RU2771339C1 - Overpass - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: the invention relates to transport, both rail and trackless. The track (fig. 10) includes stop points and travel paths with the ability to provide movement over each of them vehicles, both in one and another direction. The path paths are located at the path of intersection of the track with other overpasses. On the overpass there are sections made with provision of the possibility of movement of neighboring vehicles in the group along both paths. One way to move one of the vehicles from the group along one path and other vehicles from this group along another path is provided. Also on the following paths there are sections of entry of moving in opposite directions of groups of vehicles to perform their rearrangements from two paths to one path, and then from one path to two paths. Stop points are configured to provide a stop of a group of vehicles on them, wherein one of the vehicles is on one path, and others are on the other path. Other overpasses intersecting with the track are configured to perform both more intensive and less intensive motion. The intersection zones with other overpasses, where more intense movement is carried out, are located on its sections so as to allow the neighboring vehicles to move in the group along both paths, and the intersection zones of the overpass with other overpasses, where less intense movement is carried out, are located on the areas of the entry of the vehicle groups moving in the opposite directions.

EFFECT: as a result, a simplification of the overpass, an increase in its reliability and throughput, an increase in the passenger flow are achieved.

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Description

The invention relates primarily to urban or suburban overpasses for the movement of vehicles, both rail, for example, for tram traffic or for the subway, and for railless, for example, to ensure the movement of buses and trolleybuses.

Currently, urbanization is taking place, accompanied by migration to large metropolitan areas. This leads to an increase in the population in cities and often inevitably causes difficulties in the organization of urban transport, the capacity of which is not designed for a sharply increasing passenger flow, which is especially noticeable in the organization of rail transport.

For this reason, there is a constant search for rational ways to organize the movement of vehicles.

One of the solutions is to use a synchronized system of high-speed and regional trains, for example, both for the subway and for trams [1, Patent US 8239080, IPC G05D 3/00, priority 10/23/2009, published 08/07/2012]. To do this, stations or stopping points are being finalized by building detours (pockets) designed to stop slow-moving regional trains or trams when it is necessary to free up the main routes for high-speed trains, which also do not stop at all stations. At the same time, the construction of detours does not interfere with the operation of the existing transport system for the period of reconstruction, both for ground and underground versions of its implementation.

A significant disadvantage of such a system is its low speed. So, if a passenger needs to get to a station where a fast express train does not stop, then he needs to either take a slow train with stops at each station, or take an express train not to his station. Then the passenger is forced to move to another platform and follow the slow train further or in the opposite direction to the destination station, spending a long time on this.

In the following analogue method, an innovation [2, Patent CN No. 109484437, IPC B61L 27/00, priority 11/30/2018, published 03/19/2019] can be implemented to organize both passing and oncoming traffic of vehicles on each of the routes.

This can be done by rebuilding some of them from one route to another route along the overpass described in the same source of information [2]. Such an overpass contains routes with stopping points and their platforms for organizing traffic with the possibility of organizing both passing and oncoming traffic of vehicles on each of the routes. But the aforementioned workarounds with progressive solutions of the analogue [2] must be built, for example, for trams, taking away a certain share of the roadway from trackless vehicles, usually running parallel to the rail tram tracks. It turns out that, by solving the problem of passenger transportation with the help of trams, the capacity of roads is worsened.

A more compact overpass and a synchronized system with such an overpass, taken as a prototype [3, US Patent 5676059 A, IPC B61J 3700, priority 11/29/1996, published 10/14/1997] is convenient to use in crowded quarters of the city center. Such an overpass contains only one route with stopping points and their platforms for organizing both passing and oncoming traffic of vehicles along this route. Moreover, the organization of traffic on such an overpass lies in the fact that vehicles traveling in one direction constantly use bypass lanes, while vehicles moving in the other direction do not use them. The disadvantage is the use of a limited number of trams that can operate in this line system, equal to the total number of tram stops and landings minus one. For the same reason, this system does not have a flexible response to a sharp increase in passenger traffic during peak hours. In addition, the simultaneous departure and arrival of trams from stopping places significantly complicates the synchronization of the entire system due to failures that can occur in the movement of at least one of the trams.

In addition, in the analog [1], with the use of innovations from the analog [2], in the case of ground transport, it is necessary to take into account the presence of other traffic participants, both in passing, opposite directions, and directions intersecting with them.

All this complicates both the overpass and the organization of traffic on it in general for all its participants, and also reduces the throughput and speed of the overpass.

Therefore, the objective of the invention is to simplify the overpass, increase its reliability and throughput and increase the volume of passenger traffic served in it.

The problem is solved by the fact that in the overpass (Fig. 1-31), which includes stopping points (C1, C2, ..., Cn) and routes (D, E) with the possibility of ensuring the movement of vehicles on each of them (A1 , A2,…,An), both in one direction and in the other direction, while on the routes (D, E) there are intersection zones (Z1, Z2,…,Zn) of the overpass with other overpasses (Md1, Md2, …, Mdn) and (Ms1, Ms2,…, Msn), there are distinctive features: there are sections on the overpass, made with the provision of the possibility of movement of neighboring vehicles (A1, A2,…, An) in the group (K1, K2 ,…,Kn) on both routes (E and D), and in such a way that they provide the possibility of movement of one vehicle (A1, A2,…,An) from the group (K1, K2,…,Kn) one by one route (D or E), and other vehicles from this group on a different route (E or D), as well as on routes (D, E) there are siding sections (B1, B2, ..., Bn) moving in lateral directions of the mentioned groups (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An), made with the possibility of their rebuilding from two routes (D and E) to one route (D or E), and then, from one route (D or E) to two routes (D and E), while the stopping points (C1, C2, ..., Cn) are made with the possibility of providing a group stop on them (K1, K2, ..., Kn) vehicles (A1, A2, ..., An), and some of them - with the possibility of stopping on one route (D or E), and the other of them - with the possibility of stopping on another route (E or D ), while other overpasses (Md1, Md2,…, Mdn) and (Ms1, Ms2,…, Msn) intersecting with the overpass are designed to provide the possibility of carrying out both more intensive and less intensive traffic along them, and the zones intersections (Z1, Z2,…,Zn) with other viaducts (Md1, Md2,…,Mdn), where more intensive traffic is carried out, are located on its sections with processing the possibility of movement of neighboring vehicles (A1, A2, ..., An) as part of a group (K1, K2, ..., Kn) with the possibility of its movement along both routes (E and D), and the intersection zone (Z1, Z2, …,Zn) overpasses with other overpasses (Ms1, Ms2,…,Msn), where less intensive traffic is carried out, are located on sections of the siding (B1, B2,…,Bn) of groups moving in opposite directions (K1, K2,…,Kn ) vehicles (А1, А2,…,An).

The introduction of such distinguishing features allows, in comparison with known technical solutions [1-3], not to introduce detours, which simplifies the overpass and increases its throughput. At the same time, the volume of served passenger traffic will increase without a significant impact on other road users.

In the overpass according to the invention, unlike analog [1] and prototype [3] does not require the construction of detours (pockets) for vehicles This will increase the throughput for other traffic participants in directions parallel to the routes, and even make it possible to narrow streets of settlements.

In addition, during the construction of such an overpass, the reconstruction of existing tracks will be insignificant. Moreover, it may not be necessary at all to reorganize the stopping points located on them, both side and island types, which will not interfere with the movement of all traffic participants, both during the reconstruction and upon its completion. The efficiency of the organization of public transport traffic in new sections will increase significantly.

Additional distinctive features of the invention, aimed at enhancing the above-mentioned advantages:

- stopping points (C1, C2, ..., Cn) are made on sections with the possibility of movement of neighboring vehicles (A1, A2, ..., An) in the group (K1, K2, ..., Kn) with the possibility of its movement on both routes (E and D).

- stopping points (C1, C2, ..., Cn) are made with the possibility of rebuilding a group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) on them from one route (D or E) to two routes (D and E), and behind the stopping points (C1, C2, ..., Cn), in the direction of movement of a group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) - with the possibility rebuilding a group (K1, K2,…,Kn) of vehicles (A1, A2,…,An) from two routes (D and E) to one route (D or E).

- a zone (L) is made on it, in which the mentioned siding sections (B1, B2, ..., Bn) are interconnected.

- the mentioned sections of the siding (B1, B2, ..., Bn) for groups (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) moving in opposite directions are also made with the provision of the possibility of movement of neighboring vehicles on them means (A1, A2,…,An) in the group (K1, K2,…,Kn) along both routes (E and D).

- its intersection zones (Z1, Z2,…,Zn) with other overpasses (Md1, Md2,…,Mdn), where more intensive traffic is carried out, are located on sections of the siding (B1, B2,…,Bn) of groups moving in opposite directions (K1, K2,…,Kn) with a low frequency of passing vehicles (A1, A2,…,An), and the intersection zones (Z1, Z2,…Zn) of the overpass with other overpasses (Ms1, Ms2,…,Msn), where less intensive traffic is carried out, located on sections of the siding (B1, B2, ..., Bn) of groups (K1, K2, ..., Kn) moving in opposite directions of vehicles (A1, A2, ..., An), with a high frequency of their sidings .

- it is equipped with additional routes (X, Y) and a section of connection (N) with them of routes (D, E), which is made with the function of changing lanes for vehicles converging into a group (K1, K2, ..., Kn) (A1 , A2,…,An) ensuring the employment of both routes (D and E) following in one direction by vehicles (A1, A2,…,An), and for vehicles leaving the group (K1, K2,…,Kn) means (А1, А2,…, Аn) - ensuring the employment of one route (D or E; X or Y) in each direction, following in one direction by vehicles (А1, А2,…, Аn).

- high-speed sections (Uf) are made on it with the possibility of movement of groups (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An), both in one direction and in the other direction along one of the routes ( D or E) after the group (K1, K2,…,Kn) of vehicles (A1, A2,…,An) has changed lanes from two routes (D and E) to one route (D or E).

- medium-speed sections (Us) are made on it with the possibility of movement of groups (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An), both in one direction and in the other direction along both routes (D and E) after the group (K1, K2,…,Kn) of vehicles (A1, A2,…,An) has changed lanes from one route (D or E) to two routes (D and E).

- zones of its intersection (Z1, Z2,…,Zn) with other viaducts (Md1, Md2,…,Mdn) and (Ms1, Ms2,…,Msn) are made with the possibility of priority passage in these zones of vehicles (A1, A2, …,An) groups (K1, K2,…,Kn) with respect to vehicles (R) moving along other overpasses (Md1, Md2,…,Mdn) and (Ms1, Ms2,…,Msn).

The essence of the invention is illustrated by illustrations (Fig. 1-31). In FIG. 1-30 show an example that can be used for both rail and trackless transport, and in FIG. 31 - on an example that can only be used for trackless transport;

- in Fig. Figures 1-3 show variants of overpass sections with different locations of siding sections (B1, B2);

- in Fig. 4 is an enlarged view (F) of one of the siding sections of FIG. 1-3;

- in Fig. 5 - a variant of an overpass with various combinations and locations of siding sections (B1, B2, ..., Bn) of vehicles (A1, A2, ..., An), high-speed sections (Uf) and medium-speed sections (Us), as well as with a variant of the location of the zone (L), in which sections of the siding (B2, B3) are interconnected;

- Figs 6, 8, 9 show enlarged views (J, I, W) of options for communicating traffic lanes for trackless transport and options for turnouts of routes (D, E) for rail transport;

- in Fig. 7 shows an enlarged view (H) of an option for adjoining additional routes (X, Y) and a section of connection (N) with them for routes (D, E);

- in Fig. 10 - a variant of an overpass with various combinations and arrangement of intersection zones (Z1, Z2,…,Zn) of an overpass with other overpasses (Md1, Md2,…,Mdn), where there is more intensive traffic of other vehicles (R), and the location of intersection zones (Z1, Z2,…,Zn) an overpass with other overpasses (Ms1, Ms2,…,Msn) where there is less intensive traffic of other vehicles (R);

- in Fig. 11 shows an enlarged view (J) of the section of the overpass with the location of the intersection zones (Z9-Z11) with other overpasses (Md5, Md6) and (Msn) on which other vehicles are moving (R);

- in Fig. 12-17, an example of an overpass section with additional routes (X, Y) and a connection section (N) is shown, at the stage of forming a group (K1) of vehicles (A1, A2):

- in Fig. 12 shows the moment of passage in the direction to the stopping point (C1) along the route (E) by the first vehicle (A1) of the intersection zone (Z2) with another overpass (Md2), on which there is heavy traffic of other vehicles (R), as well as the moment of stopping the second vehicle (A2) at the stopping point (C2) along the additional route (Y) is shown;

- in Fig. 13 - shows the moment of stopping the first vehicle (A1) at the stopping point (C1) on the route (E) and the moment of rebuilding the second vehicle (A2) from the additional route (Y) to the route (E);

- in Fig. 14 shows a fragment of the movement towards the stopping point (SZ) of both vehicles (A1 and A2) on the routes (E)

- in Fig. 15 - the moment of stopping the second vehicle (A2) at the stopping point (C3) along the route (E) with the rebuilding of the first vehicle (A1) from the route (E) to the route (D) before stopping at the stopping point (SZ) ;

- in Fig. 16 - the location of two vehicles (A1, A2) as part of the formed group (K1) at the stopping point (SZ);

- in Fig. 17 - the moment of departure of a group (K1) of two vehicles (A1, A2) from the stopping point (C3) along two routes (D and E) in the direction of the intersection zone (Z3) with another overpass (Md3), on which heavy traffic has been carried out other vehicles (R);

- in Fig. 18-25, an example of a section of an overpass for transport is shown at various stages of its movement, including when it interacts with other traffic participants;

- in Fig. 18 - an example of the initial location on the overpass of traffic participants, in which groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) are at stopping points (C5, C6);

- in Fig. 19 shows the arrangement of groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) in the second step from their initial position in FIG. 18 with their rebuilding after stopping points (C5, C6) from two routes (D and E) to one route (D, E);

- in Fig. 20 shows the arrangement of groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) in the third step from their initial position in FIG. 18 after the aforementioned rebuild of FIG. 19, and also shows information boards (G) with display of direction indicators of the nearest groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) arriving at stopping points (C5-C7);

- in Fig. 21 shows the arrangement of groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) in the fourth step from their initial position in FIG. 18 after the position of FIG. 20 with rebuilding from one route (D, E) to both routes (D and E);

- in Fig. 22 shows the arrangement of groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) at stopping points (C5, C6) at the fifth stage from their initial position in FIG. 18 after the aforementioned rebuild of FIG. 21;

- in Fig. 23 shows the arrangement of groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) in the sixth step from their initial position in FIG. 18 at the departure of groups (K1 and K2) from stopping points (C5, C6) along two routes (D and E);

- in Fig. 24 shows the arrangement on the overpass of groups (K1 and K2) of vehicles (A1, A2) and (A3, A4) when moving at the seventh stage from their initial position in FIG. eighteen;

- in Fig. 25 - the moment of passage by a group (KZ) of vehicles (A5, A6) along two routes (D and E) of the intersection zone (Z4) with another overpass (Md4), on which there is heavy traffic of other vehicles (R), in the direction to the stopping point (C5), as well as stopping a group (K4) of vehicles (A7, A8) at the stopping point (C7) on two routes (D and E);

- in Fig. 26-30, an example of a section of an overpass for transport with additional routes (X, Y) and a section of their connection (N) is shown, at the stage of disbanding a group (K1) of vehicles (A1, A2):

- in Fig. 26 shows the passage by a group (K1) of vehicles (A1, A2) along two routes (D and E) of the intersection zone (Z8) with another overpass (Md7), on which there was heavy traffic of other vehicles (R) towards the stop paragraph (C9);

- in Fig. 27 shows the moment of stopping a group (K1) of vehicles (A1, A2) at a stopping point (C9) on two routes (D and E);

- in Fig. 28 shows the moment of disbanding the group (K1) and the movement of vehicles (A1) and (A2) after the stopping point (C9) with rebuilding from two routes (D and E) to one route (E);

- in Fig. 29 shows the moment of rebuilding the first vehicle (A1) from the route (D) to the route (E), and the second vehicle (A2) from the route (E) to the additional route (X);

- in Fig. 30 shows the moment of movement of the first vehicle (A1) along the route (E) in the direction to the stopping point (C11), as well as the moment of movement of the second vehicle (A2) in the direction of the stopping point (C10) along the additional route (X)

- in Fig. 31 shows a diagram with a variant of an overpass device for trackless transport, for example, for buses.

The general condition for the movement of vehicles (A1, A2, ..., An) - each of them must have a length (Fig. 11), which does not exceed the length of platforms, aprons, or zones for boarding / disembarking passengers (P) at stopping points (С1, С2,…,Сn). Vehicles of shorter length may also be involved, following one after another or coupled with each other, the total length of which also does not exceed the length of the zones for boarding / disembarking passengers (P) at stopping points (C1, C2, ..., Cn) Stopping points (C1 , С2,…,Сn) are intended for boarding and disembarking of vehicles (А1, А2,…,An) and can be equipped with platforms, aprons, or simply marked areas for boarding/disembarking passengers (P) .

Stopping points (C1, C2, ..., Cn) can be both lateral, between which the routes (D, E) are located, and island, located between the routes (D, E) (Fig. 11).

Following in one direction neighboring vehicles (A1, A2, ..., An) are combined into groups (K1, K2, ..., Kn), (Fig. 4, Fig. 9, Fig. 11-31).

The minimum number of vehicles combined in a group (K1, K2, ..., Kn), vehicles (A1, A2, ..., An), which determines the traffic safety and the overall optimal dimensions along the length of the group, is two adjacent vehicles moving in the same direction (A1 , A2,…,An).

The routes (D, E) can be rail, and the elements of their communication can be made in the form of well-known turnouts. Moreover, turnouts can be located (Fig. 4, 6, 8, 9), both on both sides of each stopping point (C1, C2, ..., Cn) - behind and in front of it, and on any one side, as well as directly and at the stopping point (C1, C2, ..., Cn). At the same time, in order to re-equip the existing traffic infrastructure, which is especially attractive for rail transport, no laborious reconstruction is required, except for equipping the entrances and exits of some stopping points (C1, C2, ..., Cn) with the mentioned turnouts (Fig. 1-30), made with the possibility of rebuilding vehicles (A1, A2, ..., An) combined into groups (K1, K2, ..., Kn), from one route (D or E) to another route (E or D). This is necessary, for example, to make it possible to bypass some vehicles (A1, A2, ..., An) by others, or to supply certain vehicles (A1, A2, ..., An) to the specified zones for boarding / disembarking passengers.

Tracks (D, E) can also be trackless (Fig. 31), made in the form of opposite lanes of the roadway. At the same time, the elements of communication between the routes (D, E) between themselves can be made in the form of a section of the carriageway of the highway between the routes (D, E). In this case, it will be sufficient to provide the overpass near the stopping point (C1) with merging areas of the routes (D, E), which are traffic lanes of the carriageway of the highway.

Tracks (D, E) for trackless transport, as well as rail tracks, are useful to equip (Fig. 10) next to each other, making it possible to rebuild along them, for example, some vehicles (A1, A2) of group (K1) with its route (E) to another route (D) and back.

Along the routes (D, E) there may be zones of intersection (Z1, Z2,…,Zn) with other overpasses (Md1, Md2,…,Mdn) and (Ms1, Ms2,…,Msn) other vehicles (R )

To regulate the movement of vehicles (A1, A2, ..., An) and other vehicles (R) use (Fig. 11-30) enabling signals (S) and prohibiting signals (T) of control devices (V), for example, traffic lights, located in the intersection zones (Z1, Z2,…,Zn) of the overpass with other overpasses (Md1, Md2,…,Mdn) and (Ms1, Ms2,…,Msn).

In the intersection zones (Z1, Z2,…Zn) with other overpasses (Md1, Md2,…, Mdn) and (Ms1, Ms2,…, Msn) other vehicles (R), it is useful to apply the priority movement of vehicles (A1, A2, ...,An) in relation to other road users with the inclusion of an enabling signal (S) of the control device (V) for a group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) when approaching such a device the first vehicle (A1, A2,…,An). It is also useful to ensure that the enabling signal (S) of the control device (V) is turned on for other vehicles (R) following the vehicles (A1, A2, ..., An) of this group (K1, K2, ..., Kn) along the way. This achieves the joint movement of passing other vehicles (R) with vehicles (A1, A2, ..., An).

Features of the overpass.

On the overpass, the routes (D, E) are laid and equipped, stopping points (C1, C2, ..., Cn) are established. At the same time, the possibility of ensuring the movement of vehicles (A1, A2, ..., An) along each of these paths, both in one direction and in the other direction, is taken into account. Also, the overpass is equipped with communication elements of the routes (D, E), for example, rail turnouts are installed or the lanes of the carriageway of the highway are merged, which are made with the possibility of rebuilding vehicles (A1, A2, ..., An) from one route ( D or E) to another route (E or D), ensuring their movement both in one direction and in the other direction on each of the routes (D, E). On the routes (D, E) there are also intersection zones (Z1, Z2, ..., Zn) with other overpasses (Md1, Md2, ..., Mdn) and (Ms1, Ms2, ..., Msn) (Fig. 10).

To expand the functionality of the overpass, according to the task of the invention, it is equipped with sections with the possibility of movement of passing neighboring vehicles (A1, A2, ..., An) as part of a group (K1, K2, ..., Kn) along both routes (D and E). Moreover, with the possibility of such movement in such a way that they provide the movement of some vehicles (A1, A2, ..., An) from the group (K1, K2, ..., Kn) along one route (D or E), and other vehicles funds from this group along a different route (E or D), both in one direction and in the other direction (Fig. 10). Moreover, it is taken into account that at least one group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) can move along two routes (D and E).

Also on the routes (D, E) siding sections (B1, B2, ..., Bn) are equipped, on which the passing of groups moving in opposite directions (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An ) (Fig. 4). These sections are performed taking into account the possibility of rebuilding a group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) from two routes (D and E) to one route (D or E), and then , after the passing, rebuilding from one route (D or E) to two routes (D and E) to continue the further movement of vehicles (A1, A2, ..., An) as part of a group (K1, K2, ..., Kn ) along both paths (D and E) in one direction (Fig. 18-23). At the same time, stopping points (C1, C2, ..., Cn) are performed taking into account the possibility of ensuring that a group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) stops on them, and one of them - with taking into account the possibility of stopping on one route (D or E), and the other of them - taking into account the possibility of stopping on another route (E or D). Thus, stopping points (C1, C2, ..., Cn) are performed taking into account the possibility of functioning of the overpass in a two-way mode of movement of vehicles along each route (D, E).

In order to implement an approximately uniform number of rebuilding vehicles (A1, A2, ..., An) on the overpass section, it is useful to provide the possibility of changing the order of passage of vehicles (A1, A2, ..., An) in the group (K1, K2, ..., Kn) turnouts when changing lanes from two tracks (D and E) to one track (D or E) and from one track (D or E) to two tracks (D and E). As a result, the total number of rebuildings of vehicles (A1, A2, ..., An) will be approximately the same.

On the overpass, for a convenient location in the conditions of urban infrastructure and to reduce the intervals of movement of vehicles (A1, A2, ..., An), it is useful to merge sections with the possibility of movement of neighboring vehicles (A1, A2, ..., An) as part of a group (K1 , K2,…,Kn) along both routes (D and E) and passing sections (B1, B2,…,Bn) of groups (K1, K2,…,Kn) of vehicles moving in opposite directions (A1, A2,… ,An). Thus, on the siding sections, both the possibility of passing oncoming groups (K1, K2,…,Kn) and the possibility of movement of vehicles (A1, A2,…,An) as part of a group (K1, K2,…,Kn) are provided. along both routes (D and E) (Fig. 5).

The intersection zones (Z1, Z2,…,Zn) of the overpass with other overpasses (Md1, Md2,…, Mdn), where more intensive traffic is carried out, are located on its sections, taking into account the possibility of movement of neighboring vehicles (A1, A2,…, An) as part of a group (K1, K2,…,Kn) along both routes (D and E). This is done in order to ensure, due to the reduced length of the group (K1, K2,…,Kn), the minimum travel time for intersections, in order to eliminate the formation of significant congestion on other overpasses (Md1, Md2…..Mdn), where a more intensive motion.

Intersection zones (Z1, Z2,…,Zn) of the overpass with other overpasses (Ms1, Ms2,…,Msn), where less intensive traffic is carried out, it is advisable to locate on sections of sidings (B1, B2,…,Bn) of groups moving in opposite directions (K1, K2,…,Kn) vehicles (A1, A2,…,An). In this case, during their passing at intersections with other overpasses (Ms1, Ms2, ..., Msn), due to the light traffic on them, significant congestion also does not have time to form. Siding sections (В1, В2,…, Вn) are calculated according to the general plan of the overpass and can be placed on the overpass in any convenient combination and follow both after or before each stopping point (С1, С2, …, Сn), or through one and more stopping points (C1, C2, ..., Cn). This is convenient for choosing the most optimal interval of movement of vehicles (A1, A2, ..., An) and its convenient regulation, (Fig. 1-3, Fig. 5).

To reduce maneuvering and simplify traffic, it is useful to carry out stopping points (C1, C2, ..., Cn) on each route (D, E) on sections of the overpass with the possibility of movement of neighboring vehicles (A1, A2, ..., An) in the composition groups (K1, K2,…,Kn) along both paths (D and E).

For convenience of placement in the structure of dense urban development, the turnouts of the routes (D, E) or the communication elements of the traffic lanes of the carriageway of the highway can be made both in the form of single transfers in various places and versions, and in the form of cross transfers ( Fig. 1, Fig. 4) and be located in the direction of movement of a group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An), as in front of stopping points (C1, C2, ..., Cn), that and behind them, as well as at the stopping points themselves (C1, C2, ..., Cn). Moreover, it is useful to carry out stopping points (C1, C2, ..., Cn) with the possibility of rebuilding a group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) on them from one route (D or E ) into two routes (D and E) (Fig. 9). Behind the stopping points (C1, C2,…, Cn), in the direction of movement of a group (K1, K2,…, Kn) of vehicles (A1, A2,…, An), it is useful to take into account the possibility of changing lanes of the group (K1, K2,… ,Kn) vehicles (A1, A2,…,An) from two routes (D and E) to one route (D or E).

If it is necessary to significantly reduce the intervals between groups of vehicles (K1, K2, ..., Kn) moving in the same direction (A1, A2, ..., An), as well as in places of the greatest congestion of vehicles (A1, A2, ..., An), passing sections (B1, B2,…, Bn) in zone (L) (Fig. 5) can be connected for convenient passing of groups (K1, K2,…, Kn) moving in opposite directions with a small interval. This is done to prevent congestion and congestion, both vehicles (A1, A2, ..., An) following two routes (D and E), and other vehicles (R) moving both along and along other overpasses ( Md1, Md2,…,Mdn) and (Ms1, Ms2,…,Msn) (Fig. 11). The number of such zones (L), depending on the urban infrastructure, can be from one or more. The location of zones (L) on the overpass is performed in various combinations (Fig. 5), with an arbitrary number of siding sections (B1, B2, ..., Bn) in their composition.

If there is no need to provide a siding, some sections of the siding (B1, B2, ..., Bn) can also be used (Fig. 10) for the movement of neighboring vehicles (A1, A2, ..., An) in groups (K1, K2, ... ,Kn) along both routes (E and D) (Fig. 10).

Passage sections (B1, B2,…, Bn) for groups (K1, K2,…, Kn) of vehicles (A1, A2,…, An) moving in opposite directions can be made both permanent and temporary.

Intersection zones (Z1, Z2,…,Zn) with other overpasses (Md1, Md2,…,Mdn), where more intensive traffic has been carried out, it is useful to locate on sections of the siding (B1, V2, Vp) of groups moving in opposite directions (K1 , K2,…,Kn) with a low frequency of passing vehicles (A1, A2,…,An). In this case, the low frequency of crossings of oncoming groups (K1, K2,…, Kn) of vehicles (A1, A2,…, An) will prevent significant traffic jams from other vehicles (R) at intersections. At the same time, it is useful to locate the intersection zones (Z1, Z2, ... Zn) of the overpass with other overpasses (Ms1, Ms2, ..., Msn), where less intensive traffic is carried out, on sections of the siding (B1, B2, ..., Bn) moving in the opposite direction. directions of groups (K1, K2,…,Kn) of vehicles (A1, A2,…,An) with a high frequency of their travels. In this case, due to the less intensive traffic at the mentioned intersections of other vehicles (R), there will also not be significant congestion.

In cases where additional routes (X, Y) adjoin the overpass, the overpass is provided with a connection section (N) of the routes (X, Y) with the routes (D, E) (Fig. 5, Fig. 7). At the same time, the mentioned section is made with the function of changing lanes for vehicles (A1, A2, ..., An) converging into a group (K1, K2, ..., Kn), taking into account the provision of employment of both routes (D and E) after the changes one side by vehicles (A1, A2, ..., An), for example, at the junction of routes. And for vehicles traveling on different routes from the group (K1, K2, ..., Kn) (A1, A2, ..., An) - taking into account employment after rebuilding one route (D or E, X or Y) in each direction , following in one direction by vehicles (A1, A2, ..., An). It is useful to place such connection sections (N) in places of connection or separation of vehicle routes (A1, A2, ..., An) from the suburbs to the city center and back (Fig. 5).

It is useful to carry out stopping points (C1, C2, ..., Cn) between sections of sidings (B1, B2, Bp) of groups (K1, K2, ..., Kn) of vehicles moving in opposite directions (A1, A2, ..., An). In this case, there is no need to maneuver and rebuild a group (K1, K2,…, Kn) of vehicles (A1, A2,…, An) moving along both routes (D and E). It is useful to make stops both on one track D and on the other track E (Fig. 5).

Sections of the overpass with an increased distance between stopping points (C1, C2, ..., Cn), for example, on the periphery, or outside the city, it is useful to perform high-speed (Uf) (Fig. 5). On them, after leaving the area of the city with heavy traffic, it is useful to provide the possibility of rebuilding a group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) from two routes (D and E) to one route following (D or E) and the subsequent movement of vehicles (A1, A2, ..., An) along one of the routes (D or E). In this case, with an increase in the speed of movement, an increased carrying capacity is observed and the classical scheme of movement along one route is preserved.

Sections of the overpass with a reduced distance between stopping points (C1, C2, ..., Cn), for example, in a busy city center with heavy traffic, it is useful to perform medium speed (Us) (Fig. 5). On them, after entering the city from the periphery, it is useful to provide the possibility of rebuilding a group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) from one route (D or E) to two routes ( D and E) and the subsequent movement of vehicles (A1, A2, ..., An) along both routes (D and E). In this case, in a busy city center with heavy traffic at an average speed, increased carrying capacity is provided without the formation of significant congestion at the intersections of other vehicles (R).

Such sections are best used in congested city centers and with a large accumulation of intersection zones (Z1, Z2, ..., Zn) of the overpass with other overpasses (Md1, Md2, ..., Mdn), where more intensive traffic has been carried out.

The overpass according to the invention is used as follows in the following examples of phased traffic.

An example (Fig. 12-17) of the formation of a group (K1) on the section of the overpass.

The vehicle (A1) (FIG. 12) moves along the route (E) through the intersection zone (Z2) with another overpass (Md2) of other vehicles (R) towards the stopping point (C1). At the same time, the vehicle (A2) is at the stop (C2) on the additional route (Y).

Then, (Fig. 13) the vehicle (A1) stops at the stopping point (C1) on the route (E), and the other vehicle (A2) changes lanes at the turnout at the junction (N) from the additional route (Y) on the way (E).

In this case, when the vehicle (A2) approaches the connection section (N) with another overpass, the following are switched on:

- allowing signals (S) of control devices (V) to the movement of the vehicle (A2) and other vehicles passing by it (R);

- inhibiting signals (T) of control devices (V) to other vehicles (R).

Further (Fig. 14) the vehicle (A1) departs from the stopping point (C1), and continues to move along the route (E), while approaching the connection section (N) with additional routes (M, K) , include:

- allowing signals (S) of control devices (V) to the movement of the vehicle (A1) and other vehicles passing by it (R);

- prohibiting signals (T) of control devices (V) to other vehicles (R) following another overpass (Ms1).

Thus, (Fig. 15) sequential, one after another, the passage of vehicles (A1) and (A2) of the connection section (N), their subsequent arrival at the stopping point (C3) and the formation of a group (K1) of vehicles (A1, A2) at this stopping point (Fig. 16). In this case, the first or second vehicle (A1 or A2) stops on one route (D or E), and the second or first vehicle (A2 or A1) stops on another route (E or D).

Then (Fig. 17) vehicles (A1, A2) of the group (K1) depart from the stopping point (C3), and continue to move along both routes (D and E) with the priority movement of vehicles (A1, A2) in the zone intersection (Z3) with another viaduct (Md3) in the direction of the next stop (C4).

An example of the movement of groups (K1-K4) on the section of the overpass (Fig. 18-25).

Vehicles (A1-A4) of groups (K1-K2) are (FIG. 18) at stopping points (C5, C6) on routes (D and E).

After some time (FIG. 19), the vehicles (A1-A4) of the groups (K1 and K2) depart from the stopping points (C5, C6). At the same time, vehicles (A1, A2) of group (K1) along the turnout behind the stopping point (C5) are rebuilt to one route (D), and vehicles (A3, A4) of the group (K2) along the turnout behind the stopping point ( C6) are rebuilt to another route (E).

At the same time, when the first vehicles of groups (K1, K2) approach the intersection zone (Z6) with another overpass (Ms2), where less intensive traffic of other vehicles (R) is carried out, the following are switched on:

- allowing signals (S) of control devices (V) to the movement of vehicles (A1-A4) and other vehicles passing by them (R);

- prohibiting signals (T) of control devices (V) to other vehicles (R) following another overpass (Ms2).

Then (Fig. 20), passing of oncoming groups (K1, K2) is carried out due to the sequential, one after the other, movement of vehicles (A1, A2) as part of the group (K1) along the route (D), and the movement of vehicles ( A3, A4) groups (K2) along the route (E).

Before the stopping point (C5) (Fig. 21), one vehicle (A3) of the group (K2) continues to move along the route (E), and the vehicle (A4) of this group (K2) changes lanes to the route (D ), and before the stopping point (C6) one vehicle (A2) of the group (K1) continues to move along the route (D). At the same time, another vehicle (A1) of this group (K1) is rebuilt on a similar turnout to the route (E), with the subsequent stop of vehicles (A1-A4) of groups (K1 and K2) at stopping points (C5, C6) (Fig. 22).

Then, (Fig. 23) vehicles (A1-A4) of groups (K1 and K2) depart from stopping points (C5, C6), and continue to move along both routes (D and E) with the priority movement of vehicles (A1 -A4) in the intersection zones (Z4, Z5, Z7) with other overpasses (Md4, Md5, Md6) on which more intensive traffic of other vehicles (R) was carried out, followed by the arrival (Fig. 24) of vehicles (A1, A2 ) group (K1) to the stopping point (C7).

Further, (Fig. 25) vehicles (A5, A6) of group (K3), along two routes (D and E) pass the intersection zone (Z4) with another overpass (Md4) on which heavy traffic of other vehicles (R ) and move towards the stopping point (C5), at this time the vehicles (A7, A8) of the group (K4) arrive at the stopping point (C7) also along two routes (D and E). Thus, the sequential arrival of groups (K1-K4) of vehicles (A1-A8) at stopping points (C5-C7) in each of the opposite directions and the functioning of these stopping points (C5-C7) in a two-way mode is ensured.

An example of disbanding a group (K1) on a section of an overpass (Fig. 26-30).

In FIG. 26 shows vehicles (A1, A2) of group (K1), which, along two routes (D and E), move towards the stopping point (C9), passing in front of it the intersection zone (Z8) with another overpass (Md7), at which carried out heavy traffic of other vehicles (R).

Further, (Fig. 27) vehicles (A1, A2) of the group (K1) arrive at the stopping point (C9) also along two routes (D and E).

Then (FIG. 28) vehicles (A1) and (A2) depart from the stopping point (C9) to the junction (N) to change lanes from two routes (D and E) to one route (E).

After that (Fig. 29) on the connection section (N) with additional routes (X, K), the vehicle (A1) is rebuilt from the route (D) to the route (E), and the vehicle (A2) from the route route (E) to an additional route (X), and the disbandment of the group (K1) occurs.

Then (FIG. 30), the first vehicle (A1) moves along the route (E) towards the stopping point (C11), and the second vehicle (A2) moves along the additional route (X) towards the stopping point ( C10).

The method of organizing the movement of trackless transport (Fig. 31) is similar to rail transport, except for the absence of turnouts. Their function is performed by the elements of the merger of the routes (D, E), on which the vehicles (A1, A2, ..., An) are rebuilt from one route (D, E) to another and back. Another difference is that the routes (D, E) are made not in the form of a rail track, but in the form of specially designated traffic lanes.

Thus, all the features described above will allow you to efficiently and economically, both re-equip the existing network of rail or rail transport, and build a new one. At the same time, the number of passengers carried (P) will increase significantly, without significantly affecting the movement of other road users. In addition, rational use of seats in vehicles (A1, A2, ..., An) will be ensured and the convenience of boarding and disembarking passengers (P) from them at any stopping point (C1, C2, ..., Cn) will improve.

The overpass according to the invention can be used both for surface transport (buses, trolleybuses, trams) and for underground transport (subway rolling stock).

Information sources:

1. Patent US 8239080, IPC G05D 3/00, priority 10/23/2009, published 08/07/2012.

2. Patent CN No. 109484437, IPC B61L 27/00, priority 11/30/2018, published 03/19/2019.

3. Patent US 5676059, IPC B61J 3700, priority 11/29/1996, published 10/14/1997 /prototype/.

Claims (10)

1. An overpass, which includes stopping points (C1, C2, ..., Cn) and routes (D, E) with the possibility of ensuring the movement of vehicles along each of them (A1, A2, ..., An), as in one, and in the other direction, while on the routes (D, E) there are zones of intersection (Z1, Z2, ..., Zn) of the overpass with other overpasses (Md1, Md2, ..., Mdn) and (Ms1, Ms2, ..., Msn ), characterized in that on the overpass there are sections made to provide them with the possibility of movement of neighboring vehicles (A1, A2, ..., An) as part of a group (K1, K2, ..., Kn) along both routes (E and D ), and in such a way that they provide the possibility of movement of some vehicles (A1, A2, ..., An) from the group (K1, K2, ..., Kn) along one route (D or E), and other vehicles from of this group on a different route (E or D), as well as on the routes (D, E) there are siding sections (B1, B2, ..., Bn) of the mentioned groups moving in opposite directions (K1, K2 , ..., Kn) vehicles (A1, A2, ..., An), made with the possibility of rebuilding them from two routes (D and E) to one route (D or E), and then from one route (D or E) on two routes (D and E), while the stopping points (C1, C2, ..., Cn) are made with the ability to ensure that a group (K1, K2, ..., Kn) of vehicles (A1, A2, …,An), moreover, some of them - with the possibility of stopping on one route (D or E), and the other of them - with the possibility of stopping on another route (E or D), while other overpasses intersecting with the overpass (Md1, Md2, …, Mdn) and (Ms1, Ms2, …, Msn) are designed to enable both more intensive and less intensive traffic to be carried out along them, and the intersection zones (Z1, Z2, …, Zn) with other overpasses (Md1, Md2, ..., Mdn), where more intensive traffic is carried out, are located on its sections with the possibility of movement of single vehicles (A1, A2, ..., An) in the group (K1, K2, ..., Kn) with the possibility of its movement along both routes (E and D), and the intersection zone (Z1, Z2, ..., Zn ) overpasses with other overpasses (Ms1, Ms2, ..., Msn), where less intensive traffic is carried out, are located on sections of the siding (B1, B2, ..., Bn) of groups of vehicles moving in opposite directions (K1, K2, ..., Kn) (A1, A2, …, An). 2. The overpass according to claim 1, characterized in that the stopping points (C1, C2, ..., Cn) are made on sections with the possibility of movement of neighboring vehicles (A1, A2, ..., An) in the group (K1, K2, …, Kn) with the possibility of its movement along both routes (E and D). 3. The overpass according to any one of paragraphs. 1, 2, characterized in that the stopping points (C1, C2, ..., Cn) are made with the possibility of rebuilding a group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) on them from one path following (D or E) on two routes (D and E), and after the stopping points (C1, C2, ..., Cn), in the direction of movement of the group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) - with the possibility of rebuilding a group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) from two routes (D and E) to one route (D or E). 4. The overpass according to claim 1, characterized in that a zone (L) is made on it, in which the mentioned sections of the siding (B1, B2, ..., Bn) are connected to each other. 5. The overpass according to any one of paragraphs. 1, 2, 4, characterized in that the mentioned sections of the passing (B1, B2, ..., Bn) for groups (K1, K2, ..., Kn) moving in opposite directions of vehicles (A1, A2, ..., An) are also made providing them with the possibility of movement of neighboring vehicles (A1, A2, ..., An) as part of a group (K1, K2, ..., Kn) along both routes (E and D). 6. The overpass according to any one of paragraphs. 1, 4, 5, characterized in that its intersection zones (Z1, Z2, ..., Zn) with other overpasses (Md1, Md2, ..., Mdn), where more intensive traffic has been carried out, are located on sections of the siding (B1, B2, …, Bn) groups moving in opposite directions (K1, K2, …, Kn) with a low frequency of passing vehicles (А1, А2, …, An), and the intersection zone (Z1, Z2, …, Zn) of the overpass with other overpasses (Ms1, Ms2, ..., Msn), where less intensive traffic is carried out, are located at the siding sections (B1, B2, ..., Bn) of groups of vehicles (K1, K2, ..., Kn) moving in opposite directions (A1, A2, …, An), with a high frequency of their travels. 7. The overpass according to claim 1, characterized in that it is equipped with additional routes (X, M) and a section of connection (N) with them of routes (D, E), which is made with the function of changing lanes for converging in a group (K1 , K2, ..., Kn) vehicles (A1, A2, ..., An) with the employment of both routes (D and E) following in one direction by vehicles (A1, A2, ..., An), and for those leaving the group (K1, K2, ..., Kn) vehicles (A1, A2, ..., An) - ensuring the employment of one route (D or E; M or X) in each direction following the same direction of vehicles (A1, A2, …, An). 8. The overpass according to claim 1, characterized in that it has high-speed sections (Uf) with the possibility of movement of groups (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An), as in one, and in the other direction along one of the routes (D or E) after the group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) has changed from two routes (D and E) to one route (D or E). 9. The overpass according to claim 8, characterized in that it has medium-speed sections (Us) with the possibility of movement of groups (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An), as in one, and in the other direction along both routes (D and E) after the group (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) changes from one route (D or E) to two routes sequence (D and E). 10. The overpass according to any one of paragraphs. 1-9, characterized in that the zones of its intersection (Z1, Z2, ..., Zn) with other overpasses (Md1, Md2, ..., Mdn) and (Ms1, Ms2, ..., Msn) are made with the possibility of priority travel in these zones groups (K1, K2, ..., Kn) of vehicles (A1, A2, ..., An) in relation to vehicles (R) moving along other overpasses (Md1, Md2, ..., Mdn) and (Ms1, Ms2 , …, Msn).

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