EP2957478B1

EP2957478B1 - System and method for passengers to board on and exit from a train without the train stopping at a train station

Info

Publication number: EP2957478B1
Application number: EP15001767.1A
Authority: EP
Inventors: Fjodor Voitra
Original assignee: Individual
Current assignee: Individual
Priority date: 2014-06-19
Filing date: 2015-06-16
Publication date: 2018-01-03
Anticipated expiration: 2035-06-16
Also published as: PL2957478T3; EP2957478A1; EE05774B1; EE201400024A; LT2957478T

Description

Technical field

The invention relates to the field of rail transport services for passengers and more specifically, faster arrival of a train from the point of departure to a destination without accelerating train speed, accomplished through passangers boarding and exiting train without stopping train at train stations (see, for example, US 2003/167960 A1 , corresponding to the preamble of independent product claim 1).

Prior art

In the early 2000s, designers (Chen Jianjun, Peng Yu-Lun) came up with an idea of a train, which could be embarked and disembarked by passengers without the train reducing its speed or stopping at stations. The idea is executed by means of a separate carriage, which picks up and drops off passengers at stations. When a moving train approaches a station, the separate carriage is put into motion and it moves on top of the moving train, travelling together with the train. When passengers wish to disembark, the separate carriage descends from the roof of the moving train near the station, the carriage stops, passengers exit and the train continues travelling without reducing its speed. Such solution contributes to faster transportation of passengers and to energy-saving (see the articles "This is the train that never stops", http://motherboard.vice.com/blog/train-that-never-stops; "The train that never stops moving", http://singularityhub.com/2010/04/20/ the-train-that-never-stops-still-seems-appealing-video/. Known is a solution ( DE 3911683 A1, Christoph Bertram, published October 18, 1990 ), where the arrival of the train to its destination is achieved in a shorter time by not stopping the train at stations. For this purpose special carriages are used, which stop at the required stations for passengers to board and alight, while the train itself continues travelling without stopping. One carriage is intended for passengers, who wish to board the moving train, the other carriage is for passengers who wish to exit the moving train. For coupling and uncoupling of the respective carriages, the wheels of carriages have auxiliary axles set at a wider gauge, which facilitates coupling and uncoupling of the carriages.
A known solution ( US 2013/153714 A1, Jack Qu, published June 20, 2013 ) has been issued: a mobile train and dynamic stations, synchronized running control of the transportation system. A dynamic station supplies power to the train gear, the solution adds equipment, which take passengers and luggage into the train and out from the train while the train is in motion. The continuous synchronized control synchronizes the running of the moving train and dynamic stations by location and timing.
The above solutions are general, without specific solutions/embodiments. Known is a solution ( TW 200918378 A, Peng Yu-Lun, published May 01, 2009 ), which treats disembarking and embarking of passengers on a moving train. The invention presents a carriage that moves separately on a side track, and a moving platform for the purpose of decoupling and coupling of the separate carriage. The separate carriage has its individual mechanism and a moving walkway to speed up the movement of passengers on and off the train.
A solution ( CN 202827571 U, Quan Hailin, published March 27, 2013 ) provides a rail transport system for passengers which contains a main train, an auxiliary train for disembarking passengers, an auxiliary train for embarking passengers, the main railway track, a side track, the main power supply is located in the front part of the main train, the embarking auxiliary train is located at the end of the main train, while the secondary power source is located at the end of the embarking auxiliary train and is used for controlling the coupling or decoupling of the embarking auxiliary train from the main train. The main train is always on the main track, the disembarking auxiliary train is decoupled from the main train and moves from the main track to the side track until it stops and passengers can exit and enter an auxiliary train with the same type of embarking.
An invention ( CN 101423064 A, Jianjie He, published May 06, 2009 ) presents a railway transportation system and a method for the passengers to embark and disembark from a train without stopping of the train. At a station the main railway includes at least one main switch, a secondary switch, an ascending catching train box and a boosting cart. The end of the main switch is connected with the main trunk road by respective switch mouths, the end of the second switch is connected to the main switch by respective switch mouth. The station is supplied with the ascending catching train box and a boosting cart, and the train is articulated with a descending catching train box. The passengers, who wish to disembark from the train, go to the descending catching train box and the passengers, who wish to embark on the train, are gathered in the ascending catching train box. When the train reaches the mouth of the first switch, it is uncoupled from the ascending catching train box while the train continues moving, the descending catching train box travels to the main switch through the mouth of the first switch and disembarking of passengers is complete. The ascending catching train box enters the main railway via the mouth of the second switch and joins the moving train in full after passing through the second switch. The above-mentioned invention ( US 2003/167960 A1, Rosenblatt Joel. H, published September 11, 2003 ) "Rail shuttle system and method" is directed to a rail travel system and method in which the main train, once underway, does not stop until a final destination is reached. Passengers wishing to disembark move to rear of the train and are seated on self-propelled shuttle caboos. As the train nears the intermediate station, the shuttle car is automatically uncoupled and slows down. At a switch point along the approach route, the main train continues on uninterrupted, while the shuttle car is switched to proceed into the intermediate terminal to unload its passengers. Meanwhile, a second shuttle car is boarded in the intermediate station with passengers embarking at that point. The second shuttle car proceeds along a rendezvous track where it picks up speed to match that of the main train passing by. As the main train passes a second switch point, the second shuttle car enters the track behind the main train and, upon overtaking the main train, is automatically coupled to the rear of the main train while at speed. The system includes a main train 12, first shuttle car 14A and second shuttle car 14B. The main train 12 travels along through track 16. Coupled to the through track 16 at switch points 17A, 17B is station service track 18 which interfaces with the station 20. The entire system may be implemented to operate using electrical power or another energy source. However the description of this invention is general and no implementation seems to be possible. Therein it is mentioned that the system has two switch points and station service track 18 where occurs exchanging of the shuttle cars, but the description does not disclose the technical nature, features and operation of the components of automatics for exchanging of the cars.
The closest to this invention by its technical embodiment may be represented by a solution ( CN 101480954 A, Kaimin Han, published July 15, 2009 ), where next to the main track is a parallel side track, where a special car stands. When the train approaches the station along the main track, the special car will start to move in the same direction, at the right time and in parallel with the train, accelerating gradually until the car speed is synchronous with the train speed. The special mobile car is coupled with the moving train, becoming part of the train composition. The special car belonging in the train composition is guided to the side track, its speed is reduced and the car stops. This invention seems to be lacking a solution on how the decoupling and coupling of the car to the train would be executed in practice, and which equipment would be used for the purpose, i.e. a theoretical solution is provided, stating that the system could function this way.

Summary of the invention

The invention is defined by the technical features or method steps set forth in independent product claim 1 and independent method claim 7, respectively. Additional features or additional method steps thereof are disclosed in the dependent claims. Boarding passengers to the train and exiting passengers from the train without the train stopping at train stations is executed by swapping the cars with each other. One car in which passengers who wish to exit the train have gathered, is located at the tail of the fast moving train. Another car with passengers who intend to board the train, which is travelling at high speed on the main track, is located in front of the train station. These cars swap places with each other. The car, which was at the tail of the train, will be placed in front in the train station while the car, which had been in front of the train station, will be placed together with the passengers at the tail of the train moving at high speed on the main track. The automatic swapping of the cars with each other is executed, using dedicated power line(s), which is located above the main track, on the left or right side of the axis of the main track. This/these power line(s) is/are supplied with low-voltage high-frequency current. By means of the high-frequency low-voltage current, the car at the tail of the fast moving train is uncoupled at the moment the current sensor and current collector makes contact with this/these power line(s), and at the same time, by means of the same dedicated power line(s), the other car, standing in front of the station with passengers, is started up automatically. The other car crosses the switch area on the approach track of the train station, reaches the main track, speeds up, catches up to the train, where a car had been uncoupled along the way, and couples with the train on the move.

List of figures

The technical nature of the invention is explained by the following figures.

Figure 1 is the structural diagram of car 1;
Figure 2 shows a situation, where car 1 has not been uncoupled from the train and car 2 is standing on the approach track;
Figure 3 shows a situation, where the current sensor and current collector 9 of car 1 is in contact with the power line 7, car 1 has been uncoupled from the train 3 and car 2 has started to move;
Figure 4 shows a situation, where car 2 has reached the main track 5 and car 1 has been manoeuvred to the approach track 6;
Figure 5 shows a situation, where car 2 has coupled with train 3 and car 1 is on the approach track 6;
Figure 6 is the layout of power lines above main track 5 and approach track 6;
Figure 7 shows the electronic equipment in car 1;
Figure 8 shows the electronic equipment in car 2;
Figure 9 shows the door closing diagram of car 2;
Figure 10 is the diagram for setting the switches from normal position to main track 5.

Embodiment of the invention

A system for passengers to board and to exit the train without the train stopping at a train station comprises: car 1, which is equipped with an electric motor generator 10, current sensor and current collector 9, pairs of wheels 11; and car 2, which is equipped with an electric motor generator 14, current sensor and current collector 13, pairs of wheels 16; train 3 together with and locomotive 30 equipped with current collector 17 of locomotive; train station 4; main track 5; approach track 6; power lines 7, 33 supplied with low-voltage high-frequency electric generators 8, 23; contact wire 15 supplied with common electrical power network; switches 12; first and second blocking areas 26, 34; electronic control blocks JP1 and JP2 for cars 1 and 2; receiving coil 42 PV with an iron core, installed under cars 1 and 2.
The boarding of passengers on a moving train and exiting from a moving train is executed by swapping cars 1 and 2 with each other. Inside cars 1 and 2 are passenger seats, an electric motor generator 10, 14, which is equipped with a current sensor and current collector 9, 13 located on the roofs of the cars and enabling connecting and disconnecting the electric generator motors from the power network, while an electric motor generator is a device with the capacity to operate both as an electric generator and as an electric motor. The electric generator motor 10 is equipped with a speed reducer 21, universal-joint transmission shaft 19 and clutch 18, which enables switching on and off the pairs of wheels 11 of car 1 with the electric generator motor 10, so that when car 1 is moving on account of inertia, then the pairs of wheels 11 are driving the electric generator motor 10 and the electric generator motor 10 functions as an electric generator, supplying power line 7 with electric power, while electric generator motor 10 functions as the brake of car 1, braking car 1. When the electric generator motor 10 is supplied with electric power from power line 7, then it functions as an electric motor and drives car 1. Car 1 and car 2 are also equipped with an electronic control block JP1 in car 1 and JP2 in car 2. Under the base of cars 1 and 2 is a receiving coil 42 VP with an iron core, for closing the car doors.
Power line 7 is installed above the main track 5 and approach track 6. Power line 7 is supplied with high-frequency current by electronic generator 8 through capacitor C1.
In the fig 2 to fig 6 a conventional area is marked out by broken line 22 on the main track 5 where the conventional area locates prior to the switch area 12 of approach track 6. Prior to this marked out by broken line 22 area car 1, uncoupled from train 3, has to stop (car 1 stops completely on the main track 5).
For the complete stop of car 1 prior to the switch area 12, there is yet power line 33 above the main track 5, supplied with high-frequency electric current by electronic generator 23 through capacitor C2. Generators 8 and 23 supply current at different frequencies. Short power line 33 is isolated from other power lines.
For closing the doors of car 2, a first blocking area 34 with an electric power supply 36 and alternative current generator 35 are placed on the main track 5 prior to the train station 4. For closing the doors of car 2, in the area where passengers board car 2, two rails 39, which are mutually short-circuited, are installed in parallel between the rails in the area of approach track 6.
For setting the switches 12 from the normal position to the main track 5, a second blocking area 26 is placed on the approach track 6 after the rail area 39 and prior to the area of switches 12.
The method for passengers to board on the train and to exit from the train without the train stopping at a train station comprises the steps: closing the doors of car 2, travelling of car 2 and setting and switching of switch points, uncoupling of car 1 from train 3, car 1 stopping on main track 5, manoeuvring car 1 to train station 4, coupling of car 2 to train 3.
Closing the doors of car 2. Car 2 is standing on approach track 6. There are passengers in front of train station 4, who wish to take a trip on train 3. The doors of car 2 close automatically as soon as the pairs of wheels 11 of train 3 or car 1 reach the first blocking area 34 and short-circuit the rails of first blocking area 34. When train 3 arrives in the area of power line 7 and current sensor and current collector 9 of car 1 makes contact with power line 7, car 2 starts to move automatically on that moment. Power line 7 on main track 5 is preceded by first blocking area 34, which is isolated from other rails by building four isolating butt joints 25 (to be in conformity with the technical requirements on the railway). On the approach track 6 of train station 4, where passengers board car 2, two additional rails 39 are mounted in parallel between the rails of approach road 6 and short-circuited (connected) from the entry side of the train station. The rails of the first blocking area 34 on the main track 5 are connected with alternative current generator 35 and electric power supply 36 via cable 40. When pairs of wheels 11 of train 3 or car 11 short-circuit the rails of the first blocking area 34, the alternative current generator 35 is turned on. The output of the alternative current generator 35 is connected to rails 39 from the end of the station through cable 41. These ends of rails 39 are electrically short-circuited with each other at the other end. Car 2 is equipped with a receiving coil 42VP with an iron core, located under car 2 above rails 39, when car 2 is located over rails 39. The receiving coil 42VP with an iron core is connected through wires to the input of the servo unit A8 in the control block JP2 of car 2 (see Figure 8). As the pairs of wheels 11 of car 1 or train 3 on the main track 5 short-circuit the rails of the first blocking area 34, the alternative current generator 35 is switched on and it sends a signal to rails 39 via cable 41. The signal is received by the receiving coil 42VP at rails 39 and from the receiving coil the signal arrives through wires to the input of the servo unit A8 that is in the control block JP2 of car 2, and the servo unit switches on the contactor K8, the contacts of contactor K8 switch on the actuator T8, the actuator T8 starts the equipment of car 2, which close the doors 37 of car 2 (see Figure 8). The first blocking area 34 of the main track 5 should be at such a distance from the beginning of power line 7 which is above the main track 5, so that in the period when train 3 travels from the first blocking area 34 to the beginning of power line 7, it would be possible to close the doors 37 of car 2 well in time, as car 2 starts to move right after the current sensor and current collector 9 of car 1 has made contact with power line 7.
Car 1 is always standing on the main track 5 and its receiving coil 42VP with an iron core does not get any electrical signals and therefore servo unit A2, contactor K2, actuator T2 of car 1 are in the original position (switched off) and these equipments do not have any affect to doors 38 of car 1 when car 1 is a member of train 3 and travels on the main track 5 with closed doors 38.
Filter LC2, servo unit A5, contactor K5, actuator T5 and brakes 24 of car 1 correspond to filter LC4, servo unit A11, contactor K11, actuator T11, brakes 43 in car 2. As car 2 is always standing on approach track 6, its current sensor and current collector 13 makes contacts with power line 7 and when car 2 begins to travel current sensor and current collector 13 makes contacts with contact wire 15 and thereof current sensor and current collector 13 never makes contacts with short power line 33. Hence, electrical signal of power line 33 never reaches to filter LC4 in car 2 and actuator T11 of contactor K11 of servo unit A11 is switched off and does not switch in the equipments of brake 43 of car 2 and as result of what the brake of car 2 is switched off and does not prevent to move car 2 on the main track 5.
Setting the switches 12 from the normal position to the main track 5. When car 2 has started to move and has reached the second blocking area 26 and the pairs of wheels 16 of car 2 have short-circuited the rails of the second blocking area 26, the switches 12 are set automatically from the normal position to main track 5. Initially, car 2 travels with the electric power supplied from power line 7, when car 2 has reached the end of power line 7 and when the line ends, it moves by inertia for a few moments and then car 2 transfers to electric power supplied from the contact wire 15 as soon as the current sensor and current collector 13 has made contact with the contact wire 15. Car 2 crosses the area of switches 12 of the approach track 6 and travels on the main track 5, accelerates and after a while is coupled with train 3.
When car 2 has crossed the area of switches 12 of the approach track 6, then car 1, which was uncoupled from train 3, came to a stop on main track 5 prior to the area of switches 12, and is manoeuvred together with passengers to approach track 6, in front of the train station 4, where passengers of train 3 exit from car 1.
Switching on the electric generator motor 14 and speed reducer 21 of car 2 (see Figure 8). When car 2 has been manoeuvred to the approach track 6 and is standing above rails 39 and the current sensor and current collector 13 of car 2 is in contact with power line 7, then the signal of generator 8 reaches the input of servo units A9 and A10 through power line 7 and the current sensor and current collector 13 of car 2 and filter LC3. Now the servo units A9 and A10 switch on contactor K9 and contactor K10. The contacts of contactor K9 connect the generator motor 14 of car 2 with power line 7. The contacts of contactor 10 switch on actuator T10, and actuator T10 switches on the speed reducer 21 of the electric generator motor 14. Now the electric generator motor 14 of car 2 is in contact with power line 7, which will be supplied with electric power by the electric generator motor 10 of car 1 as soon as the current sensor and current collector 9 of car 1 has made contact with power line 7 and car 2 will start to move.
Car 2 is always standing on the approach track 6 of railway station 4 and current sensor and current collector 13 of car 2 makes contacts with power line 7. Signal of generator 8 reaches to current sensor and current collector 13 and through filter LC3 to input of servo unit A7 and servo unit A7 switches in contactor K7 which switches in actuator T7. Actuator T7 actuates equipments which place clutch 20 of car 2 in the uncoupled position. As car 2 is standing on the approach track 6 of railway station and does not form a member of the train 3 (uncoupled from the train), then this is idle run which does not affect car 2. That is to say that uncoupling of car 1 from the train 3 does not affect car 2.
Uncoupling car 1 from train 3. Train 3 travels on main track 5 and the current sensor and current collector 9 of car 1 at its tail makes contact with power line 7, which is supplied by high-frequency low-voltage generator 8 through capacitor C1 (see Figure 3 and Figure 7). Through current sensor and current collector 9 and filter LC1 the signal of generator 8 reaches the input of servo unit A1 located in the control block JB1 of car 1, and the servo unit A1 that is supplied with electric power from the mains adapter TP1, switches on the contactor K1, where the contacts close and switch on the actuator T1, which is supplied with electric power from the mains adapter TP1. Actuator T1 starts the gear, which sets the clutch 20 of car 1 in an uncoupled position. Car 1 is uncoupled from the train (see Figure 3).
Switching on the electric generator motor 10 and clutch 18 of car 1. When the current sensor and current collector 9 of car 1 has made contact with power line 7, the signal of generator 8 passes through the current sensor and current collector 9 and filter LC1, reaching the inputs of servo units A3 and A4, and the servo units A3 and A4 switch on the contactors K3 and K4 (see Figure 7). The contacts of contactor K3 connect the electric generator motor 10 of car 1 with power line 7 through current sensor and current collector 9. The contacts of contactor K4 switch on the actuator T4. Actuator T4 switches on the clutch 18 of electric generator motor 10 of car 1. Now car 1 travels by inertia along the main track 5 and drives the electric generator motor 10 by means of the pairs of wheels 11 and clutch 18, and the electric generator motor 10 supplies power line 7 with ascending power through the contacts of contactor K3 and current sensor and current collector 9.
Stopping the car 1 prior to the area of switches 12 (see Figure 7 and Figure 3). By the straight section of power line 7 at the end by the train station 4 there is another short power line 33, which begins and ends prior to the area of switches 12 and is supplied by the high-frequency low-voltage generator 23 with a frequency different from the frequency of generator 8. This short power line 33 is isolated from all the other power lines. When the current sensor and current collector 9 of car 1 makes contact with the short power line 33, the high-frequency signal received from this line reaches filter LC2 through current sensor and current collector 9 and from there the servo unit A5. The servo unit A5 switches on the contactor K5, the contacts of contactor K5 switch on the actuator T5 and the actuator T5 switches on the gear that starts the brakes 24 of car 1. Car 1 stops prior to the area of switches 12.
For car 2, switches 12 are set automatically from the normal position to the main track 5. Car 2 is standing on the approach track 6 in the area of rails 39. The doors 37 of car 2 are closed, since the pairs of wheels 11 of car 1 have short-circuited the rails in the first blocking area 34 of main track 5 (see Figure 9). Figure 10 refers to the moment, when the current sensor and current collector 9 of car 1 has made contact with power line 7 and the car has uncoupled itself from train 3. Now the electric generator motor 10 of car 1 supplies the electric generator motor 14 of car 2 with electric power through power line 7. Car 2 has started to move and has reached the second blocking area 26, which is on the approach track 6, and the pairs of wheels 16 of car 2 have short-circuited the rails of the second blocking area 26 and have switched on the drive 28 of rails 12 through electrical cable 27 and electric supply source 29 and the drive 28 of switches has set the switches 12 from the normal position to the main track 5 (see Figure 10). Car 2 has coupled with train 3.
In the event that the voltage in the mains adapter TP1 has dropped below the permitted technical norm (limit), the servo unit A6 in car 1 and servo unit A6 in car 2 receive an electric signal from the mains adapter TP1 (see Figure 7). The servo unit A6 and servo unit A12 switch on the contactor K6 in car 1 and contactor K12 in car 2. Contacts of contactor K6 and contactor K12 switch on the actuator T6 in car 1 and actuator T12 in car 2. Actuators T6 and T12, switch on the clutch 32, which connects the pairs of wheels 11 of the car 1 and car 2 with electric generator 31. Electric generator 31 starts to supply the mains adapter TP1 with electric power while the car moves. The explanation provided in Figure 7 also applies to car 2 presented in Figure 8.

Claims

System for passengers to board on and exit from a train without the train stopping at a train station, said system comprising a moving train (3) moving along a main track (5), dedicated cars (1, 2) to be swapped with each other, wherein a first car (1) is uncoupled from the moving train (3) and a second car (2) is coupled to the moving train (3), an approach track (6) for movement of said cars (1, 2) between a train station (4) and the main track (5), switches, (12) for controlling the cars (1, 2) on approach track, mechanical and electrical equipment and electronics for controlling the cars and switches, characterized in that the system further comprises:
- blocking areas (34, 26) wherein a first blocking area (34) is provided to close the doors of said second car (2) and a second blocking area (26) is provided to rearrange the switches (12) to the normal position on the main track (5);

- power line (7) provided to uncouple said first car (1) from said moving train (3) and to supply said second car (2);

- contact wire (15) provided to supply said second car (2) when the power line (7) is ended;

- short power line (33) provided to stop said first car (1) prior to the switch area (12) and wherein the short power line (33) is isolated from the power line (7) and contact wire (15);

- power line (7) and contact wire (15) are mounted above the main track (5) and the approach track (6) and the power line (33) is mounted above the main track (5);

- two parallel rails (39) provided to close the doors (37) of said second car (2).
System according to claim 1, characterized in that the first blocking area (34) is positioned on the main track (5) and the second blocking area (26) is positioned on the approach track (6).
System according to claim 1 or 2, characterized in that the first blocking area (34) is positioned on the main track (5) prior to the beginning of power line (7) and is isolated from the other rails by means of four isolating butt joints (25).
A system according to any of claims 1 to 3, characterized in that the first blocking area (34) is positioned on the main track (5) at such a distance from the beginning of the power line (7), which makes it possible to close the doors (37) of said second car (2) in the time it takes for the moving train (3) to travel from the first blocking area (34) to the beginning of the power line (7).
System according to any of claims 1 to 4, characterized in that the power lines (7, 33) are supplied by low-voltage high-frequency electric generators (8, 23) and the contact wire (15) is supplied by common electical power network.
System according to any of claims 1 to 5, characterized in that the cars (1, 2) are equipped with electric generator motors (10, 14) located in the cars, current sensor and current collector (9, 13) located on the roof of the cars, the electronic control blocks (JP1, JP2) of said cars and the receiving coils (42VP) being located under the base of said cars.
Method for a system according to any of claims 1 to 6, characterized in that the boarding of passengers to the train and exiting of passengers from the train is executed by swapping the dedicated first (1) and second (2) cars with each other, while the method comprises the following steps:
- the passengers wishing to board on the moving train (3) are gathered in the second car (2) which stands on the approach track (6);

- the doors (37) of the first car (2) are closed automatically as soon as the pairs of wheels (11) of the moving train (3) or first car (1) reach the first blocking area (34) and short-circuit the rails of the first blocking area (34);

- the second car (2) starts to move on the approach track (6) automatically as soon as the train (3) has reached the area of the power line (7) and the current sensor and current collector (9) has made contact with the power line (7);

- the movement of the second car (2) is initially powered by electricity from the power line (7), after the end of the power line (7) the second car (2) moves by inertia and then transfers to power supply from the railway contact wire (15) as soon as the current sensor and current collector (13) of the second car (2) has made contact with it;

- switches (12) are set automatically from the normal position to the main track (5), when the second car (2) has reached the second blocking area (26) and the pairs of wheels (16) of the second car (2) have short-circuited the rails of the second blocking area (26);

- the second car (2) travels across the switch area (12) of the approach track (6);

- the second car (2) travels on the main track (5), accelerates and couples with the moving train (3);

- the first car (1) is uncoupled from the moving train (3) while the train (3) moves on the main track (5), upon contact between the current sensor and current collector (9) of the first car (1) and the power line (7), consequently activating the equipment, which set the clutch (20) of the first car (1) in an uncoupled position;

- the first car (1) is uncoupled from the train (3) before the car (2) has travelled across the switch area (12) of the approach track (6);

- as the second car (2) crosses the switch area (12) of the approach track (6), the first (1) is stopped on the main track (5) prior to the switch area (12) by brakes (24) as a result of a contact between its current sensor and current collector (9) and the short power line (33);

- the first car (1) with passengers is manoeuvred to the train station (4);

- doors of said first (1) are opened and passengers exit the first car (1) at a train station (4).
Method according to claim 7, characterized in that the electric generator motor (10) of the first car (1) supplies the electric generator motor (14) of the second car (2) with electric power through the power line (7).