The invention primarily relates to urban or suburban rapid transit systems for the road traffic, both rail transport, for example, tram traffic or subway, and trackless vehicles, for example, buses and trolleybuses.
Currently, the urbanization is underway, accompanied by migration to large cities. This leads to a growth of urban population and often inevitably causes difficulties in organizing urban public transportation, the capacity of which is insufficient for the increasingly high passenger traffic, which is especially noticeable in the rail transport.
For this reason, there is a constant search for ways to streamline road traffic arrangements.
One of the solutions is to use a synchronized system of high-speed and regional trains, for example, for both the subway and trams [1, U.S. Pat. No. 8,239,080, IPC G05D3/00, priority Oct. 23, 2009, published 8 Jul. 2012]. To do this, stations or stopping points are improved by constructing bypass tracks (bays) designed to stop slow-moving regional trains or trams when it is necessary to free up the main routes for high-speed trains, which also do not stop at all stations. At the same time, the construction of bypass tracks does not interfere with the operation of the existing transport system during the reconstruction period, both for above-ground and underground communications.
A significant disadvantage of such a system is the long travel time. If a passenger needs to get to a station where a high-speed express train does not stop, he/she needs to either take a slow train stopping at each and every station, or take an express train to a station other than the one he/she wants to get to. Then the passenger will have to move to another platform and take a slow train further on or in the opposite direction to the destination station, which takes a lot of time.
The following peer method provides a novel way [2, Patent CN No. 109484437, IPC B61L 27/00, priority Nov. 30, 2018, published Mar. 19, 2019] to organize both same-direction and opposite-direction traffic of vehicles on each track.
This can be done by rebuilding some of them from one track to another one using a rapid transit system, as described in the same reference data source [2]. Such a rapid transit system includes routes with stopping points and their platforms for making traffic arrangements that allow to organize both same and opposite direction traffic of vehicles on each track.
However, the aforementioned bypass tracks with cutting-edge peer solutions [2] need to be constructed, for example, for trams, taking away a certain share of the roadway from trackless vehicles, which usually run parallel to the rail tram tracks. It turns out that this solution to the challenge of tram passenger transportation impairs the throughput of motor roads.
A more compact rapid transit system and a synchronized system with such a rapid transit system, taken as a prototype [3, U.S. Pat. No. 5,676,059A, IPC B61J 3700, priority Nov. 29, 1996, published Oct. 14, 1997] are convenient to use in tight city center areas. Such a rapid transit system includes only one track with stopping points and their platforms along this track, for both same and opposite way traffic. Moreover, the traffic on such a rapid transit system is arranged in such a way that vehicles moving in one direction constantly use bypass lanes, while those moving in the other direction never use them. The disadvantage is that only a limited number of trams can be operated in such a linear system, equal to the total number of tram stops and boarding platforms minus one. For the same reason, this system cannot flexibly respond to passenger flow hikes during peak hours. In addition, the simultaneous departure and arrival of trams from stopping points largely complicates the synchronized operation of the entire system due to possible disruptions that may occur when at least one of the trams has difficulties moving along the track.
Also, in case of peer [1], using novel ways from peer [2], when it comes to motor road transport, account should be taken of other road users, moving both in the same, opposite, and intersecting directions.
All this complicates both the rapid transit system, and the transport traffic arrangements thereon as a whole for all its participants, as well as affects the throughput and the speed of the rapid transit system.
Therefore, the objective of the invention is to simplify the rapid transit system, improve its reliability and throughput, and increase the passenger traffic it can accommodate.
The challenge is solved by a rapid transit system (FIG. 1-31), which includes stopping points (C1, C2, . . . , Cn) and tracks (D, E) that can accommodate the traffic of vehicles (A1, A2, . . . , An) along each of them in both directions, wherein on tracks (D, E) there are areas of intersection (Z1, Z2, . . . , Zn) of the rapid transit system with other rapid transit systems (Md1, Md2, . . . , Mdn) and (Ms1, Ms2, . . . , Msn), with the following distinctive features: there are sections of the rapid transit system designed to allow the movement of adjacent vehicles (A1, A2, . . . , An) within a group (K1, K2, . . . , Kn) along both tracks (E and D), and in such a way that they provide the possibility for movement of some vehicles (A1, A2, . . . , An) from the group (K1, K2, . . . , Kn) along one track (D or E), and other vehicles from the same group on a different track (E or D), as well as there are crossing loops (B1, B2, . . . , Bn) on the tracks (D, E) for the aforementioned groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) moving in opposite directions, which crossing loops allow to switch from two tracks (D and E) to a single track (D or E), and then from a single track (D or E) to two tracks (D and E), wherein the stopping points (C1, C2, . . . , Cn) are designed to provide a stop for a group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An), wherein some of them—with the possibility of stopping on one track (D or E), and others—with the possibility of stopping on another track (E or D), while other rapid transit systems (Md1, Md2, . . . , Mdn) and (Ms1, Ms2, . . . , Msn) intersecting with the rapid transit system in question are designed to allow both heavier and lighter traffic, and the areas of intersection (Z1, Z2, . . . , Zn) with other rapid transit systems (Md1, Md2, . . . , Mdn), whereon the traffic is heavier, are located within its sections allowing for movement of adjacent vehicles (A1, A2, . . . , An) within a group (K1, K2, . . . , Kn) with the possibility of moving along both tracks (E and D), and the areas of intersection (Z1, Z2, . . . , Zn) of the rapid transit system with other rapid transit systems (Ms1, Ms2, . . . , Msn), where the traffic is lighter, are located in the crossing loop areas (B1, B2, . . . , Bn) for groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) moving in opposite directions.
As opposed to the state of art engineering solutions [1-3], the introduction of such distinctive features allows to avoid the use of bypass tracks, which simplifies the rapid transit system and improves its throughput. At the same time, the passenger traffic capacity will increase without a significant impact on other road users.
Unlike the peer [1] and prototype [3], the rapid transit system according to the invention does not require the construction of bypass tracks (bays) for vehicles. This will increase the throughput for other road users in the directions parallel to the tracks, and will even make such reconstruction possible on narrow streets of populated areas.
In addition, during the construction of such a rapid transit system, only minor reconstruction of existing tracks will be required. Moreover, it might not be necessary at all to reconstruct the stopping points located thereon, both side type and islands, which will not prevent the movement of all road users, both during the reconstruction and thereafter. This will promote a boost in performance of the public transportation traffic in new areas.
Additional distinctive features of the invention aimed at increasing the abovementioned advantages:
- stopping points (C1, C 2, . . . , Cn) are located in the areas where adjacent vehicles (A1, A2, . . . , An) can move within a group (K1, K2, . . . , Kn) that can move along both tracks (E and D).
- stopping points (C1, C2, . . . , Cn) allow for a group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) to switch from a single track (D or E) to two tracks (D and E), while behind stopping points (C1, C2, . . . , Cn), in the direction of movement of the group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An), group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) can switch from two tracks (D and E) to a single track (D or E).
- there is an area (L) thereon, wherein the aforementioned crossing loops (B1, B2, . . . , Bn) are connected between each other.
- the aforementioned crossing loops (B1, B2, . . . , Bn) for groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) moving in opposite directions also allow the movement of adjacent vehicles (A1, A2, . . . , An) thereon within a group (K1, K2, . . . , Kn) along both tracks (E and D).
- its areas of intersection (Z1, Z2, . . . , Zn) with other rapid transit systems (Md1, Md2, . . . , Mdn), whereon the traffic is heavier, are located on the crossing loops (B1, B2, . . . , Bn) for groups (K1, K2, . . . , Kn) moving in opposite directions with a low frequency crossings between vehicle (A1, A2, . . . , An), while the areas of intersection (Z1, Z2, . . . . Zn) of the rapid transit system with other rapid transit systems (M s 1, Ms2, . . . , Msn), whereon the traffic is lighter, are located on crossing loops (B1, B2, . . . , Bn) for groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) moving in opposite directions, with high frequency of crossings.
- it has additional tracks (X, Y) and a connection section (N) connecting them with tracks (D, E), which is designed to allow for lane changes by vehicles (A1, A2, . . . , An) joining into a group (K1, K2, . . . , Kn), which ensures that both tracks (D and E) are occupied by vehicles (A1, A2, . . . , An) moving in the same direction, while for the vehicles (A1, A2, . . . , An) leaving the group (K1, K2, . . . , Kn) it ensures that a single track (D or E; X or Y) is occupied in each direction by vehicles (A1, A2, . . . , An) moving in the same direction.
- it provides high-speed sections (Uf) allowing groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) to move in both in the same and in opposite directions along one of the tracks (D or E) after the group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) has switched from two tracks (D and E) to a single track (D or E).
- it has medium-speed sections (Us) allowing groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) to move in both directions along both tracks (D and E) after the group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) switched from a single track (D or E) to two tracks (D and E).
- its areas of intersection (Z1, Z2, . . . , Zn) with other rapid transit systems (Md1, Md2, . . . , Mdn) and (Ms1, Ms2, . . . , Msn) provide a priority passage therein for the vehicles (A1, A2, . . . , An) within groups (K1, K2, . . . , Kn) relative to vehicles (R) moving along other rapid transit systems (Md1, Md2, . . . , Mdn) and (Ms1, Ms2, . . . , Msn).
The concept of the invention is described by illustrations (FIG. 1-31). FIGS. 1-30 provide an example that can be used for both rail and trackless transport, while FIG. 31 shows an example that can only be used for trackless transport;
FIG. 1-3 demonstrate options for rapid transit system sections with different locations of crossing loops (B1, B2);
FIG. 4 is an enlarged view (F) of one of the crossing loop areas per FIG. 1-3;
FIG. 5 is an option of a rapid transit system with various combinations and locations of crossing loops (B1, B2, . . . , Bn) for vehicles (A1, A2, . . . , An), high-speed sections (Uf) and medium-speed sections (Us), as well as with the location option of the area (L), wherein crossing loops (B2, B3) are interconnected;
FIG. 6,8,9 provide enlarged views (J, I, W) of the options for connecting trackless roadway lanes and turnout options (D, E) for rail transport;
FIG. 7 is an enlarged view (H) of an option of the junction of additional tracks (X, Y) and connection section (N) connecting them to tracks (D, E);
FIG. 10 demonstrates an option of a rapid transit system with various combinations and locations of areas of intersection (Z1, Z2, . . . , Zn) between the rapid transit system and other rapid transit systems (Md1, Md2, . . . , Mdn) whereon there is heavier traffic of other vehicles (R), and locations of the areas of intersection (Z1, Z2, . . . , Zn) of the rapid transit system with other rapid transit systems (Ms1, Ms2, . . . , Msn) whereon there is lighter traffic of other vehicles (R);
FIG. 11 is an enlarged view (J) of the rapid transit system section with an option of the locations of areas of intersection (Z9-Z11) with other rapid transit systems (Md5, Md6) and (Msn), used for movement by other vehicles (R);
FIG. 12-17 provide an example of a rapid transit system section with additional tracks (X, Y) and a connection section (N), at the stage where vehicles (A1, A2) joint into a group (K1):
FIG. 12 illustrates the point of passage in the direction toward the stopping point (C1) along the (E) track by the first vehicle (A1) in the area of intersection (Z2) with another rapid transit system (Md2) whereon there is heavy traffic of other vehicles (R), as well as shows the point where the second vehicle (A2) stops at a stopping point (C2) on an additional track (Y);
FIG. 13 shows the point where the first vehicle (A1) stops at the stopping point (C1) on the (E) track, and the point where the second vehicle (A2) switches from the additional track (Y) to the (E) track;
FIG. 14 shows a fragment of both vehicles (A1 and A2) moving toward the stopping point (C3) on tracks (E)
FIG. 15 shows the point where the second vehicle (A2) stops at a stopping point (C3) along the (E) track, while the first vehicle (A1) switches from track (E) to track (D) before stopping at the stopping point (C3);
FIG. 16 demonstrates the locations of two vehicles (A1, A2) within a group (K1) that formed at a stopping point (C3);
FIG. 17 shows the point of departure of a group (K1) of two vehicles (A1, A2) from a stopping point (C3) along two tracks (D and E) in the direction of the area of intersection (Z3) with another rapid transit system (Md3), whereon there is heavy traffic of other vehicles (R);
FIG. 18-25 provide an example of a rapid transit system section for the transport at various movement stages, including during its interaction with other road users;
FIG. 18 provides an example of the initial location of road users on a rapid transit system, wherein groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) are at stopping points (C5, C6);
FIG. 19 demonstrates the locations of groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) at the second stage from their initial position per FIG. 18, while after stopping points (C5, C6) they are switching from two tracks (D and E) to a single track (D, E);
FIG. 20 shows the locations of groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) at the third stage from their initial position per FIG. 18 after the aforementioned track change per FIG. 19, and demonstrates information boards (G) displaying directional signs of the nearest groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) arriving at stopping points (C5-C7);
FIG. 21 shows the locations of groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) at the fourth stage from their initial position per FIG. 18 after the position per FIG. 20 while they are switching from a single track (D, E) to both tracks (D and E);
FIG. 22 shows the locations of groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) at stopping points (C5, C6) at the fifth stage from their initial position per FIG. 18 after the aforementioned track change Per FIG. 21;
FIG. 23 shows the locations of groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) at the sixth stage from their initial position per FIG. 18 when groups (K1 and K2) are departing from stopping points (C5, C6) using two tracks (D and E);
FIG. 24 shows the locations of groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) on the rapid transit system when moving at the seventh stage from their initial position per FIG. 18;
FIG. 25 shows the point when a group (K3) of vehicles (A5, A6) passes along two tracks (D and E) of the area of intersection (Z4) with another rapid transit system (Md4), whereon there is heavy traffic of other vehicles (R), in the direction toward a stopping point (C5), as well as when a group (K4) of vehicles (A7, A8) stops at a stopping point (C7) on two tracks (D and E);
FIG. 26-30 provide an example of a rapid transit system section for the transport with additional tracks (X, Y) and a connection section (N) between them, at the stage where a group (K1) of vehicles (A1, A2) splits up;
FIG. 26 shows a group (K1) of vehicles (A1, A2) passing along two tracks (D and E) of the area of intersection (Z8) with another rapid transit system (Md7), whereon there is heavy traffic of other vehicles (R) towards the stopping point (C9);
FIG. 27 shows the point when a group (K1) of vehicles (A1, A2) stops at a stopping point (C9) on two tracks (D and E);
FIG. 28 shows the point when a group (K1) splits up, and the movement of vehicles (A1) and (A2) after the stopping point (C9) switching from two tracks (D and E) to a single one (E);
FIG. 29 shows the point when the first vehicle (A1) changes lanes from track (D) to track (E), and the second vehicle (A2) changes lanes from the track (E) to an additional track (X);
FIG. 30 shows the point when the first vehicle (A1) is moving along the track (E) in the direction toward the stopping point (C11), as well as the point when the second vehicle (A2) is moving in the direction toward the stopping point (C10) along the additional track (X)
FIG. 31 shows a diagram with a rapid transit system design option for trackless transport, for example, for buses.
The general rule for the movement of vehicles (A1, A2, . . . , An) is that each of them may not be longer (FIG. 11) than the length of platforms, perrons, or passenger boarding/disembarking areas (P) at stopping points (C1, C2, . . . , Cn). Vehicles of shorter length may also be used, if they follow each other or are coupled to each other, and their total length does not exceed the length of the passenger boarding/disembarking areas (P) at stopping points (C1, C2, . . . , Cn)
Stopping points (C1, C2, . . . , Cn) are designed for boarding on vehicles (A1, A2, . . . , An) and disembarking passengers (P) therefrom and can be equipped with platforms, perrons, or simply designated passenger boarding/disembarking areas (P).
Stopping points (C1, C2, . . . , Cn) can either represent side platforms, between which the tracks (D, E) are located, or islands, located in-between the tracks (D, E) (FIG. 11).
Adjacent vehicles (A1, A2, . . . , An) moving in the same direction are combined into groups (K1, K2, . . . , Kn), (FIG. 4, FIG. 9, FIG. 11-31).
The minimum number of vehicles (A1, A2, . . . , An) combined in a group (K1, K2, . . . , Kn), which determines traffic safety and overall optimal dimensions along the length of the group, is two adjacent vehicles moving in the same direction (A1, A2, . . . , An).
The tracks (D, E) can be represented by rails, while their communication elements may take the form of turnouts known in the art. Moreover, turnouts can be located (FIG. 4, 6, 8, 9), on both sides of each stopping point (C1, C2, . . . , Cn)—behind or in front of it, and on either side, as well as directly at the stopping point (C1, C2, . . . , Cn). At the same time, to remake the existing traffic infrastructure, which is especially attractive for rail transport, no labor-intensive reconstruction is required, except for providing entrances to and exits from some stopping points (C1, C2, . . . , Cn) with the use of aforementioned turnouts (FIG. 1-30) that enable lane changes for vehicles (A1, A2, . . . , An) combined into groups (K1, K2, . . . , Kn) from one track (D or E) to another one (E or D). This is necessary, for example, to allow some vehicles (A1, A2, . . . , An) to bypass others, or to drive up certain vehicles (A1, A2, . . . , An) to designated passenger boarding/disembarking areas.
The tracks (D, E) can also be trackless (FIG. 31), taking the form of oppositely directed motor road lanes. The elements of communication between the tracks (D, E) may in this case take the form of a motor road section between the tracks (D, E). In this case, it will be sufficient to provide a rapid transit system near the stopping point (C1) with merging areas of tracks (D, E), which are motor road traffic lanes.
It is useful to place tracks (D, E) for trackless transport, as well as rail tracks (FIG. 10) next to each other, making it possible to change lanes along them, for example, by some vehicles (A1, A2) within a group (K1) from their track (E) to another track (D) and back.
Along the tracks (D, E) there may be areas of intersection (Z1, Z2, . . . , Zn) with other rapid transit systems (Md1, Md2, . . . , Mdn) and (Ms1, Ms2, . . . , Msn) used by other vehicles (R).
To regulate the traffic of vehicles (A1, A2, . . . , An) and other vehicles (R), permissive signals(S) and restrictive signals (T) of traffic control devices (V), for example, traffic lights, are used (FIG. 11-30), which devices are located in the areas of intersection (Z1, Z2, . . . . Zn) between the rapid transit system and other rapid transit systems (Md1, Md2, . . . , Mdn) and (Ms1, Ms2, . . . , Msn).
In the areas of intersection (Z1, Z2, . . . . Zn) with other rapid transit systems (Md1, Md2, . . . , Mdn) and (Ms1, Ms2, . . . , Msn) used by other vehicles (R) it is suitable provide priority to vehicles (A1, A2, . . . , An) in relation to other road users, which involves the use of a permissive signal(S) of a traffic control device (V) for a group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An), when the first vehicle (A1, A2, . . . , An) is approaching such device. It is also useful to ensure that the permissive signal(S) of the traffic control device (V) is turned on for other vehicles (R) moving in the same direction with vehicles (A1, A2, . . . , An) of this group (K1, K2, . . . , Kn). This helps to achieve the joint movement of other vehicles (R) moving in the same direction with vehicles (A1, A2, . . . , An).
Rapid Transit System Features.
Tracks (D, E) are laid and arranged, and stopping points (C1, C2, . . . , Cn) are set up on the rapid transit system. At the same time, account is taken of the fact that vehicles (A1, A2, . . . , An) should be able to move along each of those tracks in both directions. The rapid transit system is also equipped with communication elements between the tracks (D, E), for example, rail turnouts are constructed or motor road lanes are merged, which involves a possibility of lane changes by vehicles (A1, A2, . . . , An) from one track (D or E) to another one (E or D), while they can move in both directions on each of the tracks (D, E). Also, there are areas of intersection (Z1, Z2, . . . , Zn) on the tracks (D, E) with other rapid transit systems (Md1, Md2, . . . , Mdn) and (Ms1, Ms2, . . . , Msn) (FIG. 10).
To expand the rapid transit system functionality, according to the objective of the invention, such road is constructed with sections allowing the movement of adjacent vehicles (A1, A2, . . . , An) moving in the same direction within a group (K1, K2, . . . , Kn) along both tracks (D and E). Moreover, such movement provides a possibility for some vehicles (A1, A2, . . . , An) from a group (K1, K2, . . . , Kn) to move along one track (D or E), while other vehicles from this group can use another track (E or D), moving in both directions (FIG. 10). Moreover, it is taken into account that at least one group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) can move along two tracks (D and E).
Also, tracks (D, E) have crossing loops (B1, B2, . . . , Bn), which provide a possibility for groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) moving in opposite directions (FIG. 4) to pass each other. Such loops are constructed taking into account that vehicles (A1, A2, . . . , An) within a group (K1, K2, . . . , Kn) can switch from two tracks (D and E) to a single track (D or E), and then, after the passing maneuver is complete, switch back from a single track (D or E) to two tracks (D and E) to continue further movement by vehicles (A1, A2, . . . , An) within a group (K1, K2, . . . , Kn) along both tracks (D and E) in the same direction (FIG. 18-23). At the same time, stopping points (C1, C2, . . . , Cn) are constructed taking into account that a group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) should be able to stop there, while some of them provide a possibility of stopping on one track (D or E), and others-on another track (E or D). Thus, stopping points (C1, C2, . . . , Cn) are constructed taking into account that the rapid transit system can accommodate a two-way traffic for the movement of vehicles along each track (D, E).
In order to accommodate approximately the same number of lane changes by vehicles (A1, A2, . . . , An) on a rapid transit system section, it is useful to provide a possibility of changing the order of passage thereon by vehicles (A1, A2, . . . , An) within a group (K1, K2, . . . , Kn) using turnouts, when switching from two tracks (D and E) to a single track (D or E), and from a single track (D or E) to two tracks (D and E). As a result, the total number of lane changes by vehicles (A1, A2, . . . , An) will be approximately the same.
To make sure the location is convenient in urban infrastructure environment and to reduce movement intervals of vehicles (A1, A2, . . . , An) on the rapid transit system, it is useful to combine sections providing a possibility of movement by adjacent vehicles (A1, A2, . . . , An) within a group (K1, K2, . . . , Kn) along both tracks (D and E) and crossing loops (B1, B2, . . . , Bn) for the groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) moving in opposite directions. Thus, crossing loops provide a possibility both for the groups (K1, K2, . . . , Kn) moving in the opposite direction to pass each other, and for the vehicles (A1, A2, . . . , An) within a group (K1, K2, . . . , Kn) to move using both tracks (D and E) (FIG. 5).
The areas of intersection (Z1, Z2, . . . , Zn) between the rapid transit system and other rapid transit systems (Md1, Md2, . . . , Mdn), where the traffic is heavier, are located on its sections so as to provide a possibility for adjacent vehicles (A1, A2, . . . , An) to move within a group (K1, K2, . . . , Kn) along both tracks (D and E). This is done to ensure minimum travel time at intersections due to the reduced length of the group (K1, K2, . . . , Kn), which helps to eliminate the build-up of major traffic jams on other rapid transit systems (Md1, Md2, . . . , Mdn), where the traffic is heavier.
It is advisable to locate the areas of intersection (Z1, Z2, . . . , Zn) between the rapid transit system and other rapid transit systems (Ms1, Ms2, . . . , Msn), where the traffic is lighter, on sections of crossing loops (B1, B2, . . . , Bn) where groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) move in opposite directions. In this case, during their passage at intersections with other rapid transit systems (Ms1, Ms2, . . . , Msn), the passage time is not enough for major traffic jams to build up due to the low traffic thereon. Crossing loop (B1, B2, . . . , Bn) locations are determined according to the general plan of the rapid transit system, and can be used on the rapid transit system in any convenient combinations, either after or before each stopping point (C1, C2, . . . , Cn), or after one or more stopping points (C1, C2, . . . , Cn). This is convenient when we choose the most optimal interval for vehicles (A1, A2, . . . , An) and its convenient regulation (FIG. 1-3, FIG. 5).
To reduce maneuvering and simplify the traffic, it is useful to set up stopping points (C1, C2, . . . , Cn) on each track (D, E) of rapid transit system sections, ensuring a possibility for the adjacent vehicles (A1, A2, . . . , An) to move within a group (K1, K2, . . . , Kn) along both tracks (D and E).
For convenience purposes, as regards placement within the dense urban development infrastructure, turnouts of tracks (D, E) or communication elements between roadway lanes can be made both in the form of single turnouts in various places and designs, and in the form of crossovers (FIG. 1, FIG. 4), and should be available in the direction of movement of a group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An), in front of stopping points (C1, C2, . . . , Cn), behind them, as well as at the stopping points themselves (C1, C2, . . . , Cn). Moreover, it is useful to make stopping points (C1, C2, . . . , Cn) allowing a group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) to switch thereat from a single track (D or E) to two tracks (D and E) (FIG. 9). It is useful to provide a possibility for a group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) to switch from two tracks (D and E) to a single track (D or E) behind stopping points (C1, C 2, . . . , Cn), in the direction of movement of a group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An).
If it is necessary to significantly reduce the intervals between groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) moving in the same direction, as well as at the points of the highest concentration of vehicles (A1, A2, . . . , An), crossing loops (B1, B2, . . . , Bn) in area (L) (FIG. 5) can be connected to facilitate convenient passing by the groups (K1, K2, . . . , Kn) moving in opposite directions within a small interval. This is done to prevent concentration and traffic jams of both vehicles (A1, A2, . . . , An) using two tracks (D and E), and other vehicles (R) moving both in the same direction and along other rapid transit systems (Md1, Md2, . . . , Mdn) and (Ms1, Ms2, . . . , Msn) (FIG. 11). There can be one or more of such areas (L), depending on the city infrastructure. Areas (L) are located on the rapid transit system in various combinations (FIG. 5), with an arbitrary number of crossing loops (B1, B2, . . . , Bn) within each of them.
If there is no need for crossing, some crossing loops (B1, B2, . . . , Bn) can also be used (FIG. 10) for the movement of adjacent vehicles (A1, A2, . . . , An) within groups (K1, K2, . . . , Kn) along both tracks (E and D) (FIG. 10).
Crossing loops (B1, B2, . . . , Bn) for groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) moving in opposite directions can be made either permanent or temporary.
It is useful to place areas of intersection (Z1, Z2, . . . , Zn) with other rapid transit systems (Md1, Md2, . . . , Mdn), where the traffic is heavier, on crossing loops (B1, B2, . . . , Bn) where groups (K1, K2, . . . , Kn) move in opposite directions with few opposite-direction vehicles (A1, A2, . . . , An) passing each other. In this case, the low frequency of opposite-direction groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) passing each other will prevent the build-up of major traffic jams of other vehicles (R) at intersections. In this case, it is useful to place the areas of intersection (Z1, Z2, . . . . Zn) between the rapid transit system with other rapid transit systems (Ms1, Ms2, . . . , Msn), where the traffic is lighter, on the crossing loops (B1, B2, . . . , Bn) where groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) move in opposite directions passing each other on many occasions. In this case, due to the lighter traffic at the aforementioned intersections of other vehicles (R), no major traffic jams will build up.
Where additional tracks (X, Y) join the rapid transit system, such rapid transit system has a section (N) connecting tracks (X, Y) to tracks (D, E) (FIG. 5, FIG. 7). At the same time, the aforementioned section is designed to facilitate lane changes for vehicles (A1, A2, . . . , An) joining into a group (K1, K2, . . . , Kn), taking into account that after the lane changes both tracks (D and E) should be occupied by vehicles (A1, A2, . . . , An) moving in the same direction, for example, at route junctions. Meanwhile, for vehicles (A1, A2, . . . , An) leaving the group (K1, K2, . . . , Kn) along different routes-taking into account that a single track (D or E, X or Y) in each direction must be occupied by vehicles (A1, A2, . . . , An) moving in the same direction. It is useful to place such connection sections (N) at the points of connection or separation of vehicle (A1, A2, . . . , An) routes from the suburbs to the city center and back (FIG. 5).
It is useful to make stopping points (C1, C2, . . . , Cn) between crossing loops (B1, B2, . . . , Bn) used by groups (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) moving in opposite directions. In this case, there is no need to maneuver and change lanes for a group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) moving along both tracks (D and E). It is useful to make stopping points both on one track D and on the other one E (FIG. 5).
Where the rapid transit system has longer distances between stopping points (C1, C2, . . . , Cn), for example, at the city outskirts, or outside the city, it is useful to make high speed sections (Uf) (FIG. 5). After leaving the city area with heavy traffic, it is useful to make arrangements thereon allowing for a group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) to switch from two tracks (D and E) to a single track (D or E) and subsequently for the vehicles (A1, A2, . . . , An) to move along one of the tracks (D or E). In this case, when the movement speed goes higher, the increased throughput is maintained and the classic one-track traffic pattern is preserved.
Where the rapid transit system has shorter distances between stopping points (C1, C2, . . . , Cn), for example, in a busy city center with heavy traffic, it is useful to make medium speed sections (Us) (FIG. 5). After entering the city area from the outskirts, it is useful to make arrangements thereon allowing for a group (K1, K2, . . . , Kn) of vehicles (A1, A2, . . . , An) to switch from a single track (D and E) to two tracks (D and E) and subsequently for vehicles (A1, A2, . . . , An) to move along two tracks (D or E). In this case, in a busy city center with heavy traffic at a medium speed, increased throughput is ensured without causing significant traffic jams at intersections with other vehicles (R).
Such sections are optimal when used in over-trafficked city centers and with a large concentration of the areas of intersection (Z1, Z2, . . . , Zn) between the rapid transit system with other rapid transit systems (Md1, Md2, . . . , Mdn), where the traffic is heavier.
The rapid transit system according to the invention is used as follows in the following examples of phased-in traffic.
Example (FIGS. 12-17) of a Group (K1) Forming on a Rapid Transit System Section.
The vehicle (A1) (FIG. 12) moves along the track (E) through the area of intersection (Z2) with another rapid transit system (Md2) used by other vehicles (R) towards the stopping point (C1). At the same time, the vehicle (A2) is at the stopping point (C2) on the additional track (Y).
Then, (FIG. 13) the vehicle (A1) stops at the stopping point (C1) on the track (E), and the other vehicle (A2) changes lanes using a turnout at the connection section (N) from the additional track (Y) to track (E).
In this case, when the vehicle (A2) approaches the connection section (N) with another rapid transit system, the following switch on:
- permitting signals(S) of traffic control devices (V) that permit movement to the vehicle (A2) and other vehicles (R) moving in the same direction;
- restrictive signals(S) of traffic control devices (V) to other vehicles (R).
Next (FIG. 14), the vehicle (A1) departs from the stopping point (C1), and continues moving along the track (E), while, as it approaches the connection section (N) with additional routes (M, K), the following switch on:
- permitting signals(S) of traffic control devices (V) that permit movement to the vehicle (A1) and other vehicles (R) moving in the same direction;
- restrictive signals(S) of traffic control devices (V) to other vehicles (R) moving along the other rapid transit system (Ms1).
This way (FIG. 15), vehicles (A1) and (A2) pass the connection section (N) in a sequential manner, one after another, and subsequently arrive at the stopping point (C3) and join into a group (K1) of vehicles (A1, A2) at this stopping point (FIG. 16). In this case, the first or second vehicle (A1 or A2) stops on one track (D or E), while the second or first vehicle (A2 or A1) stops on another track (E or D).
Then (FIG. 17) vehicles (A1, A2) of group (K1) depart from the stopping point (C3), and continue moving along both tracks (D and E) with vehicles (A1, A2) enjoying priority in the area of intersection (Z3) with another rapid transit system (Md3) in the direction of the next stopping point (C4).
An Example of Groups (K1-K4) Moving Along the Rapid Transit System Section (FIGS. 18-25).
Vehicles (A1-A4) of groups (K1-K2) are located (FIG. 18) at stopping points (C5, C6) on tracks (D and E).
Shortly after (FIG. 19), vehicles (A1-A4) of groups (K1 and K2) depart from stopping points (C5, C6). In doing so, vehicles (A1, A2) of group (K1) use the turnout behind the stopping point (C5) to change lanes and take one of the tracks (D), while vehicles (A3, A4) of group (K2) use the turnout behind the stopping point (C6) to change lanes and take another track (E).
In this case, when the first vehicles of groups (K1, K2) approach the area of intersection (Z6) with another rapid transit system (Ms2), where the traffic of other vehicles (R) is lighter, the following switch on:
- permitting signals(S) of traffic control devices (V) that permit movement to vehicles (A1-A4) and other vehicles (R) moving in the same direction;
- restrictive signals(S) of traffic control devices (V) to other vehicles (R) moving along the other rapid transit system (Ms2).
Then (FIG. 20), groups (K1, K2) moving in opposite directions pass each other, which involves sequential, one after another, movement of vehicles (A1, A2) of group (K1) along the track (D), and the movement of vehicles (A3, A4) of group (K2) along the track (E).
Before the stopping point (C5) (FIG. 21), one of the vehicles (A3) of group (K2) continues moving along the track (E), while other vehicle (A4) of this group (K2) switches to the (D) track using a turnout, and before the stopping point (C6) one of the vehicles (A2) of group (K1) continues to move along the (D) track. At the same time, another vehicle (A1) of this group (K1) switches to the (E) track using a similar turnout, whereafter vehicles (A1-A4) of groups (K1 and K2) stop at stopping points (C5, C6) (FIG. 22).
Next, (FIG. 23) vehicles (A1-A4) of groups (K1 and K2) depart from stopping points (C5, C6), and continue moving along both tracks (D and E), while vehicles (A1-A4) enjoy priority when they move in the areas of intersection (Z4, Z5, Z7) with other rapid transit systems (Md4, Md5, Md6), where the traffic of other vehicles (R) is heavier, and vehicles (A1, A2) of group (K1) subsequently arrive (FIG. 24) at the stopping point (C7).
Further on (FIG. 25), vehicles (A5, A6) of group (K3) use two tracks (D and E) to pass the area of intersection (Z4) with another rapid transit system (Md4), where there is heavy traffic of other vehicles (R), and move toward the stopping point (C5), while vehicles (A7, A8) of group (K4) arrive at the stopping point (C7) also using two tracks (D and E). Thus, the groups (K1-K4) of vehicles (A1-A8) alternately arrive at stopping points (C5-C7) in each of the opposite directions, and such stopping points (C5-C7) are used in a two-way mode.
An Example of a Group (K1) Splitting on a Rapid Transit System Section (FIGS. 26-30).
FIG. 26 shows vehicles (A1, A2) of group (K1), moving along two tracks (D and E) toward the stopping point (C9), passing in front of it the area of intersection (Z8) with another rapid transit system (Md7), where there is heavy traffic of other vehicles (R).
Next (FIG. 27), vehicles (A1, A2) of group (K1) arrive at the stopping point (C9) also along two tracks (D and E).
Further on (FIG. 28), vehicles (A1) and (A2) depart from the stopping point (C9) to the connection section (N) to switch from two tracks (D and E) to a single one (E).
Thereafter (FIG. 29), at the connection section (N) with additional tracks (X, K), the vehicle (A1) switches from the (D) track to the (E) track, and the vehicle (A2) switches from the (E) track to an additional track (X), and the group (K1) splits up.
Further on (FIG. 30), the first vehicle (A1) moves along the (E) track towards the stopping point (C11), and the second vehicle (A2) moves along the additional track (X) towards the stopping point (C10).
The arrangements for trackless traffic (FIG. 31) are similar to those for rail traffic. The only exception is the absence of turnouts. Their function is performed by merging tracks elements (D, E), whereon vehicles (A1, A2, . . . , An) switch from one track (D, E) to another one and back. Another difference is that the tracks (D, E) are not made of rails, but are represented by dedicated traffic road lanes.
Thus, all the features described above will make it possible to efficiently and economically re-equip the existing network of rail or trackless transport, and construct a new one. At the same time, the number of passengers transported (P) will see a major boost without significantly affecting the movement of other road users. In addition, the use of seats in vehicles (A1, A2, . . . , An) will be streamlined and the passenger (P) boarding and disembarking convenience will be improved at any stopping point (C1, C2, . . . , Cn).
The rapid transit system according to the invention can be used both for above-ground (buses, trolleybuses, trams) and underground transport (subway rolling stock).
REFERENCES
- 1. U.S. Pat. No. 8,239,080, IPC G05D3/00, priority Oct. 23, 2009, published 8 Jul. 2012.
- 2. Patent CN No. 109484437, IPC B61L 27/00, priority Nov. 30, 2018, published Mar. 19, 2019
- 3. U.S. Pat. No. 5,676,059, IPC B61J 3700, priority Nov. 29, 1996, published Oct. 14, 1997/prototype/.
List of Reference Designations and Names of Elements to which they Relate
|
DESIGNATION
NAME
|
|
(A1, A2, . . . , An)
vehicles
|
(B1, B2, . . . , Bn)
crossing loops
|
(C1, C2, . . . , Cn)
stopping points
|
D, E
tracks
|
F
enlarged view (per FIG. 1) of a crossing loop (B1, B2)
|
G
information board
|
H
enlarged view (per FIG. 5) of an option of the junction of
|
additional tracks (X, Y) and connection section (N) connecting
|
them to tracks (D, E)
|
I, J, W
enlarged views (per FIG. 5) of options for connecting roadway
|
lanes for trackless transport and options for turnouts of tracks
|
(D, E) for rail transport
|
K1, K2, . . . , Kn
groups of vehicles (A1, A2, . . . , An)
|
L
area, wherein crossing loops (B1, B2, . . . , Bn) are connected
|
between each other
|
Md1, Md2, . . . , Mdn
other rapid transit systems
|
Ms1, Ms2, . . . , Msn
|
N
connecting section that connects tracks (X, Y) to tracks (D, E)
|
P
passenger
|
R
other vehicles
|
S
permitting signal of a traffic control device (V)
|
T
restrictive signal of a traffic control device (V)
|
Uf
high-speed rapid transit system sections
|
Us
medium speed rapid transit system sections
|
V
traffic control device (V)
|
X, Y
additional tracks
|
Z1, Z2, . . . , Zn
areas of intersection of the rapid transit system with other rapid
|
transit systems (Md1, Md2, . . . , Mdn) and (Ms1, Ms2, . . . , Msn)
|
|
Patent Application
20240375689
