A NOVEL HIGH-SPEED TRAIN TRANSPORTATION SYSTEM

Field of Invention

This invention relates to a novel high-speed train transportation system. This invention particularly relates to a high-speed train transportation method, as well as to a transportation system in which said method is implemented in regions with dense human population to cover very long distances in a very short time by proceeding in a nonstop manner, thereby minimizing the loss of time. The system according to the present invention substantially minimizes the loss of time during which a train decelerates, stops, or accelerates in a station, as are encountered in the state of the art.

Prior Art

Nowadays, societies worldwide face the urbanization phenomenon. Urbanization provides an important solution to the needs of humans such as employment, education, health, etc., but it is challenging in terms of their accommodation and transportation needs. Among these challenges, city and intercity transportation is a quite separate issue for the humans. Intercity transportation issue has been attempted to be solved by increasing the capacity and lowering the prices of the flights in terms of airways, increasing the availability of trains, particularly of highspeed trains in terms of railways, arranging new trips to/from seaside cities in terms of seaways, as well as increasing the capacities of highways using busses and private vehicles in terms of motorways. Among these, express trains and highspeed trains (both terms to be referred to as high-speed trains hereinafter) provide quite significant solutions to intercity transportation. In Germany, for instance, a travel from Frankfurt to Stuttgart by means of a high-speed train can be quite advantageous over the use of motorways. Or in Turkey, travelling between Istanbul and Ankara by means of a high-speed train may take place in a much shorter time and more comfortably as compared to motorways. The most important feature of high-speed trains, however, is that they provide a transportation solution by tracing a linear path between point regions, such as large- or medium-sized cities. If it is aimed to transport passengers to way stations or intermediate stations located between two large-sized cities, for instance, as does the regular trains or intercity busses, a high-speed train must slow down as it approaches the way station, stop there, wait for the passengers to get off or on the train, and then regain its high speed, which together result in a loss of time. This, in turn, substantially reduces the advantage of high-speed trains. Furthermore, arranging high-speed train services between nearby cities is quite expensive in practice. On the other hand, intercity passenger transportation via airways is disadvantageous in terms of the loss of time during which the passengers get on and off the planes, as required by the higher standards of aviation safety. For example, the flight duration between Bursa and Istanbul, as two large-sized cities in Turkey, is 30 minutes, but this extends to 90 minutes in average, including the time to board and disembark. Therefore, airway transportation is not an advantage for nearby cities. However, even if regular trains, busses or private motor vehicles are preferred to travel between nearby cities, no desirable travel times can be achieved.

With respect to city transportation, the city road traffic becomes denser as the rate of urbanization increases. Dense human population in big cities such as Istanbul, Moscow, New York, etc. lead to dense residential areas, resulting in dense traffic problems. In order to solve this problem, it has been attempted to expand the roads, augment tram and underground lines, and build intelligent cities. Such solutions pave the way for humans to gather in the cities, then to settle their transportation needs to go from one place to another. Namely, while solutions are provided on the one hand, these solutions give rise to further problems to be solved on the other hand. Accordingly, one of the big problems faced both by city planners, and by those who generate strategies in terms of urbanization, is that the solution, which is generated for the problem of providing services to humans settled in a disorganized manner, to gather them in the cities, in turn, gives rise to many other problems, particularly to transportation-related problems, due to intense urbanization. For instance, Marmara, Aegean, Central Anatolia, and the Mediterranean regions in Turkey, are industrial and trading regions accommodating dense populations. Considering the large-sized cities in these regions, it can be seen that the residential areas are relatively denser in some areas over the others. For example, the settlement in cities such as Istanbul or Bursa, one of the oldest and nicest cities of the world, had first taken place in their centers since the times of the Ottoman Empire, and then encircled by districts. Such a settlement layout naturally gives rise to a very dense population of people and buildings in the center, with a decreasing density towards the exterior. In result, the centers become more and more crowded with buildings, traffic, and people. The expansion from the center to the periphery, in turn, results in a reduction of green areas and unfair construction incomes, and therefore is not a solution, but an unwanted outcome. Furthermore, encouraging people to move to peripheral places is not quite feasible due to the difficulties in transportation to the center and the loss of time encountered during transportation. As another example concerning Turkey, it is not quite feasible that the workplace of a person is in Umraniye, Istanbul, but his or her residence is in Sakarya or Yalova. Therefore, if a person works in Umraniye, Istanbul, according to this example, he/she would prefer to reside in districts such as Umraniye, Kadikoy, Uskudar, or Kavacik. This, in turn, either enhances the abovementioned problems, or causes the people to have an unhappy life.

Object and Description of Invention

The object of the present invention is to provide a very rapid transportation possibility in settlement areas and cities with a high population density. To achieve this object, it is aimed to produce a train system, which is of high-speed, but is nonstop under normal conditions, on a circular or ring-shaped path over and between wide areas accommodating high human populations, so that the loss of time is minimized. According to this engineering design, the circular or ring-shaped train path passes close to important cities without the train stopping there. In order for the passengers to get on or off the train, which is moving on a ring-shaped path in a nonstop manner, a motorized or self-driven train wagon is used, which departs from the respective cities of the passengers and is then attached to the main train, or detaches from the travelling main train and then arrives at the respective cities of the passenger, for the passengers to get on or off the main train, respectively.

One advantage of the high-speed train according to the present invention is that the passengers travelling to distant cities and other passengers travelling to close areas, which are all located on the same ring-shaped route, can travel on the same train, so that in close areas the passengers can get off, or new passengers can get on the same train without having to stop the train. The basic feature of the design which provides this possibility is that the main train moves constantly around a ring at high speeds and that a wagon is attached to or detached from the rear of the main train as the main train is moving. The passengers on the wagon, which is attached or detached, will be those passengers which get on or off at the way stations, respectively.

Another advantage of the high-speed train according to the present invention is that the need to form a separate high-speed train system for each city can be avoided. Thus, both the costs to be covered by each city can be prevented, and the rapid transportation needs of at least 3-4 large-sized cities, 4-5 small-sized cities can be solved in a single investment step. Another advantage of the high-speed train according to the present invention is that the trend to gather in large-sized cities can be prevented. According to the prior art, the people moving to big cities because of the advantages provided by the big city life have led to an excessive overvaluation of the settlement areas therein. Thus, the system according to the present invention will prevent the overvaluation of a settlement area. This, in turn, will both reduce the construction costs and enhance the purchase capabilities. In addition, the people will be able to reside in small and restful places, but to work, study or to meet their other needs in big cities.

A further advantage of the high-speed train according to the present invention is that the reduction of green areas in big cities will be prevented. Since the demand for big cities will be decreased, the people will be able to reside there more restfully.

Based on the high-speed train according to the present invention, the respective administrations will be able to solve both the transportation issue and the urbanization issue without huge investments, actually with investments which are very lower as compared to the prior art. Implementing the system according to the present invention on a large-sized ring-shaped geography will avoid the gathering of people in big cities, and the people will have the advantage of living both a restful city life and a natural life on relatively larger areas. Theoretically, the problems aimed to be solved, but which cannot be solved in practice, by many universities, municipalities, and ministries of development and housing, can be solved in a short time by costs which are very lower than those of the prior art.

In order to provide a better understanding of the system according to the present invention, it shall be referred to the figures briefly described hereunder.

Description of Figures

Figure 1 illustrates a conceptual design of several ring-shaped routes in several geographic regions for the high-speed train system according to the present invention.

Figure 2 illustrates a conceptual design of exemplary station embodiments along a ring route for the high-speed train system according to the present invention.

Figure 3 illustrates a conceptual design of a station and route embodiment in a city for the high-speed train system according to the present invention. Figure 4 illustrates a changing wagon detaching from the rear of a train in the highspeed train system according to the present invention.

Figure 5 illustrates a changing wagon departing from the station to be attached to the rear of the train in the high-speed train system according to the present invention.

Figure 6 illustrates the changing wagon as it approaches the rear of the train in the high-speed train system according to the present invention.

Figure 7 illustrates a conceptual design of the attachment of the changing wagon to the rear of the train in the high-speed train system according to the present invention.

Figure 8 illustrates a conceptual design of a control system for the high-speed train according to the present invention.

Designation of the Sections and Parts in the Figures illustrating the Present Invention

1- Route

2- Station

3- Train

4- Sub-route

5- Changing wagon

6- Wagon receiver

7- Wagon front

8- Communication channels

9- Management system

V1 - Velocity of train

V2- Velocity of changing wagon

A1- Acceleration of train

A2- Acceleration of changing wagon

A3- Decreasing acceleration of changing wagon A4- Increasing acceleration of changing wagon

Detailed Description of Invention

The basic feature of the high-speed train transportation system according to the present invention is that it provides a transportation solution by tracing a linear path between point regions and prevents losses in time and comfort during which the train decelerates, stops, and, accelerates. The design of the system according to the present invention basically relies on a train, which proceeds theoretically in a nonstop manner along a circular route (i.e. ring) or any other closed circuit which resembles a circular route. The loading and unloading of passengers to and from the train, respectively, which proceeds in a nonstop manner, is carried out by means of wagon trains, i.e. the changing wagons, departing from way stations and attaching to the nonstop-proceeding train. In order to provide a better understanding of the transportation method and system according to the present invention, several zones over which the system is implementab!e are representatively shown on a map in figure 1. Here, the map of Turkey is exemplarily given and it should be noted that the system according to the present invention is applicable in any geographic region over the world. Figure 2, in turn, illustrates a representative implementation of the system of the present invention in the Marmara Region of Turkey, for instance, wherein the cities which may be included in the system are shown. Figure 3 provides a conceptual design illustrating how the system of the present invention can be implemented in a city. Figure 4 illustrates the position of a changing wagon (5) on a route (1), the changing wagon being situated at the rear of the train (3) so that it can be detached from or attached to the train if required.

As can be seen in the representative design of the high-speed train transportation system in figures 1 and 2, the route (1) should be formed basically in a circular or ring-shaped form or in any other geometrical form which resembles a circle or ring. The route (1) is the rail path over which the train (3) moves. The route (1) made of this rail path passes close to various cities located along a ring. Stations (2) are situated in the cities which are close to the route (1). The rail system's paths entering these stations (2) are designated as sub-routes (4). As illustrated in figures 3 and 4, the sub-route (4) is a rail path which branches off and then merges back with the main route (1). As can be seen in figures 3, 4, 5, 6, and 7, the high-speed train system is basically composed of a train (3), which is the main carrier, and at least one changing wagon (5), which is used to load and unload passengers. The train (3) is basically a motorized high-speed train. The train (3) can be controlled from a center or by a train operator. The train (3) comprises at least one engine and various control units to generate and convert power. The train (3) functions as a locomotive and as indicated above, it is the main carrier. No power is generated or converted in the following wagons connected to the train (3), except the changing wagon. This is because these wagons do not function as a locomotive, but carry passengers, loads, etc.. The number of these wagons may be 2, 3, 4, 5, etc., and they can comprise various installations such as seats, dining equipment, rooms, etc. as required. The last wagon (3) attached to the train is the changing wagon (5). The changing wagon is different from other wagons in that it is a motorized or self-driven wagon; it is actually a locomotive-like wagon comprising a separate power-generating engine or power converter (e.g. a unit converting electrical energy into motion). However, the changing wagon (5) is designed to load and unload passengers, but not to transport the passengers or for their dining, entertainment, or other needs. Therefore, the changing wagon (5) is one of the most important characteristic features of the high-speed train system of the present invention. The changing wagon (5) can be detached from or attached to the train (3), i.e. the main locomotive, by central management or by an operator present in the changing wagon. The changing wagon (5) in the high-speed train transportation system of the present invention is preferably a single wagon, which is motorized, or is capable of self-driving by converting energy into a suitable form. Since it is controlled by central management or by an operator, it can leave the train (3) (i.e. the main locomotive), as well as leave the route (1) (i.e. the main path) and switch to the sub-route (4) (i.e. the sub path), and thus arrive and stop at the station (2). During the stop, it can take or leave passengers from/at the station. It can then leave the station (2), accelerate, switch from the sub-route (4) to the route (1), and increase its velocity so as to catch and join the train (3). In order to ensure this operation, a wagon receiver (6) is formed in the last wagon of the train (3), as representatively shown in figure 7. The front of the changing wagon (5) is designed properly to enter into this wagon receiver (6). The front of the changing wagon (5) is designated here as the wagon front (7). The wagon front (7) can be designed both based on the laws of wind dynamics, and such that the front can be received by the wagon receiver (6), e.g. with a round tapering front end, or resembling the front of a firearm bullet. The attachment device required to join the changing wagon (5) to the train will not be detailed here, since it is the subject of another work. However, this device should be a mechanism that would facilitate the attachment and detachment of the changing wagon (5) and train (3). It may be, for example, a hook mechanism, an electromagnet, or other systems. Obviously, this system should ensure both an easy attachment and detachment, and the safety and comfort of the passengers. Furthermore, suitable passage and door mechanisms should be provided, through which passengers would pass when the changing wagon (5) is attached to the train (3).

As illustrated in the conceptual design in figure 8, the management of the system according to the present invention is ensured by a management system (9), which controls the train (3) and the changing wagon (5), tracks their velocities, and manages both the stations and the railway connections. In technical terms, the management system (9) is an electronic, digital and mechanical system, and basically comprises servers, computer systems, software, signal receivers, signal transmitters, and other components. In the most basic terms, the velocity and other data of the train (3) and of the changing wagon (5) is controlled by a software in the management system (9). The data related to the train (3), changing wagon (5), station, route (1), and to the sub-route (4) are transmitted to the management system (9) by means of communication channels (8). The communication system (8) comprises signal receivers and transmitters, as well as wire lines, wireless lines, satellite-based geographic positioning systems and base stations communicating all data and controls particularly related to the train (3) and the changing wagon (5), as well as to all system components. As described so far, the high-speed train transportation system of the present invention can provide that the train (3) can proceed on the route (1) in a nonstop fashion, the changing wagon (5) can attach to or detach from the train (3) when required, and the changing wagon (5) can proceed on the route (1) when it joins the train (3) and on the sub-route (4) when it is detached from the train (3), as well as approach the station (2). In order to operate the system in the way described, all operations such as the speeding up and slowing down of the changing wagon (5) under a certain acceleration/deceleration and stopping the changing wagon (5) at the stations (2) should take place in an accurate timely manner. The software data in the management system (9) and the data related to the route (1) and sub-routes (4), as well as data related to the train (3) and the changing wagon (5) should be transmitted to the management system (9) via communication channels (8) and managed there. Particularly the velocity and acceleration data of the train (3) and the changing wagon (5) should be received very accurately and accordingly processed to manage the operations. According to the system of the present invention, a train (3) proceeds constantly on a route (1) (i.e. the main line) and never stops theoretically. Here, the term theoretical is used to indicate that the train (3) is stopped due to maintenance, failure, and similar reasons. Theoretically, the velocity (V1) of the train proceeding on a ring-shaped route (1) is constant under normal conditions. In other words, the acceleration (A1) of the train is zero. Obviously, the train (3) may speed up or slow down on the route for various reasons. However, the admissible velocity (V1) and acceleration (A1) of the train, respectively, are constant and zero. In terms of physics, acceleration may be defined as the rate of change of velocity over time, or as the derivative of velocity with respect to time. As illustrated in figure 3, under normal conditions, the velocity (V2) of the changing wagon which is coupled to and thus moves together with the train (3) is equal to the velocity (V1) of the train. Thus, V1 = V2. Here, under normal conditions, the acceleration (A1) of the train is at the same time the acceleration (A2) of the changing wagon. Thus, A1 = A2. Under normal conditions, the acceleration (A1) of the train and the acceleration (A2) of the changing wagon are zero (this is valid if both are coupled to each other and move at a constant velocity). However, the train may speed up or slow down under certain conditions. In such a case, the acceleration (A1) of the train and the acceleration (A2) of the changing wagon will obviously be different than zero. This case is representatively shown in figure 4, for instance. Under normal conditions, the velocity (V2) of the changing wagon will gradually be reduced as it approaches the station (2) and will reach finally zero (0) when it stops. Therefore, the velocity (V2) of the changing wagon will be lower than the velocity of the train (V1) as the changing wagon leaves the train (i.e. V2 < V1). In brief, the velocity (V2) of the changing wagon will gradually be reduced and reach zero when the changing wagon (5) stops at the station. Thus, the decreasing acceleration (A3) of the changing wagon will be different than zero. Obviously, when the changing wagon (5) stops, the decreasing acceleration (A3) of the changing wagon will be zero. After the changing wagon (5) stops and unloads and/or loads passengers at the station (2), the same wagon will speed up to catch the same train (3) or another train (3) when the latter approaches the station (2) on the route (1). This is illustrated in figures 5 and 6. Here, when the changing wagon (5) departs from the station (2), the velocity (V2) of the changing wagon will gradually increase to result in an increasing acceleration (A4) for the changing wagon. The velocity (V2) of the changing wagon will gradually increase according to the increasing acceleration (A4) until the changing wagon joins the train. Under normal conditions, the velocity (V2) of the changing wagon will be higher than the velocity (V1) of the train so that the changing wagon can catch the train (3). When the changing wagon (5) approaches the train (3), the changing wagon (A2) will slow down so that the velocity of the changing wagon comes very close to the velocity (V1) of the train. And when the changing wagon (5) joins the train (3), the velocity (V2) of the changing train will be equal to the velocity (V1) of the train (i.e. V2=V1). Thus, the acceleration (A2) of the changing wagon will also be zero. Obviously, there may be conditions during which the acceleration of the train (A1) and the acceleration of the changing wagon (A2) may differ from zero. Under such conditions, the velocity of both the train and the changing wagon will either increase or decrease together, i.e. they both will be moving in a joint manner. According to the high-speed train of the present invention, the basic method proceeds by means of the communication channels (8) so that velocity and status data of the train (3) and the changing wagon (5) are processed in the management system (9); and, according to these data, the changing wagon (5) is detached from the train (3) as it was attached thereto and the velocity (V1) of the train is kept constant while the velocity (V2) of the changing wagon is lowered down so that the changing wagon switches from the route (1) to the sub-route (4) and slows down, and the velocity (V2) of the changing wagon is brought to zero once it is in the station. Here, the velocity (V2) of the changing wagon (5) as it departs from the station (2) increases from zero and gradually increases in the sub-route (4) and in the route (2) as it approaches the train (3) from its rear, and the velocity (V2) of the changing wagon becomes equal to the velocity of the train (V2) when it joins the latter. In this system, it is possible for the passengers to pass from the changing wagon (5) to the train (3) (and vice versa) when the changing wagon (5) is coupled to the train (3). When the train approaches a station (2), the passage between the changing wagon (5) and the train (3) is obviously closed by suitable safety measures and the changing wagon (5) is detached from the train (3). The velocity of the changing wagon (5) decreases gradually as it approaches the station. On the contrary, the velocity of the changing wagon increases as it departs from the station and then catches the train to join it. Theoretically, the velocity of the train does not change in either conditions.

The high-speed train transportation system of the present invention can be used in any ring-shaped path. For example, when the system is used in the Marmara Region, Turkey, a person who works in Istanbul but resides in Bursa may travel between these two cities in a very short time using this system. For example, the person gets on the changing wagon (5), part of the ring system, departing from the station (2) in Bursa, after which the changing wagon accelerates on the sub-route (4) and switches to the route (1). The changing wagon (5) gradually increases its velocity following the train (3) and is coupled to the train when their velocities become almost equal. Following the coupling, the person from Bursa in the changing wagon (5) passes to the train (3). When the train approaches Istanbul, he crosses back to the changing wagon (5) following a relevant announcement. The changing wagon (5) leaves the train (3), slows down gradually, switches from the route (1) to the sub-route (4), and stops at the station (2). Here, the train (3) still maintains its constant velocity under normal conditions. When the train (3) passes through Istanbul, a changing wagon (5) which has departed from the Istanbul station (2) with a gradually increasing velocity on the sub-route (4) switches to the route (1) and joins the train (3). Here, while the passenger from Bursa gets off the changing wagon in Istanbul, another passenger from Istanbul to Yalova or Bursa has already gotten on another changing wagon and already started the trip. Theoretically, the system may thus be continued in a constant manner. Thus, the problems according to the prior art can be overcome and the gathering of people in certain areas for residential purposes can be avoided.