Note: Descriptions are shown in the official language in which they were submitted.
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Background of the invention
Field of the invention:
The present invention relates to trains, and more specifically to a System
and method for boarding and letting off passengers in trains efficiently so
that the train does not have to stop at the stations, preferably by using an
intermediary device of one or more coaches that are used for getting on or
off the train while the train is traveling preferably at full speed.
Background
~ne of the biggest problems of efficiency in trains is the time wasted for
boarding and letting off passengers at the stations.. Since trains carry a
very
heavy mass, typically it can take a few minutes for the train to decelerate
and
come to a full stop and a few minutes to wait till all the passengers who want
to get off or board the train finish boarding or exiting, and then again a few
minutes to finish accelerating, and thus each stop at a station can typically
slow down a train by 5-15 minutes. This is especially noticeable in fast
trains, such as for example trains that go at 150 Mph or more, since the
faster the train goes, the bigger the time for decelerating and accelerating.
So
in Spain for example the express train that goes from Barcelona to Valencia
(a distance of about 500 km) and stops only at about 4 or 5 stations does the
trip in about 3.5 hours, and the same train exactly that stops in all the
stations does the trip in about 7.5 hours.
Summary of the invention
The present invention solves the above problem by enabling passengers to
board the train or to leave it at desired stations without needing the train
to
stop or even slow down, based on using an intermediary device of one or
more coaches that are used for getting on or off the train while the train is
traveling preferably at full speed. Preferably the passengers that want to get
off at the station have to go to the last coach (or coaches, if one is not
enough) before reaching the station, and preferably a little before reaching
the station the coach is disconnected and slows dcswn and comes to a stop at
the station. Similarly passengers that want to board the train at the station
preferably board in advance a similar coach (or coaches, if one is not
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enough) that, after the train passes the station, caches up with the train,
preferably at full speed, and connects preferably to the back of the train,
and
preferably continues with it till the next station, tlms becoming the getting-
off coach for the next station that uses this method. This has also the
advantage of saving a lot of energy, since keeping the train running at full
speed (especially if most of the way is more or less through a plane) is much
easier than the energy needed for stopping and for accelerating again.
Another possible advantage is that the tickets can be for example already
examined at the boarding coach (for example while waiting at the station or
before the passengers are allowed to pass over to the train itself), thus
saving
in manpower and in time, since that is easier than going all over the train
checking if everyone has a ticket.
Although there is an Internet site at http://www.labistrains.com/prOl.lltm
which describes a similar solution for a high speed train which travels over
elevated tracks on pillars ("Passengers will board and debark the LABIS Train
from a shuttle vehicle which transports them from a boarding area to the
moving
train. The shuttle will move thru a given city picking up pass;ngers at
several
conveniently located points then wait on a side-track until the train passes.
Then
the shuttle will switch onto the mainline behind it, overtake the train and
dock
with it. Boarding passengers and their luggage will tlhen transfer from he
shuttle
to the train and debarking passengers will transfer from the train to the
shuttle.
Then the shuttle will uncouple and deliver the debarking passengers to their
preferred stations in the next city") - there are many problems that have to
be
solved in order to really enable such a solution, as shown below. In addition,
this site does not explain for example how such a shuttle would be able to
travel both in normal roads in order to pick up and distribute passengers
from various points in the city, and also be able to travel on the tracks at a
great speed.
In order to enable the above solution in typical express trains, preferably
at least one sidetrack is used, which is connected to the normal track
preferably in at least two places, so that the boarding coach (or coaches)
waits on the side-track and preferably accelerates already before moving to
the normal track, and preferably it moves to the normal track very soon after
the fast train's last coach has passed, so that it can preferably catch up
with
the fast train very fast. Since the engine that carries the boarding coach
typically has to carry just one coach, it can preferably accelerate much
faster
than the normal train can. Preferably the disembarking coach (or coaches),
'9
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which has preferably already been disconnected :from the train for example
one minute or a few minutes before the fast grain reaches the station),
reaches the station after the boarding coach has already left, and preferably
arrives at a speed already close to stopping, and so it can easily roll into
the
side track. In this configuration preferably two engine carts are used at each
station, one for carrying or pushing the disembarking coach, and one for
carrying or pushing the boarding coach. Another possiule variation is using
for example only one engine cart, which can be done for example by using
preferably an additional sidetrack, so that after the engine cart stops the
disembarking coach on one of the two side tracks it disengages from it,
moves to the boarding coach, connects to it, and preferably immediately
starts to accelerate to a high speed in order to catclh the train. This
solution is
less expensive since it saves one of the engine carts, but it requires a 2n~
side
track and it causes more time to be lost before the boarding coach can start
trying to catch up with the train, which means that: the boarding coach might
have to travel at a speed significantly higher than the speed of the train in
order to catch up with it. Another problem, in both of these solutions, is
that
since this special coach (or coaches) connects to the end of the train, if the
engine cart is connected at the back of the coach (or coaches) so that it
pushes it, the driver has a limited view of the tracks, and on the other hand
if
the engine cart is connected in front of the coach and pulls it then it means
that any passengers that want to get from this coach to the train itself or
vice
versa have to pass through the engine cart. Therefore, preferably the engine
cart is designed so that the driver booth is on the side and passengers can
freely pass though the entrance in the middle. However, if for example only
one coach was used for the boarding but at the ne:~t station too many people
want to get off so more than one cart is needed, then the driver will again
have only a limited view of the tracks since the engine cart will become in
the middle between the 2 (or more) carts used for disembarking. One way to
solve this is that for example each coach has at least one video camera in
front of it that can transmit the view directly to the driver. Another
possible
variation is that preferably no special engine carts are used but at least the
boarding and disembarking coaches and prefer~.bly also at least the last
coaches of the train have also an engine and a driver seat and controls at one
of the sides in the front, so that the driver can simply move to the front of
the
coach that becomes the front coach of the part o:E° the train that is
used for
disembarking at the next station. This can be easily implemented if the train
runs on electricity and gets its power for example from power lines that are
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suspended above the tracks (which is the general trend today in new trains
since it is more efficient in terms of energy), since in this case the engine
and controls in each of these coaches can be relatively cheap. However, if
for example too many people get off and more coaches were used so that the
last coach before the disembarking coach does not have an engine, then
preferably at the next station one or more additional boarding coaches are
added even if there is no need for them for the boarding, so that when
connecting to the train there will be again sufficient coaches with engines at
the end of the train. Another possible variation is that all coaches have an
engine which can be activated if needed and a side booth for the driver if he
wants to operate the engine on that coach. However, additional problems can
also be involved in implementing such a scheme. Therefore, preferably at
least one of the following features are also used:
1. Preferably the coordination between the boarding coach and the train
is assisted by automatic sensing of the location and speed of the train
and especially for example the position of the last coach and
preferably also by computer control, since if the boarding coach
returns from the side track to the main track before the train has
finished passing this can lead to dangerous accidents (however this is
not more dangerous than the normal correlation required when two
trains that travel in opposite directions have to go though the same
place where one of them is in a side track, and in fact the situation of
two trains moving in opposite directions can lead to much more
deadly accident if anything goes wrong with the coordination). In
addition, the side track is preferably at least a few miles long and
preferably has multiple crossing points with the main track, so that if
there is some error that causes the boarding coach to reach the first
crossing point before the train has finished passing, the side track has
enough room to go on in the site track and c;an preferably simply slow
down a little and cross over in the next crossing point. However, there
is another problem - that normal crossing points are typically limited
in the speed that can be used on them, for example only 100 Kph. So
either the boarding coaches have to accelerate to a higher speed only
after crossing over to the main track, or for example the crossing point
is made with a less sharp angle and/or for example with additional
stabilization so that higher speed can be used on it. Another possible
variation is that the boarding coach starts accelerating only after the
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train has passed, which requires less coordination, but that is less
desirable since it means that the boarding coach needs more time to
catch the train and must accelerate to significantly higher speed than
the train itself. C9n the other hand, letting the boarding coach start
accelerating to high speed only after moving into the main track (with
or without using two engine carts) has the advantage that the side
track can be much shorter and the additional crossing points are not
needed, which can thus save additional costs.
2. Preferably the boarding coaches have a flexible sleeve or other
flexible elements at the front (and/or each coach has such flexible
element or elements at its back end) so that it can absorb the impact of
connecting to the train at a slightly higher speed than the train itself is
going at. In addition, preferably the normal automatic connecting and
disconnecting mechanism between coaches is adapted to work while
the train is moving at high speeds.
3. Since near some stations that for example ~;o though a main town the
train might have to slow down at least a little anyway because various
constraints require the track to have for example more curves,
preferably in such places, when converting to the present system, the
normal track at that section becomes the side track and a new section
is added to the main track which makes it go more straightly, since
there is no longer a requirement that the main track should go by very
near to the station.
4. Preferably each coach that is used as. a disembarking coach
automatically changes its color in at least part of it and/or uses some
other visual and/or voice indicator and/or carries preferably for
example flashed messages for example on t:he back of every seat that
at the near station this coach will be disconnected from the rest of the
train and stop at the station, and stay there for example for about half
hour (or whatever other time schedule is relevant) till the next train
arrives.
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5. Preferably if the number of people that have to board the train andlor
the number of people that want to get off at a certain station is very
large, the train can stop normally, and in that case the boarding coach
that would have been used can be for example connected to it anyway
while it is stopping. This can be decided fcor example dynamically on
a need basis, or for example be defined in advance for a few large
cities. This is similar to the normal tendency to allow the express train
to stop in at least a few major cities, which has two advantages: a.
People who travel to or from one of these major cities do not have to
take the slow collector train that stops in much more stations. b.
People who need to go to a small city that has only a slow collector
train that stops there can take the fast train to reach the nearest major
city and then transfer to the next slow train that goes by in order to
reach the small city. However, in this prior art design the large cities
that the fast train stops at are not necessarily evenly distributed along
the way, so if for example there is a larger gap between two large
cities, people who have to go to some place in the middle between
them will have to take the slow train for a longer part of the way.
(Alternatively, the express train can be made to stop in such cases also
in at least one point in the middle between two such far large cities, so
that the point is chosen by distance instead of by size of the nearest
settlement, but that can slow down the express train even more). On
the other hand, the present invention allows much more flexibility in
deciding where the train has a normal stop, since the consideration of
distances between the major cities is no longer important since people
can get on or off at any station that has been modified to allow the
invention to work. Tn addition, some express trains in Japan for
example do not stop at all even in the major stations along the way, so
with such trains the improvements offered by the present invention are
even more important, since the passenger:> in those trains in Japan
don't even have the option of getting off at the nearest major station
and switching there to the slower train that stops in the smaller place
that they need to reach.
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6. ~n the other hand, since tourists or children for example might prefer
to enjoy the view with a train that stops in more stations, preferably
this invention does not replace the slow train that stops in every
station or in almost every station but merely improves the efficiency
of the express train so that people can get on and off in more places
without slowing down the express train. In acddition, preferably people
can, preferably by adding a small amount, buy a pass that allows them
to get back on the next express train (or for example any subsequent
express train that goes by for example on t:l~e same day) after getting
off in whatever stations they like, so that they can still enjoy the view
or visit whatever places they like. In additicon, if for example someone
makes a mistake and is at the disembarking coach by mistake when it
gets disconnected, he/she can preferably stay there till the coach
connects with the next express train without having to pay anything
additional. ~r for example passengers havf; to pay extra only if they
want to get off the disembarking coach and get back later, and no one
has to pay extra if he wants to just stay in the coach, or for example
this is an automatic service and no one has to pay extra if he gets off
the coach and gets back before this same coach leaves for catching up
with the next express train (so for example; the passenger has to pay
extra only if he goes off for more than the normal time, thus catching
a later train that is not the normal subsequent express train). Another
possible variation is to use the features of this invention also for the
collector trains that stop at the small station;, for example by reducing
to a third the number of stations that the train stops at, thus increasing
the speed of these trains by a large factor, and so if the train now stops
only every 3rd station, in the other two stations between them people
get on and off through the boarding anal disembarking coaches.
Another possible variation even in places where these boarding and
disembarking coaches are not employed is for example to plan,
instead of normal collector trains, a special division so that for
example intermittently half the collector trains stop at all the even
stations and for example the next collector train stops at all the odd
stations, thus reducing by half the delays caused by stopping (or make
it for example a division by 3, etc.). This has a clear advantage if for
example there is a collector train every half hour, since if the entire
trip takes 3.5 hours instead of 5 because of this arrangement, then the
saving is more than the loss caused by hawing to wait another half
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hour in some cases. Another possible variation is for example using
one or more intermediate level trains that stop for example in all the
big and medium Level stations, instead of using just an express type
and a collector type. ~f course, various combinations of the above and
other variations can also be used.
7. If a shuttle like the one suggested for the I,ABIS train is used then
preferably it has a dual set of wheels so that for example when it is on
the road it lowers normal rubber covered wlyeels and when it is on the
track it preferably pulls up the normal wheels and pulls down metal
wheels that fit the track. Another possible variation is that if one or
more high friction stripes are used on the side track and/or on a
section of the main track, as explained below in the reference to Figs.
1 a-c, then in this case the stripes can be for example at a position that
fits the same normal rubber wheels so that for example both the metal
wheels and the normal wheels can be lowered at the same time
preferably during the acceleration. ~f course it is also possible for
example to collect the passengers on a shuttle with normal wheels and
then transfer them to a boarding coach at the train station, but that
could be vary uncomfortable for example for passengers that are
carrying luggage. Another possible variation is that, as it reaches the
train station, the shuttle for example boards over a flat coach which
has for example only a floor and preferably a tilted plane for example
at the side or at the back for easy boarding, and then this coach (with
or without a separate engine cart) acceleratf;s and catches up with the
train, and after it stops at the next station, the shuttle goes down from
it and can again distribute passengers to various destinations. ff more
than one coach is used and/or for example- more than one shuttle is
used in each town, then the boarding coaches can be for example a
combination of one or more flat coaches for being boarded by a
shuttle together with one or more normal coaches that are boarded by
passengers directly from the station.
8. Another possible variation is to use a similar configuration for moving
cargo, which can be especially important for a cargo where timing is
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more crucial such as for example when shipping animals or plants.
However, the problem with cargo is that, unlike human passengers,
the cargo is much less mobile between coaches, so unless the cargo is
moved between coaches, a lot of the advantages of the present
invention can be lost. There are a numbers of possible solutions for
this:
a. The cargo is in movable preferably small containers or
packages which each have its destination marked in a way that
can be read automatically, for example by broadcasting a
certain signal or for example by some bar code, and after the
boarding/disembarking coach or coaches are connected to the
train, various containers or packages are automatically moved
from and to the boardingldisembarking coaches for example on
moving conveyor belts. For example there can be one conveyor
belt (or for example a series of elongated rollers) that always
moves in the direction to the front of 'the train and one conveyor
belt (or for example a series of elongated rollers) that always
moves in the other direction, and for example robotic arms
move packages or containers to and i:rom the conveyor belts or
rollers. Preferably these conveyor belts reach very near to each
other at the ends of each coach so that objects simply move
over to the corresponding conveyor belt of the next coach.
b. Another possible variation is that each container is preferably
just a little smaller than a full coach and containers can be
moved between coaches for example by using hydraulic legs to
push up one or more containers and using for example teeth
and/or teethed wheels and/or other wheels and/or for example
elongated rollers at the bottom and/or top of containers and/or
on the floor of the coach, so when one or more containers are
up, other containers can be moved between coaches and then
the container that was pushed up can preferably be moved on
the toothed wheels on top of other containers and then pushed
down again to the new place. This i;, shown in more detail in
Fig. 4a. However, if such an arrangement is used then the
height of tunnels on the way mu;~t take into account the
additional height of a raised container.°, and also if the train runs
by getting power from elevated electrical lines then these
electrical lines are preferably high enough to accommodate also
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for elevated containers or for example these electrical lines are
sufficiently to the side of the tracks. another possible variation
is that each container is for examplf; only half the width of a
coach or less (and each container is for example more or less
the full length of the coach or for example also half the length
or less) and there are for example two sets of conveyor belts or
for example toothed wheel channels or for example various
rotating elongated cylinders or rollers on each coach that can
transfer containers between coaches, and there is sufficient
room for containers to be moved sideways between the two
channels and thus the rearrangement of containers does not
need to use the height dimension. This is very similar to the
solution discussed in clause a above, except that the solution in
clause a can be more flexible and deal for example also with
packages of various sizes. Like in clause a, in all of these
variations preferably the containers carry an identifier of the
destination station for example in b~arcode or IZFID or other
format that can be read automatically, so that preferably each
coach can read automatically the de:>tinations of the container
or containers that are on it and report it for exarrlple to a main
computer that is in charge of the movements of containers
between coaches.
c. Another possible variation is that sections of the train can be
rearranged near each station while the train is traveling, so that
for example as the train nears a statiean, the section or sections
that have to get off at that station aura disconnected from the
train (even if they are in the middle between sections that need
to continue), by moving them into on.e or more side tracks, and
then the other sections reconnect. 'this is explained in more
detail in the reference to Fig. 4b.
d. Instead of using a multiple points to multiple points
configuration, as with humans, the cargo version is limited to
either one point to mufti-points, or mvlti-points to one point. In
the one point to mufti-points confil;uration there can be for
example one seaport which delivers cargo to multiple factories.
In this case preferably the cargo is divided between coaches that
are sorted in advance by destination, ao that all the coaches that
have to get off earlier are further back at the end of the train,
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etc., and for example each such group of coaches is headed'by
an engine cart which is passive during the trip and is activated a
short time before its destination station, and then it disconnects
from the part of the train that is in front of it and brings to a stop
the coaches that are behind it. Another possible variation is that
for example the disconnected group of coaches does not have
an engine cart of its own but simply uses for example automatic
brakes or remote controlled brake;9 to stop at the station.
Another possible variation is that there is only one engine cart
at the front of the train and one at t:he back, and before each
station the disconnected group of coaches is pushed till
stopping at the station by the back engine Bart, and preferably at
the same time another engine cart a<;celerates and connects to
the end of what is left of the train, in order to lead the next
disconnected part to the next station. In the mufti-point to one
point configuration, for example .at each station multiple
boarding-coaches are either pulled or pushed by an engine cart
and accelerated and connected to the train after it passes at the
station. If the coaches were pulled then the engine cart that
pulled them preferably remains connected to the train but can
be for example turned off so that it continues to travel
passively, thus saving energy however, most of the energy
saving can be done by the configuration of moving as one train,
since the air resistance is mainly on tlhe first engine cart. If the
coaches were pushed, then either the' engine cant also remains
connected in a passive mode, or it disconnects itself before the
next station and preferably becomes the pushing cart for the
boarding coaches in the next station.
All of the above solutions for cargo have the further advantage that
arrival times can be known more exactly., unlike the prior art where
cargo trains typically have to be taken apart at each station where
cargo has to be added or removed from the train by removing or
adding coaches and re-arranging the train while the train is
stopping at the station, which can take; a different time in each
station depending on the things to be done.
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Brief description of the drawings
Figs. la-c are illustrations of a few possible configurations of the side
tracks.
Fig. 2 is a flow chart of the order of events as the l:rain reaches the
station.
Fig. 3 is an illustration of a preferable variation in which the coach itself
contains also the engine, and the passengers can pass through the entrance in
the middle.
Fig. 4a is an illustration of a preferable variation in which containers can
be
moved up and/or forwards or backwards for re-arrangement between
coaches in cargo trains while the train sis traveling;.
Fig. 4b is an illustration of a preferable variation in which coaches can be
rearranged in cargo trains while the train is traveling.
Important Clarification and Glossary:
All the drawings are just or exemplary drawings. They should not be
interpreted as literal positioning, shapes, angles, or sizes of the vari~us
elements. Throughout the patent whenever variations or various
solutions are mentioned, it is also possible to use various combinati~ns
of these variations or of elements in them, and when combinations are
used, it is also possible to use at least some elements in them separately
or in other combinations. These variations are preferably in different
embodiments. In other words: certain features. of the invention, which
are described in the context of separate eml'odiments, may also be
provided in combination in a single embodiment. Conversely, various
features of the invention, which are described gin the context of a single
embodiment, may also be provided separately or in any suitable sub-
combination.
Detailed description of the preferred embodiments
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All of descriptions in this and other sections are intended to be illustrative
examples and not limiting.
Referring to Figs. aa-c we show illustrations of a few possible
configurations of the side tracks. In Fig. 1 a there is a main track ( 1 I )
and a
side-track (12), preferably at least a few miles long, and there are
preferably
at least a few crossing points (13a-13d) between the side track and the main
track, so that if for example the boarding coach reaches a crossing point and
the express train has not yet f nished passing by on the main track, the
boarding coach can preferably slow down a little and catch up with the train
after the next crossing point. This means that preferably the driver of the
boarding coach can by remote control directly switch any of the crossing
points into the desired state according to the need (instead of depending for
example on a controller in the station) and/or preferably this is controlled
also instead or in addition by camputer automatically so that the crossing
point can be switched to allow crossing to the main track only if the sensors
indicate that the express train has finished passing that point. Another
possible variation is to add, in addition or instead. for example a mechanical
sensor and switch which allow the crossing point to be switched only after
the train has passed, so that this works for example as a fail-safe mechanism
even if the computer is down for some reason. Fig. I b shows a sinular
configuration, except that there is also an additional side track (14) that
can
enable using just one engine cart for both the disembarking coach and the
boarding coach, so that for example the disembarking coach (or coaches)
stops on the additional side track ( 14) while the boarding coach (or coaches)
already waits with newly boarded passengers at the first side track (12),
preferably at the end of the section between crossing points 13a and 13b, and
then the engine cart disengages from the stoppf;d coach at side track 14,
crosses over to side track 12 at crossing point 13b, and goes back a little in
reverse to connect with the waiting boarding coach on track 12, and then
preferably immediately starts to accelerate in order to catch up with the
express train, and crosses over to the main track ( 11 ) at the first
opportunity
and then preferably travels at a speed above the express train's speed until
nearing it, and then preferably slows down to almost the same speed for
connecting with it. Another possible variation is to add computer control
also to this so that for example the final slowing down and matching of
speed until the actual connection are controlled by computer for example
with the aid of a sensor that senses for example at least one of the
preferably
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exact distance from the train, the speed of the train, and the speed of the
boarding coach (for example with sonar, laser, and/or reading an automatic
signal transmitted for example by the last coach i.n the train). As explained
above in the patent summary, since the engine that carries or pushes the
boarding coach has to typically carry just one coach (or sometimes for
example 2 or 3 if there are too many passengers fc>r using only one boarding
coach), preferably it can accelerate much faster than the train itself can,
and
preferably it has also no problem to travel at a speed exceeding that of the
express train. Fig. 1 c shows a configuration similar to Fig. 1 a, except that
this is a station where the original track ( 12) was twisted due to various
constraints for going near the desired town, so preferably the twisted part
(12) is converted to the side track, and a new part (11) is added that keeps
the main track as straight as possible. Another possible variation is that the
side track and/or for example the near section of the main track after the
station contains for example in the middle between the two normal metal
stripes (or for example outside the stripes) also at least one higher friction
stripe that can be used for example by one or more for example robber
covered wheels that can go down from the engine cart of the boarding coach
or from the boarding coach itself (for example i.f each coach has fits own
engine), so that it can accelerate faster and/or more eff ciently. This can
help
considerably since one of the problems for fast acceleration in trains is the
low friction between the metal wheels and the metal stripes.
Referring to Fig. 2 we show a flow chart of the order of events as the train
reaches the station. As can be seen, as the train is nearing a station (21 ),
preferably the voice system announces repeatedly to the passengers that for
example in 15 minutes the train will reach the next station and that everyone
who wants to get off should move to the last coach, which is used as the
disembarking coach. In addition, preferably there are explanations for
example on the back of every seat that in order to get off at the next station
you always have to move to the disembarking coach at the back of the train
before the desired station. Preferably when the train is a few minutes or less
away from the station (~2), last calls are made to move to the disembarking
coach (and preferably to people that do not wish to get off in the next
station
to leave the disembarking coach). Then the door between the disembarking
coach and the train is locked, and the disembarking coach disconnects and
starts to slow down while the train keeps running at full speed. ~Ihen the
train is for example about 1 minute or less away from the station (23), the
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boarding coach, which has already all the new passengers boarded on it,
preferably starts to accelerate on the side track. Afiter the express train
passes
the station preferably at full speed (24), preferably for example about 20-30
seconds later the boarding coach crosses from the side track to the main
track and continues to accelerate in order to catch up with the train. For
example about 1 minute later (25) the disembarking coach reaches the
station already at low speed, enters the side track, and stops. The passengers
that are on it step off, and new passengers from the station can start
boarding
the coach, which is now functioning as a boarding coach, waiting for the
next train, that is due in about 30 minutes. In the meantime the previous
boarding coach, for example within a few minutes from starting its
acceleration, catches up with the train (26) at approximately the same speed
that the train is traveling and connects to it. The connecting door opens and
the new passengers can move into the train itself. A short time later the
passengers are reminded by the voice system thal: whoever wants to get off
at the next station should move to the last coach, which is now acting as
disembarking coach, and thus we go back to the same situation as in block
21, and a cycle has been closed.
Referring to Fig. 3 we show an illustration of a preferable variation in
which the coach itself contains also the engine, and the passengers can pass
through the middle in the front entrance. As explained in the patent
summary, this is especially useful if for example the engines run on
electrical power lines that go along the tracks for example at a height a of a
few meters above them, and thus each engine can be relatively cheap and
does not have to carry the energy source with it, which is also more efficient
energetically both because it does not have to carry its own energy source
and because electrical power conversion is more efficient than burning fuel.
As can be seen, the disembaxking/boarding coach (30) preferably has a rear
entrance and door (32a), a driver boot (31) at the side on the front, at least
one side-entrance door (32c) for letting passengers on or off while the coach
is on the side-track at the station, a front passage door (32b), and there is
preferably additionally also a flexible and shack-absorbing connection
sleeve on the front (33), which can connect to any other normal coach or for
example to another disembarking/boarding coach. Since, as can be seen, the
boarding/disembarking coach is not symmetrical, preferably it is rotated by a
round side track at the last station to face the opposite way for traveling in
the other direction. Another possible variation is to add a driver position
also
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20/06/03 Yaron Mayer & Haim Gadassi 17/'34
on the other end of the coach (preferably without an additional engine since
the same engine can be used for both positions), but that is a more wasteful
and less desirable solution.
Referring to Fig. 4a, we show an illustration o:f a preferable variation in
which containers, which are for example more or less just a little smaller
than the size of one coach, can be moved up andi or forwards or backwards
for re-arrangement between coaches in cargo trains while the train is
traveling. As can be seen, for example container 4Ib is elevated for example
on 4 elevating legs (45), which are for example hydraulic legs, preferably
two on each side of it, and then for example containers 41 c and 41 d are
moved back one coach, preferably by rolling them on elongated rollers (42)
that are on the floors of the coaches, so that for example container 41 c is
below container 41b, and then container 41b is rolled on top of containers
41 c and 41 d (preferably for example by toothed wheels on its bottom that
are moving on matching teeth and/or in tracks on the roof of containers 41 c
and 41 d, and/or by rolling the frame that contains the elevating legs), and
then container 41 b is for example lowered onto the cart where originally
cargo 4d was. Although the drawing shows only a small number of wheels
or rollers (42), preferably there are more rollers which are more closely
spaced near each other. Preferably each container is sufficiently thinner than
the width of the coach, in order to leave free room for movement of the
frame that contains the elevating legs. The elevating legs are preferably part
of a moving frame which can roll from coach to coach for example by its
own power or by rollers at the sides of the coaches, and preferably this frame
is higher than twice the height of a container and attaches for example to
protrusions at the sides of the container in order to pick it up. Another
possible variation is that the frame has for example one or more hooks which
can pick up the container from above like a crane. Preferably when the
elevated container is traveling above other containers the legs of the frame
also provide support so that it cannot fall sidevcmys. In this configuration
preferably the coaches don't have a roof, and preferably at least some walls
at the sides of the coaches prevent the legs frame from falling to the side.
Preferably the rearranging of the containers across coaches and preferably
also the disconnecting of the disembarking coaches near each station 'are
done automatically by computer control.
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lgeferring to Fig. 4b, we show an illustration o:f a preferable variation in
which coaches can be rearranged in cargo trains while the train is traveling,
so that for example as the train nears a station, tile section or sections
that
have to get off at that station are disconnected from the train (even if they
are in the middle between sections that need to continue), by moving them
into one or more side tracks, and the other sections reconnect. For example
assuming that in the near station the coaches in sections b and d have to get
off, then for example first the 4 coaches of section b disconnect from the
rest
of the trains on both ends and move to a side trac~lc, than for example the 2
coaches of section d disconnect from the rest of ~.he train and move also to
the same or another side track, and then the other parts of the train are re-
connected. However, in order to accomplish this preferably each section is
headed by a passive engine cart which is not active during the trip until then
and becomes active when it is needed, and prevferably there are multiple
crossing points between the main tracks and the one or more side tracks.
Although the disconnecting sections could be stopped also automatically
without an engine cart, an engine cart is clearly needed for reconnecting the
continuing sections a and c to the first section e. Another possible
variation,
which is especially useful if the train runs on electric wires, is that, like
in
some of the above variations for passenger trains, each coach has its own
engine and preferably its own driver seat and so the first coach of each
section can for example activate its engine when needed.
While the invention has been described with respect to a limited
number of embodiments, it will be appreciated that many variations,
modifications, expansions and other applicaticms of the invention may
be made which are included within the scope of the present invention,
as would be obvious to those skilled in the art.
