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Title:
PERSONAL TRANSPORTATION MODULE AND SYSTEM
Document Type and Number:
WIPO Patent Application WO/2010/060196
Kind Code:
A1
Abstract:
Today's commuter is faced with two choices: public transportation or private automobile. This system provides a new option, addressing commuting and short to medium distance travel by providing an addressable personal mobility system. The system comprises a modular, scalable system of personal transportation modules (Adaptable Transport Optimized Modules or ATOMs) and module-compatible carriers, combined to create a flexible and efficient transport option. Self-propelled ATOMs have both the capability for independent mobility and for transportation using the transporter for speed/distance travel. Compatibility is provided through standard sizing and standard connection mechanisms. The carriers use existing road and/or rail infrastructure, densely packing the ATOM modules. The transportation model underlying the carriers is analogous to packet-based systems such as the Internet. The modules comprise small addressable units that can be carried anywhere and combined to provide higher capacity and services. Modules can also be routed as hub and spoke networks.

Inventors:
HARRIS STEPHEN (CA)
Application Number:
PCT/CA2009/001685
Publication Date:
June 03, 2010
Filing Date:
November 24, 2009
Export Citation:
Click for automatic bibliography generation   Help
Assignee:
HARRIS STEPHEN (CA)
International Classes:
B60P3/07; B60P1/44; B60P3/073
Foreign References:
US3675795A1972-07-11
US3785514A1974-01-15
US3933258A1976-01-20
Other References:
"The Peel Engineering Company UK", 1962, Retrieved from the Internet
Attorney, Agent or Firm:
LEDWELL, Kent, M. et al. (160 Elgin Street Suite 260, Ottawa Ontario K1P 1C3, CA)
Download PDF:
Claims:
Claims

1. A loading apparatus comprising: a support frame; a loading bed for supporting a personal mobility module, said personal mobility module comprising: a single occupant compartment with seating and controls; an engine and drive train operable from said controls; a plurality of wheels driven by said engine and drive train; a support structure for said single occupant compartment, engine and drive train, and plurality of wheels; and means for attaching said personal mobility module to a transportation apparatus; and a lifting mechanism for raising and lowering said personal mobility module to and from a vehicle transportation apparatus, said vehicle transportation apparatus comprising: a driver compartment; an engine and drive train; a support structure for said single occupant compartment, engine and drive train; and a plurality of wheels to provide mobility for said support structure; said support structure including a transport bed for supporting a plurality of personal mobility elements and means for connecting to said plurality of personal mobility elements.

2. The loading apparatus of claim 1 wherein said vehicle transportation apparatus comprises a plurality of loading slots, and said loading apparatus comprises means for loading a personal mobility module to a loading slot of said vehicle transportation apparatus.

3. The loading apparatus of claim 1 wherein the loading bed is configured to sections that match docks on said vehicle transportation apparatus.

4. The loading apparatus of claim 1 wherein the loading bed comprises sections that are independent and can be concatenated to lengths required by different vehicle transportation apparatus.

5. The loading apparatus of claim 1 wherein the loading bed is configured into one or two lanes.

6. A personal mobility module that is self-propelled comprising: a single occupant compartment with seating and controls; an engine and drive train operable from said controls; a plurality of wheels driven by said engine and drive train; a support structure for said single occupant compartment, engine and drive train, and plurality of wheels; means for attaching said personal mobility module to a vehicle transportation apparatus.

7. The personal mobility module of claim 6 wherein module dimensions are standardized.

8. The personal mobility module of claim 6 wherein module dimensions are standardized to a maximum 1.2 meters long by 1 meter wide for density purposes.

9. The personal mobility module of claim 6 wherein the module is powered by a propulsion technology selected from the group consisting of electric, gas/electric/hybrid, gas, diesel, and compressed natural gas (CNG).

10. The personal mobility module of claim 1 wherein said means for attaching comprises a plurality of slots in a module frame to receive a connector from the vehicle transportation apparatus.

11. The personal mobility module of claim 10 wherein the dimensions of the slots are standard for all personal mobility modules.

12. The personal mobility module of claim 10 wherein the connector slot is configure to receive a push and turn style connector.

13. The personal mobility module of claim 10 where there are a minimum of two connector slots for safety purposes.

14. The personal mobility module of claim 6 comprising a linkage receptor for attaching to other modules.

15. The personal mobility module of claim 14 where there are a minimum of two linkage receptors for safety purposes.

16. The personal mobility module of claim 6 comprising an integrated addressing system for routing.

17. The personal mobility module of claim 6 comprising integrated controls for docking with the vehicle transportation apparatus.

18. The personal mobility module of claim 6 comprising exit doors which open to allow an occupant to exit onto a narrow exit area.

19. A vehicle transportation apparatus comprising: a driver compartment; an engine and drive train; a support structure for said single occupant compartment, engine and drive train; and a plurality of wheels to provide mobility for said support structure; said support structure including: a transport bed for supporting a plurality of personal mobility elements; and means for connecting to said plurality of personal mobility elements.

20. The vehicle transportation apparatus of claim 19 wherein said transport bed is separate from said vehicle transportation apparatus.

21. The vehicle transportation apparatus of claim 19 wherein said transport bed is integrated with said vehicle transportation apparatus.

22. The vehicle transportation apparatus of claim 19 configured to hold a plurality of transported modules, each module in a defined space referred to as a transporter compartment docking slot.

23. The vehicle transportation apparatus of claim 19 wherein the transport bed has a plurality of connector prongs to mate with receptor slots on transported modules.

24. The vehicle transportation apparatus of claim 23 wherein said connector prongs are arranged to ensure that a minimum of two connector prongs are provided for each transported module, for safety purposes.

25. The vehicle transportation apparatus of claim 23 wherein the connector prongs are standard for all transporter beds.

26. The vehicle transportation apparatus of claim 23 wherein the connector prongs are arranged to allow the transported modules to be carried facing in the direction of travel for the vehicle transportation apparatus.

27. The vehicle transportation apparatus of claim 23 wherein the connector prongs are arranged to allow the transported modules to be carried in a lateral, side by side configuration.

28. The vehicle transportation apparatus of claim 23 wherein the connector prongs are raised and lowered by a powered mechanism controlled by the driver of the transporter to secure the transported modules.

29. The vehicle transportation apparatus of claim 23 wherein the connectors are turned to lock and unlock by a powered mechanism controlled by the driver of the transporter to secure the transported modules.

30. The vehicle transportation apparatus of claim 19 wherein the transport bed is equipped with sensors and mechanical aids to speed and ease loading and unloading of transported modules.

31. The vehicle transportation apparatus of claim 19 wherein the transport bed is equipped with a mechanism to load and unload transported modules.

32. The vehicle transportation apparatus of claim 31 wherein the loading and unloading mechanism comprises a sliding lift that moves a plurality of transported modules laterally off the transport bed and down to ground level to unload.

33. The vehicle transportation apparatus of claim 31 wherein the loading and unloading mechanism comprises a sliding lift that moves a transported module laterally off the transport bed and down to ground level to unload.

34. The vehicle transportation apparatus of claim 31 wherein the loading and unloading mechanism allows for one or more transported modules to be moved singly or simultaneously from one or both sides of the transport bed.

35. The vehicle transportation apparatus of claim 31 wherein the loading and unloading mechanism may be a sliding bed that moves a plurality of transported modules sideways off the transport bed and onto a loader platform.

36. The vehicle transportation apparatus of claim 31 wherein the loading and unloading mechanism may be a plurality of rollers that moves a plurality of transported modules sideways off the transport bed and onto a loader platform.

37. The vehicle transportation apparatus of claim 19 wherein the transport bed incorporates an safety corridor between the transported modules to allow occupants to leave their modules in the case of an emergency.

38. The vehicle transportation apparatus of claim 19 further comprising means for providing power, heating and cooling to the transported modules.

39. The vehicle transportation apparatus of claim 19 wherein the transport bed driver can independently control one or more transporter compartment docking slots.

40. The vehicle transportation apparatus of claim 19 wherein the transporter compartment docking slot contains a mechanism to mechanically control loading bed sections.

41. The vehicle transportation apparatus of claim 19 comprising means for routing transport modules equipped with an integrated address system.

Description:
Personal Transportation Module and System

Field of the Invention

[0001] The present invention relates to the field of vehicles and transportation systems, and more particularly, to small vehicles which may be transported in groups, using a variety of larger carriers.

Background to the Invention

[0002] Dual mode transportation for small vehicles being transported by larger vehicles to create a transportation system was described by United States patents serial nos. 3966220, 3785514, 3933258 and 3896946. However, these systems are limited to the provision of "cars on trucks", which cannot be easily extended to other types of carriers. These systems are also deficient in that they lead to procedures that result in complex, time consuming loading and unloading. This deficiency is significant as loading efficiency will determine the success or failure of a given system from a commercial implementation perspective. Loading efficiency may determine the difference between a merely functional system and an effective and affordable system that is commercially viable. This is largely due to the transporter having a complex single vehicle lifter mechanism. While this approach is functional, the loading on the transporter is sequential and requires time and precise driver actions for the vehicle. This deficiency impacts the ability to scale up transporters in a system, for example an implementation as a commuting solution.

[0003] In the prior art there are also no specified safety mechanisms and measures to prevent, for example:

• a transported vehicle driver accidentally crashing off the transporter or infrastructure to a lower level by mistakenly actuating the accelerator of the small vehicle when loading or offloading;

• the driver of the vehicle from misaligning with the transporter in the non-lifter solution; or • the potential to drive the vehicle off a lifter when unloading and before lowering. [0004] There are no provisions in the prior art for safe exit from the smaller vehicle during transport since door exits are blocked due to dense parking in parallel loading configuration. These deficiencies combine to significantly reduce the solution viability, consumer and government acceptance, and safety.

[0005] Other systems that have been described position the vehicles transverse to the direction of travel, the perpendicular positioning of the vehicles in the docking slots having the potential to disorient passengers during transportation. Some systems require vehicle drivers to wait for all vehicles behind them to back out in order to exit the transporter, a slow and frustrating process. Still other systems position vehicles facing each other during transport. None of these are particularly desirable features. [0006] There is therefore a need for an improved vehicle module and carrier system which is compatible for transport by a range of carriers, and which can be transferred from a source location easily and comfortably to and from the carrier, without requiring the occupant to leave the compartment to be transported.

Summary of the Invention

[0007] It is an object of the invention to provide a personal transportation module and system which addresses or mitigates upon the disadvantages in the art. [0008] The personal mobility module, hereafter referred to as an Adaptable Transport Optimized Module (ATOM), is designed to bridge the gap between mass transit transport and individual automobiles. The ATOM is designed as a personal compartment within a mass transit carrier. The ATOM is mobile and creates a new transport model whereby the transit user preferably provides their own compartment. The ATOM creates the opportunity for compartment occupants to easily access transit facilities and also ensures privacy while being transported. It provides all the flexibility benefits of personal mobility plus the opportunity to perform other activities while being carried. [0009] The ATOM is preferably specified to fixed maximum dimensions to meet dense storage for transport goals to enable transportation with the constraints of standard road widths and regulated bus and truck dimensions. The 1 meter wide by 1.2 meter long dimensions of a transporter compartment docking slot enable storage of 20 modules on a 12 meter long by 2.42 meter wide transport bed. The transport bed implementation may be larger or smaller but the ATOM size allows for density within the industry standard size transport specifications. The transport bed is adaptable to bus, train, tram, truck or other similar carriers.

[0010] The ATOM receptor slot is standardized to connect to a plurality of carrier types. These types include but are not limited to road, rail, and hybrid road/rail. The ATOM design is adapted to minimize size and weight for efficient transport. Design adaptations in the ATOM frame and suspension are included to ensure stability despite the small size of the ATOM. These adaptations may include variable frame length and/or gyroscope and/or other techniques for tilt control.

[0011] The ATOM transport mechanism can be adapted to existing carriers by installing a transport bed that includes one or more transport connector mechanisms and associated controls on the carrier. These connector mechanisms provide modular docking slots to carry individual ATOMs. The docking slots provide a universal and compatible means to carry occupants. This is a similar concept to a packet carrying data on a computer network. The ATOMs carry a destination address similar to a data packet header providing universal addressing.

[0012] A parallel loading mechanism for the transporter allows for faster and less complex transporter loading and unloading operation, in contrast to systems known in the art. The loading mechanism design allows for the ATOMs to be positioned on the transporter facing forward on the transporter but does not require them to back out to unload. This provides for minimal changes in consumer expectation in terms of the direction faced for travel. The parallel loading is particularly advantageous in shortening total trip time relative to the automobile.

[0013] The standard ATOM connector mechanism is a standard ATOM connector receptor slot and a standard transport connector prong. This design allows for ATOMs and ATOM accessory modules to be loaded, transported and unloaded using the same mechanisms, increasing the versatility of the solution. [0014] The transporter can load/unload all the ATOMs in parallel, or one or more at a time. This provides flexibility in trading off speed versus individual custom selection. The transporter can be implemented with different bed designs depending on the application (for example, road or rail). Road transporters likely may be models with no loaders required.

[0015] The ATOM loader is optional. Loader design simplifies loading and unloading by requiring ATOM drivers only to drive onto a loader and does not require them to drive on or off the transporter, thereby increasing safety. Railings and gates are installed to prevent ATOMs from driving off the loader. The ATOM loader configuration can be implemented with a lifting or ramp-based configuration creating opportunity to optimize space and cost. If a lift mechanism is used instead of a ramp, the lifter will preferably include safety gates to prevent the ATOM from being driven off the lifter by accident when being lifted.

[0016] The invention is preferably implemented with automated loading from the loader to the transporter, reducing potential for ATOM driver error. One possible implementation is a mobile version of an ATOM loader that is attached to the rear of a transporter or as a mobile unit. This will allow loaders to be dispatched to any location on a carrier vehicle.

[0017] The invention provides for both people and cargo module handling at traffic hubs. Traffic hubs can be managed manually through driver action or by providing tracks that guide the ATOMs to carriers based on addressing parameters. The addressing, modularity, standards and automation combine to provide the ability to create additional services.

[0018] Other aspects and features of the invention will be apparent to those of ordinary skill in the art from a review of the following detailed description when considered in conjunction with the drawings.

Brief Description of the Drawings

[0019] These and other features of the invention will become apparent from the following description in which reference is made to the appended drawings wherein: Figure 1 presents a bottom view of a single, exemplary, ATOM module frame;

Figures 2a and 2b present perspective and cross-section front views respectively, of an exemplary ATOM design;

Figures 3a, 3b and 3c present an exemplary ATOM connector system;

Figure 4 presents an exemplary transporter prong detail;

Figures 5a and 5b present an exemplary transporter bed design;

Figures 6a, 6b and 6c presents a transporter bed - road model in a loaded configuration;

Figure 7 presents a transporter bed - road model in an unloaded configuration;

Figures 8a, 8b, 8c and 8d present an overview of a transporter docking slot - road model

(on base);

Figures 9a, 9b, 9c and 9d present a transporter docking slot - road model details (on base);

Figures 10a, 10b, and 10c present a transporter docking slot - top view and side view with guide groove details;

Figures l la, 1 Ib and lie present a transporter docking slot - road model additional travel apparatus and carriage track details;

Figure 12a and 12b presents a transporter docking slot - loader model (sliding) details;

Figure 13a, 13b and 13c presents a transporter docking slot - loader model (roller) details;

Figures 14a and 14b present a loader - (sliding bed and roller) details;

Figure 15a, 15b and 15c present an ATOM accessory module handling system;

Figure 16 presents a block diagram of a hub and spoke networking configuration; and

Figure 17 presents a block diagram of an exemplary communications and routing methodology.

[0020] Similar reference numerals may have been used in different figures to denote similar components.

Description of the Invention

[0021] The detailed description of the main components of the system, in the preferred embodiment, are as follows:

Description of ATOM transport units

[0022] Small compartments designed as transportation units for one person are referred to herein as ATOMs (Adaptable Transport Optimized Modules). The preferred implementation is as a two, three, or four wheeled module that has low power and short range but can be linked to a flexible transport system for higher speed or greater distance. A fundamental principle of this system is the ability to connect individual addressable compartments into an equally flexible higher capacity system. The compartments are sized to carry an individually routed element efficiently. The preferred implementation is a single occupant module, though this may be extended to allow additional passenger or cargo modules. This routing concept is similar to that of data packets being routed onto high speed communication links.

[0023] The ATOMs use existing local roads and can originate and terminate at any location served by such. The ATOMs can be powered by electric, gas/electric/hybrid, gas, diesel, compressed natural gas (CNG) and/or other fuel sources. The ATOMs may be designed to focus on efficiency, safety and passenger comfort rather than speed, capacity, and distance.

[0024] Initially storage capacity may be limited by the maximum width and depth of the ATOM. Storage modules are designed to be connected to ATOMs as accessories for additional cargo capacity. These may be of lightweight design and intended for short range to minimize ATOM performance impact. They may not be intended as a comprehensive cargo and passenger solution. Storage modules may be separate vehicles from ATOMs and attached via connectors. ATOMs may be designed to also accommodate roof storage racks or integrated storage overhead.

[0025] Each ATOM may be equipped with a standardized connector system that may enable it to be linked into a larger and higher speed transportation components. The transporters are loaded with ATOMs by driving the ATOM into a docking slot. The embodiments of the docking slot and docking procedures are described later in this document. Transporting ATOMs saves ATOM fuel and wear on tires, wheels, and drive system when being transported.

[0026] Other characteristics of ATOMs may include the following:

• the preferred implementation for ATOMs is as four wheeled vehicles for consumer safety, familiarity and acceptance but can be two or three wheeled;

• the preferred implementation may meet national safety standards;

• the ATOMs may be fully enclosed for all weather transport;

• the ATOMs may have full lighting, steering, and signaling capabilities to national transportation standards; and

• the ATOMs may be equipped with a computational engine and communications technology sufficient to record and transmit destination identification and for communications to the transport driver.

Description of carriers / transporters

[0027] The carriers / transporters support high density packing of ATOMs for carriage, allowing for higher speed, safe transport. The transporters may be typically comprised of a transport base and bed, and propulsion units that are compatible with existing road, rail and other similar systems. A plurality of transporter types support both road-based ATOM loading and multiple loader types based ATOM loading.

[0028] Loading and unloading may be via loading into a transporter compartment docking slot equipped with a transport connector. This model allows for flexible, integrated loading and unloading using facilities that have no more requirements than a staging lane for road-based transporters or a parking area equipped with one or more ATOM loaders. The transporter may then carry the ATOMs, locked into compartment docking slots, between a departure point and destination. Docking slots are equipped with features to reduce potential for driver error.

[0029] The transporters may be capable of loading multiple ATOMs and transferring them between locations, being equipped with a standardized connector system that may be compatible with ATOM configurations. The ATOM transport connector is designed to be compatible with bus and rail systems. [0030] There is no size restriction on transport beds. A standard transport bed capacity is targeted at 20 ATOMs per bed, though transporters can be configured to support differing capacities of ATOMs with the option of attaching additional transport beds to extend capacity.

[0031] Transporters load ATOMs and ATOM accessory modules parallel to the transporter allowing for faster operation. The ATOMs can be lined up in position and loaded individually or in groups (including all). By matching the ATOM connector receptor slot to the transport connector prong and using a locking mechanism designed into the connectors, the ATOMs are secured for transport. Transporters can support a plurality of single ATOMs or a plurality of linked ATOM and accessory modules, or a combination.

[0032] Transporters may be equipped with a computational apparatus and communications technology sufficient to record required information for a plurality of ATOMs and for communications from the transport driver to a plurality of ATOMs (individually or in groups including all). Transporters may be equipped with power, heat, and cooling interfaces for a plurality of ATOMs.

Description of connector systems

[0033] It is preferable that a connector system be provided with the following characteristics:

1) standardized connector prongs and receptor slots for all ATOMs and transporters (ATOM-Ts);

2) simultaneous connector control for parallel, automated loading convenience;

3) individual connector control for flexibility;

4) sensor-based design for faster operations;

5) redundant design for safety;

6) connector can be implemented with minimal infrastructure requirements;

7) single ATOM takes one docking slot, linked ATOMs may take multiple docking slots; and

8) cargo and passenger modules may take one or two docking slots on a transporter. Description of modular loaders

[0034] It is preferable that a modular loader be provided with the following characteristics:

1) modular loader design with type flexibility;

2) small space requirement and simple design requiring smaller infrastructure expenditures to get started;

3) equipped with features to reduce potential for ATOM occupant error;

4) modular loader design allow addition of loaders varied in size;

5) high packing density of ATOMs onto loader; and

6) ability to handle single and linked accessory modules with the same loader.

Description of the transport model

[0035] The transport model is analogous to the operation of the Internet by supporting independent arrival and departure from unlimited destinations into traffic hubs. The traffic hub and spoke model allows the network to start small and build capacity. Traffic hubs are independent of each other operationally, the capacity and routing between traffic hubs being variable and flexible.

[0036] Transfer assignment and queuing can be managed based on traffic arrival and wait times. Traffic can also be prioritized. Traffic shaping measures by time of day or other criteria can be implemented. Individual module level addressing allows automated routing to be implemented.

Description of the overall system

[0037] The overall system provides:

1) a combination of compartment mobility and transit efficiency which creates individual flexibility and freedom unparalleled in current public transportation system;

2) a combination of ATOMs and transporters provides mobility for the first and last kilometer/mile to reduce mass transit barriers of wait time, and distance to stops; 3) a hub and spoke model reduces meandering routes and is amenable to efficient "any time" access;

4) transporters (and loaders, if desired) are the only expenditures on infrastructure;

5) the system provides network flexibility to avoid bottlenecks because road-based transporters can be re-routed;

6) ATOMs are small, light and low power, therefore can be inexpensive to own and transport;

7) transporters can at minimum, be simple upgrades to existing truck, bus or rail transport systems;

8) transporters can travel at higher speeds than ATOMs;

9) ATOM connectors to transporters removes distance limitations for small efficient transport;

10) ATOM packing density on transporters increases capacity of roads and parking by replacing larger automobiles with small mobile compartments;

11) small size of ATOMs leads to increased parking capacity and possible increases in revenue per area;

12) ATOMs can be used for other purposes (short distance local travel);

13) ATOMs provides off-peak and errand flexibility for commuters and families that public transport has difficulty accomplishing;

14) ATOM, Transporters, and loaders are modular so "only buy what you need"; and

15) "Internet-style" routing model provides efficient routing, base for network growth, base for hub and spoke networking, and base for service extensions.

Overview of Problems Addressed

[0038] Consumers are reluctant to use public transportation because it does not go exactly where they want, when they want. The system described herein is versatile because a vehicle's journey can start and end anywhere served by roads and still obtain the benefits of commuting solutions via the transporters. This versatility is restricted only by loader locations for the loader option. [0039] Current electric cars have range and cargo capacity issues. The connector technology described herein enables the addition of cargo and passenger capacity.

Transporter connection enables distance travel.

[0040] Traffic congestion and parking are major issues with conventional technology in most cities. The system of the invention reduces vehicle space and allows for dense transport between loading and unloading locations.

[0041] Safety is an issue in smaller and lighter road vehicles. This is addressed by providing transporters to accommodate high speed travel. The transporters also have the option of traveling on safe, dedicated transit routes. ATOMs are intended to be used mainly for low speed roads.

[0042] The current financial problems in the automobile industry are mitigated as the invention provides opportunities for multiple new products based on similar technology to the automobile. Consumers can also purchase module upgrades.

[0043] Current levels of greenhouse gas emissions are also mitigated by the system of the invention. ATOMs are small and can use less fuel than traditional technology. ATOM modularity enables commuters to travel with less weight but still handle cargo and passengers when required, by adding modules. Consumers may appreciate that the technology is green and provides fuel expense savings at lower cost than current alternative fuel vehicles.

[0044] Transit system adoption should not be a problem as there is a low infrastructure cost, allowing cities to provide facilities quickly and cost effectively. The system of the invention is more flexible than traditional mass transit systems in that, if there is a partial or complete system shutdown, the ATOMs can still operate independently. Transit system route blockages can also be accommodated by the system of the invention in that transporters can be routed on alternate routes and roads.

Description of the drawings

[0045] A bottom view of a single ATOM 5 is presented in Figure 1. The ATOM frame 10 supports a compartment to fit one occupant. The frame length 30 may be slightly less than 1.2 meters to fit into a transporter compartment docking slot 170 (see Figure 5b) length of 1.2 meters. The maximum frame width 20, including wheels 40, may be up to .9 meters and allows for a wheel width of up to 10cm. The maximum frame width 20 fits an ATOM 5 in a 1.275 meter wide transporter compartment docking slot 170. The transporter compartment docking slot 170 width is determined by the maximum transport vehicle width in North America of 2.6m and the European Union of 2.55m. The transport side frame and clearance would require a maximum of 7.5cm for each transporter compartment docking slot 170. These dimensions allow for a 0.60cm space for clearance, an walkway, and a safety rail between the transporter compartment docking slots 170 on the transporter for safe emergency exit. The aisle space can be wider for rail or other non-road vehicles since the road width restrictions do not apply. The ATOM 5 can be implemented with two, three, or four wheels 40 and have steering, braking and safety equipment. A four wheel implementation is shown. The ATOM 5 may have dual connector receptor slots 50 mounted underneath to link to the transport connector prong (see Figure 3). The ATOM 5 may have dual linkage receptor slots 60 to accept attachment to accessory modules.

[0046] ATOM dimension choice can vary within these parameters but the positions and sizes of the connector receptor slots 50 are preferably standardized relative to the center of the ATOM 5. A plurality of deployable guide pins 65 used for alignment may also be in standard position relative to the center of the ATOM 5. The guide pins 65 are deployed to provide a guidance aid to align the ATOM 5 to a transporter compartment docking slot 170. The guide pins 65, when mated to a guide slot, a component of the transporter compartment docking slot 170, provide a restricted path to the optimal loading position. ATOM 5 width is preferably standardized relative to maximum transporter aisle width choice.

[0047] The ATOM 5 may be limited in speed and range. These limits may reduce expense, emissions and space requirements for the ATOM 5.

[0048] ATOM dimensions allow for both single and dual side loading of transporters and remain within current road widths. ATOM height may provide visibility and therefore additional safety in traffic.

[0049] It is intended that the ATOM 5 may be designed to achieve a price point enabling the ATOM 5 to be purchased as an additional transport option to existing automobile owners and open up the market to those who cannot afford current automobiles. [0050] Figure 2a shows a perspective view of the ATOM 5, while Figure 2b shows a cross-section view from the front. The preferred ATOM implementation may be based on current vehicle technology with a plurality of wheels 40, control console 70, single occupant seating 80 and an enclosure 90 to protect the occupant. Existing vehicle designs that do not exceed the specified size have the potential to be converted to ATOMs by adapting the ATOM connector receptor slot(s) 50 to them. Larger ATOM design standards may lose significant density benefits but are still possible. The invention fits a large number of ATOMs 5 on an ATOM transporter. [0051] ATOMs 5 are intended as to be implemented as simple, mobile compartments. Automotive manufacturing and design techniques can be used for implementation as long as connector and size requirements are met. However the invention does not preclude longer modules designed to fit multiple contiguous transporter compartment docking slots 170.

[0052] ATOM implementation is illustrated in Figure 2 with four wheels 40 but the design extends to two or three wheeled vehicles. Such vehicles as motorcycles, scooters and current tricycle-style micro cars may potentially be adapted to the system by equipping them with the connector technology described herein. Personal mobility devices could also be adapted to the system. Most current mini cars have been designed for multi-passenger with cargo applications and may be heavier and take more space than ATOMs 5. ATOM height preferably should not exceed 240cm to limit the height of transporters.

[0053] ATOM design as a mobile compartment differs from today's small electric and gas vehicles and prior art in at least three major ways:

1) the connector system gives ATOM 5 the ability to easily connect to transporters for distance travel, allowing more efficient design by reducing the range requirements;

2) the linkage system allows the capacity of the ATOM 5 to be extended for cargo and passengers by adding modules to ATOMs 5. The modules may be added to an ATOM 5 using simple dual linkage technology. The modular system allows ATOMs 5 to be designed as double length and still attach to transporters and add double length modules, however, density benefits may be significantly compromised; and

3) the standardized small size of ATOMs 5 provides for dense loading capabilities and for efficient storage. For ease of implementation, ATOMs 5 can be adapted to existing transport trucks, standard transport containers, trains, guide rail systems or modified buses and/or trams.

[0054] ATOM design and efficiency may be enhanced by constructing ATOMs with lightweight materials.

[0055] ATOM single occupancy seating 80 and control console 70 may be based on automotive and/or motorcycle design, equipment and layouts.

[0056] ATOM 5 may be provided with a door 100 on each side of the compartment. The

ATOM 5 preferably has doors 100 designed to allow for emergency exit when ATOMs 5 are densely stored. Limited on- ATOM storage may be provided behind/beside the single occupant seating 80. Overhead storage is also possible as a design feature. The guide pin(s) 65 is preferably deployed from the ATOM frame 10.

[0057] Possible implementations of ATOM wheels 40 include "in-board" as in current automobile designs or "outboard" on extensions from the main ATOM enclosure 90 to enhance stability. The "outboard" option also allows for designs where the ATOM wheels 40 are extended for travel and retracted under the ATOM frame 10 for transport.

These enhancements may add cost and complexity to the ATOM 5 and are not specified in the preferred implementation.

[0058] The preferred implementation of ATOMs 5 may be equipped with bumpers to increase safety.

[0059] ATOMs 5 may be equipped with adjustable ports that mate to power, air conditioning and heat sources on the ATOM transporter to enhance occupant comfort.

ATOM accessory modules may be also be equipped with these ports. One implementation is to provide the ports as part of the safety rail system.

[0060] ATOMs 5 may be equipped with easily accessible, robust and simple power and signaling wiring connections to ATOM accessories. ATOM accessory modules may have receptors for the power and signaling connection from the ATOM 5.

[0061] The ATOMs 5 can be powered by electric, gas/electric/hybrid, gas, diesel, compressed natural gas (CNG) and/ or other fuel source(s).

[0062] ATOMs 5 may be designed to meet current vehicle transportation standards for low speed vehicles and therefore have the potential to be used to travel to and from any location served by the road system.

[0063] ATOMs 5 may be implemented as single seat, narrow track mobile compartments. The narrow width has the potential to present problems where service station lifts and bays are designed to accommodate standard automobile widths (i.e. wider than the ATOM 5). An "outrigger" style attachment to the ATOM 5 at the front and rear of the ATOM 5 equipped with a frame 10 and wheels 40 may be secured to the ATOM 5 using the ATOM connector receptor slots 50 and extend ATOM width to accommodate the width of such lifts and bays.

[0064] Figure 3a presents a three dimensional view of the transporter connector system that consists of the transport connector prong 160 and the ATOM connector receptor slot 50, while Figure 3b shows a cross-section view and Figure 3c presents a side cutaway view of the connector system. The ATOM connector receptor slots 50 accommodate the transport connector prong 160 when ATOM 5 is engaged in the transporter compartment docking slot 170. The connector receptor slots 50 are designed to hold the transport connector prong key 165 when engaged. Each ATOM frame 10 may have two connector receptor slots 50 for safety and stability.

[0065] Transport connector prongs 160 may be secured to the ATOM 5. The connector receptor slots 50 on the ATOM 5 may match a transport connector prong 160 on a transporter compartment docking slot 170. Connector receptor slots 50 on ATOM accessory modules may be identical to connector receptor slots 50 on ATOMs 5. [0066] The transport connector prong 160 may mechanically link to the ATOM connector receptor slot 50 to secure ATOM 5 attachment. The transport connector prong keys 165 when attached to the connector receptor slots 50 may prevent the ATOM 5 from detaching from the transporter during movement. ATOM connector receptor slots 50 may be located on the underside of the ATOM frame 10. The distance between connector receptor slots 50 and their locations on the ATOM frame 10 must align with the positioning of transport connector prongs 160 on the transporter compartment docking slot 170. This distance is standardized for all ATOMs 5 and all transport beds. The preferred implementation placement will be on the center line (front to back) of the frame 10 and offset as much as possible from the center line of the frame 10 (side to side) and inside the frame 10 from the ATOM wheels 40. This design promotes stability and simplifies loading and docking procedures and mechanics.

[0067] Front and rear connector receptor slots 50 may have internal cavities 120 shaped to allow the transport connector prong key 165 to turn 150 to a locking position with the ATOM connector receptor slots 50. The transport connector prong key 165 is raised by an extension and rotation mechanism 130 into the ATOM connector receptor slot 50 and turned 150 in the internal cavity 120 to a locking position. The preferred implementation could use receptor-based sensors 140 to detect the locked position. Receptor-based sensors 140 could use, but are not limited to, pressure or actuator-contact technologies. The receptor-based sensors 140 are components of the ATOM connector receptor slot 50 and not the transport connector prong 160. One implementation for extending the transport connector prong keys 165 may be via a hydraulic piston mechanism for the tab movement. Another implementation may be a motorized extension of the transport connector prong key 165 using a gear or screw type extension and retraction. [0068] ATOM connector receptor slots 50 may be equipped with protective covers opened only when an ATOM 5 is loaded for transport and kept closed for independent ATOM travel to prevent dirt or debris from clogging the connector receptor slots 50. [0069] The preferred implementation of the transport connector prong 160 may incorporate additional components to enhance operation and safety as shown in the transporter prong detail of Figure 4. The transport connector prongs key 165 may be tapered 200 to matched to the ATOM connector receptor slots 50. The transport connector prong keys 165 are raised and lowered 250 by an extension and rotation mechanism 130. One implementation of this mechanism may be an actuator on a mechanically rotating base. To lock the ATOM 5 onto the transporter compartment docking slot 170 the transport connector prong 160 may be extended up from the transporter compartment docking slot 170 into matching connector receptor slots 50 on the ATOM 5. The connector prongs 160 extend a sufficient distance to adjust for relative ATOM 5 position on the transporter compartment docking slot 170. In the preferred implementation the transport connector prong 160 is then rotated in the horizontal plane to the right 260 to lock. To unlock the ATOM 5 the transport connector prongs 160 may be rotated in the reverse direction and retracted. Gliding aids 220 such as bearings or low resistance surfaces may be used to ensure that the turning operation does not bind. In the preferred implementation prong-based sensors 230 on the transport connector prong key 165 detect the top of the ATOM connector receptor slots 50 and the locked position. The prong-based sensors 230 can be implemented by pressure or actuator technology such as contact switches but are not limited to such technologies. The combination of prong- based sensors 230 and receptor-based sensors 140 provide independent confirmation of connector engagement and disengagement.

[0070] Transport connector prongs 160 and ATOM connector receptor slots 50 may be further engineered to ease the matching process by allowing relative movement of components to ease alignment.

[0071] The transporter design provides for rapid loading and unloading. Figure 5a shows one possible embodiment of a transporter with an integrated driver and propulsion unit 280. Many other embodiments are considered within the scope of the invention including, but not limited to, separate bed and propulsion units, rail units, tram units, smaller units, larger units, single width units, and units that integrate into other mass transportation methods. Figure 5b shows a cross-section of a transporter bed 340. The transporter bed 340 is composed of a transporter base 360 equipped with plurality of transporter compartment docking slots 170. The transporter base 360 is equipped with transporter wheels 350 for mobility. The transporter propulsion and driver compartments can be integrated into the transporter base 360 or attached via a coupling. [0072] ATOMs 5 are secured for transport by engaging and locking the dual transport connector prongs 160 to the front and back of each ATOM 5. Each transporter compartment docking slot 170 is implemented with a mechanism to raise and lower the transport connector prongs 160. The mechanism for each transporter compartment docking slot 170 is controlled by a signal from the transporter operator. Prong-based sensors 230 detect the extended and retracted positions of the transport connector prongs 160 for security. A manual lock and unlock mechanism is provided for emergencies.

The transporter base 360 provides for a transporter frame 320 that incorporates a support system for the ATOMs 5.

[0073] Carriers may link together multiple transport beds to increase capacity.

Transporter width is specified to accommodate dense dual ATOM 5 loading from the right or left sides. Model variations for single ATOM implementation for narrow road applications may be considered subsets of this invention. Single ATOM width capable transporters are possible for narrow road applications.

[0074] Transporters are designed to support a plurality of possible configurations. The simplest may be a transporter "cab" similar to a transport truck that may haul one or many transport trailers. Possible variations include integrated cab/trailer models and independent trailers that can be connected to separate cabs. Independent trailers can also be connected to integrated cab/trailer models to increase capacity.

[0075] Transporters may include ATOM support capabilities that may include power, heat and air conditioning supply outlets that may mate to ATOM ports. Optionally these units could be access from the ATOM 5 by the occupant manually. The preferred implementation of these outlets is to have them incorporated into a safety rail system 460 that lines the walkway between ATOMs 5 that is provided for emergency exit. The transporter facilities for power, heat and air are shown in Figures 6b and 6c.

[0076] A lower cost transporter embodiment consisting of a simple transporter frame 320 without sides or glass or similar variants are considered within the scope of the invention.

[0077] A cross-sectional view of the transporter bed / road model is presented in Figure

6a in a loaded configuration. The transporter bed 340 can be designed for use with or without loaders. A transporter bed 340 of a specific transporter model may be used for direct loading and unloading to a road surface. To load and unload the transporter the

ATOMs 5 may be signaled to drive and align to a transporter compartment docking slot

170.

[0078] Sensors may detect if an ATOM connector receptor slot 50 was matched and aligned with a transport connector prong 160. Sensors may be mechanical or another implementation such as laser-based. Sensor implementation may optionally be redundant and use more than one type. The preferred implementation would be weather and dirt resistant and robust for repeated connection. One type of preferred sensor would be a contact sensor that was mechanically moved on positive connection. The transporter frame 320 may permit the enclosure of ATOMs 5 for additional protection and lower wind resistance. Glass or other transparent material 430 and opaque material 440 may be used for side sections 445 of the transporter frame 320 (see Figure 6a), providing protection and visibility, and may open as a way of escape for occupants of transported ATOMs 5. A walkway 470 between ATOMs 5 is provided for emergency exits. A safety rail system 460 is provided, incorporating ATOM support capabilities. This safety rail system 460 has the potential to also support the power, heat and cooling features to support ATOMs 5. The connections for power 465, and heat and air conditioning outlets 475, and the facility controls 485 to operate these systems are incorporated into the safety rail system 460 as shown in Figure 6b. The conduits 480 for services as shown in Figure 6c are incorporated into the safety rail system 460 and the walkway 470. An optional pass reader 420 for automated reading of transit passes can also be incorporated. The heating and cooling system conduits 480 would incorporate insulated rigid or flexible ducts that are insulated and are fixed to the transport unit. The heat and air conditioning outlet 475 aligns, but does not necessarily connect to, a port on the ATOM 5 that the occupant can open or close to control the level of heating or cooling. The preferred implementation does not provide for connection of heat and cooling to simplify loading and unloading.

[0079] A safety interlock may be provided to prevent the transporter from moving until transport connector prongs 160 are in a locked position, for the transporter compartment docking slots 170 occupied by ATOMs 5.

[0080] The cross sectional view of the transporter bed of Figure 6 is shown in an unloaded configuration in Figure 7. The transporter bed 340 embodiment supports independent transporter compartment docking slots 170 that are raised and lowered to and from the road surface. All transporter compartment docking slots 170 can be lowered or raised simultaneously for parallel operation. To unload an ATOM 5 from the transporter, the transporter compartment docking slot 170 may be extended off the transporter bed 340 using an extension and lowering mechanism 490. The transport connector prongs 160 may be disengaged by the transport driver or automatically, to release the ATOM 5. The ATOM 5 can then be driven away.

[0081] Sensors may detect transporter compartment docking slot 170 occupancy and the locked position of the transport connector prongs 160 to ensure safe operation. The transporter bed 340 may permit the enclosure portion of the transporter frame 320 to section off and move with the transporter compartment docking slot 170 into loading position. The walkway 470 and safety rail system 460 may remain in position for safety. Another implementation may move side sections 445 of the transporter frame 320 and raise these sections above the ATOM 5 using a mechanism on the transporter frame 320 to allow clear passage onto the loader. A simple implementation may be a garage door style operation. The top of the transporter frame 450 may move with the side sections 445 or remain in place.

[0082] Figures 8a, 8b, 8c and 8d provide an overview of the transporter compartment docking slot lowering operation steps. Figure 8a shows a transporter compartment docking slot 170 in cross- section, consisting of a base 510, a power section 520, extension rails 525, an extension and lowering mechanism 490 and a support platform 540. The base 510 attaches to the transporter bed 340 and is detachable for replacement and repair. To load or unload an ATOM 5 the transporter support platform 540 and extension and lowering mechanism 490 must be moved laterally, and then the support platform 540 is lowered from the transporter base 510 to ground level. Figure 8b shows the transporter support platform 540 and extension and lowering mechanism 490 being moved laterally to prepare for lowering the support platform 540. A power section 520 may provide the mechanism for movement using a plurality of extension rails 525 driven by gears, endless chain, belt, hydraulics, or other methods. This mechanism is analogous to a drawer extension rail for a desk or cabinet. Figure 8c shows the extension and lowering mechanism 490 after being pivoted towards the ground to a vertical position to provide support and guidance for the support platform 540 being lowered. Figure 8d shows the transporter support platform 540 lowered to ground level. The extension and lowering mechanism 490 is comprised of a lowering movement apparatus 495 that employs hydraulics, endless chain or other method to extend components to ground level. It is envisioned that a transporter may be configured to raise and/or lower transporter compartment docking slots 170 individually or a plurality of transporter docking slots 170 simultaneously. It is also envisioned that an embodiment of the transporter could raise and/or lower all transporter docking slots 170 simultaneously or only one side simultaneously. This embodiment may provide the opportunity to consolidate some mechanical components of transporter docking slot 170 operations. [0083] The ATOM 5 is a very lightweight vehicle with a target weight of under 400 kilograms. The ATOM 5 occupant is expected to add on average another 80 kilograms. The lift platform, component and power must be adequate for said weights. [0084] A transporter compartment docking slot, shown in greater cross-section detail in Figures 9a, 9b and 9c. The extension and lowering mechanism 490 connects to support platform section 540 and to the power section 520. The power section 520 is shown in greater detail in Figure 9b and is composed of control components 500 and power motor 505 connected to an intermediate drive chain 555 via intermediate drive gear 535 turned by drive shaft 515. Intermediate drive chain 555 turns travel drive gear 570. The travel drive gear 570 provides the motion to drive to travel drive chain 560 to move the support platform 540 and the extension and lowering mechanism 490 laterally using a plurality of extension rails 525. The preferred embodiment is shown using by drive gears and an endless drive chain or belt. Other methods such as extending rods or hydraulic actuators are also considered within the scope of this invention. This mechanism is analogous to a drawer extension rail for a desk or cabinet, but with powered movement. Figure 9d shows details of the travel drive gear 570 and travel drive chain 560. The travel drive gear 570 engages the travel drive chain 560 using a plurality of drive teeth 575. The travel drive chain 560 is connected to the extension and lowering mechanism 490 using a plurality of travel apparatus supports 565. The power section 520 may engage a plurality of power motors 505, intermediate drive gears 535 and endless intermediate drive chains 555 to power the travel drive gears 570 and travel drive chain 560. Power and control for the extension and lowering mechanism 490 is supplied via power and control cables 530. The travel drive chain 560 could be implemented as a plurality of belts and remain within the scope of the invention.

[0085] The support platform 540 consists of a guide groove 620, typically a pair of transport connector prongs 160, and an extension section 640. The extension section 640 opens to create a wider space to ease the movement of ATOMs 5 in and out of transporter compartment docking slots 170. The power and control for the extension section and the extension and lowering mechanism 490 is supplied by the control components 500 via section cabling 530. Cable management 550 in the form of tension reels may be required to ensure section cabling 530 remains clear during movement of the extension and lowering mechanism 490.

[0086] As shown in Figure 10a, the top-facing view, the transporter compartment docking slot has been extended. To assist the alignment of ATOMs 5 for loading and unloading, the transporter uses a tapered loading guide groove 620. The guide groove 620 consists of tapered guides and a groove as components of the support platform 540 to engage the ATOM guide pins 65. The guide pin 65 embodiment should be strong enough not to bend when the occupant of the ATOM 5 is engaging the guide groove 620 on the transporter (see Figure 1 and Figure 2). The guide pin 65 embodiment may include a roller to reduce friction when engaging the guide groove 620. The combination of guide pins 65 and guide groove 620 serve to align the ATOM 5 to the correct position on the support platform 540. When loading and unloading transporter compartment docking slots 170, it is important to compensate for ATOM 5 alignment errors. The support platform 540 is equipped with an extension section 640 to expand the support platform 540 to provide additional clearance for ATOMs 5. The extension section 640 is powered using the drive components of the power section 520 as shown in Figure 9c. The ATOM 5 may be controlled by the occupant or moved automatically using guidance/movement assistance supplied by sensors. One sensor implementation may be an infrared or laser sensor, another may be a flag-like marker on the extension section 640 that is retractable. The sensors may detect and signal proper transporter compartment docking slot 170 alignment. Sensors on the ATOM 5 may detect the distance to the end of the transporter compartment docking slot 170 and indicate to the driver and/or alignment system correct positioning. [0087] The power section 520 may extend the transporter compartment docking slot 170 using a plurality of extension rails 525. The support platform 540 with the transport connector prongs 160 and the guide groove 620 are lowered. The extension section 640 is shown expanded to widen the support platform 540 to provide additional clearance for ATOMs 5. Figure 10b shows a cross-section view facing the side of the transporter. Figure 10b view reveals the extension and lowering mechanism 490 that includes a lowering movement apparatus 495. The drive system (not shown) initiates the movement of the support platform 540 by engaging extension and lowering mechanism 490 along the extension rails 525 to the outside edge of the transporter compartment docking slot 170 and pivots the lowering movement apparatus 495 to a vertical position by powering a plurality of pivot mechanisms (see Figure lla). Using said pivot mechanisms the lowering movement apparatus 495 is pivoted towards the ground to a vertical position to provide support and guidance for the support platform 540 to be lowered. The lowering movement apparatus 495 can use motor-powered powered rods or gear-driven endless chains or hydraulic actuators to extend and retract. A plurality of ground contact sensors 545 (actuator or pressure switches) signal the system to stop motion. [0088] One embodiment of the transporter that does not use an emergency walkway can use a taller extension and lowering mechanism 490 that may eliminate the need for some of the pivoting action.

[0089] Figure 10c shows the support platform 540 and guide groove 620 with a guide pin 65. As the guide pin 65 contact roller 625 engages the guide groove 620 the ATOM frame 10 is aligned on the transport platform 540. The tapered guide groove 620 gently "steers" the ATOM 5 to alignment. The guide pin 65 and guide groove 620 must be strong enough not to deform on engagement.

[0090] Figure lla illustrates a cross section of the transporter docking slot showing additional details to the illustrations in Figure 8c. The connections to the power section 520, the extension and lowering mechanism 490 and details of the extension and lowering mechanism 490 are illustrated. The extension and lowering mechanism 490 is composed of a lateral travel apparatus 600, pivot arm 580 and extension arm 585. The extension and lowering mechanism 490 design is specified to be compact to fit under the emergency walkway 470 to not obstruct exit from the ATOM 5. The reach of the extension arm 585 must be able to reach the ground from the transport bed height. This reach is typically greater than for personal mobility device lifts that are designed to fit in cars or vans. The extension and lowering mechanism design is also more compact than said mobility device lifts. The travel drive chain (shown in Figure 9c) engages the movement of the extension and lowering mechanism 490 by moving the lateral travel apparatus 600. The lateral travel apparatus 600 is connected to the endless travel drive chain 560 with the travel apparatus supports 565. The travel apparatus supports are 565 attached to the lateral travel apparatus 600 with a plurality of travel apparatus fasteners 615. The lateral travel apparatus 600 is moved by the travel drive chain 560 to the outside edge of the transporter compartment docking slot 170. The lateral travel apparatus 600 is moved along the extension rail 525 on a plurality of travel wheels 670. The pivot arm 580 and the vertical extension arm 585 are attached to the lateral travel apparatus 600 at apparatus pivot points 605.

[0091] The lateral travel apparatus is stopped by the control system at the edge of the transporter compartment docking slot 170 using a stop trigger switch or by distance program control. By engaging the extension pivot mechanism 590 connected to extension pivot points 595 the pivot arm 580 and extension arm 585 are moved in such a way as to keep the support platform 540 level. This is achieved by controlling movement at pivot extension pivot points 595, the apparatus pivot point 605 and at the support platform pivot point 610. The preferred implementation would be a mechanism which uses a programmable control apparatus engineered to keep the support platform 540 level by controlling powered gears at each of the pivot points. The extension and lowering mechanism 490 contains additional power and cable management for controlling the transport connector prong 160 and the extension section 640. The cable and power management extends and retracts the power and control cables 530 and possible tension cables to ensure they are the appropriate length for the relative positions of the power section 520, the extension and lowering mechanism 490 and the support platform 540. [0092] One embodiment of the above apparatus may retain the transport connector prong 160 on the power section 520 by retracting it into the power section 520. This embodiment may reduce safety measures for ATOM loading and unloading, but reduce cabling complexity.

[0093] To retract the extension and lowering mechanism 490 the operation is reversed. [0094] Figure lib shows the details of a cross-section of the extension rail 525 that includes an carriage track 650 and a carriage shaft 660. The preferred implementation of the extension rail 525 may be a garage door track style but other methods such as rail track style are considered within the scope of the invention. The cross-section shows a travel wheel 670 is that is moved along the extension rail 525 by a travel axle 630 attached to the travel wheel 670. A plurality of travel axles 630 are attached to the lateral travel apparatus 600. As the lateral travel apparatus 600 is moved by the endless travel drive chain 560, the travel wheels 670 move along the extension rail 525. In the preferred implementation the movement of lateral travel apparatus 600 is stopped at each end of the extension rail 525 by a contact switch or other sensor. Figure lie shows a longitudinal section of a part of an extension rail 525 with a travel wheel 670 engaged in carriage track 650 and a carriage shaft 660. The "T" shape combination of the carriage track 650 and a carriage shaft 660 holds the shaped travel wheel 670 in the extension rail 525. Counterweights or a tension cable may be used to counter the leverage of the ATOM 5 and support platform.

[0095] Figure 12a presents a detail of the "sliding" loader model of the Transporter compartment docking slot 170. The transporter can be embodied as a road model or can be designed to load and unload from a separate loader platform. For this loader model, the transporter base 510, power section 520, the transport connector prong 160, and support platform 540 are unchanged. There is no extension and lowering mechanism, but rather, a base height adjustment section 680 with a plurality of hydraulic height adjusters 685 is added to move the power section 520 and support platform 540 up and down to match the loader height. A preferred embodiment would use hydraulics to raise and lower the height within a range of 30 centimetres to accommodate variations in height alignment. A sliding loader control driver 690 and sliding loader engagement mechanism 700 are added to unlock and move the loader support platform. The loader can be controlled so the service moves vertically downward to accommodate the sliding transporter compartment docking slot 170. Loader operation details are provided in the description of the loader in Figure 14. In the sliding model both left and right support platforms, the walkway 470 and safety rail system 460 may all be moved to the loader but the transporter frame 320 components on the opposite side to the loader may remain in place. The transporter may be configured to load from both left and right sides. Figure 12b shows the sliding loader model with the support platform 540 being moved towards a loader using the drive components of the power section 520 as shown in Figure 9c. The sliding loader control driver 690 is extending the sliding loader engagement mechanism 700 using an extension gear 695 to unlock and move the loader support platform.

[0096] Figures 13a, 13b and 13c present details of the "roller" loader model of the Transporter compartment docking slot 170. The transporter base 510, power section 520, the transport connector prong 160, and support platform 540 are changed to include a plurality of power rollers 710 spaced to form a support surface 715 for the ATOM wheels 40. There is no guide groove as there is no requirement for moving the ATOM 5 other than laterally. The plurality of movable power rollers 710 is added to the support platform 540. There are spaces between the power rollers 710 for the transport connector prong 160. A base height adjustment section 680 with a plurality of hydraulic height adjusters 685 is included to raise and lower the power section 520 and the support platform 540 to match the loader height. The plurality of power rollers 710 are controlled by the power section 520. The power rollers 710 may move the ATOM 5 laterally from the transporter to the loader to shift the ATOM 5 onto a loader. The power rollers 710 may accommodate the movement of an ATOM 5 with the guide pin 65 in a lowered position by having a space in the power rollers 710 such that the guide pin 65 is not impeded. The power section 520 may fold and lower the emergency walkway 470 and safety rail system 460 so that the ATOM 5 on the far side of the transporter from the roller is unobstructed for lateral movement. A roller loader control driver 720 and roller loader engagement mechanism 730 are added to engage rollers on the loader support platform. The roller loader control driver 720 extends the roller loader engagement mechanism 730 using an extension gear 725 to engage gears on the loader to power the rollers on the loader. The side sections of the moveable side sections 740 of the transport frame (includes transporter frame components 430, 440 and 450 from Figure 7) may be raised above the ATOM 5 by a mechanism on the transporter frame 320 to allow clear passage onto the loader. A simple implementation may be a garage door style operation. A safety interlock may prevent the rollers 710 from being activated when the transporter compartment docking slot 170 is not aligned with a loader slot.

[0097] Figure 13b and Figure 13c show a plurality of additional roller components 750 that may be extended and raised into position to bridge the gap between the transporter and the loader. The additional roller components 750 are not powered and are housed in roller holders 780. The transport driver or automatic controls would select and position the appropriate number of additional roller components 750 necessary to bridge the gap. The roller lateral positioning mechanism 760 and vertical positioning mechanism 770 are used.

[0098] Figure 14a presents a detail of the sliding bed details of the loader. Loaders consist of a loader understructure 810 supporting a loader bed 820. The loader bed and understructure can be fixed or mobile. A mobile loader understructure would facilitate the repositioning of loaders if desired. The loader bed 820 may house a loader control interface 830 and a movable loader platform 840 for the sliding bed model or a roller platform 870 for the roller model. Figure 14a shows the sliding bed model. The transporter support platform 540 being moved onto the loader and the movable loader platform 840 being lowered using a plurality of loader lowering mechanisms 845. The movable loader platform 840 is locked until the transporter operates the loader control interface 830. This movable loader platform 840 is then lowered to provide space for the transporter support platform 540. The movable loader platform 840 has a loader guide groove 850 to align the ATOM 5 on the loader. Entry onto the loader may optionally be via ramps or by adding a mechanism to the loader understructure 810 to raise and lower the loader bed 820.

[0099] Figure 14b presents a detail of the roller details of the loader. Similar to sliding bed loaders (see Figure 14a) the roller loaders consist of a loader understructure 810 supporting a loader bed 820. The transporter support platform 540 bridges the gap to the loader by deploying additional roller components 750. The transporter disengages the transport connector prong 160 (not shown), activates the power rollers 710 on the transporter support platform 540 and uses the loader control interface 830 to engage the loader rollers 860 on the loader roller platform 870. This action causes the ATOM 5 to move laterally onto the loader from the transporter. The loader rollers 860 on the loader roller platform are designed so they do not impede the ATOM guide pin 65. The loader guide groove 850 on the loader roller platform 870 is sprung or hinged so that it is disengaged or lowered when the loader rollers 860 on the loader roller platform are activated. An optional embodiment may be a sprung roller in the loader guide groove 850.

[00100] Loader variations may include single ATOM loader models, smaller number of ATOM loader models and more elaborate loaders for locations viewed as high volume. Only automated loaders may require an electrical supply or generator to power the loading and routing, and control systems. Loaders can be designed as modular elements that can be coupled together to make longer loaders to handle more ATOMs 5. Alignment sections and ramps and lifts are intended to be implemented as separate interchangeable modular elements, but an integrated implementation is considered within the scope of the invention.

[00101] The loader mechanism for managing the vehicles adapts techniques from cargo handling, automobile parking and trailer connection models to efficiently and safely load and unload transporters.

[00102] The loader and transporter mechanisms may be matched (all rollers or all sliding bed).

[00103] Figures 15a and 15b present details of the ATOM accessory module handling system, Figure 15a presenting a perspective view and Figure 15b presenting a top view. ATOM occupants can attach and detach modules from ATOMs 5 by engaging a linkage mechanism 920 on the accessory module frame 910 to linkage receptor slots 60 on the ATOM host frame 915 (10 in Figure 1). The linkage mechanism 920 on the ATOM accessory module is controlled via an integrated external engagement socket 960. The linkage mechanism 920 may be stored as part of the ATOM accessory module undercarriage. The linkage mechanism 920 controls a plurality of accessory extension rails 940 and accessory extension rail supports 930. The external engagement sockets 960 are fitted to the ends of the linkage mechanism 920 and are used to extend and retract the accessory extension rails 940 using the linkage mechanism 920. The accessory extension rails 940 incorporate a plurality of universal joints 970 and a plurality of accessory locking tabs 950. The ATOM driver may align the ATOM 5 and accessory module relative to each other. The driver may then use the external engagement socket 960 to extend the ATOM accessory extension rail 940 on the accessory module to engage the ATOM host. One implementation may be by engaging an external engagement socket 960 on either side of the ATOM 5 with a supplied tool compatible with the external engagement socket 960. The accessory extension rail 940 may engage the accessory locking tabs 950 to secure the connections to the ATOM host linkage receptor slots 60 at full extension. The accessory locking tabs 950 extend from the accessory extension rail 940 to fit into slots in the ATOM host linkage receptor slots 60. Pressure or actuator sensors and indicators can be provided to confirm secure connection. [00104] The universal joint 970 may be locked against movement for storage.

Horizontal and vertical movement of the universal joint 970 may be controlled the linkage mechanism during extension for aligning the accessory extension rails 940 to the host linkage receptor slots 60. The universal joint 970 may be unlocked at full extension to allow for full range of independent movement.

[00105] The linkage mechanism 920 can be implemented to include self-leveling controls for vertical alignment. ATOM accessory leveling options include control by the driver or automatic control.

[00106] Figure 15c shows the accessory extension rail 940 moved along the extension rail supports 930 to engage linkage receptor slots 60 on an ATOM host frame 915 (10 in Figure 1). The accessory locking tabs 950 are extended to fit and lock in the linkage receptors slots 60.

[00107] The transport bed and loader bed may accommodate single ATOMs 5 or

ATOMs 5 with accessory modules. A service model where ATOMs 5 with accessory modules may load from a "doubles" queue can be envisioned to manage priority and density. Transporters and loaders treat ATOMs 5 and accessory modules as single units and do not detach and re-attach ATOM accessory modules. A variety of techniques can be utilized to manage single ATOMs 5 versus ATOMs 5 with accessories. [00108] ATOM accessory modules require electrical connections for signaling and braking, and optionally power wiring. These connections remain in place during transport, loading and unloading. The electrical connections can optionally be contained in the mechanism of the ATOM linkage for the ATOM accessory module or be separate. As the accessory locking tabs 950 are engaged, embedded wiring connections may then be established automatically. The connection must be severed when the linkages are disengaged. This mechanism provides signaling and power to ATOM accessories from the ATOM 5. A simpler manual option is considered within the scope of the invention. [00109] The signaling, braking and optional power wiring connect and disconnect may be done manually using weatherproof connectors, or automatically as connections and disconnections are made between the linkages. In the manual case an optional embodiment may be to connect power and then use a motorized mechanism controlled by the ATOM accessory to deploy the linkage mechanism instead of using the external engagement socket 960.

[00110] Referring to the hub and spoke networking system of Figure 16, ATOM occupants direct their ATOM 5 to a hub 990 or spoke 995 location to be loaded onto a transporter. Initially they may drive them as low speed vehicles. At the hub 990 or spoke 995 the occupant may enter a destination identifier into the ATOM control console 70. The destination identifier may be identified by a shorter proxy name (e.g. "home", "work"), a global position from a map interface, or translated as a closest spoke or hub from a street address. When the ATOM 5 is loaded from a queue 1010 the transporter is signaled from the ATOM 5 with information. This information may include:

1. the destination identifier;

2. accessory module count;

3. the occupant' transit pass identifier; and

4. the ATOM identifier (if desired).

[00111] Referring to communications and routing diagram of Figure 17, in the preferred implementation, ATOM occupants can specify a destination name 1100 to be communicated to the ATOM 5. This destination name 1100 may, for example, use E- mail addressing conventions. The ATOM occupant may enter this destination name 1100 into the ATOM control console 70 or via a wireless device. The occupant's transit pass identifier may be communicated in a similar manner. The ATOM identifier may be pre- assigned and the accessory count determined by linkage sensors. This destination name may be converted to a destination identifier 1110. This identifier may use Internet Protocol (IP) address format. This ATOM to transporter data exchange may be supported via radio frequency (RF) signaling or cellular data.

[00112] The ATOM 5 and transporter may support voice communications, sensor status signaling. Voice communications may be audio link, cellular, or voice over IP (VOIP) on the data exchange system Sensor status may be over RF signaling. [00113] The transporters may exchange data with a routing and control system.

The routing and control system may to optimize routes and transfers. The ATOM occupant can signal a destination override to the transport driver at any time. Transporter to transporter interchange can be automated at hubs using Internet style routing functions. Operations may benefit from individual transporter routing based on traffic conditions. [00114] The routing and control system records data exchange information for administration, planning, engineering and billing purposes.

ATOM engineering

[00115] ATOMs are short wheelbase and narrow track vehicles. Such vehicles are subject to tipping due to the center of mass being above a relatively small base of support. Options to improve the base of support are:

1) Include deployable "wheelie bars" and wheels to front and rear of the ATOM 5. The bars may reduce forward and rear ward tipping;

2) Extend the ATOM frame 10. The ATOM system may provide interlocks to prevent the length being changed while the ATOM is mobile. The preferred implementation may extend the rear wheels. It is envisioned that both the engine and drive train may be extended so that no variable length drive shaft may be required. This approach minimizes engineering complication with adjusting steering mechanism angles and/or driver position. The extension/retraction mechanism may be retracted by the ATOM occupant prior to loading on a transporter as the guide pin is deployed. This ensures that the ATOM 5 is reduced to standard size during the ATOM alignment phase. To extend the ATOM frame 10 the front bakes may be engaged and the ATOM frame 10 may move forward if compressing or backward if extending;

3) Employ tilting control suspension to ensure ATOM 5 balance for cornering;

4) Apply engineering options to extend the width of the ATOM frame 10. This option may be implemented more easily on ATOMs that used individual electrical motors driving ATOM wheels; and

5) Implement the above engineering methods singly or in combination.

[00116] The above engineering options must be applied without affecting the ability to transport ATOMs in a standard transporter compartment docking slot. ATOMs can be engineered for a single or dual connector - the dual design is for safety/redundancy but low cost model may be designed with a single connector (in the same position as one with dual connectors, for compatibility).

[00117] A two-occupant or occupant-and-cargo ATOM of double length is possible within the scope of the invention. Such ATOMs 5 may be functionally equivalent to an ATOM combined with an accessory module. Transporters and loaders have the flexibility to have additional functions for loading/unloading cargo/passenger modules without host ATOMs.

Operations Scenarios

Transporter operations

No loader requirement scenario

[00118] This scenario may proceed as follows:

1. Transporter stops at a designated location (hub 990 or spoke 995) to unload

ATOMs that signaled for unloading (could be all); 2. Transport driver informs ATOM occupants of arrival and selects transporter compartment docking slots 170 to unload (could be all);

3. Transport driver extends transport and lowers selected transporter compartment docking slots (holding ATOMs 5 to be unloaded and empty slots to be filled);

4. Transport driver unlocks and retracts transport connector prongs 160 for lowered transporter compartment docking slots holding ATOMs 5;

5. Unlocking confirmed by sensors and transport driver and ATOM occupants are signaled that they are unloaded (can also be confirmed over transport driver to ATOM communications) ;

6. Unloaded ATOM drivers drive off (alignment pin raised automatically leaving last transporter compartment docking slot);

7. Drivers of loading ATOMs 5 drive up to sides of transporter from the rear;

8. ATOM automatically deploys guide pin 65 at first transporter compartment docking slot 170 and occupant directs ATOM 5 to furthest available transporter compartment docking slot 170;

9. Transport driver extends and locks transport connector prongs 160 into connector receptor slots 50 on the ATOM 5;

10. Transporter and ATOM sensors and communications confirm operations;

11. Transport driver retracts sliding sections containing docked ATOMs 5; and

12. Transporter leaves with ATOMs 5 loaded on the transporter.

Loader requirement scenario

[00119] This scenario may proceed as follows:

1. Transporter stops at designated location to unload ATOMs that signaled for unloading (could be all);

2. Transporter aligns with loader using sensors and alignment mechanisms;

3. Transport driver extends sliding sections holding ATOMs (if sliding bed model);

4. Transport driver unlocks ATOMs 5;

5. Transport driver engages gap bridging mechanism and roller conveyor system (if roller model); 6. Unlocking confirmed by sensors and transport driver and ATOM occupants are signaled that they are unloaded (can also be confirmed over transport driver to ATOM communications);

7. Arriving ATOM drivers drive off loader and down a ramp (or are lowered down);

8. ATOM automatically deploys guide pin 65 at the first transporter compartment docking slot and the system directs ATOM 5 to furthest available transporter compartment docking slot. Each transporter compartment docking slot has a visual indicator of occupancy statues to the ATOM 5. This indicator could be supplemented by an electronic signal and display on the ATOM console 70;

9. Transport driver extends and locks transport connector prongs 160 into connector receptor slots 50 on the ATOM (if sliding bed model);

10. Transporter and ATOM sensors and communications confirm operations;

11. Transport driver retracts sliding sections containing docked ATOMs or engages roller to move ATOM onto transporter;

12. Transport driver extends and locks transport connector prongs 160 into connector receptor slots 50 on the ATOM (if roller bed model);

13. Transporter and ATOM sensors and communications confirm operations;

14. Transporter leaves with ATOMs loaded on the transporter;

[00120] Note: if transporter is positioned in a lower position ("trench") relative to the loader, a ramp or lifting mechanism may not be required.

[00121] Note: for volume efficient operations separate load and unload stations are possible.

A TOM docking management

[00122] Signals on transporter compartment docking slot apparatus signal ATOM drivers:

• red - no docking

• yellow - dock

• green -loaded

[00123] Transporter console indicates: • transporter compartment docking slot empty/occupied ATOM loaded

• ATOM secure

[00124] A safety mechanism may ensure the transport cannot not move with

ATOMs loaded but not secure.

[00125] Wireless communications is provided in ATOM and transporter for emergencies.

[00126] Signals on ATOM control console 70 and on transporter for locking status to signal ATOM occupant and transport driver: red - problem

• yellow - locked

• green - unlocked

[00127] For a public transport system a "first come, first served" model may be viable, though this model may be modified or another model applied. The "first come, first served" model allows for lower cost, lower footprint facilities for queues. An example of another model is a premium service with reserved transporter compartment docking slots.

Operations details

[00128] Mechanisms for indicating correct alignment include implementation as an infrared sensor and signal, or implementation as a flag-like marker that is retractable on the designated transporter compartment docking slot. Distance sensors and position- based actuators are other possibilities. A combination of such sensors may detect proper transporter compartment docking slot alignment. Sensors on the ATOM 5 may detect the distance to the end of the transporter compartment docking slot and indicate to the driver or alignment system correct positioning. Transporter height may be automatically adjusted to match the loader module using sensors. In the manual scenario the ATOM occupant may be signaled to stop in a transporter compartment docking slot position. Sensors and information aids may assist the driver. The ATOM design can be enhanced to also provide computer-based control of the ATOM steering, brakes and forward motion for automated transporter compartment docking slot alignment. [00129] Automated hubs may use sensor and alignment aids to align the ATOM 5 on a guide path to automatically route ATOMs to a route-determined empty loading and unloading transporter compartment docking slot 170. The automated guide path may engage the ATOM connector receptor slot 50 with a transport connector prong equivalent and locking system similar to the transporter and move the ATOM 5 down the guide path to the correct transporter compartment docking slot 170 on the correct transporter to reduce driver error. The hub automation components may then disengage from the ATOM 5 and signal "docking slot ready" to the transporter. Should the loader fail to disengage the ATOM 5 may notify the transporter.

[00130] Should the transporter fail to lock the ATOM 5 it may be unloaded.

Should the transporter fail to unlock the ATOM 5 may be capable of being manually decoupled. Should the transporter compartment docking slot be out of order it may signaled as unavailable with "OUT OF SERVICE" warnings that the ATOM driver or automatic systems may detect and manage. Out of order and unavailable slot indicators would be controlled by the transport driver on a controller and display provided for the transport beds. This controller and display could be a separate device or integrated into the cab control console. Each transport trailer would be identified when connected to a cab or a transport bed series.

[00131] For ATOMs connected to accessory modules more than one transporter compartment docking slot may be required to be available. The ATOM signals the transporter that is has an attached accessory module and may enter the loader in the "doubles" queue so that if two sequential transporter compartment docking slots were unavailable then single ATOM loading may proceed uninterrupted. [00132] The distance between ATOMs and their accessories must correspond to the distance between loading and unloading transporter compartment docking slots on a transporter for the system to function for doubles without having to detach and re-attach accessory modules for loading and unloading. The linkage system may be automatically shortened to this distance if necessary. Loading/Unloading space requirements

[00133] ATOM loading requires different facilities based on transporter type.

Road model transporters require only temporarily assigned lane space on existing roads, or temporary space in a parking lot or zone. Loading/unloading spots could be assigned to transporters based on time of day.

[00134] Road requirements need only space for an ATOM queue and a length of slightly longer than a transporter. The transporter may signal unloading and temporarily restrict access to the space equivalent of two road lanes for loading and unloading (for example a lane and shoulder).

[00135] Loaders require only the equivalent of a small parking facility. ATOM loaders could be added to existing parking, or "park and ride" facilities using low cost infrastructure improvements.

[00136] ATOM loading and unloading facility implementation could use a variety of loading priority models including first come, first served, priority queues, emergency loading.

[00137] Facilities can be low cost as very little infrastructure is required to implement a loading/unloading capability as no buildings are required.

[00138] The parallel loading model creates efficiencies in time to load and unload.

Sensors for transporter compartment docking slot alignment and distance confirmation also speed the process.

[00139] ATOM small size allows for smaller area loading and unloading.

[00140] ATOM loaders could be equipped with fare collection mechanisms instead of equipping the transporters.

Point to Point operations details

[00141] Point to point operations are defined when a route for a transporter travels from a start point to an end point with no stops or transfers at hubs. Point to point operations is the simplest case of operations.

1) Transporters with occupied ATOM transporter compartment docking slots may arrive and unload all ATOMs; 2) Transporters may then be completely empty, simplifying loading;

3) The transporter may load in position once unloaded ATOMs have departed. In the case of a loader model the transporter has the option to move forward to load from a different loader to further speed operations;

4) Drivers load onto transporter compartment docking slots from a wait queue and load when transporter arrives and loading is signaled; and

5) Transporter trailers could also be loaded prior to transporter cab arrival for higher density/speed operations.

Hub/transfer operations

1) Transporters with no transferring ATOMs and no empty transporter compartment docking slots may proceed with a brief stop or by-pass the hub;

2) The service provider can decide to partially unload (only unload ATOM signaled for offload);

3) Optionally all ATOMs could be made to unload to wait queues to implement a pure routing model;

4) If a roller-based transporter is used, it is possible to unload all ATOMs at a first loader and have the transporter then move forward to a second pre-loaded loader for speedier operation;

5) Unloading ATOMs may be signaled to a dedicated exit lane;

6) Transferring ATOMs may be automatically or manually routed into new singles and doubles queues and re-loaded;

7) At hubs, empty transporter compartment docking slots could be filled from a variety of single and double wait queue to implement priority routing models.

Additional safety measures for loaders

[00142] To further increase loading and unloading safety a gate system may be implemented per ATOM loading slot. The control system may have sensors that allow the loader to open a gate to the transporter only when a transporter is aligned and stopped. This may prevent ATOM occupants from leaving the ATOM and falling off a loader. Loader access could be gated or closed to prevent access to the loader when the loader is non-operational.

Hub and transport fare collection

[00143] ATOM users could pay for hub and transport in a variety of ways. Any current model of fare collection could be applied. It is envisioned that ATOM to transporter communications may identify:

• the ATOM identifier (if desired)

• occupant pass identifier,

• accessory module count, and

• destination identifier.

[00144] The transporter may collect and report this information for billing purposes.

[00145] Other options include fares or passes that could be collected or read from

ATOMs at entry to spokes or hubs. Passes, swipe cards and electronic fare mechanisms can be applied by using readers in the transporter "ports". Other pass reading mechanisms could be employed, for example a pass reader built into the safety gate system. This design allows for variable fare based on destination and simpler and faster hub access from roads.

A TOM transport economics

[00146] ATOM design allows for lightweight, small footprint transportation.

Transporters can efficiently carry multiple ATOMs. Locations of ATOM load and unload facilities and hubs is flexible and can be implemented so that ATOM transport is economically viable for both the ATOM user and the transport provider. ATOM transporters should cost in the same range as buses or equivalent cargo transport. Cost of operations should be similar to other public transport. ATOM loader costs are shared across all transporters using the hub. ATOM types

Potential A TOM types

[00147] ATOM design can be extended. The fundamental concept is to allow mixing and matching of modules with the common ATOM connector. The examples that follow are a sample and not intended to limit the options.

[00148] All specified modules may attach using a standard connector. Additional connections for powering lights, heat, etc. may be provided. Accessory modules could provide their own propulsion systems controlled by the host ATOM. These powered modules could be provided to increase range and capacity of ATOMs linked to passenger and cargo modules. Multiple modules (ATOM chains) could be connected together in short haul applications. A sequential number of transporter compartment docking slots may be required to carry ATOM chains.

[00149] Single ATOM cargo module attaches to ATOM and fills an additional transporter compartment docking slot. Attached modules could be disallowed during peak periods. Cargo modules allow for short trip cargo haul, for example groceries or a trip to a shopping mall. ATOMs could tow multiple cargo modules.

[00150] Dual length cargo module may be as above but twice the length with two sets of standard connector receptor slots for loading and unloading from a transporter.

[00151] Single ATOM passenger module is similar to ATOM or cargo module but has passenger amenities. The passenger module could be powered under control of the host ATOM.

[00152] Dual length ATOM passenger module is as above but twice the length with two sets of standard connector receptor slots for loading and unloading from a transporter.

[00153] Dual length modules are much less efficient for space and loading if not fully occupied.

[00154] Linkage adapters for dual to single and single to dual matching may be available. Advantages

[00155] As noted above, dual mode transportation for small vehicles being transported by larger vehicles to create a transportation system has been described in the past, but those implementations are limited to "cars on trucks" implementations. In contrast, embodiments of the invention provide the carriage of people and/or cargo in mobile compartments on any type of carrier.

[00156] The prior art systems have significant deficiencies leading to complex, time consuming loading and unloading. This deficiency is significant as loading efficiency will likely determine the success or failure of a commercial implementation. Prior systems may be functional, but are not effective and affordable, leading to commercial viability. This deficiency is generally due to the transporter having a complex single vehicle lifter mechanism. Loading on the transporters is typically sequential with prior systems, requiring time and precise driver actions for the vehicle. These deficiencies impact the ability to scale up transporters in a system, for example, an implementation as a commuting solution.

[00157] In the prior art there are also no specified safety mechanisms and measures to avoid a transported vehicle driver accidentally crashing off the transporter or infrastructure to a lower level by mistakenly actuating the accelerator of the small vehicle when loading or offloading if no transporter is present. The driver of this vehicle can also misalign his vehicle with respect to the transporter in the non-lifter solution. There is also the potential to drive this vehicle off a lifter when unloading and before lowering. The attachment mechanism for the small vehicle to the transporter requires complex mechanics in the transporter bed to support the heat and air conditioning connection as well as securing the vehicle. There are no provisions in the prior art for safe exit from the smaller vehicle during transport since door exits are blocked due to dense parking in the parallel loading that is required for efficiency. These deficiencies listed above combine to significantly reduce the solution viability, consumer and government acceptance, and safety of prior art.

[00158] Some prior art systems specify a variable frame length vehicle. One possible implementation of the ATOM 5 is to optionally apply similar frame extension mechanisms. Another option for the ATOM 5 is to substitute gyroscope or other technology based leveling/anti-tilt systems. These implementations are all encompassed within the scope of this invention.

[00159] The invention described in this document addresses the key deficiencies by specifying a single occupant compartment that is compatible for transport by a range of carriers. These carriers can be bus, truck, rail, tram, or other. This compartment is a mobile module that provides the occupant the ability to transfer from a source location easily and comfortably to and from the carrier. By transporting the whole module the occupant does not have to leave the compartment to be transported. The invention encompasses a variety of standard size modules with a common simple connector mechanism. A standard size enables the connecting and carrying of all these module types using any compatible carrier. A linkage system between modules dramatically increases the versatility of the modules for carrying cargo or additional passengers in linked modules.

[00160] The modules described in the invention are specified in size to ensure a density level necessary to make the transportation of the modules economically feasible. The carriers (called transporters) are designed to efficiently load modules at rates necessary to ensure traffic flow during peak traffic periods. By reducing ATOM occupant skill requirements for loading and unloading it is possible to achieve high transporter compartment docking slot density and loading and unloading speeds. These design adaptations to the transporter also increase safety by minimizing opportunity for ATOM occupant error. The safety features are necessary for consumer acceptance. The connectors increase flexibility of the invention for additional passenger and storage capacity both in transport and non-transported operation. Allowing for different transporter bed designs enables the separation of the loader mechanism and the transporter based on road or rail implementation. Because of the flexibility the implementation of a data network style hub and spoke model can be applied to increase economic viability. This model allows network scaling by introducing service point to point in high demand areas and then extending service by the introduction of network hubs as required. The parallel loading design is critical for fast turnaround loading and unloading by reducing the time per ATOM to load and unload. Fast turnaround is required to handle the volume of traffic required to make the solution efficient and effective. The invention further details key features that enhance safety and provide for viable operation.

[00161] In prior art, loading and unloading of the transporter requires complex operations procedures to sequence and load efficiently. The design also positions the vehicles transverse to the direction of travel.

[00162] In prior art during transport the vehicle drivers must wait for all vehicles behind them to back out or are facing each other or have to back in accurately to align with the transporter compartment docking slots. This is not the case with the system of the invention, where individual cars can be removed without restriction.

[00163] Finally, the perpendicular positioning of the vehicles in the transporter compartment docking slot equivalents in prior art systems, has the potential to be disorienting during transportation. The system of the invention preferably contemplates having all ATOMs facing in the direction of travel.

Key benefits of the System

Benefits

To individuals

• is affordable efficient mobility

• offers reduced commuting time and hassle

• has both short and long distance range

• provides comfort and safety in a variety of weather conditions

• can be used without transport infrastructure/ or when temporarily unavailable

• covers multiple applications and situations - commuting and errands

• is less expensive, faster end to end and more versatile than car for commuting

• has flexibility of source and destination and time that can be used

• provides reduced environmental impact

• is modular so only buy/use what you need • can modify capacity/range/function over time

To manufacturing companies

• is near term

• adds new product that is similar to car

• does not obsolete the car

• uses standard automotive technology

• creates multiple new product opportunities - ATOMs, transporters, extension modules

• has simplified engineering for ATOM because low speed, short distance requirements for ATOMs

• has a modular design allows manufacturing scale cost benefits and common components

• transporter travel frees ATOM occupants to engage in entertainment/comfort options/upgrades

To government

• is near term

• is a green initiative in automotive sector

• creates/keeps consumer product employment

• adds infrastructure employment for loading/unloading and transport

• is a low cost option that can be implemented in the near term at low infrastructure cost

• uses existing roads, rails parking,

• can use high occupancy lanes and bus lanes for transporters

• reduces emissions

• uses existing roads with greater density to gain greater capacity to reduce traffic congestion

• can increase number of parking spots in same area due to small ATOM size • requires only small social/individual changes

• extends to rail implementation

• extends to intercity and beyond

• ATOMs can use new energy sources

Other benefits

[00164] The concept and implementation can extend to longer distance travel with trains that can carry ATOMs. Service operations where ATOM passenger may leave the ATOM to use train facilities during travel are possible. Optionally services can be offered where ATOMs may be transported between cities as freight. It is envisioned that ATOM users being transported could freely read or use entertainment or communication and computing devices while being transported without the safety impacts that using these devices incur while driving.

Conclusions

[00165] One or more currently preferred embodiments have been described by way of example. It will be apparent to persons skilled in the art that a number of variations and modifications can be made without departing from the scope of the invention as defined in the claims.