SUSTAINABLE CIRCULATING RAILWAY LINE AND NETWORK
A sustainable circulating railway line and/or network, including circular-turnouts, covered by multi-way stations, as cores and/or key nodes of circulating-line and/or network including poly-rails feeder-line/net derived. The circulating railway line and/or network employs a circulating route-system to minimize red-lights, enhance and balance traffic flow, facilitates vehicles' interchange and reorganizing, and passengers' on-board and/or easy transfer, improves service layover, safety and efficiency in general, and effectively reduces the building and operating cost of the railway network.
This application is a continuation-in-part of International Patent Application No. PCT/CN2012/075257 with an international filing date of May 9, 2012, designating the United States, now pending, and further claims priority benefits to Chinese Patent Application No. 201110128735.9 filed on May 10, 2011. The contents of all of the aforementioned applications, including any intervening amendments thereto, are incorporated herein by reference. Inquiries from the public to applicants or assignees concerning this document or the related applications should be directed to Matthias Scholl P.C., Attn.: Dr. Matthias Scholl Esq., 14781 Memorial Drive, Suite 1319, Houston, Tex. 77079.
BACKGROUND OF THE INVENTION1. Field of the Invention
The invention relates to a railway route-system and line/network planning, and more particularly to the structure of multi-track turnouts, junctions and stations, and inside which switch-compages.
2. Description of the Related Art
A railway network is the foundation of vehicles' operation. However, Metro and Regional lines (RER) mainly adopt Back-and-Forth (BF) routing, disconnecting each other, allowing no vehicles' transfer but only passengers' interchange on-foot. Traditional fork-lines cored by Chinese character “Cong”-shaped (“Cong” meaning “from”) (
Moreover, both IC and Metro rely mainly on general traffics for feeder-ship. Stations become larger when bus/taxi stations and car parking gather all around, resorting crowds and causing disorder or even jams.
In summary, based on the traditional full-return routing, lines can hardly connect each other by existing turnouts or junctions, while keeping traffic flow saturate and balanced, let alone reorganizing multi-way trains; and rail-transit in general can hardly expand its service layover to replace general traffics.
SUMMARY OF THE INVENTIONIn view of the above described problems, it is one objective of the invention to break through the full-return routing in disconnected or stiffly connected lines/networks; and instead, to employ circulating route-system in the properly connected sustainable lines/networks, including the poly-rails feeder-lines/nets derived; and in this way, improving rail-transit service layover, safety and efficiency in general.
To achieve the above objective, and in accordance with one embodiment of the invention, provided is fundamentally a sustainable railway network, which comprises circular-turnouts covered by multi-way stations, as cores and/or key nodes of the circulating lines/networks and of the feeder-lines/nets derived; which employs the circulating route-system to minimize red-lights, enhance and balance multi-way traffic flow; which facilitates vehicles' interchange and reorganizing, and passengers' on-board and/or easy transfer; and which improves service layover, safety and efficiency in general, and effectively reduces the building and operating cost of the railway network.
A circular-turnout comprises at least three multi-connected BF ports, and at least one set of at least three-way circular V-ramps or tracks, facilitating at least tri-directional vehicles turning from the Back-track of each BF port into the Forth-track of the same (right or left) side nearby BF port, completing a circulation.
In a class of this embodiment, the V-ramp is compound of multiple ramps, assembling a crescent shaped junction; the flat bottom V-track with two ramps comprises a serial of two Crescent Junctions (VCJ).
The Crescent Junction (VCJ) is one-way-through, restricting all ramps inside unidirectional and non-crossing each other, comprising an Overtaking Track (OT) by its shorter and less-curved side, Platform-Tracks (PT) by its longer and more-curved side, and a Train-Yard (TY) in between.
In a class of this embodiment, the circular-turnout is a poly-rails turnout, comprising at least three multi-connected Bf or bF or BF or bf ports, and at least one set of at least three-way V or v-ramps of at least two rail-types in circulation.
In a class of this embodiment, the circular-turnout is a hollow-star turnout, comprising at least one set of at least four-way V-ramps/tracks in circulation, connecting at least four BF=trunks.
In a class of this embodiment, the circular-turnout is a switchable turnout, cored by at least one set of T-link, connecting at least two BF=trunks. The T-link comprises at least one d-m ramp across T-shoulders in horns' shape, connecting one BF port at T-foot. The d-m ramp is one-way, starting from a diverging-switch and ending by a merging-switch, both d/m switches irreversible with fork-angles outpointing.
In a class of this embodiment, the circular-turnout is a circular-switchable turnout, comprising at least one set of at least three-way V-ramps/tracks totally inserted by the d-m ramps or D-M tracks; connecting at least three totally BF=trunks.
In a class of this embodiment, the d-m ramp or D-M track is restricted within the turnout range, and by its ship lock structure, employs four ways of switching: d/m both-on, d-on/m-off, d-off/m-on, d/m both-off. As a result, the switchable turnout or circular-switchable turnout enjoys at least one switch-frozen model, during which period at least one d-m both-off ramp/track is modified into a parking lot or shuttle-line, without interfering rest of the traffic inside the turnout.
The multi-way station is a station or a group of sub-stations covering a circular-turnout, including a station or sub-station covering a poly-rails turnout or poly-rails hub. The poly-rails hub comprises at least one circular-turnout made of at least one rail-type.
In a class of this embodiment, a multi-way station comprises at least one multi-lateral platform with at least three boarding sides, for trains of at least one rail-type; and which is monolayer or split-leveled or connected by split-level passages.
In a class of this embodiment, the multi-way station facilitates passengers' circular-transfer, when at least three trains of at least one rail-type synchronously stop by the multi-lateral platform in a heads-by-ends manner, and one-step-transfer between the parallel coaches heads-by-ends.
The circulating-lines/networks comprise semi-return circulating-lines and non-return circulating-networks. The circulating-line/lines or existing BF line/lines or both together, may be modified or merge into one circulating-network, when their peripheral terminals further connected by additional circular-turnouts into an outer circle.
In a class of this embodiment, the circulating line including a tree line, or a hollow star line, or a polygonal interchange line, or a circle-radial line, comprises at least one circular-turnout, connecting at least three BF=sections, among which at least two BF=trunks; at least part of vehicles semi-return from and circulate among at least three terminals.
In a class of this embodiment, the circulating network is a circles-combination, comprising at least one inner-rings-combination of monolayer or grade-separated. The monolayer inner-rings-combination comprises at least two rings of same rotation, which is split-able internally or attachable externally. The grade-separated inner-rings-combination is duplicable in two or four or six directions, comprising at least one self-cross-loop, or at least one self-cross-loop plus at least one ring of same rotation. The self-cross-loop comprises at least three open-end rings of same rotation.
In a class of this embodiment, the circulating line/network is a feeder-line or feeder-net of a miner rail-type; the feeder-line covers or braids at least one major rail-type, resulting in poly-rails hub/hubs and poly-rails section/sections; the feeder-net inserts or threads the circular-turnout/turnouts of at least one major rail-type, resulting in poly-rails turnouts or poly-rails hubs and poly-rails sections. The feeder-net is an inner-ring or inner-rings-combination, including a polygonal inner-rings-combination; which comprises at least two inner-rings of same rotation connected in alternate angles, and the inside ring is still replace-able by an inner-rings-combination.
In a class of this embodiment, the poly-rails hub comprises at least two rail-types, and at least one set of V or v-ramps of at least one rail-type; including a Candlestick-hub or Kite-hub or Star-hub, or a Chinese characters “Ge”/“Da”/“Mu”-shaped-hub (“Ge” being a counting word; “Da” meaning “big”, and “Mu” meaning “wood”).
In a class of this embodiment, the poly-rails section comprises at least two rail-types of different capacity, shifts and stops, and at least parallel and bidirectional double tracks, including Bf=bF anti-way feeding section and b-BF-f same-way feeding section.
In a class of this embodiment, the feeder-net is a Circular-Shuttles (CnS) line in an ever closed inner-ring of flexible rotation, comprising at least three trains dividable and reorganize-able. When inserted between the nV or nYX turnout of a rapid-rail and nc inner-rings-combination of a light-rail, the CnS line employs same-way feeding or circular-transfer with the outside rapid-rail or the inside light-rail, or keep off from the both side rails' circular-transfer.
A sustainable railway network of a second embodiment of the invention, comprising circular-turnouts and/or plate-turnouts, covered by multi-way stations, as cores and/or key nodes of circulating lines/networks, including feeder-lines/nets derived, employs circulating route-system to minimize red-lights, enhance and balance traffic flows; and facilitates vehicles' interchange and reorganizing, and passengers' on-board and/or easy transfer.
In a class of this embodiment, the plate-turnout comprises at least one circular-plate; the circular-plate is a double-track plate or a triple-track plate, facilitating bidirectional or tri-directional vehicles to pass through or circular-switch.
In a class of this embodiment, the circular-plate is a suspended plate of a pot-cover shape, comprising double or triple track-slots fixed underneath the plate, facilitating bidirectional or tri-directional suspended vehicles to pass through or circular-switch.
In a class of this embodiment, the circulating line/network employs at least one plate-frozen model, during which period the both ends plate-off BF=section is modified into a double-shuttles line, and the at least three ends plate-off sections are modified into an at least triple-shuttles line, without interfering rest of the traffic in the circulating line/network.
Advantages of the invention are summarized as follows:
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- 1) The circular-turnouts serving as cores and/or key nodes of the circulating lines/networks, employ circulating route-system to minimize red lights, enhance and balance multi-way traffic flows, facilitate vehicles' inter-change and reorganizing, and sustainable branching and expanding of the multi-track lines/networks.
- 2) The multi-way station or sub-stations, directly covering the circular-turnouts, spreading out to balance the crowd, facilitate passengers' on-board and/or easy transfer, with more choices of routing.
- 3) Based on the circulating route-system, the circulating lines/networks including the poly-rails feeder-lines/nets derived, improve the rail-transit service layover, safety and efficiency in general; and in this way, replace the general traffics to reduce their pollution and jams.
- 4) Since all double-track sections remain in use, all stations within two layers of space, all dispatching and scheduling optimized by simplified and concentrated junctions; the circulating lines/networks is sustainable to reduce the building and operating cost.
Detailed description will be given below in conjunction with drawings and embodiments accompanying.
Metro or RER lines can hardly pass through a square city in the X-ways; while FIG. 1-T2/T6/T10/T14 shows a four-terminal line connected by a hollow-X-shaped turnout 4Yv, taking advantage of four sides' streets to avoid central district. In this way, all trains online circulate among T2-T14-T10-T6-T2 and four double-track sections through the central 4Yv turnout.
As shown by FIG. 2/4-8/11-12/14-15, and always from central point of view, a circular-turnout comprises at least three multi-connected Back-and-Forth (BF) ports, and at least one set of at least three-way V-turn ramps or tracks, facilitating vehicles turning from the Back-track of each BF port into the Forth-track of the same (right or left) side nearby BF port, completing an at least three-way circulation, such as B1-F3/B3-F2/B2-F1 in
In
As show by
Shown by
In this way, multi-directional trains can be re-organized or replaced inside their own junctions, without interfering each other. Since at least two VCJs concentrated within one station range, they save land, equipments and manpower for management and maintenance.
As shown by
Accordingly, 3-n V-ramps make a 3-nV hollow-star turnout, such as the 8V (V8-7-6-5-4-3-2-1-8) in
The circular-turnout is a switchable turnout or a circular-switchable turnout. The switchable turnout comprises at least one T-link cored by one d-m ramp in horns-shape as FIG. 4/d4-m1 and magnified as d3-m1 in
The d-m ramp is irreversible as shown by
Owing to its ship-lock structure, the d-m ramp employs four switching ways: d/m both-on, d-on/m-off, d-off/m-on and d/m both-off.
Shown by FIG. 8-Y3T during the Y3V switch-frozen period, d/m both-off ramps d3-m1, d1-m2 and d2-m3 modified into parking lots for stand-by trains 3R with both-side doors open, serving as walking bridges on the track-pitches. When all YT in
FIG. 3-T2v shows a poly-rails turnout, with a light-rails' T-link connecting 2v and bf=branch, leaving the rapid-rails' track F-B not only free of switch, but also free of rail-type.
The circular-switchable turnout comprises at least one set of at least three V-ramps/tracks totally inserted by d-m ramps as
As shown by FIG. 8/upper layer, when T-link d3-m1 tripled by two more T-links d1-m2 and d2-m3 with 120 deflection angle, structured is a Y3T-turnout; deriving d1-m3, d3-m2 and d2-m1 three d-m ramps totally inserting Y3V-ramps in circulation; connecting three BF=trunks with equating traffic flows. Besides the outside Y3V-ramps turning right in circulation, the 3T-ramps circular-turn left and cross each other, forming inside reverse circulation.
We classify T/TZ/Y3T shown by
In a T turnout as
In this way, the T-foot BF=branch enjoys same train-shifts as in the BF=trunk across T-Shoulders, except coaches cut by half. Since passengers normally get less in a branch than a trunk, the branch stations and platforms can be half length as well; saving land and the building cost.
Nevertheless, the branch traffic flow can be balanced by supplementing a returning track Z (
Inside a TZ turnout (
As shown by
When three trains synchronously approach the Y3T turnout/station, each breaking into two parts, the 3F parts turn nearer sides non-stop, apical grafting the last-shift 3R′ parts at three post-Y3T stations; the 3R parts turn further sides into d3-m1, d1-m2 and d2-m3 ramps, after changing passengers, forward to three post-Y3T stops, waiting for next-shift 3F parts. In this way, tri-directional trains are reorganized by circular-exchanging 3R parts.
Obviously, a switch-frozen model is free of red-lights, offering denser shifts and longer trains, especially during the rush-hours; in this way, enhancing and balancing multi-way traffic flows at least in continuous trunks.
Comparatively, present fork-lines cored by YX turnouts (
Taking Nanjing Metro Line1 for example, and supposing all 30 stops of equal time-distance; trains fully return between N=S or N=W by jumping shifts but never mix; 11 stops in N=YX trunk at 2′/shift, 15 stops in S=YX and 4 stops in W=YX, both branches at 4/shift; N=S/N=W 2/3 trips express, but S=W BF trips transit up and down at pre-YX station; since 11/30+1/2 (15/30+4/30)=20.5/30, so the saturation of train-shifts in Line1 is about 68%.
If we change above YX into T turnout and take N=T=S as a continuous BF=trunk across T-shoulders and T=W at T-foot as branch, with train-length cut by half, then 11/30+15/30+1/2×4/30=28/30, so the saturation raised up to 93%. If half-trains in T=W not enough, we can still modify T into TZ turnout with 100% saturation. Both T/TZ turnouts keep 2/3 trips express, except N-S/W-N door-to-door or just one-step transit at T/TZ station.
When the above T/TZ-foot BF=branch extending, we may further change T/TZ into Y3T turnout, connecting 3/3 BF=trunks to N/S/W with not only 100% saturation, but also total trips express by on-board transfer.
Moreover, the YT turnouts facilitate continuous branching with traffic flows enhanced and balanced, by keeping at least N=S trunk sustainable; and in this way, improving Line1's service layover, safety and efficiency.
The circular-switchable turnouts for IC or RER are much larger. FIG. 8-Y3T magnified by
Accordingly,
In above 6/8-way turnouts, 6-8 trains may each break into 3-4 parts, stopping along 3-4 sub-stations; once all parts follow the nD-nd . . . nm-nM order in circulation, same time at different points, or same points in different time, they cross-interchange and reorganize into 6-8 new trains synchronously.
Shown by
When 4/6 trains synchronously approaching the kite/hexagram turn-out, each breaking into 2-3 parts, the 4F/6F parts strait forward, apical grafting 4R′/6R′ parts at or before the post-kite/hexagram stations; 4M/6M parts stop at central or second cross; 4R/6R parts switch to the right-side sub-stations; after changing passengers 4MR/6MR parts merge at the post-kite/hexagram stations, waiting for the next 4F/6F parts.
As shown by
Shown by
As shown by P or p in
As shown by hollow arrows in
In
When a YT turnout/station frozen in the Y3V model as
The circulating-lines/networks comprise semi-return circulating-lines and non-return circulating-networks.
The circulating line is a tree-line (
In a compound BF tree-line as Nanjing Line1, trains fully return between N=S and N=W by jumping shifts but never mix. While in a YT tree-line, half trains return only half way to YT, then forward to the third terminals; when YT frozen in Y3V model, all trains semi-return and circulate among E/S/W (
The existing suspended monorail or cable-car line is a single ring pressed plat from both sides or pulled flat by two terminals; vehicles' circulation between two points is normally recognized as BF2U.
A non-return circulating network comprises at least one inner-rings combination (
The existing circle line adopts an A/C or C/A routing, comprising only one inner-ring C or A, in full BF with its outer-ring A or C. While shown by
The circulating line/network is a feeder-line or feeder-net of a miner rail-type, covering or braiding or inserting or threading at least one major rail-type, resulting in poly-rails turnouts (
The poly-rails hub comprises at least two rail-types and at least one set of circular V-ramps of at least one rail-type; including a candlestick-hub (FIG. 1-T8/16 magnified by
According to Graph Theory, a n-way node in connected graph possesses vertex n. In case of mass transit, a n-way station handles n(n−1) trips, passing through or transit, except departure and arrival; i.e. 6 trips by a 3-way station, 12 trips by a 4-way station, 20 trips by a 5-way hub station, 30 trips by a 6-way hub station and 56 trips by an 8-way hub station . . . .
In
Shown by
Shown by FIG. 16-Ge/Da/Mu and magnified as
Both Chinese characters “Da”/“Mu”-shaped-hubs (“Da” meaning “big” and “Mu” meaning “wood”) comprise a light-rail's K-link, which is cored by d6-m2 ramp in horns-shape. When c4/c5 trains synchronously approaching the hub, each breaks into two parts; 2F parts non-stop and keep in their home rings till the post-K stops; 2R parts switch into the K-link, after changing passengers, cross-interchange to the post-K stops, waiting for the next shift 2F.
In
In
Shown by half dots along c1/c4/c5 in
The feeder-net is a Circular-Shuttles line (
When a RER's 4VX or 4YX line fed by nc as in FIG. 1-4Yv or FIG. 12-4Xv, the Bf=bF anti-way feeding maybe not enough. In this case, we can insert a CnS line as a second feeder-net of a third rail-type (preferably suspended, since it keeps platforms clear of rails), between 4Y/4v or 4X/4v and all Bf=bF sections.
Inside CnS line, 4 trains may divide into 8-12 parts, same-way feeding outside rapid-trains, circular-transfer with inside light-trains and keep off from both-side's circular-transfer (
A sustainable railway network of a second embodiment of the invention, comprising circular-turnouts and/or plate-turnouts, covered by multi-way stations, as cores and/or key nodes of circulating lines/networks and of feeder-lines/nets derived; employs circulating route-system to minimize red-lights, enhance and balance traffic flows; facilitates vehicles' interchange and reorganization and passengers' on-board and/or easy transfer.
The plate-turnout is cored by at least one circular-plate, including a double-track plate (
A monorail's Y3V turnout (
By installing one circular-plate, the double-layer 6-way star-hub (
The circulating line/network employs at least one plate-frozen model; during which period, the both ends plate-off double-track section is modified into a double-shuttles line, the at least three ends plate-off section is modified into an at least triple-shuttles line, without interfering rest of the traffics in the network.
As shown by
As shown by
Both double-track or triple-track plates facilitate continuous U-turns (
Claims
1. A sustainable circulating railway line/network, comprising circular-turnouts, covered by multi-way stations, as cores and/or key nodes of circulating-line/network including poly-rails feeder-line/net derived; wherein the circulating railway line/network employs a circulating route-system to minimize red-lights, enhance and balance traffic flow, facilitates vehicles' interchange and reorganizing, and passengers' on-board and/or easy transfer, improves service layover, safety and efficiency in general, and effectively reduces the building and operating cost of the railway network.
2. The sustainable circulating railway network of claim 1, wherein said circular-turnout is an at least three-way turnout for bidirectional double-tracks, comprising at least three multi-connected Back-and-Forth ports, and at least one set of at least three-way circular V-ramps/tracks; said circular V-ramp/track turn from the Back-track of each BF port into the Forth-track of the same side nearby BF port, completing a circulation.
3. The sustainable circulating railway network of claim 2, wherein said V-ramp comprises parallel ramps in a crescent shape, assembling a Crescent Junction; said V-track comprises a serial of two Crescent Junctions; said Crescent Junction is one-way-through, comprising an Overtaking Track by its shorter and less-curved side, Platform-Tracks by its longer and more-curved side, and a Train-Yard in between.
4. The sustainable circulating railway network of claim 2, wherein said circular-turnout is a poly-rails turnout, comprising at least three multi-connected Bf or bF or BF or bf ports, and at least one set of at least three-way circular V/v-ramps made of at least two rail-types in circulation.
5. The sustainable circulating railway network of claim 2, wherein said circular turnout is a hollow-star turnout, comprising at least one set of at least four-way circular V-ramps/tracks in circulation, connecting at least four BF ports and double-track sections.
6. The sustainable circulating railway network of claim 2, wherein said circular turnout is a switchable turnout or a circular-switchable turnout; said switchable turnout comprises at least one d-m ramp; said circular-switchable turnout comprises at least one set of at least three way circular V-ramps/tracks totally inserted by d-m ramps or D-M tracks; said d-m ramp or D-M track is one-way, starting from a diverge-switch and ending by a merge-switch, both d/m-switches irreversible and restricted within said circular-turnout range.
7. The sustainable circulating railway network of claim 6, wherein said d-m ramp or D-M track is in a ship-lock structure and employs four ways of switching: d/m both-on, d-on/m-off, d-off/m-on, d/m both-off; said switchable-turnout or circular-switchable turnout employs at least one switch-frozen model, during which period a d/m both-off ramp/track is modified as a parking lot or a shuttle line, without interfering rest of the traffic in said circular-turnout.
8. The sustainable circulating railway network of claim 1, wherein said multi-way station is a station or a group of sub-stations covering said circular-turnout, including a station or sub-station covering a poly-rails turnout or poly-rails hub.
9. The sustainable circulating railway network of claim 8, wherein said multi-way station comprises at least one multi-lateral platform; said multi-lateral platform is monolayer or split-leveled or connected by split-level passages, comprising at least three boarding sides for trains of at least one rail-type; said multi-lateral platform facilitates passengers' circular-transfer when at least three trains stop by in a heads-by-ends manner, and facilitates passengers' one-step transfer between parallel coaches heads-by-ends.
10. The sustainable circulating railway network of claim 1, wherein said circulating line/network comprises semi-return circulating line and non-return circulating network; said circulating line/lines may be modified or merge into said circulating network when its/their peripheral terminals connected by said circular-turnouts into an outer circle.
11. The sustainable circulating railway network of claim 10, wherein said semi-return circulating-line is a hollow-star line or a tree-line or a circle-radial line or a polygonal line, comprising at least one circular-turnout as a core or key-node, connecting at least three BF ports and double-track sections; inside said semi-return circulating-line at least part of vehicles semi-return from and circulate among at least three terminals.
12. The sustainable circulating railway network of claim 10, wherein said non-return circulating network comprises at least one inner-rings-combination; said inner-rings-combination is duplicable in two or four or six directions, comprising at least two inner-rings of same rotation, or at least one self-cross-loop, or at least one self-cross-loop plus at least one inner-ring of same rotation; said self-cross-loop comprises at least three open-end rings of same rotation.
13. The sustainable circulating railway network of claim 10, wherein said circulating line/network is a feeder-line or feeder-net of a miner rail-type; said feeder-line or feeder-net covers or braids or inserts or threads at least one major rail-type, resulting in poly-rails hub/hubs or poly-rails turnouts and poly-rails sections; said feeder-net is an inner-ring or inner-rings-combination or a polygonal inner-rings-combination; said polygonal inner-rings-combination comprises at least two inner-rings of same rotation and connected in alternate angles, the inside ring is replace-able by an inner-rings-combination.
14. The sustainable circulating railway network of claim 13, wherein said poly-rails hub comprises at least two rail-types, and one set of circular V/v-ramps of at least one rail-type; including a candlestick-hub, a star-hub, a kite-hub, and a Chinese character “Ge”-shaped or a Chinese character “Da”-shaped or a Chinese character “Mu”-shaped-hub (“Ge” being a Chinese counting word; “Da” meaning “big”, and “Mu” meaning “wood”).
15. The sustainable circulating railway network of claim 13, wherein said poly-rails section comprises at least two parallel rail-types with different volumes, shifts and stops, including Bf=bF anti-way feeding section and b-BF-f same-way feeding section.
16. The sustainable circulating railway network of claim 13, wherein said feeder-net is a Circular-Shuttles line, comprising at least three shuttle-trains dividable and reorganize-able, in an ever-closed single-ring of flexible rotation; when inserted in between said inner-rings-combination of a light-rail and said circular-turnout of a rapid-rail, said Circular-Shuttles line employs said same-way feeding or circular-transfer with the outside rapid rail or the inside light-rail, or keeps off from the both side rails' circular-transfer.
17. A sustainable circulating railway network, comprising circular-turnouts or plate-turnouts, covered by multi-way stations, as cores and/or key nodes of circulating-line/network, and of feeder-line/net derived; wherein the sustainable circulating railway network employs a circulating route-system to minimize red-lights, enhance and balance traffic flows, and facilitates vehicles' interchange and reorganizing and passengers' on-board and/or easy transfer.
18. The sustainable circulating railway network of claim 17, wherein said plate-turnout comprises at least one circular-plate; said circular-plate is a double-track plate or a triple-track plate, facilitating bidirectional or tri-directional vehicles to pass through or circular-switch.
19. The sustainable circulating railway network of claim 18, wherein said circular-plate is a suspended plate of a pot-cover shape, comprising double or triple track-slots fixed underneath the plate, facilitating bidirectional or tri-directional suspended vehicles to pass through or circular-switch.
20. The sustainable circulating railway network of claim 17, wherein said circulating line/network employs at least one plate-frozen model, during which period, the both ends plate-off double-track section is modified into a double-shuttles line; the at least three ends plate-off double-track sections are modified into an at least triple-shuttles line; without interfering rest of the traffic in said circulating line/network.
Type: Application
Filed: Mar 18, 2013
Publication Date: Aug 22, 2013
Inventor: Sucai DAI (Nanjing)
Application Number: 13/846,913
International Classification: B61B 1/02 (20060101); B61B 1/00 (20060101);