GB2377419A

GB2377419A - System for operating trains

Info

Publication number: GB2377419A
Application number: GB0124770A
Authority: GB
Inventors: Brendan Daly
Original assignee: Individual
Current assignee: Individual
Priority date: 2001-07-13
Filing date: 2001-10-16
Publication date: 2003-01-15
Also published as: GB0124770D0

Abstract

The system provides a through train 2 travelling between terminal stations A, Z with a carriage 4 coupled thereto from station A. Upon approach to an intermediate station C, the carriage uncouples, and under independent control decelerates into a subsidiary line into the station C. A further carriage 6 with independent control and under its own power accelerates out of the station C on a subsidiary line as the train 2 passes and catches up and couples with the train. Corridor connections are automatically operated upon coupling/uncoupling and the points between the lines are automatically changed.

Description

Title : Improvements in and relating to train operating systems.

DESCRIPTION The present invention relates to an improved method and system for operating trains.

Since the inception of rail travel, trains have been used to transport people and freight. A train travels from a starting station to a terminal station but stops at intermediate stations enroute to allow further passengers to board and/or further freight to be loaded and/or to allow passengers to alight and/or freight to be unloaded. It follows that the more stops at intermediate stations and the longer the duration of those stops, the longer will be the overall journey time from starting to terminal stations.

A desire to minimize overall journey times may be a factor in limiting the number of intermediate stations at which trains stop.

Trains may stop at fewer than the optimum number of intermediate stations in order to reduce overall journey times. The appeal of rail travel to the general public is thereby reduced because fewer intermediate station stops mean that some passengers have to travel greater distances by road to join a train or to reach their final destination when they leave a train.

imilarly, freight has to be sent greater distances by road to ed onto a train or to reach its final destination when it is ed from a train. igh speed trains have been introduced to reduce overall y times, but these times are not reduced in proportion to the e in train speed because time lost through stopping at diate stations is independent of train speed. t is an object of the present invention to provide an ed train operating system that overcomes, or at least tes, the abovementioned disadvantages. is a further object of the present invention to provide an ed method of operating trains that overcomes, or at least tes, the abovementioned disadvantages.

accordingly, a first aspect of the present invention provides operating system, comprising a through train for travelling ! n a starting station and a terminal station and at least one Ie connectable thereto, means for coupling said carriage to, de-coupling said carriage from said through train while both motion wherein said carriage has an independent locomotive source and controls for independent operation of said e when said carriage is decoupled from said through train to said carriage to travel independently between said through id an intermediate station.

A second aspect of the present invention provides a method of operating trains, the method comprising coupling at least one carriage to a through train that travels between a starting station and a terminal station for movement of said carriage with said through train as a conjoined unit and decoupling said carriage from said through train while both are in motion to enable independent operation and movement of said carriage to an intermediate station after decoupling from said through train.

A third aspect of the present invention provides a method of operating trains, the method comprising independently moving at least one carriage from an intermediate station and coupling, while in motion, said carriage to a through train travelling between a starting station and a terminal station thus enabling said carriage to become part of said through train for continued movement as a conjoined unit.

Preferably, at least one carriage, capable of being independently operated when decoupled from a through train, is coupled to the rear of the through train and is later decoupled at a predetermined time and track locus so that said carriage may travel to an intermediate station. A further carriage, similarly capable of being independently operated when decoupled from the through train, may depart from this intermediate station and later, at a predetermined time and track locus, become coupled to the rear of said through train.

hus, passengers and/or freight may be delivered to and/or ed from an intermediate station by a through train without essity for said through train to stop at said intermediate referably, decoupling the carriage from the through train tically activates said carriage's independent locomotive source and controls. referably, the carriage reduces speed after it is decoupled e through train. Said through train preferably passes track switching points. Said track switching points may operated, preferably automatically, to cause said carriage witched from the through train tracks to subsidiary tracks : 1d to an intermediate station. preferably, connecting doors between the through train and riage are locked shut, preferably automatically, before said e is decoupled from said through train. Preferably, ked switching prevents decoupling unless connecting doors ked shut. imilarly, when a carriage independently leaves an diate station, it preferably travels on subsidiary tracks, re preferably parallel to the through train tracks. Said 3 may then be overtaken by the through train travelling on ough train tracks. Said through train preferably passes a set of track switching points causing said track switching

points to be operated, preferably automatically, to enable the independently moving carriage to join, and continue independent movement upon, the through train tracks behind said through train.

The speeds of the through train and the carriage are preferably coordinated such that said carriage gains on said through train so that front couplings on said carriage can make contact with rear couplings on said through train. When said front couplings of said carriage make contact with the rear couplings of said through train, coupling of both said through train and said carriage is affected while both are in motion so that both said carriage and said through train continue movement as one conjoined unit.

The connecting doors between the through train and carriage may be locked shut, preferably automatically, before said carriage is coupled to said through train. After said through train and said carriage have been coupled and are operating as one conjoined unit, said connecting doors between said through train and said carriage may be unlocked and opened, preferably automatically.

Preferably, interlinking switching prevents the connecting doors between the through train and the carriage from being unlocked unless coupling has been safely completed.

Preferably, the controls of the through train override, preferably automatically, those of the carriage when said through train and said carriage are coupled.

or a better understanding of the present invention and to ore clearly how it may be carried into effect reference will made by way of example only to the accompanying drawing is a schematic diagram illustrating the stages of a method stem according to one embodiment of the present invention. eferring to the accompanying drawing, a train operating and system is illustrated that allows a through train to on-stop between a starting station A and a terminal station t still allowing passengers to board from and alight at an diate station C. Intermediate station C is illustrative of a le number of similar intermediate stations between starting A and terminal station Z. it starting station A, through train 2 has a carriage 4, that is e of independent locomotion and control, coupled to its rear. e 4 functions as the last carriage of said through train 2 is coupled thereto (see a and b) and its independent Itive power source and controls are overridden by those of 1 train 2. Passengers wishing to alight at the intermediate C join carriage 4 at starting station A or at an appropriate ior to reaching the decoupling locus. At an appropriate time - tance from this decoupling locus, connecting doors between 1 train 2 and carriage 4 are locked shut, preferably Itically. Shortly thereafter, carriage 4 is decoupled from

through train 2 (see c). Carriage 4 reduces speed while through train 2 continues its journey at an unreduced speed.

Because of the difference in speed between through train 2 and carriage 4, an increasing distance opens between them.

Through train 2 passes through track switching points which are then operated, preferably automatically, to cause carriage 4, now traveling independently behind through train 2, to be switched from the tracks of the through train to subsidiary tracks (see d).

These subsidiary tracks lead carriage 4 to intermediate station C where the carriage stops, allowing passengers to alight and/or freight to be unloaded.

Through train 2 continues its journey uninterrupted at normal speed on the through train tracks (see e). It is not necessary for it to stop at intermediate station C for passengers to alight and/or for freight to be unloaded at that station. Hence, the overall journey time of through train 2 has not been prolonged by the need for passengers and/or freight to be delivered to intermediate station C.

Passengers and/or freight wishing to join through train 2 from intermediate station C first join, at that station, a further connecting carriage 6 which is identical to carriage 4 in all operational respects. At a time coordinated with the schdule of through train 2, carriage 6 leaves intermediate station C and travels independently in the same direction as through train 2 on

iary tracks, preferably parallel to those of through train 2 . Through train 2 overtakes carriage 6 and passes through r set of track switching points causing them to be operated, ably automatically, so that carriage 6 is caused to transfer to me tracks as through train 2 and to travel behind it (see g). he speeds of through train 2 and carriage 6 are coted so that carriage 6 gains on through train 2 until the front gs of carriage 6 are brought into contact with the rear gs of through train 2 causing carriage 6 and through train 2 ou pled, preferably automatically, and causing the ndent locomotive power source and the independent

Is of carriage 6 to be overridden by those of through train 2 ).

Nhen carriage 6 and through train 2 are coupled, connecting between them are opened to enable joining passengers to rom carriage 6 to through train 2 to continue their journeys to the terminal station Z or another intermediate station (not ) enroute.

'assengers wishing to alight at the next intermediate station own) make their way from through train 2 to carriage 6 in ation for the decoupling operation in advance of the next ediate station, similar in all operational respects to the ) ling operation described above in connection with

passengers alighting from through train 2 at intermediate station C.

Passengers wishing to join through train 2 from the next intermediate station (not shown) join, at that station, a further carriage (not shown) similar in all operational respects to carriages 4 and 6 in preparation for the coupling operation, similar in all operational respects to the coupling operation described above in connection with passengers joining through train 2 from intermediate station C.

Thus, passengers and/or freight are able to join from and/or leave at intermediate stations enroute between terminal stations A and Z without the necessity for through train 2 to stop at those intermediate stations.

A considerable saving in overall journey time is thus made using the system and method of the present invention because no time is lost by the through train having to stop at intermediate stations for the purpose of allowing passengers to join and alight and/or for the purpose of allowing freight to be loaded or unloaded.

The amount of time saved per intermediate station is equal to the sum of the time lost, prior to the present invention, while a train stopped at an intermediate station plus the time lost while the train reduces speed approaching the intermediate station plus the time lost while the train accelerates back to operational speed from the intermediate station.

alculating for five minutes lost whilst stopped at an ediate station plus a further five minutes lost while slowing lus a further five minutes lost in accelerating back to ional speed, one arrives at a loss in overall journey time of minutes per intermediate station. alculating on this basis, using the present invention, the le time saved on a journey involving stops at only four ediate stations is one hour. ore overall journey time is saved using the present on on a journey involving stops at more intermediate s and/or involving longer stops. t is to be appreciated that the present invention is applicable to freight only, passengers only or combined iger/freight train services. appropriate technology and methods are used to ensure fail peration of the present invention.

Claims

CLAIMS 1. A train operating system comprising a through train for travelling between a starting station and a terminal station and at least one carriage connectable thereto, means for coupling said carriage to, and/or decoupling said carriage from, said through train while both are in motion wherein said carriage has an independent locomotive power source and controls for independent operation of said carriage when said carriage is decoupled from said through train to enable said carriage to travel independently between said through train and an intermediate station.

2. A train operating system as claimed in claim 1, wherein means is provided for automatically activating said carriage's independent locomotive power source and controls upon decoupling of the carriage from the through train.

3. A train operating system as claimed in claim 1 or claim 2, wherein track switching points are provided that operate to cause said carriage to be switched from, or to, tracks on which the through train is travelling, to or from subsidiary tracks that lead to or from an intermediate station.

4. A train operating system as claimed in claim 3 wherein the track switching points are operated automatically.

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A train operating system as claimed in any one of claims 1 wherein connecting doors between the through train and carriage are provided with automatic locking means to lock ) ors before said carriage is decoupled from said through A train operating system as claimed in claim 5 wherein nked switching prevents decoupling of said carriage from hrough train unless the connecting doors are locked shut.

A method of operating trains comprising coupling at least arriage to a through train that travels between a starting n and a terminal station for movement of said carriage with hrough train as a conjoined unit and de-coupling said ge from said through train while both are in motion to e independent operation and movement of said carriage to ermediate station after decoupling from said through train.

A method of operating trains as claimed in claim 7 wherein st one carriage, capable of being independently operated decoupled from said through train, is coupled to the rear of rough train and is later decoupled at a predetermined time ack locus so that said carriage may travel to an lediate station.

A method of operating trains as claimed in claim 8 wherein pling of the carriage from the through train automatically

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activates said carriage's independent locomotive power source and controls.

10. A method of operating trains as claimed in claim 7,8 or 9 further comprising reducing the speed of the carriage after it is decoupled from the through train.

11. A method of operating trains as claimed in any one of claims 7 to 10 wherein said through train passes through track switching points following decoupling of the carriage to cause said carriage to be switched from the tracks of the through train to subsidiary tracks that lead to an intermediate station.

12. A method of operating trains as claimed in any one of claim 7 to 11 further comprising the step of locking shut connecting doors between the through train and the carriage before said carriage is decoupled from said through train.

13. A method of operating trains as claimed in claim 12 wherein the connecting doors are locked automatically.

14. A method of operating trains as claimed in claim 12 or claim 13 wherein decoupling is prevented unless the connecting doors are locked shut.

15. A method of operating trains comprising independently moving at least one carriage from an intermediate station and coupling, while in motion, said carriage to a through train travelling between a starting station and a terminal station thus

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ing said carriage to become part of said through train for ued movement as a conjoined unit.

A method of operating trains as claimed in claim 15 in at least one carriage, capable of being independently ted when decoupled from the through train, departs from ermediate station and later, at a predetermined time and locus, becomes coupled to the rear of the through train.

A method of operating trains as claimed in claim 16 in the carriage leaves the intermediate station on

iary tracks and is overtaken by the through train travelling ough train tracks. é A method of operating trains as claimed in claim 17 , in the subsidiary tracks are parallel to the through train A method of operating trains as claimed in claim 17 or 18 wherein said through train passes through a set of switching points causing said track switching points to be ted to enable the independently moving carriage to join, ) ntinue independent movement upon, the tracks of the Ih train behind said through train.

N method of operating trains as claimed in claim 19 in the track switching points are operated automatically.

\ method of operating trains as claimed in any one of 15 to 20 wherein the speed of the through train and the

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carriage is co-ordinated such that said carriage gains on said through train so that front couplings on said carriage make contact with rear couplings on said through train to effect coupling of the through train and said carriage while both are in motion.

22. A method of operating trains as claimed in any one of claims 15 to 21 further comprising locking shut connecting doors between the through train and said carriage before said carriage is coupled to said through train.

23. A method of operating trains as claimed in claim 22 wherein the connecting doors are unlocked following coupling of the carriage to the through train.

24. A method of operating trains as claimed in claim 23 wherein the connecting doors are unlocked automatically.

25. A method of operating trains as claimed in claim 24 wherein interlinked switching prevents the connecting doors from being unlocked unless coupling has been successfully completed.

26. A method of operating trains as claimed in any one of claims 16 to 25 wherein controls of the through train override those of the carriage when said through train and said carriage are coupled.

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A method of operating trains as claimed in claim 26 ein the controls of the through train override the controls of : arriage automatically.

A method of operating trains substantially as hereinbefore ribed and with reference to the accompanying drawing.