of the rear car (e.g., car <NUM>), system <NUM> is configured for maintaining safety distance by continuing to accelerate car <NUM>, and also control the speed thereof, as long as needed. At the same time, the safety margin of car <NUM> must be greater than required according to the existing regulations of route <NUM>, in order to account for the needed safety margin between cars <NUM> and <NUM>.

In some embodiments, safety is maintained by controlling the speed and acceleration of car <NUM> so as to prevent car <NUM> from colliding with car <NUM> due to high differential speed therebetween. The safety is also maintained by transferring information about hazards, e.g., from car <NUM> to car <NUM>, and by extending the safety margin requirements between cars <NUM> and <NUM>.

Although the embodiments described herein mainly address any type of transportation systems, such as trains, the methods and systems described herein can also be used in other types of transportation systems and other applications. For example, the disclosed techniques may be used, mutatis mutandis, for connecting between cars of any type of the aforementioned vehicles that are moving in the same direction and/or to a similar or common destination, with or without transferring passengers or goods between the cars. Moreover, the disclosed techniques may be used to also allow automation on assembling between entities like trains, or any other type of vehicles, in staging yards, automatically and while the cars are in motion.

Claim 1:
A coupling assembly suitable to be used in first and second cars configured to move relative to one another. the coupling assembly comprising:
a first extender (<NUM>) that, while at least one of the first and second cars (<NUM>, <NUM>) is in motion, is configured to extend away from the first car (<NUM>) for connecting with the second car (<NUM>);
a second extender (<NUM>) that, while at least one of the first (<NUM>) and second (<NUM>) cars is in motion, is configured to extend away from the second car for connecting with the first car;
characterised by a first connector (<NUM>), which is coupled to the first extender (<NUM>), and is adapted to be moved relative to the first car in response to the first extender extending away from the first car (<NUM>) telescopically; and
a second connector (<NUM>), which is coupled to the second extender (<NUM>), and is adapted to be moved relative to the second car (<NUM>) in response to the second extender extending away from the second car telescopically, wherein the first connector (<NUM>) is configured to perform the following while at least one of the first and second cars is in motion:
(i) dynamically connect with the second connector when connecting between the first and second cars, and
(ii) dynamically disconnect from the second connector when disconnecting the first car from the second car.