AIRDOCK ASSEMBLY

Abstract

An airdock for connecting a transportation vehicle to a loading area in a high-speed, low-pressure transportation system. The airdock includes a pathway for off-loading and loading of passengers and/or cargo to the transportation vehicle. The airdock is operable to maintain the transportation vehicle in a low-pressure environment of the transportation system while providing the pathway through the low-pressure environment.

Description

BACKGROUND OF THE DISCLOSURE

1. Field of the Disclosure

The present disclosure relates to an airdock assembly, and more specifically relates to an air dock assembly for a high-speed low-pressure transportation system.

2. Background of the Disclosure

As the development of high-speed low-pressure transportation systems continue, connecting a Pod with an airdock of a transportation system station for off-loading passengers and/or cargo need to be solved.

Thus, there is a need for an airdock assembly for a Pod in a high-speed low-pressure transportation system.

SUMMARY OF THE EMBODIMENTS OF THE DISCLOSURE

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

By implementing aspects of the disclosure, the Pod can connect to the station via the airdock for off-loading and on-barding of passengers and/or cargo, while the Pod is maintained in the low-pressure environment.

Aspects of the disclosure are directed to an airdock for connecting a transportation vehicle to a loading area in a high-speed, low-pressure transportation system, the airdock comprising a pathway for off-loading and loading of passengers and/or cargo to the transportation vehicle, wherein the airdock is operable to maintain the transportation vehicle in a low-pressure environment of the transportation system while providing the pathway through the low-pressure environment.

In embodiments, the pathway projects from the loading area and is sealingly connectable with the transportation vehicle.

In additional embodiments, the airdock is configured to move towards the transportation vehicle within the low-pressure environment to sealingly connect with the transportation vehicle.

In yet further embodiments, the airdock is configured to sealingly connect with the transportation vehicle by the transportation vehicle being moved within the low-pressure environment into contact with the airdock.

In some embodiments, the pathway comprises: a structural frame; a bulkhead door arranged at a first end of the structural frame and operable to maintain the low-pressure environment when closed and connect with the loading area when opened; a sealing arrangement arranged at a second end of the structural frame and configured to sealingly contact with the transportation vehicle.

In embodiments, the pathway further comprises a flexible coupling arranged between the structural frame and the bulkhead door.

In additional embodiments, the flexible coupling is operable to expand as the structural frame is moved towards the transportation vehicle within the low-pressure environment to sealingly connect with the transportation vehicle.

In yet further embodiments, the pathway comprises a passenger walkway skin arranged within the structural frame.

In some embodiments, the airdock further comprises an air plunger attached to the low-pressure environment-side of the bulkhead door, and configured to plunge air from an inner volume of the airdock.

In embodiments, the airdock further comprises a plurality of latches arranged on the structural frame and configured to latch with the transportation vehicle.

In additional embodiments, the airdock further comprises a suspension and guideway operable to move the airdock towards the transportation vehicle within the low-pressure environment to sealingly connect with the transportation vehicle.

In yet further embodiments, the airdock further comprises jogging actuators attached between the bulkhead door and the structural frame on opposite sides of the structural frame.

In some embodiments, each of the jogging actuators includes a ball joint at the bulkhead door, wherein the ball joints permit the structural frame to be tilted relative to the loading area.

In embodiments, the airdock further comprises an airdock door arrangement arranged proximate a second end of the structural frame.

In additional embodiments, an interior volume of the airdock is operable to cycle between the pressure of the low-pressure environment and an ambient pressure of the loading area.

In yet further embodiments, the second end of the structural frame has a curved profile corresponding to a tubular profile of the transportation vehicle.

Additional aspects of the disclosure are directed to a method of operating an airdock for connecting a transportation vehicle to a loading area in a high-speed, low-pressure transportation system, the airdock providing a pathway for off-loading and loading of passengers and/or cargo to the transportation vehicle. The method comprises maintaining the transportation vehicle in a low-pressure environment of the transportation system while providing the pathway through the low-pressure environment.

In embodiments, the airdock comprises a structural frame; a bulkhead door arranged at a first end of the structural frame and operable to maintain the low-pressure environment when closed and connect with the loading area when opened; and a sealing arrangement arranged at a second end of the structural frame and configured to sealingly contact with the transportation vehicle.

In additional embodiments, the method comprises moving the airdock into contact with the transportation vehicle and/or moving the transportation into contact with the airdock; sealingly connecting the airdock to the transportation vehicle; flooding an interior volume of the airdock with air to equalize an air pressure of the interior volume of the airdock with an ambient air pressure of the loading area; opening the bulkhead door; and opening a door of the transportation vehicle to provide the pathway.

In yet further embodiments, the method further comprises engaging a plurality of latches arranged on the structural frame with the transportation vehicle to sealing connect the airdock to the transportation vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features which are characteristic of the systems, both as to structure and method of operation thereof, together with further aims and advantages thereof, will be understood from the following description, considered in connection with the accompanying drawings, in which embodiments of the disclosure are illustrated by way of example. It is to be expressly understood, however, that the drawings are for the purpose of illustration and description only, and they are not intended as a definition of the limits of the disclosure. For a more complete understanding of the disclosure, as well as other aims and further features thereof, reference may be had to the following detailed description of the embodiments of the disclosure in conjunction with the following exemplary and non-limiting drawings wherein:

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

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

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

FIGS. 4A - 4F show exemplary cross-sectional views of a Pod in a Pod Bay as the Pod connects with an airdock (or a plurality of airdocks) in accordance with aspects of the disclosure;

FIG. 5 shows various volumes of the Pod Bay and exemplary respective pressures in the various volumes prior to pressure equalization in accordance with aspects of the disclosure;

FIGS. 6A and 6B show key and driving requirements for airdock functions in accordance with aspects of the disclosure;

FIG. 7 shows views of an exemplary and non-limiting flexible coupling in accordance with aspects of the disclosure;

FIG. 8 shows views of various sealing elements (e.g., dynamic seals and static seals) in the airdock in accordance with aspects of the disclosure;

FIG. 9 shows an airdock assembly with a Pod in a pre-docking position, the Pod in a post-docking position, and a Pod in a fit mismatch (or un-aligned) position in accordance with aspects of the disclosure;

FIG. 10 shows an exemplary and non-limiting bulkhead door arrangement in accordance with aspects of the disclosure;

FIGS. 11 - 15 show various views of exemplary Pod and airdock interfaces that may be used with a move-the-pod architecture in accordance with aspects of the disclosure; and

FIG. 16 shows an exemplary environment for practicing aspects of the present disclosure.

DETAILED DESCRIPTION OF THE EMBODIMENTS OF THE DISCLOSURE

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

The novel features which are characteristic of the disclosure, both as to structure and method of operation thereof, together with further aims and advantages thereof, will be understood from the following description, considered in connection with the accompanying drawings, in which an embodiment of the disclosure is illustrated by way of example. It is to be expressly understood, however, that the drawings are for the purpose of illustration and description only, and they are not intended as a definition of the limits of the disclosure.

In the following description, the various embodiments of the present disclosure will be described with respect to the enclosed drawings. As required, detailed embodiments of the present disclosure are discussed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the embodiments of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale and some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present disclosure.

The particulars shown herein are by way of example and for purposes of illustrative discussion of the embodiments of the present disclosure only and are presented in the cause of providing what is believed to be the most useful and readily understood description of the principles and conceptual aspects of the present disclosure. In this regard, no attempt is made to show structural details of the present disclosure in more detail than is necessary for the fundamental understanding of the present disclosure, such that the description, taken with the drawings, making apparent to those skilled in the art how the forms of the present disclosure may be embodied in practice.

As used herein, the singular forms “a,” “an,” and “the” include the plural reference unless the context clearly dictates otherwise. For example, reference to “a magnetic material” would also mean that mixtures of one or more magnetic materials can be present unless specifically excluded. As used herein, the indefinite article “a” indicates one as well as more than one and does not necessarily limit its referent noun to the singular.

Except where otherwise indicated, all numbers expressing quantities used in the specification and claims are to be understood as being modified in all examples by the term “about.” Accordingly, unless indicated to the contrary, the numerical parameters set forth in the specification and claims are approximations that may vary depending upon the desired properties sought to be obtained by embodiments of the present disclosure. At the very least, and not to be considered as an attempt to limit the application of the doctrine of equivalents to the scope of the claims, each numerical parameter should be construed in light of the number of significant digits and ordinary rounding conventions.

Additionally, the recitation of numerical ranges within this specification is considered to be a disclosure of all numerical values and ranges within that range (unless otherwise explicitly indicated). For example, if a range is from about 1 to about 50, it is deemed to include, for example, 1, 7, 34, 46.1, 23.7, or any other value or range within the range.

As used herein, the terms “about” and “approximately” indicate that the amount or value in question may be the specific value designated or some other value in its neighborhood. Generally, the terms “about” and “approximately” denoting a certain value is intended to denote a range within ± 5% of the value. As one example, the phrase “about 100” denotes a range of 100 ± 5, i.e. the range from 95 to 105. Generally, when the terms “about” and “approximately” are used, it can be expected that similar results or effects according to the disclosure can be obtained within a range of ±5% of the indicated value.

As used herein, the term “and/or” indicates that either all or only one of the elements of said group may be present. For example, “A and/or B” shall mean “only A, or only B, or both A and B”. In the case of “only A”, the term also covers the possibility that B is absent, i.e. “only A, but not B”.

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

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

The terms “substantially” and “essentially” are used to denote that the following feature, property or parameter is either completely (entirely) realized or satisfied or to a major degree that does not adversely affect the intended result.

The term “comprising” as used herein is intended to be non-exclusive and open-ended. Thus, for example a composition comprising a compound A may include other compounds besides A. However, the term “comprising” also covers the more restrictive meanings of “consisting essentially of” and “consisting of”, so that for example “a composition comprising a compound A” may also (essentially) consist of the compound A.

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

Embodiments of the present disclosure may be used in a low-pressure high-speed transportation system, for example, as described in commonly-assigned Patent No. 9,718,630, titled “Transportation System,” the contents of which are hereby expressly incorporated by reference herein in their entirety. For example, the segmental tube structure may be used as a transportation path for a low-pressure, high-speed transportation system. In embodiments, a low-pressure environment within a sealed tubular structure may be approximately 100 Pa. Additionally, embodiments of the present disclosure may be used with soft capture methods and systems, for example, as described in commonly-assigned Patent Application No. ______ (Attorney Docket No. P62100), titled “Airdock Soft Capture,” hard capture methods and systems, for example, as described in commonly-assigned Patent Application No. ______ (Attorney Docket No. P62101), titled “Airdock Hard Capture,” and Pod Bay and docking systems and methods, for example, as described in commonly-assigned International Patent Application No. ______(Attorney Docket No. P62102), titled “Pod Bay and Vehicle Docking,” filed on even date herewith, the contents of each of which are hereby expressly incorporated by reference herein in their entireties.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

FIGS. 4A - 4F show exemplary cross-section views of a Pod 110 in a Pod Bay 100 as the Pod 110 connects with an airdock 115 (or a plurality of airdocks 115) in accordance with aspects of the disclosure. As shown in FIG. 4A, when the Pod 110 arrives in the Pod Bay 100, the Pod door is closed, the bulkhead door is closed, and the airdock 115 is retracted from the Pod transportation path. With an exemplary embodiment, in an initial condition, the Pod is in a parked position sitting landed up against the track (or may be levitating) on the Pod Bay ceiling. With an exemplary embodiment, actuators are operable to jog the airdock 115 toward the Pod 110 and the actuators define the airdock location in the y-direction. At this stage, the airdock position in the x-direction, the z-direction rx (or rotational-x direction), ry, and rz directions are defined by the guideway the airdock 115 is arranged upon. As shown in FIG. 4A, at this stage the interior of the airdock 115 is at the same pressure as the low-pressure environment 135 of the transportation tube.

As shown in FIG. 4B, with this exemplary embodiment, the airdock 115 is extended and connected to the Pod 110 (via soft capture and then hard capture) to seal the interior of the airdock 115. During this process, an airdock alignment tool may interact with one or more podside alignment features, such that the airdock position in the y-, z-, rx-, ry-, and rz-directions is now defined by the Pod itself, and the guideway location is no longer used a datum. The airdock halts once jogged to the specific Pod-dock position, and latches are initiated to engage podside features. Jogging actuators are allowed to “float” and the airdock position relative to the Pod is defined by the latches. At this stage, the Pod door remains closed and the bulkhead door remains closed. The latches continue to actuate and the airdock is secured tightly to the Pod, with the seals arranged there between fully engaged, and the airdock is fully positioned. The jogging actuators are locked out in the sealing position and remain rigid for the remainder of the passenger egress/ingress operation. In accordance with aspects of the disclosure, the latches maintain the seal and the locked-out jogging actuators transfer the thrust load caused by the equalization from the Pod 110 to the Pod Bay.

As shown in FIG. 4C, once the interior of the airdock 115 is sealed, the interior of the airdock 115 is flooded with air so as to equalize the pressure between the interior of the airdock 115 and the interior of the Pod 110 (and the platform 130). As shown in FIG. 4D, once the pressure is equalized between the interior of the airdock 115 and the interior of the Pod 110 (and, in embodiments, the platform 130), pressure is checked, a safety protocol is passed, and the bulkhead door is opened to connect the air dock 115 with the platform 130. As shown in FIG. 4E, the Pod door is opened (and the Pod Bay door (not shown) is opened) to connect the airdock 115 with the interior of the Pod 110. As shown in FIG. 4F, once the Pod door is opened, passengers may exit the Pod 110 via the airdock 115 to the platform 130.

FIG. 5 shows various volumes of the Pod Bay and exemplary respective pressures in the various volumes prior to pressure equalization in accordance with aspects of the disclosure. In accordance with aspects of the disclosure, pressure equalization must be maintained between the portal, the tunnel, the airdock and the Pod. As shown in FIG. 5, prior to pressure equalization, the pressure in the transportation tube or pressure in the Pod Bay vacuum structure (i.e., volume 2) is 100 Pa, the pressure in the airdock (i.e., volume 3) is 100 Pa, and the pressure in the airdock tunnel (i.e., volume 4) is also 100 kPa. In contrast, as shown in FIG. 5, the pressure in the Pod interior (i.e., volume 1) is 100 kPa and the pressure in the portal (or platform area) (i.e., volume 5) is also 100 kPa. After pressure equalization, the pressure in the airdock (i.e., volume 3) is also raised to 100 kPa, while the pressure in the transportation tube (i.e., volume 2) remains at 100 Pa, so that the pressures in volumes 1, 3, 4, and 5 are equalized. In such a manner, in accordance with aspects of the disclosure, a much smaller volume is cycled between the low-pressure of the transportation tube (or the Pod Bay vacuum structure) and the ambient pressure of the station passenger area.

The Pod Bay is operable to manage the pressure in the airdock tunnel and the airdock volumes. With an exemplary and non-limiting embodiment, the airdock tunnel (i.e., volume 4) and airdock volumes (i.e., volume 3) are 1.6 m³ and 0.7 m³, respectively. In contrast, the volume of the Pod Bay vacuum structure (i.e., volume 2) is much larger than the volume of the Pod (i.e., volume 1), and the volume of the portal (or station passenger area) is relatively infinite. In embodiments, the venting cascades in series from the portal through the airdock tunnel to the airdock.

In nominal operations, the airdock tunnel pressure is held constant despite leakage. The airdock (i.e., volume 3) completes a full 100 Pa to 101 kPa per cycle. In contemplated embodiments, during undocking, air in the airdock may first be vented through a valve into the vacuum environment in a controlled manner, and then the remainder of the air may be vented to the vacuum environment when breaking the seal between the Pod and the airdock. In order to equalize the airdock volume to atmospheric pressure within the desired cycle time, the vent valve may be at least 75 mm in diameter. The overall time it takes for pressure equalization should also account for valve actuation time.

FIGS. 6A and 6B show key and driving requirements for airdock functions in accordance with aspects of the disclosure. In accordance with aspects of the disclosure, the way-side is responsible for active docking functions (e.g., actuation, latching, etc.). FIGS. 6A and 6B show that at the location where the airdock is attached to the Portal, the airdock needs to react moment and forces.

FIG. 7 shows an exemplary and non-limiting flexible coupling 220 in accordance with aspects of the disclosure. As shown in FIG. 7, the flexible coupling 220 is arranged between the dock mounting plate 215 and the airdock structural unit (ASU) 225. In accordance with aspects of the disclosure, the flexible coupling 220 may be an elastomeric expansion joint that may be fabricated from synthetic elastomers and fabric, and in embodiments, reinforced, e.g., with metal. As compared to metallic expansion joints, elastomeric joints possess a higher cycle life (can endure more cycles) and vibration fatigue is less of a concern. Additionally, elastomeric joints may be less susceptible to stress corrosion, as the elastomeric joints are chemically inert to most common corrosive elements. Elastomeric joints also possess an increased resistance to abrasion and erosion, and increased resistance to external damage (e.g., accidental external impacts do not cause damage). The space requirements for elastomeric joints may also be reduced as compared to metal joints. Furthermore, elastomeric joints can absorb a large amount of noise and vibration, are lighter in weight and have lower costs than metal joints.

As also shown in the exemplary schematic cross-sectional view, one end of the flexible coupling 220 may be mounted on the dock mounting plate 215 and another end of the flexible coupling 220 may be mounted on the ASU 225 using fasteners 710 and auxiliary seals 715. In some contemplated embodiments, the flexible coupling 220 may go through pressure cycle unless flex joint is mounted to the door frame (in which case, a larger flexible coupling may be needed).

FIG. 8 shows various sealing elements (e.g., dynamic seals and static seals) in the airdock in accordance with aspects of the disclosure. As shown in FIG. 8, a dynamic seal 805 (e.g., a double o-ring seal) may be arranged between the portal/passenger areas and the airdock 115. The dynamic seal 805 may be arranged on the dock mounting plate 215 and is structured and arranged to sealingly contact with the bulkhead door 210 (when closed). As this dynamic seal 805 may be exposed when the bulkhead door 210 is opened, this dynamic seal 805 may be susceptible to tampering.

As additionally shown in FIG. 8, a static seal 810 may be arranged between a track-facing wall of the dock mounting plate 215 and the airdock housing 825. In embodiments, the static seal 810 may be a double o-ring seal, which is structured and arranged to provide a seal between the portal passenger area and the vacuum (or low pressure) environment of the transportation tube at all times. Additional static seals 815 are arranged between the dock mounting plate 215 and a first end of the flexible coupling 220 and between a second end of the flexible coupling 220 and the airdock structural unit (ASU) 225. These static seals 815 are structured and arranged to maintain seal between the ASU 225 and the flexible coupling 220 and a seal between the flexible coupling 220 the dock mounting plate 215. These static seals 815 will endure pressure cycles with every docking operation. As also shown in FIG. 8, the Pod-dock sealing element 240 may comprise one or more dynamic seals 820. The dynamic seals 820 form a seal between the Pod (not shown) and the ASU 225. More specifically, as shown in the cross-sectional view of FIG. 8, the Pod-dock sealing element 240 may include back seals 830 arranged to contact the ASU 225 and maintain a seal there between, and front seals 835 arranged to contact the Pod, and maintain a seal between the Pod-dock sealing element 240 and the docked Pod (not shown). While the back seals 830 do not undergo cycling, the front seals 835 will undergo cycling with each docking operation. In accordance with aspects of the disclosure, in contemplated embodiments, the front seals 835 may be oversized to both ensure a good seal and to take-up (or accommodate) Pod misalignment. As shown in FIG. 8, the Pod-dock sealing element 240 may include a fastener location for fastening the Pod-dock sealing element 240 to the ASU 225. In embodiments, the dynamic seals 820 may be, for example, Gask-o-seals or rubber molded into a grooved back plate.

FIG. 9 shows an airdock assembly with a Pod in a pre-docking position, the Pod in a post-docking position, and a Pod in a fit mismatch (or un-aligned) position in accordance with aspects of the disclosure. As shown in the predocking position, the Pod 905 is spaced from the air dock assembly 115. As shown in the post-docking position of FIG. 8, the Pod 905 is sealingly engaged with the air dock assembly 115. In some embodiments, the suspension and guideway 230 are operable to move the ASU 225 towards the Pod 905 in order to achieve the post-docking position. In other contemplated embodiments, jogging actuators (not shown) are operable to move the ASU 225 towards the Pod 905 in order to achieve the post-docking position. In further contemplated embodiments, the Pod 905 may be tilted, swung, pivoted, or slid towards the ASU 225 in order to achieve the post-docking position. In yet further contemplated embodiments, some combination of these relative movement mechanisms may be used in conjunction to arrange the ASU 225 adjacent the Pod 905 in order to achieve the post-docking position. As noted above, in accordance with aspects of the disclosure, the front seals 835 of the Pod-dock sealing element 240 may be oversized to both ensure a good seal and to take-up (or accommodate) for Pod misalignment. As shown in the Pod in a fit mismatch (or un-aligned) position of FIG. 9, however, the disclosure contemplates that the Pod 905 may be misaligned to a greater extent than the front seals 835 of the Pod-dock sealing element 240 can accommodate. For example, as shown in FIG. 9, the topside of the Pod 905 is in contact with the front seals 835 of the Pod-dock sealing element 240, while at the same time, there is a substantial gap between the bottom side of the Pod 905 and the front seals 835 of the Pod-dock sealing element 240.

FIG. 10 shows an exemplary and non-limiting bulkhead door arrangement 1000 in accordance with aspects of the disclosure. As shown in FIG. 10, the bulkhead door 210 is moveable between an open position and a closed (sealed) position. With this exemplary and non-limiting embodiment, the bulkhead door 210 is moveable between the open position and the closed (sealed) position via a guideway 1005 and a rack and pinion. For example, the bulkhead door 210 may move along an overhead guideway (or track) 1005 and be driven by a rack and pinion (not shown). In accordance with aspects of the disclosure, the bulkhead door 210 is operable to be stored away (i.e., stored position) during passenger egress and ingress. When a vacuum (or low-pressure) environment is present in the airdock, the bulkhead door 210 will remain in the sealed position.

As shown in FIG. 10, in embodiments, the bulkhead door 210 may include an air plunger 212 arranged on the airdock side of the bulkhead door 210. In accordance with aspects of the disclosure, the air plunger 212 is operable to push air entrapped between the sealed Pod door and the bulkhead door 210 out of the airdock. In accordance with aspects of the disclosure, by pushing entrapped air out of the airdock, the amount of air dumped into the vacuum (or low-pressure) environment of the Pod transportation path during undocking of the Pod can be greatly reduced. In embodiments, when the bulkhead door 210 is closed, the air plunger 212 is operable to push out between approximately 90% - 95% of the air present in the airdock prior to the Pod detaching from the airdock assembly. As such, when the Pod does detach from sealing engagement with the airdock assembly, only approximately 5% - 10% of the air previously pumped into the airdock will be released to the vacuum (or low-pressure) environment of the Pod transportation path. In embodiments, the air plunger 212 may be a closed form material (e.g., a closed foam material) so that it is operable to effectively plunge the air from the airdock. In accordance with aspects of the disclosure, this passive solution does not require and control, and no energy is expended to pump out trapped air between the bulkhead door 210 and the Pod.

FIGS. 11 - 15 show various views of exemplary Pod and airdock interfaces that may be used with a move-the-pod architecture in accordance with aspects of the disclosure. As shown in FIG. 11, a Pod 905 is parked at an airdock 1115. The airdock 1115 includes an airdock support 1140 operable to support the airdock 1115, a portal door 1145 leading into the airdock walkway, and a portal walkway pressure management system 1125. The airdock 1115 additionally includes a door housing and latch support 1120, which is operable to house an airdock. The door housing and latch support 1120 also supports a soft capture system 1135 operable to perform a soft capture of the Pod 905 and draw the Pod 905 towards the airdock 1115, and a hard capture system (e.g., a latch array 1130) operable to perform a hard capture of the Pod 905. In other embodiments in which the airdock is moved, the soft capture system 1135 could be replaced with jogging actuator system (not shown - but would be arranged approximately where the dotted circle is shown. It should also be noted that with this exemplary embodiment, the door does not utilize the door plunger option.

As shown in FIG. 12, the airdock door housing and latch support 1120 (or door subassembly) houses the airdock door 1210 when in the open position (as shown in FIG. 12). As shown in FIG. 13, seals 1330 are arranged between the Pod 905 and the airdock 1115 and flex joint 1320 is arranged between the airdock 1115 and the portal (or station platform). The exemplary door mechanism 1210 is operable to swing the airdock door via, e.g., a four-bar linkage. As shown in FIG. 14, the Pod Bay may include wayside tracks 1410 that are disengaged from the Pod bogie 1405 (or elements thereof) when the Pod 905 is docked to the airdock 1115 with a move-the-Pod architecture. Alternatively, with a move-the-airdock architecture, the Pod can stay inside the 1410 track element when the Pod 905 is docked to the airdock 1115. As shown in FIG. 15, with this exemplary embodiment, since there are no supports for the airdock door in the vertical direction, the weight of the airdock door may be offloaded using an offloading system 1505. This could be accomplished by adding a spring at the bottom of the door or with a counter weight, for example as shown in FIG. 15. Additionally, while described above with respect to a move-the-Pod architecture, the sliding door could also be used with a move-the-airdock architecture, in which case, additional offloading may not be required because the airdock moves on a rail which is supported in the vertical direction.

System Environment

Aspects of embodiments of the present disclosure (e.g., control systems for the airdock assembly) can be implemented by such special purpose hardware-based systems that perform the specified functions or acts, or combinations of special purpose hardware and computer instructions and/or software, as described above. The control systems may be implemented and executed from either a server, in a client server relationship, or they may run on a user workstation with operative information conveyed to the user workstation. In an embodiment, the software elements include firmware, resident software, microcode, etc.

As will be appreciated by one skilled in the art, aspects of the present disclosure may be embodied as a system, a method or a computer program product. Accordingly, aspects of embodiments of the present disclosure may take the form of an entirely hardware embodiment, an entirely software embodiment (including firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects that may all generally be referred to herein as a “circuit,” “module” or “system.” Furthermore, aspects of the present disclosure (e.g., control systems) may take the form of a computer program product embodied in any tangible medium of expression having computer-usable program code embodied in the medium.

Any combination of one or more computer usable or computer readable medium(s) may be utilized. The computer-usable or computer-readable medium may be, for example but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, device, or propagation medium. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CDROM), an optical storage device, a transmission media such as those supporting the Internet or an intranet, a magnetic storage device, a usb key, and/or a mobile phone.

In the context of this document, a computer-usable or computer-readable medium may be any medium that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The computer-usable medium may include a propagated data signal with the computer-usable program code embodied therewith, either in baseband or as part of a carrier wave. The computer usable program code may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc.

Computer program code for carrying out operations of the present disclosure may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the “C” programming language or similar programming languages. The program code may execute entirely on the user’s computer, partly on the user’s computer, as a stand-alone software package, partly on the user’s computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user’s computer through any type of network. This may include, for example, a local area network (LAN) or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider). Additionally, in embodiments, the present disclosure may be embodied in a field programmable gate array (FPGA).

FIG. 16 is an exemplary system for use in accordance with the embodiments described herein. The system 3900 is generally shown and may include a computer system 3902, which is generally indicated. The computer system 3902 may operate as a standalone device or may be connected to other systems or peripheral devices. For example, the computer system 3902 may include, or be included within, any one or more computers, servers, systems, communication networks or cloud environment.

The computer system 3902 may operate in the capacity of a server in a network environment, or in the capacity of a client user computer in the network environment. The computer system 3902, or portions thereof, may be implemented as, or incorporated into, various devices, such as a personal computer, a tablet computer, a set-top box, a personal digital assistant, a mobile device, a palmtop computer, a laptop computer, a desktop computer, a communications device, a wireless telephone, a personal trusted device, a web appliance, or any other machine capable of executing a set of instructions (sequential or otherwise) that specify actions to be taken by that device. Further, while a single computer system 3902 is illustrated, additional embodiments may include any collection of systems or sub-systems that individually or jointly execute instructions or perform functions.

As illustrated in FIG. 16, the computer system 3902 may include at least one processor 3904, such as, for example, a central processing unit, a graphics processing unit, or both. The computer system 3902 may also include a computer memory 3906. The computer memory 3906 may include a static memory, a dynamic memory, or both. The computer memory 3906 may additionally or alternatively include a hard disk, random access memory, a cache, or any combination thereof. Of course, those skilled in the art appreciate that the computer memory 3906 may comprise any combination of known memories or a single storage.

As shown in FIG. 16, the computer system 3902 may include a computer display 3908, such as a liquid crystal display, an organic light emitting diode, a flat panel display, a solid state display, a cathode ray tube, a plasma display, or any other known display. The computer system 3902 may include at least one computer input device 3910, such as a keyboard, a remote control device having a wireless keypad, a microphone coupled to a speech recognition engine, a camera such as a video camera or still camera, a cursor control device, or any combination thereof. Those skilled in the art appreciate that various embodiments of the computer system 3902 may include multiple input devices 3910. Moreover, those skilled in the art further appreciate that the above-listed, exemplary input devices 3910 are not meant to be exhaustive and that the computer system 3902 may include any additional, or alternative, input devices 3910.

The computer system 3902 may also include a medium reader 3912 and a network interface 3914. Furthermore, the computer system 3902 may include any additional devices, components, parts, peripherals, hardware, software or any combination thereof which are commonly known and understood as being included with or within a computer system, such as, but not limited to, an output device 3916. The output device 3916 may be, but is not limited to, a speaker, an audio out, a video out, a remote control output, or any combination thereof. As shown in FIG. 16, the computer system 3902 may include communication and/or power connections to an airdock 115, an airdock controller 1605, and a pressure management controller 1615, in accordance with aspects of the disclosure. Additionally, as shown in FIG. 16, the computer system 3902 may include one or more sensors 1610 (e.g., positional sensors, GPS systems, magnetic sensors, pressure sensors) that may provide data (e.g., positional data) to the airdock controller 1605 and/or the pressure management controller 1615.

Furthermore, the aspects of the disclosure may take the form of a computer program product accessible from a computer-usable or computer-readable medium providing program code for use by or in connection with a computer or any instruction execution system. The software and/or computer program product can be implemented in the environment of FIG. 16. For the purposes of this description, a computer-usable or computer readable medium can be any apparatus that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The medium can be an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system (or apparatus or device) or a propagation medium. Examples of a computer-readable storage medium include a semiconductor or solid state memory, magnetic tape, a removable computer diskette, a random access memory (RAM), a read-only memory (ROM), a rigid magnetic disk and an optical disk. Current examples of optical disks include compact disk - read only memory (CD-ROM), compact disc - read/write (CD-R/W) and DVD.

Although the present specification describes components and functions that may be implemented in particular embodiments with reference to particular standards and protocols, the disclosure is not limited to such standards and protocols. Such standards are periodically superseded by faster or more efficient equivalents having essentially the same functions. Accordingly, replacement standards and protocols having the same or similar functions are considered equivalents thereof.

The illustrations of the embodiments described herein are intended to provide a general understanding of the various embodiments. The illustrations are not intended to serve as a complete description of all of the elements and features of apparatus and systems that utilize the structures or methods described herein. Many other embodiments may be apparent to those of skill in the art upon reviewing the disclosure. Other embodiments may be utilized and derived from the disclosure, such that structural and logical substitutions and changes may be made without departing from the scope of the disclosure. Additionally, the illustrations are merely representational and may not be drawn to scale. Certain proportions within the illustrations may be exaggerated, while other proportions may be minimized. Accordingly, the disclosure and the figures are to be regarded as illustrative rather than restrictive.

Accordingly, the present disclosure provides various systems, structures, methods, and apparatuses. Although the disclosure has been described with reference to several exemplary embodiments, it is understood that the words that have been used are words of description and illustration, rather than words of limitation. Changes may be made within the purview of the appended claims, as presently stated and as amended, without departing from the scope and spirit of the disclosure in its aspects. Although the disclosure has been described with reference to particular materials and embodiments, embodiments of the disclosure are not intended to be limited to the particulars disclosed; rather the disclosure extends to all functionally equivalent structures, methods, and uses such as are within the scope of the appended claims.

While the computer-readable medium may be described as a single medium, the term “computer-readable medium” includes a single medium or multiple media, such as a centralized or distributed database, and/or associated caches and servers that store one or more sets of instructions. The term “computer-readable medium” shall also include any medium that is capable of storing, encoding or carrying a set of instructions for execution by a processor or that cause a computer system to perform any one or more of the embodiments disclosed herein.

The computer-readable medium may comprise a non-transitory computer-readable medium or media and/or comprise a transitory computer-readable medium or media. In a particular non-limiting, exemplary embodiment, the computer-readable medium can include a solid-state memory such as a memory card or other package that houses one or more non-volatile read-only memories. Further, the computer-readable medium can be a random access memory or other volatile re-writable memory. Additionally, the computer-readable medium can include a magnetooptical or optical medium, such as a disk, tapes or other storage device to capture carrier wave signals such as a signal communicated over a transmission medium. Accordingly, the disclosure is considered to include any computer-readable medium or other equivalents and successor media, in which data or instructions may be stored.

While the specification describes particular embodiments of the present disclosure, those of ordinary skill can devise variations of the present disclosure without departing from the inventive concept.

One or more embodiments of the disclosure may be referred to herein, individually and/or collectively, by the term “invention” merely for convenience and without intending to voluntarily limit the scope of this application to any particular disclosure or inventive concept. Moreover, although specific embodiments have been illustrated and described herein, it should be appreciated that any subsequent arrangement designed to achieve the same or similar purpose may be substituted for the specific embodiments shown. This disclosure is intended to cover any and all subsequent adaptations or variations of various embodiments. Combinations of the above embodiments, and other embodiments not specifically described herein, will be apparent to those of skill in the art upon reviewing the description.

The above disclosed subject matter is to be considered illustrative, and not restrictive, and the appended claims are intended to cover all such modifications, enhancements, and other embodiments which fall within the true spirit and scope of the present disclosure. Thus, to the maximum extent allowed by law, the scope of the present disclosure is to be determined by the broadest permissible interpretation of the following claims and their equivalents, and shall not be restricted or limited by the foregoing detailed description.

Accordingly, the novel architecture is intended to embrace all such alterations, modifications and variations that fall within the spirit and scope of the appended claims. Furthermore, to the extent that the term “includes” is used in either the detailed description or the claims, such term is intended to be inclusive in a manner similar to the term “comprising” as “comprising” is interpreted when employed as a transitional word in a claim.

While the disclosure has been described with reference to specific embodiments, those skilled in the art will understand that various changes may be made and equivalents may be substituted for elements thereof without departing from the true spirit and scope of the disclosure. While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the embodiments of the disclosure. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the disclosure. In addition, modifications may be made without departing from the essential teachings of the disclosure. Furthermore, the features of various implementing embodiments may be combined to form further embodiments of the disclosure.

Insofar as the description above and the accompanying drawing disclose any additional subject matter that is not within the scope of the claims below, the embodiments are not dedicated to the public and the right to file one or more applications to claim such additional embodiments is reserved.

Claims

1. An airdock for connecting a transportation vehicle to a loading area in a high-speed, low-pressure transportation system, the airdock comprising: a pathway for off-loading and loading of passengers and/or cargo to the transportation vehicle,wherein the airdock is operable to maintain the transportation vehicle in a low-pressure environment of the transportation system while providing the pathway through the low-pressure environment.

2. The airdock of claim 1, wherein the pathway projects from the loading area and is sealingly connectable with the transportation vehicle.

3. The airdock of claim 2 wherein the airdock is configured to move towards the transportation vehicle within the low-pressure environment to sealingly connect with the transportation vehicle.

4. The airdock of claim 2, wherein the airdock is configured to sealingly connect with the transportation vehicle by the transportation vehicle being moved within the low-pressure environment into contact with the airdock.

5. The airdock of claim 2, wherein the pathway comprises: a structural frame;a bulkhead door arranged at a first end of the structural frame and operable to maintain the low-pressure environment when closed and connect with the loading area when opened;a sealing arrangement arranged at a second end of the structural frame and configured to sealingly contact with the transportation vehicle.

6. The airdock of claim 5, wherein the pathway further comprises a flexible coupling arranged between the structural frame and the bulkhead door.

7. The airdock of claim 6, wherein the flexible coupling is operable to expand as the structural frame is moved towards the transportation vehicle within the low-pressure environment to sealingly connect with the transportation vehicle.

8. The airdock of claim 5, wherein the pathway comprises a passenger walkway skin arranged within the structural frame.

9. The airdock of claim 5, further comprising an air plunger attached to the low-pressure environment-side of the bulkhead door, and configured to plunge air from an inner volume of the airdock.

10. The airdock of claim 5, further comprising a plurality of latches arranged on the structural frame and configured to latch with the transportation vehicle.

11. The airdock of claim 5, further comprising a suspension and guideway operable to move the airdock towards the transportation vehicle within the low-pressure environment to sealingly connect with the transportation vehicle.

12. The airdock of claim 5, further comprising jogging actuators attached between the bulkhead door and the structural frame on opposite sides of the structural frame.

13. The airdock of claim 12, wherein each of the jogging actuators includes a ball joint at the bulkhead door, wherein the ball joints permit the structural frame to be tilted relative to the loading area.

14. The airdock of claim 5, further comprising an airdock door arrangement arranged proximate a second end of the structural frame.

15. The airdock of claim 5, wherein an interior volume of the airdock is operable to cycle between the pressure of the low-pressure environment and an ambient pressure of the loading area.

16. The airdock of claim 5, wherein the second end of the structural frame has a curved profile corresponding to a tubular profile of the transportation vehicle.

17. A method of operating an airdock for connecting a transportation vehicle to a loading area in a high-speed, low-pressure transportation system, the airdock providing a pathway for off-loading and loading of passengers and/or cargo to the transportation vehicle, the method comprising: maintaining the transportation vehicle in a low-pressure environment of the transportation system while providing the pathway through the low-pressure environment.

18. The method of claim 17, wherein the airdock comprises a structural frame; a bulkhead door arranged at a first end of the structural frame and operable to maintain the low-pressure environment when closed and connect with the loading area when opened; and a sealing arrangement arranged at a second end of the structural frame and configured to sealingly contact with the transportation vehicle.

19. The method of claim 18, comprising: moving the airdock into contact with the transportation vehicle and/or moving the transportation into contact with the airdock;sealingly connecting the airdock to the transportation vehicle;flooding an interior volume of the airdock with air to equalize an air pressure of the interior volume of the airdock with an ambient air pressure of the loading area;opening the bulkhead door; andopening a door of the transportation vehicle to provide the pathway.

20. The method of claim 18, further comprising engaging a plurality of latches arranged on the structural frame with the transportation vehicle to sealing connect the airdock to the transportation vehicle.