WO2021033212A1

WO2021033212A1 - Non stop trains & brt buses

Info

Publication number: WO2021033212A1
Application number: PCT/IR2019/050025
Authority: WO
Inventors: Namvar ABEDINI
Original assignee: Abedini Namvar
Priority date: 2019-08-16
Filing date: 2019-08-16
Publication date: 2021-02-25

Abstract

One of the major and costly problems for commuters and train and subway(and BRT buses)companies is stopping and removing trains (and BRT buses) for commuters to and from the stations, which results in a waste of time for other passengers and high costs of energy loss (to stop and relocate). Spare parts (most importantly the components of the trains(and BRT buses) brake system), reduced travel times due to wasted stopping and reloading time at stations, and consequently a forced reduction in revenues, preventing passengers from being derailed by train rails (and BRT bus stations). It is an accident, a suicide, an assassination, and there is no solution to the problem, Problems had to change trains at the station and present them in a new body and with facilities designed to solve the above problems, change and development.

Description

A more complete description of the background of the current urban train ( and BRT buses) and station construction:

Techniques of designing and designing the current trains and city buses and minibuses are decades ago. At the present time, because these tools are fully specialized, the above manufacturing process not only saves money but also for the fleet. And urban passenger traffic causes unnecessary weight to the vehicle's performance, higher fuel consumption due to excess and unused vehicle weight, consumes more raw materials, and wastes production resources due to excess and unused weight, and co-design between train and bus and minibuse cabins. Urban and interurban buses, less passenger capacity due to different purposes of passenger vehicles Intercity (high commuter distance equals more space and comfort for commuters) and urban (more commuter commute equals less space for commuters due to less travel within city and lower costs), forced use More powerful than the actual need, due to the shared use of the heavyweight chassis, which consumes the same amount of fuel and costs as the real passenger, making the room taller (heavier) and heavier due to the excess luggage space in the luggage compartment. The bottom and up of the body and the location of the sacks on top of the body of intercity passenger vehicles not used on trains and city buses, and It causes unnecessary weight and wastes fuel, raw materials, cost and space.

SUBSTITUTE SHEETS (RULE 26) Manufacturing process:

1- The main chassis of BRT trains and buses undergoes major changes and is installed only on the right side of the wheel (side of the train station and BRT buses), small rails for dismantling and installing cabins and moving trains (and BRT buses), then Alarms will also be installed to address potential hazards, such as "uninstallation, etc."

2- You can also design the chassis design of the new train cabs in the middle of the chassis (where the cabin connects to the chassis (called the chassis and cab marriage)) in a removable, 360 degree design so that they can be synchronized at the end of each cabin line. 180 turns (which will save a lot of time when the train is restarted) so that the train can start running again after the change of lane and in the opposite direction from the beginning of the train (which can of course be used to save the cost of building this section). The change in chassis design incorporated part of the end-line shift onto the rails, which is when the line changes At the end of the track, a part of the body of a rail which is the size of a complete wagon is designed to rotate 360 degrees when a full wagon is mounted on it with the help of pre installed sensors to automatically and electronically remove the wagon from The front and rear parts will be rotated 180 degrees after the separation, and then reconnect the wagons automatically to the front and rear, and will do this for all the wagons so that the train can bypass the smaller turning area. And start up again in the opposite direction due to the design in the upper and lower parts of the Subway rather than design for all train wagons will save a considerable amount of time in designing and building, of course, because of the modification operation for all the wagons individually, which will definitely increase the restart time of each train, which can be remedied. Move the wagon at the beginning and end of each line to the number of wagons so that it can perform the 180-degree redirection simultaneously) and it is worth noting that this part of the design for BRT buses is definitely not needed as they are generally at the beginning and end of the line. A field or place to bypass is available.

SUBSTITUTE SHEETS (RULE 26) - Then the train cab (and BRT buses) will become 2 or 3 pieces from the current state (1 or 2 fixed parts and 1 moving part). The first part is the fixed cabin or passengers (three-quarters of the body to seat passengers). Movable area, which is a mobile or pedestrian and passenger cabin (one- quarter of the body moving on foot for passengers and on the train (and BRT buses)). Passengers have to move from the fixed cab to the cab before moving to their destination station. In the prototypes and for the sake of safety and security, trains (and BRT buses) only slow down for a few seconds before reaching the station. The doors to the passenger cabin (and BRT buses) will then be closed for a few seconds before the train (and BRT buses) arrive. The removable cab connects to the base and rail before the station ("Pishgah" pre-station system) and is separated from the train (and BRT buses). Rails and mounted sensors installed at the front of the station confirm and guarantee the separation operation and automatically activate the front brake system and automatically re-install the emergency brake command and reinstall if not approved. The mobile cab is fixed to the train control system (and BRT buses) and the cab at the station is simultaneously instructed to move to the anticipated emergency. Then, if all goes well, the front brake system will start slowing down the current cab attached to the base and front rail with its mechanism to replace the existing cab at the station and on the train (and BRT buses). With the automatic brake system in place, the front passenger can stand in the station and disassemble the passenger cab. - Simultaneously with the above operation on the train (and BRT buses) and at the front, the station at the passenger side door of the mobile cabin within the same station closes for a few seconds before the train (and BRT buses) arrives, then the existing mobile cabin At the station where the passengers have boarded the station and covered the entire surface of the station with an embedded mechanism and an alert at the front (to ensure proper removal of the removable train cab (and BRT buses) and its installation on the front system) ), Mounted on the "Pasgah" post-station system (embedded base and rails) and starts moving and Removal from the pedestal embedded in the tailgate system, the existing cab arrives quickly enough to be attached

SUBSTITUTE SHEETS (RULE 26) to the pedestal and the pedestal embedded in the chassis (and BRT buses) on the move and at the same time as the train (and BRT buses) Fully installed. Alarms embedded in the backrest and chassis (and BRT buses) of the moving brakes confirm and guarantee the operation of the emergency braking command if the automated systems in the backrest and chassis (and the BRT buses) fail to approve for any reason. And non-interconnection operations are issued and the control systems available on the track and train (and BRT buses) and the existing and newly arrived moving cabs are transferred to a predetermined emergency area and the unattended cabs are returned to the station (by the system). Post). - If the connection operation is successfully completed in the newly connected mobile cabin, the passenger side door can be opened and new passengers can enter the fixed cabin or passengers. Then the train (and BRT buses) will return to their previous speeds to repeat the operation at the next stations.

SUBSTITUTE SHEETS (RULE 26) Alleged Techniques of New Train(and BRT buses ) Design and Nonstop Stations

(Subway and Other Trains and BRT buses ) - BRT buses need to be redirected to bus stops at the origin and end of the line, and as there is generally a field or a bypass at the beginning and end of the line, there is either no need for changes or minor changes in the The design of the primary and terminal stations should be applied, but at the primary and final stations of the trains and subways and due to the length of the trains and the lack of space required to change the 180 degree subway or on the ground, changes should be made in accordance with paragraph 2 of the previous section. It did a great job in designing the start and end stations, but in any case, these two stations do not need to There will be no front and rear sections. - At new stations, a fully mobile (system ically) mobile cab covers the entire level of station communication with the rails, although it is better to have a complete overhead station system for emergencies to ensure this. This will prevent passengers from being stranded on train or street rails by accident, suicide or malicious intent, which is one of the most pressing issues of the current stations in the world. - Then the size of the cabs (plus the amount of distance needed to stand up or reach the required speed) before and after the stations, bases and rails on the wall in the subway tunnel (or street for BRT buses) or on Outdoor embedded stands are installed, and the systems and alarms required to stop and move mobile cabins are also attached. Put all of the above accessories and systems in front of the station to remove the moving and installing cab, stop and move it to the station before the station or "Pishgah" and the above appliances inside the station to move the cab inside The station and its installation on the train (and BRT buses) are called after the station or "Pasgah". Front and rear brake pedals and rails are fitted with automatic transmission and braking systems to separate and connect moving cabs from trains (and BRT buses) and stations, and will have several alarms to confirm and guarantee the above actions if they occur. Any problem (for any reason) will automatically be given to emergency braking systems.

SUBSTITUTE SHEETS (RULE 26) - Also in today's train systems, the train can always have two locomotives at the beginning and the end on diesel trains or two controlling parts on self-propelled electric trains (metro or ...), without having to bypass either. Directions that, if converted to supercars, can only perform one-way commuting and disembarking of passengers, so there are two possible solutions to the above problem: - After the origin and destination of one. Rail system to be sized as one wagon (all wagons) to train by connecting it to all wagons Automatically perform which operation would be highly operational - or - train wagons not be converted into 2 fixed and moving parts but instead into 3 parts which always have 2 fixed parts and one moving part which reaches the end station and Disembarking all passengers, the train itself will fix the current cab on the current side and turn it into a cab by moving or activating the front cab systems. This will remove the problem.

SUBSTITUTE SHEETS (RULE 26) Full description of the new train(and BRT buses) plan and non-stop stations (subway and other trains and BRT buses)

Travel time savings , spare parts , and higher speed to reach station:

Current Knowledge:

1- As we know at present, urban and intercity trains (and BRT buses) are restricted to stops at intercity routes from source to destination such that on urban trains (metro and BRT buses) these stops are at least 30 seconds each The station and the intercity trains are usually at least 10 minutes per station. These constraints, as well as the number of stops and movements at the stations that will cause high depreciation and higher maintenance costs, put the business owners in the business very under pressure. It gives the financial experts of these companies the cost of each trip and of course the price O Calculate and announce each passenger ticket based on the number of stations (especially in the metro and BRT companies), while the number of routes and calculate the cost of spare parts (such as high-cost train brake systems (and buses) BRT) and the time wasted between departure and destination (stop times for boarding and disembarking passengers at the stations between destination and destination), which is a very important factor in determining the number of possible trips in a business shift. The combination of these factors determines the cost and price of tickets for each passenger in the industry.

2- At present all train and subway stations (and BRT buses) have play areas where the trains (and BRT buses) enter and depart from the station, which have always been subject to problems such as accidents involving passengers. On the train and under the train (and BRT buses) (by accident, suicide and assault):

SUBSTITUTE SHEETS (RULE 26) Current Techni ues (Past):

1- At present, all underground and underground (underground) transport companies in the world, due to the existence of travelers with different destinations, there is a compulsion to stop and relocate to the stations between the origin and destination, which imposes costs. It becomes very heavy on these companies, because the trains (and BRT buses) have electric or diesel engines too heavy.

2- Therefore, they suffer the most depreciation at startup and stop because they have to move tens or hundreds of tonnes of weight in less than a few seconds, or slow down the heavy weight at high speeds. And because they also have very heavy bodies, they also have very expensive and expensive propulsion and braking systems that have to endure a high depreciation of consumables every time they move and stand, resulting in high costs for their systems. The above costs account for about 50 to 70 percent of the compulsory costs of these companies.

SUBSTITUTE SHEETS (RULE 26) Disadvantages:

One of the major and costly problems for passengers and train and subway companies (and BRT buses) is the stopping and reloading of passengers to and from the stations of origin and destination, which causes the following problems and disadvantages:

1 - Waste of time for travelers who have not yet arrived at their destination.

2- High costs of wasted energy (to stand up and move between stations of origin and destination).

3- Excessive consumption and cost of consumable spare parts (the most important of which are brake and fuel consumption).

4- Reduce and reduce the number of trips due to wasted time stopping and re moving between stations of origin and destination.

5- Low and compulsory income restriction.

6- Lack of definitive effective factors to prevent passengers from being stranded on train or street rails by accident, suicide and possible intent.

7- Forced increases in operating costs due to these halts.

8- Raising the budget needed for the above reasons.

9- Ticket price increases due to these stops.

10- Forced earnings reduction due to the above limitations and problems.

SUBSTITUTE SHEETS (RULE 26) Initiative Steps:

With the current facilities there is no solution, so to overcome these problems we must overcome the following problems by setting new targets and modifications to the existing stations and body of trains (and BRT buses) and to identify the applicable methods:

1 - Remove the stop at the stations between the source and the destination by allowing passengers to walk and board at each station.

2- Establish automatic mechanisms for pedestrians and passengers to travel between stations of origin and destination.

3- Minimizing the extra costs of consumables and fuel.

4- Cheaper travel costs.

5- Eliminate empty space between the passengers at the stations and the incoming and outgoing or street rails with safe access for passengers to get on and off the stations.

6- Use unused and applicable spaces in the cabinets to make the necessary changes.

7- Use the maximum space available to accommodate more or less passengers in new cabins.

8- Using methods and maps that can be implemented at the lowest cost and are consistent with existing mother systems (such as rails, paths, tunnels, stations (streets and highways, etc.)).

SUBSTITUTE SHEETS (RULE 26) Manufacturing Techniques and Benefits:

Stations and cabins should be changed as follows:

1- In this design, the body of the new train cabs (and BRT buses) will be modified as follows:

2- The main train chassis (and BRT buses) are making fundamental changes.

3- Only on the right side of the station (side of the station) small rails are installed for separating and installing cabins for moving and mounting.

4- Warnings will also be installed to eliminate potential hazards, such as "uninstallation, etc."

5- The cabin will be split into two or three pieces from the current state (1 or 2 fixed parts and 1 moving part).

6- The first part is the fixed cabin or passengers (three-quarters of the body to seat the passengers).

7- Movable area, which is a movable cab or pedestrian and rider (one quarter of the body moving for pedestrians and passengers on the train).

8- Passengers must move from stationary to movable cab before arriving at their destination.

9- In the prototypes and for the sake of safety and security, the train (and BRT buses) will only slow down for a few seconds before reaching the station.

10- The doors to the passenger compartment are then closed for a few seconds before reaching the station.

11- The removable cab connects to the base and rail before the station ("Pishgah" pre-station system) and is separated from the train (and BRT buses).

12- Alarms installed on base and rails installed in front of the station (Pishgah) confirm and guarantee the separation operation and automatically activate front brake system and if not approved for any reason, automatically order The emergency brake and reinstallation of the mobile cab is fixed to the train control system (and BRT buses) and the cab at the station is also instructed to move to the anticipated emergency location.

SUBSTITUTE SHEETS (RULE 26) - Then, if all goes well, the front brake system will start to slow down the current speed of the cab attached to the base and front rails by its mechanism to replace the cab at the station and on the train (and BRT buses). ) To be able to stand in the station using the automatic front brake system and to remove passengers from the cab. - Simultaneously with the above operation in Pishgah , at the station intended for the passenger side doors of the mobile cabin inside the same The station closes for a few seconds before reaching the station. - Removable cab at the station which accommodates the passengers of the station and covers the entire surface of the station with embedded mechanism and warning sign at the Pishgah (indicating proper operation of removing the cab and installing it at the front system), It is fitted to the "Pasgah" post system (embedded base and rails) and starts moving. - Using a pedestal embedded in the Pasgah system, the existing cab quickly reaches its required position so that it can be attached to the rails and pedestal embedded in the train chassis (and BRT buses) while moving Fully install it. - Alarms embedded in Pasgah and chassis (and BRT buses) confirm and guarantee the operation of the interconnection and, in the event of failure, for any reason, the automated systems in the Pasgah and chassis of emergency braking and non-operation The connection is issued and the control systems available on the Pasgah and train (and BRT buses) and the existing and newly arrived moving cab are transferred to a predetermined emergency area and the unattended cab is returned to the station (by the Pasgah system). - If the connection operation is successful in the newly connected mobile cabin, the passenger side door shall be opened and new passengers may enter the fixed cabin or passengers. - Then the train (and BRT buses) will return to their previous speed to repeat the above operation at the next stations.

SUBSTITUTE SHEETS (RULE 26) The design of the new stations and the body of the new cabins will be modified in accordance with the forms and the annexed sheets:

1- Usually, BRT buses do not need changes or only minor modifications at the source and destination of the buses, but in either case the two stations do not require forward or backward.

2- At new stations, a fully mobile (systematically) removable cab (and BRT buses) covers the entire surface of the station's connection with the rails, although for a better assurance a general overhead station system for the cases Emergency.

3- This will prevent passengers from being thrown onto rails or station rails by accident, suicide or assault, which is in fact one of the most important issues of the current stations.

4- The size of these cabins (plus the amount of distance needed to stand up or reach the required speed) before and after the stations, pedestals and rails on the tunnel wall (subway direction) (and station wall for BRT buses) and Or mounted on an outdoor stand, and the systems and alarms needed to stop and move mobile cabins are also attached.

5- Put all of the aforementioned accessories in front of the station to remove the moving train cab and install, stop and move it to the station "in front" and move the aforementioned accessories inside the station to move the cab We call the station and its installation on the moving train "Passage".

6- Front and rear forklifts and rails are fitted with automatic transmission and braking systems to separate and connect moving cabs from trains and stations and will also have several alarms to confirm and guarantee the above actions if they do not occur ( For whatever reason), the emergency brake system will automatically be given to existing systems.

7- In this design, the body of the new train cabs (and BRT buses) will be changed as follows:

8- The main train chassis (and BRT buses) are making fundamental changes.

9- Only small rails are installed on the right side of the station (side of the station) for separating and installing cabins and moving mounts.

SUBSTITUTE SHEETS (RULE 26) - Warnings will also be installed to eliminate potential hazards, such as "uninstallation, etc." - The cabin will be split into two or three pieces from the current state (1 or 2 fixed parts and 1 moving part). - The first part is the fixed cabin or passengers (three-quarters of the body to seat the passengers). - Movable area is a mobile or pedestrian and passenger cabin (one quarter of the body moving for pedestrians and passengers on the train).- Passengers must move from fixed to movable cabs before arriving at their destination. - In the prototypes and for the sake of safety and security, trains (and BRT buses) only slow down for a few seconds before reaching the station.- The doors to the passenger cabin are then closed for a few seconds before reaching the station.

SUBSTITUTE SHEETS (RULE 26) Solutions to bypassing trains to restart service in the opposite direction or vice versa:

- Also in today's train systems, the train can always have two locomotives at the beginning and the end on diesel trains or two controlling parts on suicidal electric trains (subway or ...), without having to travel in either direction. If converting to superconductors, the trains can only operate in one direction and disembark passengers, so there are two solutions to this problem:

1- After the origin and destination stations, a railway steering system of the size of one wagon shall be installed and the system shall be equipped with a number of wagons so that the train can bypass it rapidly and for all the wagons to perform an automatic bypass operation It will be very operational.

2- And the other solution is that the train wagons are not converted into two fixed and moving parts, but instead into three parts which always have 2 fixed parts and one moving part which reaches the end station and disembarks all passengers. The train will fix the current moving cab on the current side and will transform it into a moving cab by moving or activating the front cab systems. This will remove the problem.

SUBSTITUTE SHEETS (RULE 26)

Claims

Claim

New train (and BRT buses) ylan and non-stop stations

(subwax and other trains and BRT Buses )

Claimed: Travel saving time, spare parts for trains(and BRT buses) and higher speed to reach destination:

As stated above, the following techniques or methods can be used to achieve these goals:

-Designing, modifying and constructing new trains(and BRT buses) and suburban and intercity stations, exclusively for the purpose of : - Eliminate train(and BRT buses)stops at stations between source and destination.

Providing for the possibility of pedestrians crossing the embankment stations while maintaining the possibility of paragraph-1 .

3- Minimize the extra cost of consumable spare parts. - Eliminate the empty spaces between the passengers of the stations and the incoming and outgoing trains of the trains(and BRT buses) with the possibility of safe access for the passengers to get on and off the stations.

-Using the above methods and techniques it can be claimed that the following goals will be achieved to some extent:

Making travel costs cheaper and thus more profitable.

2- Minimize travel time between source and destination and thus obtain the highest number of trips per day.

3- Eliminate the possibility of passengers being stranded by accident, suicide and assault and increasing the safety factor.

4- Use of unused spaces in train(and BRT buses) cabins to make changes to them and make maximum use of space , available to accommodate more or less passengers in new cabins.

Namvar Abedini