CN110318333B - Subway station plane transfer channel structure and control method - Google Patents
Subway station plane transfer channel structure and control method Download PDFInfo
- Publication number
- CN110318333B CN110318333B CN201910644295.9A CN201910644295A CN110318333B CN 110318333 B CN110318333 B CN 110318333B CN 201910644295 A CN201910644295 A CN 201910644295A CN 110318333 B CN110318333 B CN 110318333B
- Authority
- CN
- China
- Prior art keywords
- transfer
- subway
- time
- platform
- bearing screen
- 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.)
- Active
Links
- 238000012546 transfer Methods 0.000 title claims abstract description 283
- 238000000034 method Methods 0.000 title claims abstract description 23
- 238000012937 correction Methods 0.000 claims description 11
- 230000006698 induction Effects 0.000 claims description 10
- 230000008569 process Effects 0.000 abstract description 6
- 238000010586 diagram Methods 0.000 description 8
- 230000007935 neutral effect Effects 0.000 description 5
- 238000011161 development Methods 0.000 description 3
- 230000001174 ascending effect Effects 0.000 description 2
- 230000008602 contraction Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000001939 inductive effect Effects 0.000 description 2
- 230000002776 aggregation Effects 0.000 description 1
- 238000004220 aggregation Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000010408 sweeping Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
- B61B1/02—General arrangement of stations and platforms including protection devices for the passengers
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D15/00—Movable or portable bridges; Floating bridges
- E01D15/10—Travelling bridges, i.e. roller bridges; Sliding bridges; Rotary cylinder bridges, i.e. rotating about longitudinal axis to invert and raise the road
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D18/00—Bridges specially adapted for particular applications or functions not provided for elsewhere, e.g. aqueducts, bridges for supporting pipe-lines
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q50/00—Systems or methods specially adapted for specific business sectors, e.g. utilities or tourism
- G06Q50/10—Services
- G06Q50/26—Government or public services
Abstract
The invention discloses a subway station plane transfer channel structure and a control method, wherein the subway station plane transfer channel structure comprises a first island type platform and a second island type platform which are arranged in parallel; a middle subway channel is arranged between the first island platform and the second island platform; subway shielding doors are arranged at joints between two sides of the middle subway channel and the corresponding first island type platforms and between two sides of the middle subway channel and the corresponding second island type platforms; the first island type platform and the second island type platform are respectively provided with a telescopic bearing screen body corresponding to the ground positions of the corresponding subway shielding doors; and a supporting platform is arranged at the middle position of the bottom of the middle subway channel. When no vehicle passes through the middle subway channel, all subway shielding doors are opened, and each pair of telescopic bearing screen bodies corresponding to each other extend out and are hinged with each other and are supported on the supporting platform to form a transfer platform with a simply supported structure, and the transfer platform is communicated with the first island type platform and the second island type platform. The invention realizes the swiftly of transfer, eliminates the process of passengers going up and down stairs, and reduces the transfer path distance and transfer time.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a subway station plane transfer channel structure and a control method.
Background
With the development of urban economy, the aggregation of urban population and the aggravation of motorized travel, urban traffic jam phenomenon is increasingly prominent. Urban public transportation is one of the important means for relieving traffic jam, and the development of urban public transportation is increasingly valued by government decision makers.
The subway is used as an important component of a public transportation system of the city, has the characteristics of large transportation capacity, high punctuality and the like, has more than 30 cities in China at present to open subway lines, and plays a significant role as a backbone system of public transportation. With the continuous development of urban subway construction, the wire network is gradually perfected, the nodes between the wires are gradually increased, and subway transfer problems are increasingly attracting attention.
The existing multi-line subway station internal transfer mode mainly comprises node transfer, parallel transfer, channel transfer, mixed transfer and the like. For parallel transfer adopted by the double-layer double-island station, passengers get off from one side of the island station and finish transfer from the station hall to the station at the other side.
In practical application, the hall is complex in transfer process, more in time cost and lower in transfer efficiency. Therefore, the existing double-layer double-island type station structure needs to be improved, the transfer efficiency of transfer passengers is improved, and the defects of the prior art are overcome.
Disclosure of Invention
In view of the above-mentioned drawbacks of the prior art, the present invention provides a planar transfer channel structure for subway stations, which aims to achieve the rapidness of transfer, eliminate the process of passengers going up and down stairs, reduce the transfer path distance and transfer time, reduce the conflict between the transfer passengers and passengers going in and out of the station, and greatly improve the transfer efficiency.
In order to achieve the above purpose, the invention discloses a plane transfer channel structure of a subway station, wherein the subway station is a double-layer double-island station and is used for stopping two subways of a first subway line and a second subway line, and comprises a hall layer positioned at the upper layer, and a first island-type platform and a second island-type platform which are arranged below the hall layer and are communicated through corresponding stairs and are arranged in parallel;
an intermediate subway channel is arranged between the first island type platform and the second island type platform;
and the middle subway channel is internally provided with two tracks in the uplink or downlink direction of the first subway line or the uplink or downlink direction of the second subway line.
Wherein, the junction of the two sides of the middle subway channel and the corresponding first island type platform and the corresponding second island type platform is provided with subway shielding doors corresponding to each other;
the ground positions of the subway shielding doors corresponding to the first island type platform and the second island type platform are respectively provided with a telescopic bearing screen body corresponding to each other;
one end of each telescopic bearing screen body is fixed on the corresponding first island type platform and the corresponding second island type platform, and the other end of each telescopic bearing screen body is suspended, points to the other side of the middle subway channel and can be telescopic along the horizontal direction;
a supporting platform is arranged in the middle of the bottom of the middle subway channel, and when all the telescopic bearing screen bodies on two sides of the supporting platform extend out of the supporting platform, each pair of telescopic bearing screen bodies corresponding to each other are hinged with each other and are supported on the supporting platform to form a transfer platform with a simple support structure;
when no vehicles pass through the two rails in the middle subway channel, all subway shielding doors are opened, and all the telescopic bearing screen bodies extend out to be communicated with the first island type platform and the second island type platform.
Preferably, each subway shield door is located at one side of the middle subway channel and is correspondingly provided with a transfer channel signal lamp.
Preferably, each of the retractable load-bearing panels includes a retractable panel receiving structure disposed on a corresponding one of the first island or the second island.
The invention also provides a control method of the subway station plane transfer channel structure, which adopts the fixedly inserted transfer channel time for control, and comprises the following specific steps:
a1, collecting the departure time T of the previous subway i And the arrival time T of the next subway i+1 And calculates the idle time T of the intermediate subway channel pi The specific formula is as follows:
T pi ＝T i+1 -T i ；
a2, determining a proper fixed time t for inserting a transfer channel according to the transfer guest c The formula is as follows:
t c ＝t 1 +t 2 +t 3 ；
t 1 ＝max(t a ,t b )；
t 2 ＝(L+L p )/uv p +m+m'；
t 3 ＝max(t' a ,t' b )；
wherein t is a 、t b Respectively the time from the telescopic bearing screen bodies at two sides of the supporting platform to the supporting platform, wherein t is a ＝L/2v a ，t b ＝L/2v b ；
v a 、v b The extension speeds of the telescopic bearing screen bodies at the two sides of the supporting platform are respectively;
l is the width of the middle subway channel;
L p queuing length for transfer passengers;
v p the walking speed of the passenger is u is a walking speed correction coefficient;
m and m' are respectively the safety time of a transfer passenger entering the transfer platform and the safety time of the transfer passenger leaving the transfer platform;
t' a 、t' b respectively retracting the telescopic bearing screen bodies at two sides of the supporting platform, wherein t 'is the time' a ＝L/2v' a 、t' b ＝L/2v' b ；
v' a 、v' b The retraction speeds of the telescopic bearing screen bodies at the two sides of the supporting platform are respectively;
a3, according to the time t of the pluggable transfer channel c Calculating the maximum queuing length L pmax ；
A4, judging the idle time T pi Whether or not it is less than the time t of the fixed pluggable transfer channel c The method comprises the steps of carrying out a first treatment on the surface of the If yes, all subway shielding doors cannot be opened, all the bearing screen bodies cannot extend out, and the step A1 is re-executed;
if not, opening all subway shielding doors, communicating the first island type platform with the second island type platform by the corresponding bearing screen body, and continuing to execute the subsequent steps;
a5, when all subway shielding doors are opened and all the bearing screen bodies extend out, judging whether the queuing position of each transfer passenger is within the maximum queuing length; when the queuing position of the transfer passenger is not within the maximum queuing length, the transfer passenger cannot enter any subway shielding door and any bearing screen body, and continues to wait for the opening of a subsequent channel; when the queuing position of the transfer passenger is within the maximum queuing length, the transfer passenger enters the subway shielding door and the bearing screen body from the transfer passenger to finish transfer;
and A6, after the subway shielding doors are completed, closing all the subway shielding doors, retracting all the bearing screen bodies, returning to A1, and entering the next cycle.
The invention also provides another control method of the subway station plane transfer channel structure, which utilizes an induction system to determine the time of an inserted transfer channel, and monitors the real-time queuing length of transfer personnel in real time by a queuing length induction system arranged on the first island type platform and the second island type platform, and comprises the following specific steps:
b0, judging whether the real-time queuing length is within a proper length; if yes, executing B1.1; if not, executing B2.1;
b1.1, collecting the departure time T of the previous subway i And the arrival time T of the next subway i+1 And calculates the idle time T of the intermediate subway channel pi The specific formula is as follows:
T pi ＝T i+1 -T i ；
b1.2, calculating the time t of the variable pluggable transfer channel according to the real-time queuing length ci The formula is as follows:
t ci ＝t 1 +t 2i +t 3 ；
t 1 ＝max(t a ,t b )；
t 2i ＝(L+L pi )/uv p +m+m'；
t 3 ＝max(t' a ,t' b )；
wherein t is a 、t b Respectively the time from the telescopic bearing screen bodies at two sides of the supporting platform to the supporting platform, wherein t is a ＝L/2v a ，t b ＝L/2v b ；
v a 、v b The extension speeds of the telescopic bearing screen bodies at the two sides of the supporting platform are respectively;
l is the width of the middle subway channel;
t 2i the time required to enter the transfer aisle for the different queuing lengths of the transfer passengers;
L pi queuing length for transfer passengers;
v p the walking speed of the passenger is u is a walking speed correction coefficient;
m and m' are respectively the safety time of a transfer passenger entering the transfer platform and the safety time of the transfer passenger leaving the transfer platform;
t' a 、t' b respectively retracting the telescopic bearing screen bodies at two sides of the supporting platform, wherein t 'is the time' a ＝L/2v' a 、t' b ＝L/2v' b ；
v' a 、v' b The retraction speeds of the telescopic bearing screen bodies at the two sides of the supporting platform are respectively;
b1.3, judging the idle time T pi Whether or not it is less than the time t of the pluggable transfer channel ci ；
If yes, all subway shielding doors cannot be opened, and all the bearing screen bodies cannot extend out;
if not, opening all subway shielding doors, and communicating the first island type platform with the second island type platform by the corresponding bearing screen bodies;
and B1.4, the transfer passengers enter the bearing screen body to transfer, after the transfer is completed, all subway shielding doors are closed, all the bearing screen bodies retract, and the load bearing screen body returns to B0 to enter the next cycle.
B2.1, collecting the departure time of the previous subwayT i And the arrival time T of the next subway i+1 And calculates the idle time T of the intermediate subway channel pi The specific formula is as follows:
T pi ＝T i+1 -T i ；
judging the idle time T pi Whether or not it is longer than the maximum extension time t of the load-bearing screen body 1 Maximum shrinkage time t 3 The sum of the safety time m of the transfer passengers entering the transfer platform and the safety time m' of the passengers leaving the transfer platform;
when T is pi Is longer than the maximum extension time t of the bearing screen body 1 Maximum shrinkage time t 3 When the transfer passengers enter the transfer platform and leave the transfer platform, opening all subway shielding doors, and communicating the first island platform with the second island platform through the corresponding bearing screen bodies, wherein the transfer channel is opened, and the duration time is T pi ；
When T is pi The maximum extension time t of the bearing screen body is less than or equal to 1 Maximum shrinkage time t 3 And when the transfer passengers enter the sum of the safety time m of the transfer platform and the safety time m' of the transfer passengers leaving the transfer platform, the transfer channel is not opened, and B0 is returned to enter the next cycle.
B2.2 according to the current subway time interval T pi Back-pushing the current queuing length L pi ；
T pi ＝t 1 +t 2i +t 3 ；
t 1 ＝max(t a ,t b )；
t 2i ＝(L+L pi )/uv p +m+m'；
t 3 ＝max(t' a ,t' b )；
T pi ＝max(t a ,t b )+(L+L pi )/uv p +m+m'+max(t' a ,t' b )；
L pi ＝(T pi -max(t a ,t b )-m-m'-max(t' a ,t' b ))*uv p -L；
Wherein T is pi The interval time of the subway in the current state is set;
t a 、t b respectively the time from the telescopic bearing screen bodies at two sides of the supporting platform to the supporting platform, wherein t is a ＝L/2v a ，t b ＝L/2v b ；
v a 、v b The extension speeds of the telescopic bearing screen bodies at the two sides of the supporting platform are respectively;
l is the width of the middle subway channel;
t 2i the time required for entering a transfer aisle for the different queuing lengths of the transfer passengers;
L pi queuing lengths for real-time transfer passengers;
v p the walking speed of the passenger is u is a walking speed correction coefficient;
m and m' are the safety time of the transfer passengers entering the transfer platform and the safety time of the passengers leaving the transfer platform respectively;
t' a 、t' b respectively retracting the telescopic bearing screen bodies at two sides of the supporting platform, wherein t 'is the time' a ＝L/2v' a 、t' b ＝L/2v' b ；
v' a 、v' b The retraction speeds of the telescopic bearing screen bodies at the two sides of the supporting platform are respectively;
b2.3, judging whether the queuing position is in the current queuing length L pi Is within; when the transfer passenger queuing position is not in the current queuing length L pi When the subway shield door and the load-bearing screen body are not accessed by the transfer passengers, the transfer passengers continue to wait for opening the subsequent passage; when the transfer passenger queuing position is at the current queuing length L pi When the subway shielding door and the bearing screen body are in the same range, the transfer passengers enter the subway shielding door and the bearing screen body from the transfer passengers to finish transfer;
and B2.4, after the completion, closing all subway shielding doors, retracting all the bearing screen bodies, returning to B0, and entering the next cycle.
The invention has the beneficial effects that:
the application of the invention realizes the swiftness of transfer, eliminates the process of passengers going up and down stairs, and reduces the transfer path distance and transfer time; meanwhile, the conflict between the transfer passengers and passengers entering and exiting the station is reduced, the transfer efficiency is greatly improved, and the method is convenient to popularize and use.
The conception, specific structure, and technical effects of the present invention will be further described with reference to the accompanying drawings to fully understand the objects, features, and effects of the present invention.
Drawings
Fig. 1 shows a schematic structural diagram of an intermediate subway tunnel-present train according to an embodiment of the present invention.
Fig. 2 shows a schematic diagram of the structure of an intermediate subway tunnel train-less according to an embodiment of the present invention.
Fig. 3 shows an enlarged schematic view of the structure of an intermediate subway tunnel train-less according to an embodiment of the present invention.
Fig. 4 shows a flow chart of an embodiment of the invention for control with fixedly inserted transfer channel time.
Fig. 5 shows a timing diagram of the present invention for entering and exiting a station using a subway.
FIG. 6 is a schematic diagram showing the available time slots of a transfer channel according to an embodiment of the present invention using a fixed-insertion transfer channel time control
FIG. 7 illustrates a flow chart of an embodiment of the present invention for determining an inserted transfer channel time using an inductive system.
FIG. 8 is a schematic diagram of a transfer lane availability time gap in accordance with an embodiment of the present invention employing an inductive system to determine the time of an inserted transfer lane.
Detailed Description
Examples
As shown in fig. 1 to 3, the subway station is a double-layer double-island type station for stopping two subways of a first subway line and a second subway line, and comprises a hall layer 1 positioned at the upper layer, and a first island type platform 5 and a second island type platform 5' which are arranged below the hall layer 1 and are communicated by corresponding stairs 6 and are arranged in parallel with each other;
an intermediate subway channel 2 is arranged between the first island platform 5 and the second island platform 5';
the middle subway channel 2 is internally provided with two tracks in the ascending or descending direction of the first subway line or the ascending or descending direction of the second subway line.
Wherein, the joints of the two sides of the middle subway channel 2 and the corresponding first island type platform 5 and the corresponding second island type platform 5' are respectively provided with a subway shielding door 9 corresponding to each other;
the ground positions of the first island platform 5 and the second island platform 5' corresponding to the corresponding subway shielding doors 9 are respectively provided with a telescopic bearing screen body 11 corresponding to each other;
one end of each telescopic bearing screen body 11 is fixed on the corresponding first island-type platform 5 and the corresponding second island-type platform 5', and the other end is suspended, points to the other side of the middle subway channel 2 and can be telescopic along the horizontal direction;
the middle position of the bottom of the middle subway channel 2 is provided with a supporting platform 7, when all the telescopic bearing screen bodies 11 on two sides of the supporting platform 7 extend to the supporting platform 7, each pair of telescopic bearing screen bodies 11 corresponding to each other are mutually hinged and supported on the supporting platform 7 to form a transfer platform with a simple support structure;
when no vehicles pass through the two rails in the middle subway tunnel 2, all subway shielding doors 9 are opened, and all telescopic bearing screen bodies 11 extend to communicate the first island type platform 5 and the second island type platform 5'.
The principle of the invention is that two platforms sharing the middle subway channel 2 are provided with telescopic bearing screen bodies 11 to form a temporary plane transfer channel to meet the transfer requirement as a subway station entering period.
The telescopic bearing screen bodies 11 are hinged at the extending end, when all the telescopic bearing screen bodies 11 at the two sides of the supporting platform 7 extend to the supporting platform 7, each pair of telescopic bearing screen bodies 11 corresponding to each other are hinged with each other and are supported on the supporting platform 7 to form a transfer platform with a simple support structure; the telescopic bearing screen 11 can bear a certain load, and the requirements of people are met.
When the train needs to pass, the telescopic bearing screen 11 is in a contracted state, so that the running of the train is not affected.
In some embodiments, each subway shield door 9 is located at one side of the middle subway tunnel 2 and is correspondingly provided with a transfer tunnel signal lamp 10.
Before the next subway arrives, the warning signal lamp system reminds passengers not to enter the transfer passage again, and the subway shielding door is about to be closed.
In some embodiments, each retractable load bearing screen 11 comprises a retractable screen, the retractable screen receiving structure being disposed on the respective first island 5 or second island 5'.
As shown in fig. 4, a control method of the above subway station plane transfer channel structure adopts fixedly inserted transfer channel time for control, and specifically comprises the following steps:
a1, collecting the departure time T of the previous subway i And the arrival time T of the next subway i+1 And calculates the idle time T of the intermediate subway tunnel 2 pi The specific formula is as follows:
T pi ＝T i+1 -T i ；
a2, determining a proper fixed time t for inserting a transfer channel according to the transfer passenger flow c The formula is as follows:
t c ＝t 1 +t 2 +t 3 ；
t 1 ＝max(t a ,t b )；
t 2 ＝(L+L p )/uv p +m+m'；
t 3 ＝max(t' a ,t' b )；
wherein t is a 、t b Respectively the time when the telescopic bearing screen bodies 11 at the two sides of the supporting platform 7 extend to the supporting platform 7, wherein t a ＝L/2v a ，t b ＝L/2v b ；
v a 、v b The extension speeds of the telescopic bearing screen bodies 11 at the two sides of the supporting platform 7 are respectively;
l is the width of the middle subway channel 2;
L p queuing length for transfer passengers;
v p the walking speed of the passenger is u is a walking speed correction coefficient;
m and m' are the safety time of the transfer passengers entering the transfer platform and the safety time of the passengers leaving the transfer platform respectively;
t' a 、t' b respectively the time of retraction of the telescopic load-bearing screens 11 on both sides of the support platform 7, where t' a ＝L/2v' a 、t' b ＝L/2v' b ；
v' a 、v' b The retraction speeds of the telescopic bearing screen bodies 11 at the two sides of the supporting platform 7 are respectively;
a3, according to the time t of the pluggable transfer channel c Calculating the maximum queuing length L pmax ；
A4, judging the idle time T pi Whether or not it is less than the time t of a fixed pluggable transfer channel c The method comprises the steps of carrying out a first treatment on the surface of the If yes, all subway shielding doors 9 cannot be opened, all bearing screen bodies 11 cannot extend, and the step A1 is re-executed;
if not, opening all subway shielding doors 9, communicating the first island-type platform 5 with the second island-type platform 5' by virtue of corresponding bearing screen bodies 11, and continuing to execute the subsequent steps;
a5, when all subway shielding doors 9 are opened and all bearing screen bodies 11 extend out, judging whether the queuing positions of the passengers are within the maximum queuing length; when the queuing position of the transfer passenger is not within the maximum queuing length, the transfer passenger cannot enter any subway shielding door 9 and any bearing screen body 11, and continues to wait for the opening of a subsequent channel, and when the queuing position of the transfer passenger is within the maximum queuing length, the transfer passenger enters the subway shielding door 9 and the bearing screen body 11 from the transfer passenger to finish transfer;
and A6, after the subway shielding doors 9 are closed, all the bearing screen bodies 11 retract and return to A1 to enter the next cycle.
When subways in the subway channels all run away from the time period, the telescopic bearing screen body 11 needs to be stretched to the supporting platform 7, and a plane transfer plane channel system is constructed.
Let the width of the middle subway tunnel 2 be L, the expansion speeds of the telescopic bearing screen 11 be v a 、v b The time required for completing the extension of the screen body is t a ＝L/2v a ，t b ＝L/2v b The method comprises the steps of carrying out a first treatment on the surface of the Then t 1 ＝max(t a ,t b )。
And opening the platform subway shielding door after the temporary plane transfer passage is constructed, and transferring passengers enter the passage for transfer. Let the walking speed of the transfer passenger be v p According to the crowding degree in the transfer channel, the pedestrian speed correction coefficient is u, the safety time of transfer entering and tail sweeping is m and m', and the queuing length L of the platform transfer passengers is respectively p The time of the line transfer pedestrian crossing channel is t 2 ＝(L+L p )/uv p +m+m'。
After closing the platform subway shield door, the bearing screen body is contracted, and the contraction time of the two side screen bodies is v 'respectively' a 、v' b The time t 'required for the screen body to shrink is completed' a ＝L/2v' a 、t' b ＝L/2v' b The method comprises the steps of carrying out a first treatment on the surface of the Then t 3 ＝max(t' a ,t' b )。
As shown in fig. 5, assuming that P, M subway runs in the subway tunnel, the departure time interval of the subway P is Δt p Stop time is T sp The departure time interval of the subway M is delta T M Stop time is T sm The departure interval of the subway P is larger than the departure interval of the subway M, and the schematic diagram shown in fig. 5 is drawn according to information such as the departure interval. From the graph, it can be obtained that the subway channels are in the time neutral periods of T respectively p1 、T p2 、T p3 、T p4 、T p5 。
As shown in fig. 6, the idle time T in the subway tunnel pi Can insert transfer channel time t c When T pi ≥t c ＝t 1 +t 2 +t 3 The transfer channel can theoretically be opened.
The fixed inserted transfer channel time is to determine a proper fixed insertable transfer channel time t according to the transfer passenger flow c Calculating the maximum queuing length L according to the time of the pluggable transfer channel pmax 。
When the subway tunnel is idle for a period T pi T is greater than or equal to t c And when the transfer channel is opened. Subway tunnel idle time T pi Less than t c And waiting for the next opening of the transfer channel.
As shown in fig. 7, the present invention further provides another control method for the planar transfer channel structure of the subway station, which uses an induction system to determine the time of the inserted transfer channel, and monitors the real-time queuing length of the transfer personnel in real time by using a queuing length induction system provided at the first island platform 5 and the second island platform 5', wherein the specific steps are as follows:
b0, judging whether the real-time queuing length is within a proper length; if yes, executing B1.1; if not, executing B2.1;
b1.1, collecting the departure time T of the previous subway i And the arrival time T of the next subway i+1 And calculates the idle time T of the intermediate subway tunnel 2 pi The specific formula is as follows:
T pi ＝T i+1 -T i ；
b1.2, calculating the time t of the variable pluggable transfer channel according to the real-time queuing length ci The formula is as follows:
t ci ＝t 1 +t 2i +t 3 ；
t 1 ＝max(t a ,t b )；
t 2i ＝(L+L pi )/uv p +m+m'；
t 3 ＝max(t' a ,t' b )；
wherein t is a 、t b Respectively the time when the telescopic bearing screen bodies 11 on two sides of the supporting platform 7 extend to the supporting platform, wherein t a ＝L/2v a ，t b ＝L/2v b ；
v a 、v b The extension speeds of the telescopic bearing screen bodies 11 at the two sides of the supporting platform 7 are respectively;
l is the width of the middle subway channel 2;
t 2i the time required for passengers to enter the transfer passage with different queuing lengths;
L pi queuing length for transfer passengers;
v p the walking speed of the passenger is u is a walking speed correction coefficient;
m and m' are the safety time of the transfer passengers entering the transfer platform and the safety time of the passengers leaving the transfer platform respectively;
t' a 、t' b respectively the time of retraction of the telescopic load-bearing screens 11 on both sides of the support platform 7, where t' a ＝L/2v' a 、t' b ＝L/2v' b ；
v' a 、v' b The retraction speeds of the telescopic bearing screen bodies 11 at the two sides of the supporting platform 7 are respectively;
b1.3, judging the idle time T pi Whether or not it is less than the time t of the pluggable transfer channel ci ；
If yes, all subway shielding doors 9 cannot be opened, and all bearing screen bodies 11 cannot extend out;
if not, opening all subway shield doors 9 and communicating the first island platform 5 and the second island platform 5' by means of corresponding bearing screen bodies 11;
and B1.4, the transfer passengers enter the bearing screen body 11 to transfer, after the transfer is completed, all subway shielding doors 9 are closed, all the bearing screen bodies 11 retract, and the process returns to B0 and enters the next cycle.
B2.1, collecting the departure time T of the previous subway i And the arrival time T of the next subway i+1 And calculates the idle time T of the middle subway channel pi The specific formula is as follows:
T pi ＝T i+1 -T i ；
judging the idle time T pi Whether or not it is larger than the load-bearing screen bodyMaximum extension time t 1 Maximum shrinkage time t 3 The sum of the safety time m of the transfer passengers entering the transfer platform and the safety time m' of the passengers leaving the transfer platform;
when T is pi Is longer than the maximum extension time t of the bearing screen body 1 Maximum shrinkage time t 3 When the sum of the safety time m of the transfer passengers entering the transfer platform and the safety time m 'of the passengers leaving the transfer platform is reached, all subway screen doors 9 are opened and the first island platform 5 and the second island platform 5' are communicated by means of the corresponding load-bearing screen 11, the transfer passage is opened for a duration of T pi ；
When T is pi The maximum extension time t of the bearing screen body is less than or equal to 1 Maximum shrinkage time t 3 And when the transfer passengers enter the sum of the safety time m of the transfer platform and the safety time m' of the transfer passengers leaving the transfer platform, the transfer channel is not opened, and B0 is returned to enter the next cycle.
B2.2 according to the current subway time interval T pi Back-pushing the current queuing length L pi ；
T pi ＝t 1 +t 2i +t 3 ；
t 1 ＝max(t a ,t b )；
t 2i ＝(L+L pi )/uv p +m+m'；
t 3 ＝max(t' a ,t' b )；
T pi ＝max(t a ,t b )+(L+L pi )/uv p +m+m'+max(t' a ,t' b )；
L pi ＝(T pi -max(t a ,t b )-m-m'-max(t' a ,t' b ))*uv p -L；
Wherein T is pi The interval time of the subway in the current state is set;
t a 、t b respectively the time for the telescopic bearing screen bodies at two sides of the supporting platform to extend to the supporting platform, wherein t is a ＝L/2v a ，t b ＝L/2v b ；
v a 、v b The extension speeds of the telescopic bearing screen bodies at the two sides of the supporting platform are respectively;
l is the width of the middle subway channel;
t 2i the time required for passengers to enter the transfer passage with different queuing lengths;
L pi queuing lengths for real-time transfer passengers;
v p the walking speed of the passenger is u is a walking speed correction coefficient;
m and m' are the safety time of the transfer passengers entering the transfer platform and the safety time of the passengers leaving the transfer platform respectively;
t' a 、t' b respectively the time of retraction of the telescopic bearing screen bodies at the two sides of the supporting platform, wherein t' a ＝L/2v' a 、t' b ＝L/2v' b ；
v' a 、v' b The retraction speeds of the telescopic bearing screen bodies at the two sides of the supporting platform are respectively;
b2.3, judging whether the queuing position is in the current queuing length L pi Is within; when the transfer passenger queuing position is not in the current queuing length L pi When the subway shield door 9 and the subway shield body 11 are not in the same range, the transfer passengers can not enter any subway shield door 9 and any bearing shield body 11, and the transfer passengers continue to wait for the opening of the subsequent channels; when the passenger is in the current queuing length L pi When the subway platform is in the house, passengers enter the subway shielding door 9 and the bearing screen 11 from the transfer passengers to finish transfer;
and B2.4, after the completion, all subway shielding doors 9 are closed, all bearing screen bodies 11 are retracted, and the process returns to B0 and enters the next cycle.
The transfer channel may utilize a time gap schematic as shown in fig. 8, with the sensing system determining the time of the inserted transfer channel.
A queuing length induction system is arranged on the platform to monitor the queuing length of the transfer personnel in real time, and t is calculated in real time ci When t ci ≤T pi When the transfer channel is opened; a queuing length induction system is arranged on the platform to monitor the queuing length of the transfer personnel in real time, and t is calculated in real time ci When t ci ≤T pi When the transfer channel is opened; when t ci ＞T pi And waiting for the opening of the next time interval transfer channel.
When more transfer personnel exist, the proper length of queuing is exceeded, and the time for opening the transfer channel can be determined according to the time gap of the subway channel.
Judging the idle time T pi Whether or not it is longer than the maximum extension time t of the load-bearing screen body 1 Maximum shrinkage time t 3 The sum of the safety time m of the transfer passengers entering the transfer platform and the safety time m' of the passengers leaving the transfer platform; when T is pi Is longer than the maximum extension time t of the bearing screen body 1 Maximum shrinkage time t 3 When the sum of the safety time m of the transfer passengers entering the transfer platform and the safety time m 'of the passengers leaving the transfer platform is reached, all subway screen doors 9 are opened and the first island platform 5 and the second island platform 5' are communicated by means of the corresponding load-bearing screen 11, the transfer passage is opened for a duration of T pi ；
According to the subway time gap T pi ＝t 1 +t 2 +t 3 ＝max(t a ，t b )+(L+L pi )/v p +m+m+max(t a ，t b ) When calculating the passenger queuing length L of the station pi When the transfer personnel are in the queuing length L pi In the past, transfer personnel can complete transfer through the transfer channel; when the transfer personnel are in the queuing length L pi And waiting for the next transfer channel to be opened. The queuing length L can be drawn in real time by means of a platform induction system pi And the line enables the transfer personnel to realize whether the transfer personnel can enter the transfer channel or not, so that the transfer safety is ensured.
Taking a subway transfer station in a city as an example, assuming that the width L of a subway channel is 12m, the height of a platform layer is 5m, and the expansion and contraction speeds v of a screen body a ，v b ，v′ a ，v′ b =6m/s. The time for opening and closing the transfer channel is t respectively 1 ，t 3 ＝2s。
Transfer pedestrian speed v p =1m/s, pedestrian correction coefficient u of 0.8, transfer queue length of 20m, transfer entry safety time m andtransfer channel tail-scan safe time m' =l/v p The number of passengers in the platform transfer passenger queue is 20, each passenger occupies 0.5m, and the queuing length L is 3s and 12s respectively p Time of line transfer pedestrian crossing channel is t 2 ＝(L+L p )/uv p +m+m′＝32.5s。
Pluggable transfer channel time t c When t c ＝t 1 +t 2 +t 3 The transfer channel can theoretically be opened, 36.5 s.
Assuming P, M subway operation in a subway channel, the departure time interval of the subway P is delta T p =4min, stop time 2min, departure time interval of subway M Δt M Taking 2min as an example, taking stop time considering that the transfer station subway is long. And drawing a schematic diagram shown in fig. 5 according to information such as departure intervals. From the figure, it can be obtained that the subway tunnel is in the time neutral period T p1 、T p2 、T p3 、T p4 、T p5 、T p6 、T p7 180s, 120s, 0s, 60s, 0s, 120s, respectively.
Thus in neutral period T p1 、T p2 、T p4 、T p5 、T p7 And in the time, the transfer channel can be opened. Meanwhile, with the change of the queuing length, the transfer channel can be opened by using two modes of fixedly inserting the transfer channel time and determining the inserted transfer channel time by using the induction system.
Under the condition that other conditions are unchanged, and the transfer station scale is smaller or the station is a single-line side station, the subway stop time can be shortened to 30s, and a schematic diagram shown in fig. 5 is drawn according to information such as departure intervals. The subway channel in the scheme is in a time neutral period T p1 、T p2 、T p3 、T p4 、T p5 、T p6 、T p7 180s, 30s, 120s, 60s, 150s, respectively.
During neutral period T p1 、T p3 、T p4 、T p5 In time, the planar transfer channel may be opened.
When the subway stop time is 30s, opening the plane transfer channel 5 times within 13.5 minutes; the stop time is 2min, and the planar transfer channel is opened 5 times and is completed in 24 minutes. The advantage of the plane transfer channel is more obvious when the subway stop time is shorter.
And assuming that the transfer passengers start and end points are all positioned in the middle of the platform, the distance between the subway shielding door and the stairs is 5m, the height of the platform layer is 5m, the length of the stairs is 10m, the transfer path is ideal without detouring in the hall layer, and the hall layer needs to walk 32m, as shown in fig. 3. According to the analysis of ideal conditions, the speeds of the passengers for transferring to go up and down stairs and walking on the plane are 1m/s. Under the condition that a plane transfer platform is not arranged, the distance of a transfer passenger to walk is 62m, and the time is 62s; after the plane transfer platform is arranged, the transfer distance is shortened to 22 meters, the time is shortened to 22s, and the efficiency can be improved by 182 percent at least.
The foregoing describes in detail preferred embodiments of the present invention. It should be understood that numerous modifications and variations can be made in accordance with the concepts of the invention by one of ordinary skill in the art without undue burden. Therefore, all technical solutions which can be obtained by logic analysis, reasoning or limited experiments based on the prior art by the person skilled in the art according to the inventive concept shall be within the scope of protection defined by the claims.
Claims (5)
1. The subway station is a double-layer double-island type station and is used for stopping two subways of a first subway line and a second subway line, and comprises a hall layer (1) positioned at the upper layer, and a first island type platform (5) and a second island type platform (5') which are arranged below the hall layer (1) and communicated by corresponding stairs (6) and are arranged in parallel;
an intermediate subway channel (2) is arranged between the first island platform (5) and the second island platform (5');
the middle subway channel (2) is internally provided with two tracks in the uplink or downlink direction of a first subway line or in the uplink or downlink direction of a second subway line; the method is characterized in that:
the joints between the two sides of the middle subway channel (2) and the corresponding first island type platforms (5) and between the two sides of the middle subway channel and the corresponding second island type platforms (5') are respectively provided with a subway shielding door (9) corresponding to each other;
the ground positions of the first island type platform (5) and the second island type platform (5') corresponding to the subway shielding doors (9) are respectively provided with a telescopic bearing screen body (11) corresponding to each other;
one end of each telescopic bearing screen body (11) is fixed on the corresponding first island type platform (5) and the corresponding second island type platform (5'), and the other end of each telescopic bearing screen body is suspended, points to the other side of the middle subway channel (2) and can be telescopic along the horizontal direction;
a supporting platform (7) is arranged in the middle of the bottom of the middle subway channel (2), and when all the telescopic bearing screen bodies (11) on two sides of the supporting platform (7) extend to the supporting platform (7), each pair of telescopic bearing screen bodies (11) corresponding to each other are mutually hinged and supported on the supporting platform (7) to form a transfer platform with a simple support structure;
when no vehicles pass through the two rails in the middle subway channel (2), all subway shielding doors (9) are opened, and all the telescopic bearing screen bodies (11) extend to be communicated with the first island type platform (5) and the second island type platform (5').
2. The subway station plane transfer passage structure according to claim 1, wherein each subway shield door (9) is correspondingly provided with a transfer passage signal lamp (10) at one side of the middle subway passage (2).
3. The subway station planar transfer aisle structure according to claim 1, characterized in that each of the telescopic load-bearing screen bodies (11) comprises a telescopic screen body receiving structure provided to the respective first island platform (5) or second island platform (5').
4. The method for controlling a planar transfer passage structure of a subway station according to claim 1, wherein the control is performed by using a transfer passage time fixedly inserted, comprising the steps of:
a1, collecting the departure time T of the previous subway i And the arrival time T of the next subway i+1 And calculates the idle time T of the intermediate subway tunnel (2) pi The specific formula is as follows:
T pi ＝T i+1 -T i ；
a2, determining a proper fixed time t for inserting a transfer channel according to the transfer passenger flow c The formula is as follows:
t c ＝t 1 +t 2 +t 3 ；
t 1 ＝max(t a ,t b )；
t 2 ＝(L+L p )/uv p +m+m'；
t 3 ＝max(t' a ,t' b )；
wherein t is a 、t b Respectively the time for the telescopic bearing screen bodies (11) at the two sides of the supporting platform (7) to extend to the supporting platform (7), wherein t is a ＝L/2v a ，t b ＝L/2v b ；
v a 、v b The extension speeds of the telescopic bearing screen bodies (11) at the two sides of the supporting platform (7) are respectively;
l is the width of the middle subway channel (2);
L p queuing length for transfer passengers;
v p the walking speed of the passenger is u is a walking speed correction coefficient;
m and m' are respectively the safety time of a transfer passenger entering the transfer platform and the safety time of the transfer passenger leaving the transfer platform;
t' a 、t' b respectively the time of retraction of the telescopic bearing screen bodies (11) at the two sides of the supporting platform (7), wherein t' a ＝L/2v' a 、t' b ＝L/2v' b ；
v' a 、v' b Respectively the supportsThe retraction speed of the telescopic bearing screen bodies (11) at the two sides of the platform (7);
a3, according to the time t of the pluggable transfer channel c Calculating the maximum queuing length L pmax ；
A4, judging the idle time T pi Whether or not it is less than the time t of the fixed pluggable transfer channel c The method comprises the steps of carrying out a first treatment on the surface of the If yes, all subway shielding doors (9) cannot be opened, all the bearing screen bodies (11) cannot extend out, and the step A1 is re-executed;
if not, opening all subway shielding doors (9), communicating the first island platform (5) with the second island platform (5') through the corresponding bearing screen body (11), and continuing to execute the subsequent steps;
a5, when all subway shielding doors (9) are opened and all the bearing screen bodies (11) extend out, judging whether the queuing positions of the transfer passengers are within the maximum queuing length; when the queuing position of the transfer passenger is within the maximum queuing length, the transfer passenger cannot enter any subway shielding door (9) and any bearing screen body (11) from the transfer passenger, and continues to wait for the opening of a subsequent channel, and when the queuing position of the transfer passenger is within the maximum queuing length, the transfer passenger enters the subway shielding door (9) and the bearing screen body (11) from the transfer passenger to finish transfer;
and A6, after the subway shielding doors (9) are closed, all the bearing screen bodies (11) retract, and the subway shielding doors return to A1 and enter the next cycle.
5. The method for controlling a planar transfer aisle structure of a subway station according to claim 1, characterized in that the time of the transfer aisle inserted is determined by an induction system, and the real-time queuing length of the transfer personnel is monitored in real time by a queuing length induction system provided at the first island (5) and the second island (5'), comprising the following steps:
b0, judging whether the real-time queuing length is within a proper length; if yes, executing B1.1; if not, executing B2.1;
b1.1, collecting the departure time of the previous subwayT i And the arrival time T of the next subway i+1 And calculates the idle time T of the intermediate subway tunnel (2) pi The specific formula is as follows:
T pi ＝T i+1 -T i ；
b1.2, calculating the time t of the variable pluggable transfer channel according to the real-time queuing length ci The formula is as follows:
t ci ＝t 1 +t 2i +t 3 ；
t 1 ＝max(t a ,t b )；
t 2i ＝(L+L pi )/uv p +m+m'；
t 3 ＝max(t' a ,t' b )；
wherein t is a 、t b Respectively the time of the telescopic bearing screen bodies (11) at the two sides of the supporting platform (7) extending to the supporting platform, wherein t is a ＝L/2v a ，t b ＝L/2v b ；
v a 、v b The extension speeds of the telescopic bearing screen bodies (11) at the two sides of the supporting platform (7) are respectively;
l is the width of the middle subway channel (2);
t 2i the time required for entering the transfer passage for the different queuing lengths of the transfer passengers;
L pi queuing length for transfer passengers;
v p the walking speed of the passenger is u is a walking speed correction coefficient;
m and m' are respectively the safety time of a transfer passenger entering the transfer platform and the safety time of the transfer passenger leaving the transfer platform;
t' a 、t' b respectively the time of retraction of the telescopic bearing screen bodies (11) at the two sides of the supporting platform (7), wherein t' a ＝L/2v' a 、t' b ＝L/2v' b ；
v' a 、v' b The telescopic bearing screen bodies are respectively arranged at the two sides of the supporting platform (7)(11) Is not limited by the retraction speed of (a);
b1.3, judging the idle time T pi Whether or not it is less than the time t of the pluggable transfer channel ci ；
If yes, all subway shielding doors (9) cannot be opened, and all bearing screen bodies (11) cannot extend out;
if not, opening all subway shielding doors (9) and communicating the first island platform (5) with the second island platform (5') by means of the corresponding bearing screen bodies (11);
b1.4, the transfer passengers enter the bearing screen bodies (11) to transfer, after the transfer is completed, all subway shielding doors (9) are closed, all the bearing screen bodies (11) retract, and the load bearing screen bodies return to B0 to enter the next cycle;
b2.1, collecting the departure time T of the previous subway i And the arrival time T of the next subway i+1 And calculates the idle time T of the intermediate subway channel pi The specific formula is as follows:
T pi ＝T i+1 -T i ；
judging the idle time T pi Whether or not it is longer than the maximum extension time t of the load-bearing screen body 1 Maximum shrinkage time t 3 The sum of the safety time m of the transfer passengers entering the transfer platform and the safety time m' of the passengers leaving the transfer platform;
when T is pi Is longer than the maximum extension time t of the bearing screen body 1 Maximum shrinkage time t 3 When the transfer passengers enter the transfer platform and leave the transfer platform, opening all subway shielding doors (9) and communicating the first island platform with the second island platform by means of the corresponding bearing screen (11), wherein the transfer passage is opened for a duration of T pi ；
When T is pi The maximum extension time t of the bearing screen body is less than or equal to 1 Maximum shrinkage time t 3 When the transfer passengers enter the sum of the safety time m of the transfer platform and the safety time m' of the transfer passengers leaving the transfer platform, the transfer channel is not opened, and B0 is returned to enter the next cycle;
b2.2 according to the current subway time interval T pi Back-pushing the current queuing length L pi ；
T pi ＝t 1 +t 2i +t 3 ；
t 1 ＝max(t a ,t b )；
t 2i ＝(L+L pi )/uv p +m+m'；
t 3 ＝max(t' a ,t' b )；
T pi ＝max(t a ,t b )+(L+L pi )/uv p +m+m'+max(t' a ,t' b )；
L pi ＝(T pi -max(t a ,t b )-m-m'-max(t' a ,t' b ))*uv p -L；
Wherein T is pi The interval time of the subway in the current state is set;
t a 、t b respectively the time from the telescopic bearing screen bodies at two sides of the supporting platform to the supporting platform, wherein t is a ＝L/2v a ，t b ＝L/2v b ；
v a 、v b The extension speeds of the telescopic bearing screen bodies at the two sides of the supporting platform are respectively;
l is the width of the middle subway channel;
t 2i the time required for passengers to enter the transfer passage with different queuing lengths;
L pi queuing lengths for real-time transfer passengers;
v p the walking speed of the passenger is u is a walking speed correction coefficient;
m and m' are the safety time of the transfer passengers entering the transfer platform and the safety time of the passengers leaving the transfer platform respectively;
t' a 、t' b respectively retracting the telescopic bearing screen bodies at two sides of the supporting platform, wherein t 'is the time' a ＝L/2v' a 、t' b ＝L/2v' b ；
v' a 、v' b The retraction speeds of the telescopic bearing screen bodies at the two sides of the supporting platform are respectively;
b2.3, judging whether the queuing position is in the current queuing length L pi Is within; when the transfer passenger queuing position is not in the current queuing length L pi When the subway shield door is in the inner range, the transfer passengers cannot enter any subway shield door (9) and any bearing screen body (11), and continue to wait for the opening of the subsequent channel; when the passenger is in the current queuing length L pi When the subway shielding door (9) and the bearing screen body (11) are in the same period, the passengers enter the subway shielding door from the transfer passengers to finish transfer;
and B2.4, after the completion, closing all subway shielding doors (9), retracting all the bearing screen bodies (11), returning to B0, and entering the next cycle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910644295.9A CN110318333B (en) | 2019-07-17 | 2019-07-17 | Subway station plane transfer channel structure and control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910644295.9A CN110318333B (en) | 2019-07-17 | 2019-07-17 | Subway station plane transfer channel structure and control method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110318333A CN110318333A (en) | 2019-10-11 |
| CN110318333B true CN110318333B (en) | 2024-04-09 |
Family
ID=68123858
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910644295.9A Active CN110318333B (en) | 2019-07-17 | 2019-07-17 | Subway station plane transfer channel structure and control method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110318333B (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA2431636A1 (en) * | 2003-06-20 | 2004-12-20 | Yaron Mayer | System and method for boarding and letting off passengers in trains efficiently so that the train does not have to stop at the stations |
| CN203096539U (en) * | 2013-02-26 | 2013-07-31 | 杜伟健 | Three-dimensional transportation system for urban trunk road |
| CN109318931A (en) * | 2018-09-27 | 2019-02-12 | 张平顺 | Platform car Telescopic path |
| CN210621443U (en) * | 2019-07-17 | 2020-05-26 | 上海市城市建设设计研究总院（集团）有限公司 | Plane transfer passage structure of subway station |
-
2019
- 2019-07-17 CN CN201910644295.9A patent/CN110318333B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA2431636A1 (en) * | 2003-06-20 | 2004-12-20 | Yaron Mayer | System and method for boarding and letting off passengers in trains efficiently so that the train does not have to stop at the stations |
| CN203096539U (en) * | 2013-02-26 | 2013-07-31 | 杜伟健 | Three-dimensional transportation system for urban trunk road |
| CN109318931A (en) * | 2018-09-27 | 2019-02-12 | 张平顺 | Platform car Telescopic path |
| CN210621443U (en) * | 2019-07-17 | 2020-05-26 | 上海市城市建设设计研究总院（集团）有限公司 | Plane transfer passage structure of subway station |
Non-Patent Citations (1)
| Title |
|---|
| 徐家汇地铁站换乘通道的暖通设计;王遇川;;制冷与空调(四川)(第03期);全文 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110318333A (en) | 2019-10-11 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101628583B (en) | Novel public transportation networking system of high-speed fully-automatic fully-closed track train | |
| CN104032980B (en) | A kind of crossing bus station's arrangement and public transport passing method | |
| CN101992780A (en) | Air public transportation method | |
| CN202098411U (en) | Public traffic system for trolley hoist | |
| CN210621443U (en) | Plane transfer passage structure of subway station | |
| CN102806917A (en) | Overhead monorail suspended car public transportation system | |
| CN102359044A (en) | Public traffic system and construction method thereof | |
| CN106428028A (en) | Fenster hanging type aerial urban public transit transportation system | |
| CN110318333B (en) | Subway station plane transfer channel structure and control method | |
| CN103498394A (en) | Planar road network system for motor vehicles | |
| CN101550667B (en) | Control method of integrated setting of on-board and off-board stop station of bus and taxi | |
| CN202320301U (en) | Urban aerial pedestrian power-assisted rail traffic system | |
| CN104599491B (en) | Tramcar system for shortening transfer distances from tramcars to buses and control method thereof | |
| CN202063136U (en) | Cable-stayed-bridge-type electrified sky train ring bus | |
| US20100242782A1 (en) | Transportation system | |
| CN104612007A (en) | City viaduct tramcar road network passenger transport system | |
| CN109094578A (en) | The city cable car delivery system driven using solar energy, wind energy and gravitional force | |
| CN202089067U (en) | City elevated light track traffic facility equipped with parallel elevator | |
| CN101709573A (en) | Ladder-shaped platform of island type station of parallel elevated road | |
| CN108442199A (en) | A kind of stereo urban traffic structure and its application method being made of viaduct, light rail, parking lot | |
| CN103481894A (en) | Trains of constant-speed surrounding transport system | |
| CN107472257A (en) | A kind of continuous type combined type bus and its operating scheme | |
| CN101629410B (en) | Stand column shelter of island type stop of parallel-connected elevated road | |
| CN113684732A (en) | Novel urban traffic structure consisting of tramcars and elevated frame | |
| CN207594965U (en) | A kind of micro- rail track structure |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |