WO2009043203A1 - Système de transport ferroviaire de passagers à arrêts multiples et passage direct - Google Patents

Système de transport ferroviaire de passagers à arrêts multiples et passage direct Download PDF

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Publication number
WO2009043203A1
WO2009043203A1 PCT/CN2007/002986 CN2007002986W WO2009043203A1 WO 2009043203 A1 WO2009043203 A1 WO 2009043203A1 CN 2007002986 W CN2007002986 W CN 2007002986W WO 2009043203 A1 WO2009043203 A1 WO 2009043203A1
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WO
WIPO (PCT)
Prior art keywords
train
main
line
auxiliary
inbound
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2007/002986
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English (en)
Chinese (zh)
Inventor
Jilin Zhang
Yi Zhang
Li Zhang
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Beijing 3-D Spinal Orthopedics S & T Co Ltd
Original Assignee
Beijing 3-D Spinal Orthopedics S & T Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Beijing 3-D Spinal Orthopedics S & T Co Ltd filed Critical Beijing 3-D Spinal Orthopedics S & T Co Ltd
Publication of WO2009043203A1 publication Critical patent/WO2009043203A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K1/00—Transferring passengers, articles, or freight to and from moving trains; Slipping or coupling vehicles from or to moving trains

Definitions

  • Multi-site direct-track passenger transportation system Multi-site direct-track passenger transportation system
  • the present invention relates to a rail passenger transport system, and more particularly to a direct rail passenger transport system that can be used to pick up and drop passengers to get on and off the passengers along the way.
  • Rail passenger trains are one of the most important passenger transport vehicles at present, and are widely used in land passenger transport such as trunk railways (wheel rail, maglev), urban light rail, and urban subways.
  • passengers on and off the rail passenger train must stop at the passenger station next to the line, which reduces the average speed of the whole train of the rail passenger train.
  • the transportation volume is inconsistent to meet the travel needs of residents along the way.
  • the energy loss caused by train deceleration, docking, and starting acceleration and the wear of brake components increase energy consumption and maintenance costs, and increase operating costs.
  • passenger trains have not been found at home and abroad. They do not need to stop. They can realize the safe passenger-on-rail passenger transport system by autonomously adding and decelerating the auxiliary trains that can be picked up. Summary of the invention
  • the multi-site direct-track passenger transportation system of the present invention comprises: a main line, a side line, a main train, and a clutch device at the tail of the main train, characterized in that: further comprising: an auxiliary vehicle group, the auxiliary vehicle group is provided with a traction device and a brake a device, at the end of the auxiliary vehicle set, a clutch device matched with the main train; the main line is connected to the side line through a ballast and an inbound branch line; and the ballast and the outbound branch line in front of the main train are connected to the side line .
  • the multi-site direct-track passenger transport system of the present invention is further characterized in that said inbound branch line is provided with an upward slope and said outbound branch line is provided with a downward slope.
  • the multi-site direct-track passenger transportation system of the present invention is further characterized in that the slope of the inbound and outbound branches is in the range of 0 to 5%.
  • the multi-site direct-track passenger transport system of the present invention is further characterized in that the slope of the inbound and outbound legs is in the range of 0 to 3%.
  • the multi-site direct-track passenger transport system of the present invention is further characterized in that said inbound branch line and said outbound branch line are three-dimensional intersecting structures.
  • the multi-site direct-track passenger transportation system of the present invention can meet the demand of passengers getting on and off the vehicle without stopping the main train. Compared with the prior art, the present invention has the following advantages:
  • High-speed railways generally do not pass through the urban area. They need to build new stations on the outskirts of the city. At the same time, they must build roads leading to the stations in the urban area. Both large amounts of funds and land occupation are required.
  • the invention is supplemented by new facilities.
  • the track replaces the road leading to the station in the urban area. At the same time, it also reduces the original facilities such as repairing the station, the platform, and the track for the main train stop platform, which can save a lot of money.
  • the passing passenger car avoids the power energy consumed by parking and starting, and reduces the corresponding wear; the clutch car can be driven by the power of the main train in the docking state, and the slope design of the inbound and outbound spurs in the disengaged state It can make full use of gravity to make use of the conversion between kinetic energy and potential energy and inertia, and cooperate with auxiliary power and braking device to drive, decelerate and accelerate, to avoid the power energy consumed by braking and power acceleration to the greatest extent. Reduced wear and tear.
  • Figure 1 is a block diagram showing the construction of an embodiment of a multi-site direct-track passenger transport system of the present invention.
  • FIG. 1 is a schematic structural view of an embodiment of a multi-site direct-track passenger transportation system of the present invention.
  • the multi-site direct-track passenger transportation system of the present invention comprises: a main line 1, a side line 2, a main train 3, and a clutch device at the tail of the main train 3, characterized in that it further comprises: an auxiliary vehicle group 4, 5, the auxiliary vehicle group 4, 5 is provided with a traction device and a braking device, at the end of the auxiliary vehicle group 4, 5 is provided with a clutch device matched with the main train; the main line 1 passes through the switch 13 and the inbound branch line 12 and the side line 2 And connected to the side line 2 by the ballast 14 and the outbound branch line 11 in front of the main train running.
  • Figure 2 is a block diagram showing the construction of another embodiment of the multi-site direct-track passenger transportation system of the present invention.
  • the difference from Fig. 1 is that the inbound branch line and the outbound branch line intersect, and the other structure is exactly the same as that shown in Fig. 1. With such a configuration, the floor space of the station can be greatly saved.
  • the main line 1 and the side line 2 of the present invention may not be on one plane, and the side line 2 may be slightly higher than the main line 2, so that a slope may be formed between the main line 1 and the side line 2, and the range of the slope may be set at 0 ⁇ Between 5 %, it can also be set between 0 and 3 %.
  • the inbound vehicle can rely on the slope to decelerate.
  • the outbound vehicle can accelerate through the slope, which can not only greatly reduce the start and brake.
  • the energy consumption, and, can reduce the mechanical loss of the vehicle due to braking.
  • the auxiliary trains 4, 5 consist of several sections of passenger vehicles with traction and braking devices that can be driven on the sidelines or on the main line.
  • the upper and lower passengers are respectively transported by two auxiliary trains.
  • the auxiliary trains are divided into the inbound train 4 and the outbound train 5 according to the purpose.
  • the auxiliary trains are cyclically converted according to the transportation needs.
  • the trains are parked at the inbound platform 6 and the outbound platform 7, respectively.
  • the main train 3 and the pick-up and passenger-assisted vehicle group 4 or 5 are provided with a facility for safely passing passengers and staff when connected, and a device for closing the connecting end is provided when the vehicle is opened.
  • the arrow 10 indicates the direction in which the main train travels
  • the arrow 9 indicates the traveling direction of the auxiliary train group 4 to be inbound
  • the arrow 8 indicates the auxiliary train group to be outbound. 5 driving direction.
  • the main train 2 is connected to the auxiliary train 4 to be inbound to operate on the main line.
  • the passenger who wants to get off the vehicle enters the auxiliary vehicle group 4 through a safe passage between the main train 2 and the auxiliary train group 4.
  • the clutch is activated at an appropriate distance before the train approaches the stop, disengaging the auxiliary train 4 from the main train 2.
  • the main train 2 continues to drive forward, while the auxiliary train 4 performs braking, and the distance between the two vehicles will continue to increase.
  • the switch 13 on the main line When the main train 2 passes the switch 13 on the main line, the switch is connected to the inbound branch 12, and the auxiliary train 4 is driven into the inbound branch 12 via the switch 13 at the allowable speed of the turn, and the inbound train 4 continues to decelerate and eventually Stop at the inbound station 6.
  • the auxiliary train group 5 parked at the outbound platform 7 is filled with passengers who are about to leave.
  • the auxiliary train set 5 starts, enters the outbound branch line 11 and starts to accelerate, and after the main train 2 passes the switch 14, the auxiliary train set 5 also accelerates to the allowable switch 11 The passing speed, enters the main line 1 via the road ⁇ 14, and travels in the same direction as the main train 2 and continues to accelerate.
  • speed control is implemented to achieve smooth connection with the main train 2.
  • auxiliary train 4 Passengers in the auxiliary train 4 exit the station via the exit. After the passengers have finished, the auxiliary vehicle group 4 will enter the standby line for backup. At the same time, after the auxiliary train 5 is connected with the main train 2, the passengers in the auxiliary train 5 enter the corresponding train of the main train via the safe passage between the main train 2 and the auxiliary train 5, and need to dream of getting off at the next stop. At the appropriate time, the passenger enters the auxiliary train 5 through the above-mentioned safe passage to prepare to get off.
  • the demand of the passengers getting on and off the vehicle can be greatly improved when the main train does not stop at the station, and the driving speed of the main train is greatly improved.
  • energy can be greatly saved and the wear of the vehicle due to frequent starting and braking can be reduced.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un système de transport ferroviaire de passagers, à arrêts multiples et passage direct, comprenant une voie primaire (1), une voie secondaire (2), un train principal (3) et des voitures auxiliaires (4, 5). Un dispositif est couplé à l'arrière du train principal (3). Un dispositif de traction et un dispositif de freinage sont placés sur les voitures auxiliaires (4, 5), et un dispositif couplé associé au dispositif couplé du train principal (3) est placé aux extrémités des voitures auxiliaires (4, 5). La voie primaire (1) est reliée à la voie secondaire (2) par une traversée de voie (13) et une voie d'évitement d'entrée (12), et est également reliée à la voie secondaire (2) par une traversée de voie (14) située à l'avant du train principal en marche (3) et une voie d'évitement de sortie (11).
PCT/CN2007/002986 2007-09-30 2007-10-18 Système de transport ferroviaire de passagers à arrêts multiples et passage direct Ceased WO2009043203A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CNA200710175587XA CN101134465A (zh) 2007-09-30 2007-09-30 多站点直达轨道客运系统
CN200710175587.X 2007-09-30

Publications (1)

Publication Number Publication Date
WO2009043203A1 true WO2009043203A1 (fr) 2009-04-09

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2007/002986 Ceased WO2009043203A1 (fr) 2007-09-30 2007-10-18 Système de transport ferroviaire de passagers à arrêts multiples et passage direct

Country Status (2)

Country Link
CN (1) CN101134465A (fr)
WO (1) WO2009043203A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103465914A (zh) * 2013-09-30 2013-12-25 福州大学 一种进出站台无需停留地铁的实现方法
CN109987109A (zh) * 2019-05-08 2019-07-09 杨飞 铁路列车自动化摘钩器
CN113824770A (zh) * 2021-08-25 2021-12-21 通号城市轨道交通技术有限公司 联挂列车的信号系统和基于网络融合的联挂列车通信方法

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* Cited by examiner, † Cited by third party
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CN102774384B (zh) * 2012-07-31 2016-01-06 黄灿军 一种轨道列车双线并行的运行方法
CN104742913B (zh) * 2013-12-27 2017-06-06 王冠军 实现城市轨道交通站前折返的系统及方法
CN105015553A (zh) * 2014-04-30 2015-11-04 赵志刚 一种铁路列车连续运行方法及其铁路列车和铁路设施
CN104340231A (zh) * 2014-06-06 2015-02-11 及利民 不停车一站直达轨道交通系统
CN106314458B (zh) * 2016-08-26 2018-06-05 张英华 高铁列车的地效行驶接站车及追逐式接站方法
CN106828507A (zh) * 2017-02-03 2017-06-13 刘锦麟 列车不停站上下乘客的系统
CN108382402B (zh) * 2018-03-12 2023-12-29 中铁第四勘察设计院集团有限公司 一种智轨电车首末端充电站台系统构造
CN109878549A (zh) * 2019-03-27 2019-06-14 王云亮 一种轨道交通系统
CN111497873B (zh) * 2020-05-29 2024-06-04 中铁第四勘察设计院集团有限公司 可减少工程预留规模的主线、支线接轨构造及含其的车站

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US3893397A (en) * 1973-02-28 1975-07-08 Matra Engins Continuous transport system for trains with programmed vehicles
CN1109832A (zh) * 1993-10-12 1995-10-11 郭树名 不停站客车
JPH1035486A (ja) * 1996-07-24 1998-02-10 Yuzo Yoshikawa 陸上運輸機関の高速走行路装置
CN1192975A (zh) * 1997-03-12 1998-09-16 邹先春 追车、甩车高速铁路运输系统
CN1390737A (zh) * 2001-06-12 2003-01-15 陆凯 旅客列车进站无须停车即可上下乘客的方法
CN1660636A (zh) * 2004-02-27 2005-08-31 何立甫 有轨高速运输车辆的方法及系统
CN1769114A (zh) * 2004-07-02 2006-05-10 金成� 中间站不停车可实现上下旅客的铁路运输综合操作系统

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3893397A (en) * 1973-02-28 1975-07-08 Matra Engins Continuous transport system for trains with programmed vehicles
CN1109832A (zh) * 1993-10-12 1995-10-11 郭树名 不停站客车
JPH1035486A (ja) * 1996-07-24 1998-02-10 Yuzo Yoshikawa 陸上運輸機関の高速走行路装置
CN1192975A (zh) * 1997-03-12 1998-09-16 邹先春 追车、甩车高速铁路运输系统
CN1390737A (zh) * 2001-06-12 2003-01-15 陆凯 旅客列车进站无须停车即可上下乘客的方法
CN1660636A (zh) * 2004-02-27 2005-08-31 何立甫 有轨高速运输车辆的方法及系统
CN1769114A (zh) * 2004-07-02 2006-05-10 金成� 中间站不停车可实现上下旅客的铁路运输综合操作系统

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103465914A (zh) * 2013-09-30 2013-12-25 福州大学 一种进出站台无需停留地铁的实现方法
CN109987109A (zh) * 2019-05-08 2019-07-09 杨飞 铁路列车自动化摘钩器
CN109987109B (zh) * 2019-05-08 2023-09-26 杨飞 铁路列车自动化摘钩器
CN113824770A (zh) * 2021-08-25 2021-12-21 通号城市轨道交通技术有限公司 联挂列车的信号系统和基于网络融合的联挂列车通信方法

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