CN111086532A

CN111086532A - Super subway system and operation mode thereof

Info

Publication number: CN111086532A
Application number: CN201811253859.8A
Authority: CN
Inventors: 於岳亮; 於菲; 於璐
Original assignee: SHANGHAI WIND NEW ENERGY TECHNOLOGY CO LTD
Current assignee: SHANGHAI WIND NEW ENERGY TECHNOLOGY CO LTD
Priority date: 2018-10-24
Filing date: 2018-10-24
Publication date: 2020-05-01

Abstract

The super subway system breaks through the limitation constraint of the platform length on the train marshalling through the change of the train stop mode, can build a new line twice the traditional subway transport capacity by the construction investment of unit transport volume lower than that of the traditional subway system, can upgrade the transport capacity of the existing line with insufficient transport capacity by more than 80% at the lowest modification cost due to the compatibility and the friendliness of the super subway system with the traditional subway system, and covers the whole industrial chain of rail transit including train manufacturing by the train energy-saving technology, the subway energy-saving technology and the theoretical method of the super subway system for subway planning, designing, building and operating.

Description

Super subway system and operation mode thereof

Technical Field

The invention belongs to the field of urban rail transit, and particularly relates to a subway system with larger passenger capacity and an operation mode thereof.

Background

The rail transit is a land transportation system with high energy efficiency, high speed, high concentration and high passenger capacity, along with the deep development of the urbanization process, the urban population is rapidly increased, the city is continuously extended and expanded to the periphery, the demand on the traffic is continuously improved, and the subway plays an irreplaceable important role in solving the problem of large-flow urban traffic. The urban rail transit has less carbon emission, is green urban traffic, has independent road right and is popular in society. However, in many cities at home and abroad, especially in big cities of densely populated countries such as east asia, billions of lines built by investing for years are formed, and the plurality of lines have insufficient transportation capacity, are very crowded on trains and have low riding quality.

Aiming at the problem of passenger flow volume overstock, on the premise of a certain train speed, the operation management department takes measures of shortening the stop time of the train, increasing the number of trains, adding more carriages and the like. However, the passenger flow rate is still increased continuously, so that a large amount of manpower and material resources have to be used for safety, a gate is arranged at an inlet for limiting the flow, and the normal travel of people is influenced.

The root cause of the insufficient transportation capacity is that the planning, design, construction and operation theory of the traditional subway is not suitable for the practical requirement of the high-speed development of urban traffic.

Disclosure of Invention

To increase the capacity of the subway, the most basic method is to increase the train consist when other measures are used to reach the limit. However, under the requirement that the design transportation capacity of the subway clearly stipulates in the subway design specification (GB50157-2003)3.2.1 that the predicted requirement of the maximum section passenger flow rate in the long-term one-way rush hour is met, 8.3.1 that the calculated platform length of the platform adopts the long-term train marshalling length plus the parking error technically limits the possibility of increasing the marshalling.

Therefore, if the subway train can increase marshalling without the limitation of the length of the platform and solve the problem of insufficient transportation capacity in the future, the problem can be easily solved, and therefore a great liberation breakthrough of productivity is generated, and the great change of the subway planning design and construction operation mode is promoted.

The invention relates to a Chinese patent application 201711255059.5 'subway or light rail squeezing incremental train series', which provides a new type of high-capacity super-compilation subway train series, wherein the length of the super-compilation train is greater than the actual length of a platform, thereby breaking the constraint of the length of the platform on the length of the train and creating conditions for economically and reasonably increasing the capacity of carrying passengers for the pure super-compilation train which only utilizes the train technology, but the capacity of increasing the passenger capacity is limited by getting on and off the train indirectly. The subway operation department urgently needs the train with overlarge transportation volume and passengers can get on or off the train directly from the carriage, so the goal of large transportation volume can be achieved only by adopting a rail transit joint transportation method, which is the breakthrough of social demands and productivity generated by a super subway system.

The super subway system is realized by the following steps that the system consists of a traditional line and a platform, and is characterized in that a super-braided train with the marshalling exceeding the length of the platform is adopted, the longest train is about twice the length of the platform, and the structure of a train door is the same as that of the traditional train; or a pure super-braided train with a different door structure from the traditional train is adopted.

By adopting the super subway system, the transportation volumes of the existing subway and the newly-built line can be increased by times, the design and construction specifications of the existing subway are enriched and shown concurrently, the productivity is greatly liberated at one time, the pressure of planning annual transportation volume and ascending transportation volume in a long-term peak period can be met under the condition of new design specifications, the congestion degree of trains is reduced, and the riding quality is improved; conversely, the length of the station design platform can be properly reduced, and the construction cost of the subway can be effectively reduced.

Drawings

FIG. 1 is a diagram of a relationship between a train and a platform constrained by subway design specifications. In the figure, (1) is a platform, (G) is a track, (31) is a driving vehicle, (8) is a through door, and (9) is a side door.

Fig. 2 is a schematic view of the station platform of the combined and separated combined transport double increment train at different sequence stations. In the figure, the sign "#" is a carriage number, and platforms where trains stop at different stations are drawn in the same figure.

FIG. 3 is a schematic diagram of how a double increment super-programmed train stops at different sequence stations.

Fig. 4 is a schematic diagram showing the relationship between the train and the platform in the new three-section stop mode of the combined and separated combined transport super-compiled train, and the platforms where the train stops at different stations are shown in the same diagram.

Fig. 5 is a schematic stop diagram of a pure super-braided train with two side-door carriages at the tail end. In the figure, (3) is a traditional carriage, and (51) is a two-side door super-woven carriage of a vehicle which also can be driven.

FIG. 6 is a schematic diagram of a pure super-programmed train stop with two doors at two ends.

Fig. 7 is a schematic diagram of the relationship between the super-flat train with 2 additional carriages and the platform without side door carriages at two ends. In the figure, (41) is a compartment without a side door.

FIG. 8 is a schematic diagram of the relationship between the pure super-braiding train end train and the station of the super-braiding train with 3 sections of super-braiding carriages added. In the figure, (5) is a side door aisle compartment.

FIG. 9 is a schematic diagram of the relationship between the pure super-braiding train end train and the station of the super-braiding train with 4 sections of super-braiding carriages added. In the figure, (4) is a passageway carriage, (7) is a seat, and (91) is a safety door of a super-woven carriage

Fig. 10 shows an example of the operation of a super subway super marshalling train with 14 marshalling and a platform with 6 marshalling, which uses cars without side doors, and the platforms where the trains stop at different stations are shown in the same figure.

Fig. 11 shows an example of a three-section method operation of a 12-marshalling super subway super-marshalling train and a 6-marshalling platform using a car without a side door.

Fig. 12 shows an example of a three-section method operation of an 11-marshalling super subway super-marshalling train and a 6-marshalling platform using multi-side door cars.

Fig. 13 is a longitudinal comparison view of a super subway system train and a conventional train. In the figure, (72) is a handrail, and (73) is a seat.

Fig. 14, a cross-sectional view inside a super subway system train compartment. In the figure, (74) is a cabin side window.

FIG. 15 is a schematic diagram of a main circuit of the super capacitor energy storage device of the present invention. In the figure, T1 and T2 are switching tubes, D1 and D2 are diodes, L is an inductor, C is a super capacitor, and I is a hall current sensor.

Detailed Description

At present, 43 cities in China are licensed to build subways, and the total planned mileage is 8600 kilometers. The two-line city has been formed into a net, although the total business mileage of the subway of Beijing in Shanghai and even the famous global leaderboard cannot meet the ever-increasing urban traffic demand, and a new line is planned and built. In the future, more than 50 three-line cities for building and extending subways are possible, so that the subways have great development requirements. As for the light rail, the development in the three-four line city is faster in future due to low manufacturing cost and high economy. For convenience of description, the subway referred to in the present invention includes light rails, unless otherwise specified.

According to the provisions of 3.2.1 of the subway design specification (GB50157-2003), "the design transport capacity of the subway should meet the predicted requirement of the maximum section passenger flow in the long-term one-way rush hour", and 8.3.1, "the calculation length of the platform should adopt the long-term train marshalling length plus the parking error". Two most important parameters of subway design, namely a long-term train marshalling and a platform calculation length, can be determined in the design according to the requirement of long-term one-way peak hour maximum section passenger flow.

If Lp' is the length of the platform and Lt is the length of the train, the following formula is given:

lp ═ Lt + parking error (equation 1)

Then, Lp' > Lt (formula 2)

Equation 2 can be said to be a standard-based design of the platform's Kingyule, insurmountable.

Fig. 1 is a diagram of a relationship between a train and a platform, which is restricted by subway design specifications. As is evident from the figure, the platform design length Lp' is greater than the train length Lt.

However, the maximum section passenger flow per se in the long-term one-way peak hour is a predicted uncertain value, and the predicted passenger flow of the subway is predicted according to the total planning data of the city at the present stage. The city overall plan is not invariable and needs to be modified once a period of time (10-15 years) elapses, so that the city overall plan obviously has no certainty.

At present, the urbanization construction of China is rapidly increased, and the subway construction of various cities is in the development rising stage, so that the final development result is difficult to predict. The city overall planning can be continuously modified along with the development of the city, and after the subway project is built according to the passenger flow predicted by the existing city overall planning data, the reconstruction and the expansion are difficult to perform, and the existing structural pattern causes that the subway transport capacity cannot adapt to the new development requirement.

The subway built at high cost is hard to imagine, namely the current crowded ending is caused. The contradiction of high cost and insufficient transport capacity is entangled with each other, and is difficult to solve, thus becoming the technical difficulty and social pain point of the current rail transit.

The super subway system is another urban rapid rail transit passenger transport system which is used for carrying passenger tasks by super-programmed train lines and has the maximum passenger carrying capacity which is possibly close to that of the traditional subway. It is not a technical system for simply increasing the transport capacity of the existing subway according to the investment proportion, but a new technical system which changes from quantity to quality, breaks through the original technical constraint, but is friendly and compatible with the existing traditional technology.

The super subway system is obviously different from the traditional subway in that the train of the traditional subway cannot exceed the length of a platform, which is the mechanism constraint that the traditional subway cannot expand the transport capacity. The super subway system just adopts the super-compiled train with the length exceeding the platform length, so the passenger capacity of the super subway system can double the transport capacity of the traditional subway, and the super subway system is a breakthrough in the liberation of the productivity of the traditional technology in a new technical system.

The reason why the length of the platform is regulated by the strong bar in the subway design specification is more than the train marshalling length is that the subway station distance is short, the number of passengers is large, and the passengers get on and off the train frequently. In order to ensure that passengers can conveniently and quickly get on and off the train when the train stops at a station, the marshalling of the train must be limited within the length of the station.

The key breakthrough of the super subway system is how to make passengers get on or off the train conveniently and quickly in a long train and a short platform, so that the method is closely related to the train stop method, and the traditional mode of train stop is involved. Therefore, before discussing the operation mode of the super subway system, it is necessary to analyze the conventional train stop mode related to breakthrough of key technical points.

The track traffic train stop scheme summarized in the textbook is summarized as follows: station stop, section stop, cross-station stop and partial train multi-station stop (see the 11-month first edition urban rail transit operation of the university of Qinghua publisher 2017 for details).

1) Parking at a station: the train stops at all stations of the whole line. Compared with other parking schemes, the type of the train running on the line is simple, the overtravel of the train does not exist, and passengers do not need to transfer and pay attention to the train information display on the platform. At present, most of urban rail transit adopts the scheme.

The stop scheme has poor effect on vehicle operation and passenger service level when the proportion of passengers traveling across sections and in long distance is large.

2) Parking in a section: the section parking is adopted under the condition of long and short traffic roads, and the long traffic train stops at each station outside the short traffic section but can pass through the short traffic section without stopping; the short-distance train stops at each station in the short-distance section, and the intermediate return station of the short-distance train is also a passenger transfer station.

The adoption of the sectional parking scheme is beneficial to compressing the riding time of passengers going out for a long distance, reducing vehicle application and reducing operation cost. But the overtravel can be caused under the condition of large driving quantity, and a lateral line needs to be built; and the passengers getting on or off the bus in different traffic sections can increase the transfer time, and the passengers getting on or off the bus in the short traffic section can prolong the waiting time.

3) Parking across stations: the station-crossing parking is adopted under the condition of long traffic roads, trains with A, B two station-stopping modes run on the roads, stations are divided into A, B, C types, the type A trains only stop at the type A stations and the type C stations, and the type A trains pass through the type B stations; the type B train only stops at B, C stations and passes through the station A; the C-shaped station is used as a transfer station of two types of trains.

The arrival interval of the trains at the A, B two types of stations is increased, so that the waiting time of passengers getting on the trains at A, B two types of stations is increased; in addition, passengers getting on or off the train between the A, B class-two stations need to transfer at the class-C station, which increases the transfer time and causes inconvenience.

The cross-station parking scheme is more suitable for the conditions that the passenger flow of getting on or off the bus at the C-type station is large and the passenger riding distance is long.

4) And (3) stopping a part of trains across multiple stations: the partial train stopping across multiple stations means that two types of long-distance trains, namely, a general speed train, a station train and a rapid and multi-station train are driven on a line, the rapid train stops only at a main passenger flow collecting and distributing station on the line, and the rapid train passes through other stations without stopping.

Of the station stopping solutions described above, solution 1) is the most common and most used. Scheme 2) some buses similar to buses are often adopted in busy sections of subways. Scheme 4) is equivalent to a bus stop, but the track design is complex and the cost is high, so that the track is not widely adopted, and the 16 th line of the subway in Shanghai region has the running function. And scheme 3) is rarely adopted domestically.

For the traditional train stop method, how to break the constraint limitation of the standard to the train formation of the super subway is achieved.

Firstly, the subway transport capacity is increased clearly, a huge pain point of urban traffic is eliminated, the method has wide social acceptance and huge economic benefits, and is worthy of being researched and implemented. Meanwhile, as for all good things, certain social cost and economic cost are paid for the good things. For example, the change of the train operation mode and the organization form requires a certain management cost of a subway operation management department, and the local facilities which are not suitable for the railway station are slightly adjusted, so that the railway station has a certain reconstruction cost. The small change of riding habits of passengers, the adaptation process required at the beginning and certain strain cost. But these costs and costs are very small compared to the social and economic benefits of the new system.

The method for increasing the running energy of the super subway is a train method, namely a train marshalling method of increasing 1-2 carriages, properly changing and increasing the structure of a carriage door, and adopting a door control mode to enable passengers in the super marshalling carriages to get on or off the train directly or indirectly, which is a first super marshalling train and is called a pure super marshalling train.

One of the implementation key points of the pure super-braiding train is to ensure the smooth flow of a longitudinal channel in a super-braiding carriage to the maximum extent, so that passengers can get on and off the train conveniently to the maximum extent, which involves the change and redesign of the train structure.

The other important point is that the design of the energy-saving train is adopted as much as possible, so that the energy consumption is reduced and the additional cost of the traction power supply network increased by energy expansion modification is eliminated or reduced on the premise that the original running speed of the super-braided train is kept on the line.

The pure super-coded train adopting the train method has the advantages that the distance between passengers getting on and off the train is larger and larger along with the increase of super-coded carriages, so the increase of the operation capacity is greatly limited. Therefore, a second method of super subways, namely an operation method adopting a combined transportation mode and a separated transportation mode, must be researched.

The rail transit combination and separation combined transportation method, as detailed in chinese patent CN1026433B, is originally a technical method designed to solve the conflict between the rapidity of high-speed rail and the time conflict caused by station stop.

The basic characteristics of rail transit are that steel wheels roll on steel rails, the friction loss is small, the driving efficiency is high, and the driving power per unit weight is only about 1/5 of the strong friction of automobile rubber wheels, so that the rail transit is easy to realize high-speed and large-traffic green transportation, which is a basic advantage, but the disadvantage is obvious, and the maneuverability is poor.

The rail transit combined transportation is that the advantages of the rail transit combined transportation are better played through combined operation, more carriages are operated together, the transportation capacity is increased, the energy consumption is reduced, and the utilization efficiency of line facilities is improved and enlarged; when the conflict of running and stopping is met, the 'branch' operation is adopted, so that the running is not stopped, and the stopping is not stopped, the problem of insufficient maneuverability of stopping and running is solved, and the conflict of stopping and fast is overcome. Therefore, an operation mode that the stop is more than that of the slow car and the travelling speed is faster than that of the fast car is created, and the acknowledged rule that the stop is more than that of the slow car in the constant speed railway system is overturned.

The combined and separated combined transportation is applied to a subway system by different operations of combining or separating, so that greater technical and economic advantages are exerted, and the method is a methodology capable of greatly improving the subway transportation capacity. Of course, due to the great difference between the structures and the operation modes of the subway and the high-speed rail, the difference between the specific way and the way of the high-speed rail is very large in the subway, and the subway merging and dividing method is diversified and is far more complex than the high-speed rail merging and dividing method.

One of the super subway system operation methods of the invention is a new method developed from station-crossing stop, which is characterized in that a super-compilation train formed by the reconnection of A, B two trains is sent out simultaneously; dividing subway lines into A, B and C stations; the train A stops at the type A and type C stations, the train B stops but does not open the door to get on and off passengers, the train B stops at the type B and type C stations, and the train A stops but does not open the door to get on and off passengers; the C-shaped station is used as a transfer station, and the multi-connected train stops for the second time.

Fig. 2 is a schematic view of the platform of the combined and separated combined transport double increment train at different station sequences.

One of the methods is completely referred to a cross-station operation method in a traditional train, except that A, B trains are independently operated at time intervals in the traditional method, the stop times of each train are reduced by 1/3, and the corresponding departure density and the corresponding capacity are increased. The invention has the disadvantages that AB vehicles are driven together and the passenger capacity is doubled, but the driving time is prolonged because the C-shaped station needs to be stopped for the second time, and the following measures can be adopted.

The second method of the super subway system of the invention, adopt and remove the unified super train made up of the reconnection by A, B two-row traditional trains, the person will be the front (back) half of the train will be called A (B) car, its characteristic is, divide the subway line into A, B two kinds of stations; the train A stops at the station A, the train B stops but gets on and off the door, the train B stops at the station B, and the train A stops but gets on and off the door; the super-braided train stops at each station once.

The super-marshalling train of the second method is similar to the station stop operation mode which is most widely adopted by the traditional train, and the operation time is also the same. But the passenger capacity is doubled, and the line transport capacity can be effectively improved. Fig. 3 is a schematic diagram of stop of the super-programmed train with double increment.

The transfer problem for passengers in the second method is relatively easy to solve because passengers can be directly transferred from the front (rear) part of the train to the rear (front) part, which is called in-train transfer. It can be easily understood that the transfer can be performed as one of the methods, for example, passengers getting on the train at the type A (B) station need to get off the train at the type B (A) station, and then get off the train at one station and get on the train at the destination station in the reverse direction, so that the transfer is called reverse transfer multiplication, and the reverse transfer multiplication of the super subway is similar to the practice of single-double-deck elevator operation.

The third method is that the conventional train is used to solve the transfer problem by using a method that a station stops the train in the conventional operation mode and the super-programmed train alternately operates, if the (reconnection) super-programmed train alternately operates with the conventional train, the line capacity is increased by 50%, and if two rows of reconnection super-programmed trains alternately operate with one row of the conventional train, the line capacity is increased by 67%.

If the section wheel flow in the reconnection super-compilation train and the traditional train runs, the difference of the train running amount between sections is balanced, the effect is better, and all the methods cannot be listed one by one. It can be seen that there are many sub-methods in the method of the present invention, which can be referred to as a methodology, which is significantly different from the uniqueness of the combined transportation of high-speed rails.

The method has the advantages that the original traditional train can be adopted by the train, and the transportation volume can be greatly improved as long as the number is increased. But has the disadvantage of being cumbersome to transfer in small amounts.

The common characteristic of the above operation methods of the super subway system of the invention is that the train is a super-marshalled train which is double of the traditional train.

The super-woven train carriage, especially the two-row train carriage in the middle, can adopt a central passage structure to facilitate the flow of transfer passengers to select a destination station, so as to solve the transfer problem.

The train in the third method is different from the multi-connected train, but the operation mode is similar to the first method and the second method of the multi-connected train, and the description is not repeated here.

The fourth method for operating the super subway system is characterized in that the operating train is a super-marshalled train equal to 2N-M marshalling, wherein N is the traditional train marshalling, M is the number of carriages less than N, and both N and M are positive integers.

The invention adopts the fourth method of combining and separating combined transportation to improve the subway transportation capacity, which is characterized in that the train is added to 2N-M sections of carriages from the original marshalling N, wherein M is a positive integer from zero to less than or equal to N; the whole carriage is connected into a whole by a through passage between carriages; the train stops at all stations once or twice according to different parts, when the train stops, the front half carriage is close to the platform, the rear half carriage is not close to the station, or the rear half carriage is close to the platform and the front half carriage is not close to the station; thus forming a new mode called three-segment stop.

The fourth method can be expressed by the relationship of the number of carriages of the train, and if the maximum train grouping number allowed at each platform is N, the number of carriages reduced by the 2N grouping of the third method is M, the actual train grouping number P of the method is the actual grouping number of the super-grouping train, and the following relationship exists according to the third-segment train:

P2N-M (formula 3)

Wherein M < N (formula 4)

Then M is the carriage of the station docking station; N-M/2 is the number of cars in a single (double) number sequence docking station at a one-time type cross-stop.

Fig. 4 is a schematic diagram of the relationship between the train and the platform of the combined and separated combined super-compiled train in the new three-section stop mode.

In fig. 4, the number of cars is reduced from 12 to 10, N is 6, and M is 2. Wherein, the cars (#1- #6) can stop at the station with odd number, and the cars (#5- #10) can stop at the station with even number. Therefore, the #5 car and the #6 car (i.e., M ═ 2) can stop at the odd-numbered stations and also stop at the even-numbered stations.

FIG. 4 is different from FIG. 2 in that when any station stops, half of the carriages can not get on or off passengers by the station; in fig. 3, more than half of the carriages at each station can get on and off by the station, that is, a plurality of carriages (2 carriages in the scheme) are provided, and the carriages at the odd station and the even station can get on the station. And cars (#1- #4) can stop at odd numbered stations and passengers can stop at odd numbered stations and similarly, cars (#7- #10) can stop at even numbered stations and passengers can stop at odd numbered stations and passengers can stop at even numbered stations. The meaning of three sections means that the carriage in the front section can stop at one part of the station platform for getting on and off passengers, the carriage in the back section can stop at the other part of the station platform for getting on and off passengers, and the carriage in the middle part can stop at all the station platforms for getting on and off passengers, so that all the carriages are classified into a novel super-marshalling train combination operation mode according to different destination stations of the three sections. Therefore, the train can be regarded as a new train which is operated by combining 3 trains, but in essence, the train has little great difference from the operation of the traditional subway train, and the only difference is that the train stops at different positions, but the train capacity is improved by 67%.

If a 9-train consists of M3 and N6 cars, there are cars (#1- #6) that can stop at the odd numbered stations, cars (#4- #9) that can stop at the even numbered stations, cars (#1- #3) that are the odd numbered stations, cars (#7- #9) that are the even numbered stations, and three cars (#4- #6) in the middle of the train that are the full-range stations, each of the three cars occupies 1/3 just under "three fens of the day".

When an 8-formation train with M4 and N6 is used, cars (#1- #6) may stop at odd numbered stations and cars (#3- #8) may stop at even numbered stations. The carriages (#1- #2) are station carriages with odd serial numbers, the carriages (#7- #8) are station carriages with double serial numbers, the four carriages (#3- #6) in the middle of the train are carriages with full stop, the full stop carriage accounts for 1/2, and the number of the carriages with the full stop is equal to the sum of two sectional stop carriages, so that the train pattern of the half-wall Jiangshan type with even autumn is formed.

Therefore, the three-segment operation mode can also be regarded as a balance mode between the traditional mode and the principle joint and branch combined operation mode, and the convenience is sacrificed for increasing the transportation volume; conversely, more convenience will result in a modest decrease in the amount of increased traffic. If the train is divided into three sections, namely M is 1 and N is 6, the transportation volume is increased by about 84 percent; m is 2, N is 6, and the transportation amount is increased by about 67%; m is 3, N is 6, and the transportation amount is increased by 50%; m is 4, N is 6, and the transportation capacity is increased by about 33%; and M is 5, N is 6, and the transportation capacity is increased by about 17%.

The fourth advantage of the method is that no matter which station the train stops, one or more carriages can stop on the platform in the middle of the train, and passengers in the carriages do not need to worry about the stop or non-stop of the destination station. The passengers in other carriages can transfer the selected carriage in a short distance in the carriage, and can also transfer the selected carriage through the platform outside the carriage when any carriage taken by the passengers stops, and the passengers can reach the carriages which are required to stop at the middle part of the platform at each station, and can reach other target stations without reaching other transfer stations, namely the passengers do not transfer the selected carriage to reach the target station, and the time is saved to the utmost extent that the passengers stop at the station.

From the above analysis, it can be found that the present invention substantially solves the boarding and disembarking problems of passengers with long train and short platform.

For example, the 1 st line and the 2 nd line of the Shanghai subway are 8A marshalling trains with large passenger flow, and are facing the congestion pressure of insufficient transportation capacity in the peak period.

If the fourth scheme is adopted, the first scheme is to change to the 15A train formation, for example, the train is counted from the front to the back, and the cars are numbered from 1 to 15. If the front half carriages of the train lean against the station at a part of stations, only the 1 st to 8 th carriages lean against the platform; and in the other station, the train stops on the platform by the rear half of the carriage, namely the 8 th to 15 th carriages. It can be seen that No. 8 carriage can always stop at all stations for passengers to get on or off. If the passenger does not know whether the carriage taken by the passenger can stop at the destination station which the passenger wants to get off, the passenger can get on or off the vehicle at any station without transferring to the destination station as long as the passenger takes the 8 th carriage. In proportion, in the scheme of the fourth method, the capacity of the train can be increased by 87.5%, but actually, under the condition of meeting moderate congestion, the passenger capacity can be increased by about 90% compared with the traditional train, a new line is created at low cost, the traveling difficulty influencing the work and rest of office workers is basically eliminated, and the purpose that a large-capacity train can directly ride to a required destination station without congestion is realized.

The second option of the fourth method is to change to a 12A train consist with cars numbered 1-12 from the front to the back. In the train, if the front half carriage of the train leans against the station at a part of stations, the 1 st to 8 th carriages lean against the platform; and in the other station, the train stops on the platform by the half carriage at the back of the station, namely the carriages of 5 th to 12 th. It can be seen that no matter at which station, 4 cars, No. 5-8, will always stop at each station platform. It should be noted that such a three-segment aggregate train is convenient. Proportionally, in the second scenario, from 8 knots to 12 consists, the train could increase capacity by 50%, with an approximate 52% increase in actual train capacity due to the partial cars requiring less seating to increase inter-car passenger flow space.

In the scheme, because the same train set has 4 carriage stations for stopping, the train set can conveniently get on or off the train in a mode close to the traditional riding habit on the premise of improving the operation capacity in a larger proportion, and the feasibility is very high.

This train can also be considered as a train assembly of 3 trains, for example, the first 4 cars can be considered as the first train that stops only a single number of platforms, the middle 4 cars constitute the second train that stops at a station, and the last 4 cars in the train assembly constitute the third train that stops only a double number of platforms. Therefore, the integrated train can basically meet all requirements of passengers, increase the passenger capacity by 52 percent and relieve the congestion condition of the current train.

The fourth method is to obtain inspiration from the layered stopping of the existing elevator which is successfully operated, and to operate the existing elevator in the subway and to operate the existing elevator in the reverse direction, namely, the existing elevator is used for replacing all functions of 3 elevators which are operated in a layered mode. Therefore, the flexible application of the combined and separated combined transportation method can solve a plurality of practical operation problems in the field of rail transit.

The first source of the innovative idea of the rail transit combination and division combined transportation method is that the rail transit combination and division combined transportation method is used for cross-station parking in the traditional subway technology, and without the source, the problem that passengers of a long train get on or off the train at a short platform cannot be solved through sectional parking, so that a super subway system cannot be realized. The second source is a high-capacity elevator, the place where the elevator is used most frequently is a hospital, and in an elevator group of the hospital, a mode of single-layer elevator, double-layer elevator and multi-stop elevator division combined operation is often adopted, the single-layer and double-layer elevator combined operation is similar to the cross-station operation of a subway, and the multi-stop is supported by a stop-stop pulse; and in the aspect of increasing the transport capacity, the hospital elevator is matched with the super subway target. Therefore, it is conceivable to use the operation mode of the hospital elevator for the subway system. However, without deep innovation, the hospital elevator mode is directly adopted in the subway system, which means that three independent tracks are required to be used, and obviously, the method is unrealistic, so that the method returns to the combination and separation combined transportation method, the three-section method can enable three tracks to be combined on one track, or three trains are combined on one track to run jointly, which is equivalent to combining three elevators in one elevator shaft, certainly, the elevator is impossible, because the three elevators are not in the same horizontal layer and cannot run in one elevator shaft, but in the subway, all the trains are in the same horizontal layer, and the synchronous combined operation of section stop is easy to realize.

Of course, the above examples only refer to the two cases 12A and 15A, and as to how the performance of the marshalling trains 14A, 13A, 11A and 10A can clearly show the same and different data of the present invention under various requirements of operation capability and convenience, the subway operation enterprises can select reasonable embodiments according to the actual conditions of the respective specific lines.

The general rule is that when the three-section operation mode is adopted, the larger the marshalling is, the larger the passenger capacity is, the congestion degree is reduced, but the more inconvenient the carriage change is. On the contrary, the degree of crowding is slightly increased by properly reducing the marshalling, but the carriage is more convenient to change. As long as the capacity requirement can be met, the passengers can adapt gradually, and the passengers are used to the combined and separated train like the passengers who take the traditional train.

The multi-connection train of one method can also adopt a three-section operation mode, so that the original traditional train can be utilized, and a new train of a large marshalling does not need to be purchased, for example, an 8 marshalling train and a 6 marshalling train are combined into a 14 marshalling train. Then, after the newly united/divided united train is decompiled, the 8-formation train can still operate in the off-peak time period, and the 6-formation train can be used for the low-ebb operation at night and in the early morning, so as to prevent the insufficient transportation capacity and reduce the operation cost. However, attention is paid to whether the inter-train door distance after reconnection meets the requirement of the inter-train door distance determined by the platform screen door or the isolation door, otherwise, the new train cannot run compatibly with the traditional train. In the present invention, the division of odd and even stations can be organized according to actual needs, and is not limited to the division of the number sequence, for example, if the third station and the fifth station are large passenger flow stations, they should not be arranged in the same station group.

The practical application of the super subway system of the invention is as follows:

the super subway system is integrated by technical groups such as a train manufacturing technology, a line traction power supply technology, a train control technology, a train operation technology and the like, so that the super subway system relates to numerous industrial chains such as subway operation management, government planning, design and construction, train manufacturing and the like, and covers the whole industrial field of the subway. For example:

1) the existing line can be improved, namely, the existing line with insufficient capacity and crowded peak time can be upgraded by expanding capacity, the specific condition of each subway line is combined, and the actual operation record is taken as the basis, so that the production, study, cooperation, fine adjustment and expert demonstration are developed, and the feasibility report is concluded. And entering a design construction stage after approval, and entering a stable service life stage after operation for a certain time and acceptance. The project may create economic benefits to the market on the order of billions to billions of dollars per year per line.

2) The new system is adopted to plan and design a newly-built line, so that the influence of uncertainty prediction of future maximum transportation capacity of the line on important parameters of the subway by a designer can be eliminated, the length of a platform can be properly reduced under the condition of ensuring transportation capacity and bottom supporting, and the construction investment is effectively reduced under the same design maximum passenger capacity fixed value. The target market may create economic benefits on the order of billions to billions of dollars per line.

3) For the overall planning of urban subways, the cost for constructing a new line can be reduced by expanding a new way of the existing line transportation energy, for example, the small transformation cost is reduced, the passenger capacity of a mature old line is improved by 85 percent and is close to the level of constructing a new line, and the whole investment of the new line construction is saved. Saving several billions of new line investment and shortening construction period of several years. The method has great influence on the construction layout of the urban subway network, saves a large amount of investment cost, and reduces the investment capital pressure of subway construction. The target market may create economic benefits on the order of billions of dollars to billions of dollars.

4) For the train manufacturing industry, the energy-saving type super-marshalling train in the system can provide research and development and manufacturing technical support for high-capacity energy-saving trains for train manufacturers, and a certain patent use fee is collected according to economic benefits of revenue generation. The target market may create economic benefits on the order of billions to billions.

The super subway is a novel rail traffic system with passenger traffic services of super-compiled trains with the length exceeding that of a platform, firstly, the operation capacity of a line is greatly increased by the super-compiled trains, and secondly, the construction investment of the subway is reduced by the shorter platform, so that the super subway becomes a new system with a higher transportation capacity standard from volume to quality and far exceeds the one-way maximum passenger flow rate of the traditional subway by 5-7 ten thousand times/hour.

Because the super subway can be friendly and compatible with the traditional subway system, the concept of the super subway system can be adopted to reform the existing crowded line with insufficient transportation capacity, improve the riding conditions and bring benefits to the society.

For urban traffic network construction, the super subway system can greatly shorten the subway construction cost and construction period by the nearly doubled capacity.

The super-braiding trains used in the super subway system are basically the same as the existing trains, and the capacity is increased mainly by different operation modes.

The original 4B marshalling of the Beijing subway No. 1 line is developed to the current 6B vehicle, and the original 6A marshalling of the Shanghai subway No. 1 line is developed to the current 8A marshalling, so that the passenger capacity change and the development are rapid. However, the overload rate of these lines is still very high today, especially during the peak hours on duty, the train congestion degree reaches saturation, the office workers can only expect the carriage exclamation, and the subway operation department can only set up the post for current limiting.

Therefore, the Beijing subway No. 3 and No. 12 line and the Guangzhou No. 13 line have to plan to adopt 8 sections to marshal the type A vehicles, which shows that along with the development of subway rail traffic, the platform length is prolonged everywhere for future consideration, and the trend of adopting larger marshalling trains is provided, and the extension of the platform means the great increase of the subway construction cost.

However, the platform of the existing line cannot be transformed, and whether the standard constraint can be broken or not, the train with the longer marshalling is parked by adopting the shorter platform, which seems to be a major subject of the design and construction development of the subway.

The Chinese patent application 201711255059.5 "subway or light rail squeezing incremental train series" provides a new type of high-traffic pure super-programmed subway train series, and the technology mainly relies on train technology to improve the transport capacity, and the train is a pure super-programmed train. The length of the pure super-braided train is greater than that of the platform, so that the restriction of the platform length on the train length can be broken, the train operation capacity can be increased, the platform length does not need to be increased, and conditions are created for economically and reasonably reducing the subway construction cost.

For this reason, it is necessary to make necessary definition description of names related to high-traffic pure super-programmed subway trains in the present specification.

Firstly, the definition of the pure super-programmed subway train is as follows:

the train length exceeds the actual length of the platform, and the marshalling is more novel than the original traditional marshalling. For example, the original traditional train with the maximum marshalling of 8A is upgraded to a 9A, 10A or more super marshalling train; the original train with the traditional marshalling of 6B, the super-marshalling train upgraded to 7B, 8B or more, the C-type train and the B-type train in the same sense and the like belong to the range of the super-marshalling train.

The pure super-braided train is formed by adding capacity-increasing carriages and/or aisle carriages to the traditional carriages.

1. A super-woven carriage: the general name of the carriage is a super-woven carriage, wherein part or all of the side doors of the carriage are positioned in a line outside a platform at a specified stop position of a train. The super-woven carriage can be divided into a carriage with one side door, a carriage with multiple side doors and a carriage without a side door.

2. A side door compartment: one of the super-woven carriages is a carriage which is provided with a side door in a platform and can be used for passengers to get on or off the platform directly when a train normally stops at the station. A side door compartment may be one of the motorists.

3. Multi-side door compartment: one of the super-woven carriages is a carriage which is provided with more than one side door for passengers to get on or off the platform directly when a train normally stops at a station.

4. A carriage without a side door: one of the super-woven carriages means that when a train normally stops at a station, no side door can be used for passengers to directly get on or off the platform, so that the side door for passengers to get on or off the platform in the conventional process can not be arranged in the side-door-free carriage, the passengers in the side-door-free carriage can get on or off the platform only by means of the side door of a passageway carriage through a through door, and the side-door-free carriage is usually provided with a central channel.

The super-programmed car including one side door car, multiple side door cars and no side door car can be one of driving cars, can be a powered car or a non-powered car, but generally does not adopt a bow car.

5. The aisle compartment: when a train normally stops at a station, passengers in a carriage without a side door pass through a through door between the aisle carriage and the carriage without the side door, and then get on and off the carriages at the platform indirectly by means of the side door adjacent to the aisle carriage, and the aisle carriage is usually matched with carriages without the side door and the like for use, and is a necessary auxiliary carriage of the carriage without the side door. All the same-direction side doors of the aisle compartment lead to the platform to allow passengers in the compartment and passengers in other compartments to get on or off the bus. The aisle compartment generally does not belong to the scope of compartment capacity increasing concept, but is used as an important matched compartment of a compartment without a side door, and the aisle compartment has a certain capacity increasing capacity without partial seats, so that the aisle compartment belongs to the category of semi-capacity increasing compartments. The compartment involving frequent passenger flow in the joint operation method can also be a corridor compartment.

6. Side door: the train carriage is provided with passage doors which are positioned at two sides of the carriage body and are used for passengers to get on and off the station platform.

7. A through door: connecting the passages between the train carriages.

Except that the train length is greater than the length of a station platform, the pure super-braiding train has the following two main technical characteristics:

1. in order to increase the mobility of passengers in a pure ultra-woven train, a central passage convenient for passengers to flow is generally arranged in an ultra-woven carriage, particularly a carriage without a side door.

2. The pure super-braiding train is designed to be an energy-saving train type, the alternating-current permanent magnet motor on the train reversing frame replaces an induction motor to improve the motor efficiency, and facilities such as a super energy storage capacitor is additionally arranged to absorb and utilize regenerative braking energy and the like, so that the increased power supply amount after the operation amount is increased is reduced, the load coverage capacity of the original traction power supply equipment is improved, and the overload of the power supply equipment cannot be caused.

The invention relates to one of pure super-knitting train operation schemes, which is characterized in that a super-knitting carriage with one side door or a plurality of side doors is added at the tail end of a train, when the super-knitting carriage stops at a platform, part of train bodies are arranged outside the platform, the length of the platform is less than the length Lp' of the traditional design platform specified by a standard by one whole train carriage position, and therefore, the length of the platform is still lower than that of the super-knitting train; the super-woven compartment is a one-side door compartment or a multi-side door compartment.

A pure super-programmed train of one-side or multi-side cars is described having a car body in a normal parking position in which only a portion of the car body is at a platform position and the remaining portion is at a position outside the platform. Only one or several side doors at the position of the carriage body at the platform position can be connected with the platform, and the carriage body at the position outside the platform does not need to be provided with the side doors. The A-type carriage generally has 5 side doors, so 4 side doors can be arranged at most, and the B-type carriage generally has 4 side doors, so 3 side doors can be arranged at most, so that the platform length can be smaller than the train length. Wherein, the required platform of a side door super-weaving train is the shortest, and the platform is reformed transform easiest, and economic nature is the highest.

Fig. 5 is a schematic stop diagram of a pure tricot train with two side door cars at the tail end. In the figure, the tail of the train is a pure super-braided train with a section of two-side door carriage (51), and the rear half part of the train is positioned outside the platform when the train stops at the platform, so that the position does not need to be provided with a door, when the head of the train is level with the platform, passengers in the two-side door carriage can get on or off the train through the carriage self-provided side door, and the length of the train is certainly larger than the actual length of the platform.

The method is most suitable for the loop train, because the loop train only runs in one direction, the requirement of returning and turning back to change the driving train is avoided, the train with a single-end driving train can be adopted, and the cost of the train can be properly reduced.

For a train with driving cars at both ends, if a pure super-programmed carriage is configured at the tail end in one direction, during the return journey, the super-programmed carriage as the driving car is at the front end of the train operation, and must advance a plurality of door positions to stop at a station, so that the situation that the pedestrian flow is always concentrated at one end of a platform and is overlapped while the pedestrian flow at the other end is rare, particularly an island-type platform, when an uplink train and a downlink train arrive at the station simultaneously, the situation that the crowding degree of the pedestrian flow is overlapped and multiplied is considered, the planning design must fully estimate the influence of the alternate evacuation of the pedestrian flow, and a certain platform pedestrian flow capacity amplification design plan needs to be adopted.

Because the transportation volume is smaller in the initial stage and the near term of subway construction, in order to save the operation cost, a traditional train can be adopted. However, after the train is overloaded and crowded in the middle and later periods, particularly in the peak time period of the long term, the pure supercomputer train can be used for replacing the original traditional train to increase the line passenger traffic.

The second running scheme of the subway pure super-knitting train is characterized in that the capacity of one carriage of the pure super-knitting train is increased, and the front end and the rear end of the pure super-knitting train are respectively provided with a pure super-knitting carriage which is a multi-side door carriage; the platform length is less than the length of a conventional platform specified by the specification by about one car distance.

Taking the B-type train of the double-end driving vehicle as an example, if the platform is originally designed as a traditional train of 6-vehicle marshalling, a B-type two-side door pure super-marshalling train of 7-section marshalling can be adopted in the future, and when the pure super-marshalling train is normally stopped, the parking position can be advanced by about half of the carriage parking position, so that two side doors at the rear half of the front driving vehicle and two side doors at the front half of the rear driving vehicle can be leaned on the platform for passengers to get on or off the train directly.

In some B-type vehicles, the center distance of the side door in the same carriage is the same, and the center distance of the adjacent side door between different carriages is also the same as the door distance of the same carriage, for example, the door distance of Suzhou subway trains is 4880 mm. However, it should be noted that the center distance of the adjacent door between different carriages of some C-type trains is greater than the distance between the adjacent door and the same carriage, and after the parking space of the train is advanced by half of the carriage position, the position of the originally arranged shielding door or isolation fence cannot be completely aligned with the position of the train door, so that the shielding door or isolation door cannot be shared with the traditional train due to the necessity of modification and replacement.

If the method adopts the A-type train for double driving, because the A-type train has 5 side doors, the pure super-braided carriage can be configured by adopting three methods of four-side door train, three-side door train and two-side door train from the angle arrangement of bidirectional symmetrical side door number.

Taking a three-side door carriage as an example, namely, two driving cars at two ends of the super-braided train are three-side door super-braided carriages, when the train stops at a platform, the position of the train head is advanced to stop the distance of 3 vehicle doors, so that 2 three-side door pure super-braided carriages at the front end and the rear end of the train are provided with 3 vehicle doors at the platform position, passengers can directly get on or off the platform through 3 side doors of the carriage, the maximum walking distance of the passengers getting on or off the train is not more than 10 meters, and the super-braided train is convenient to lift. The platform length is less than the specification-specified conventional design platform length Lp' by a distance of 4 doors.

According to the same analysis of the aforesaid, when adopting two side door carriages, the car is all being two side door super-weaved carriages to the both ends driving of pure super-weaved train promptly, during the station of stopping, the distance of 3 doors is berthhed in advance to the locomotive position, makes 2 two side door super-weaved carriages of train front and back end all have 2 doors to be in the platform position, and the passenger can be directly through the platform about 2 side doors in oneself carriage, and the passenger maximum walking distance of getting on and off the bus is less than 15 meters, still relatively more convenient. The platform length is less than the conventionally designed platform length Lp' specified by the code by a distance of 6 doors (equivalent to 1 car +1 door).

If a carriage with four doors is adopted, Lp' only reduces the distance of 2 doors (about 10 meters short), so that the amount of investment for modification is too low, and the significance is not great.

The method is characterized in that the platform design of 1 section of super-marshalling carriage is added on the basis of the maximum platform length required by the traditional marshalling train specified by the original subway design specification (GB50157-2003)3.2.1, and the train marshalling is one of the following structures:

1. the pure super-woven carriage is placed at the tail of the vehicle and is one of a carriage without a side door, a carriage with a side door or a carriage with a plurality of side doors; if the device is used for a loop line, the device is a non-driving vehicle; the platform design length shortens the distance from several car doors to the length of the whole car as compared with the distance specified by the subway design specification.

2. The pure super-woven carriages are arranged at the head end and the tail end of the train and are one of one-side door carriages or multi-side door carriages; the driving vehicle is used for both loop lines and non-loop lines; the driving train must stop at the positions of a plurality of doors in front of the original traditional train but not exceeding the distance of one train, so that the super-knitting carriages at two ends exceed the platform when stopping; the design length of the platform is shortened by the distance of +/-a plurality of carriage doors of the whole carriage.

The third running scheme of the subway pure super-knitting train is characterized in that the capacity of one carriage of the pure super-knitting train is increased, the front end and the rear end of the pure super-knitting train are respectively provided with a super-knitting carriage, and the super-knitting carriage is a side door carriage; the platform length is less than the traditional design platform length Lp' specified by the subway design specification by a distance of about 2 cars.

The specific method is that the driving cars at the front and rear ends of the original train are changed into 2 carriages with one side door, the driving cars stop at the position of about 4 doors (for A-type vehicles) or 3 doors (for B-type vehicles) in advance, the last door of the front driving car is positioned at the platform, and the foremost door of the rear driving car can also be close to the platform. Thus, the actual platform length of the super-marshalled train adopting the driving cars on the front and the rear side doors is less than the designed platform length Lp' of the traditional train with the same marshalling specified by the regulations, and the distance between 2 carriages and 2 doors is less.

An implementation example is provided in the method to illustrate the specific benefits of adopting pure super-programmed trains to different design schemes. For example, the design of 8A trains is selected in the current scheme considering that the future passenger flow volume is relatively large in Beijing subway No. 3 or Guangzhou No. 13. The length of an 8A train designed according to subway design specifications is 186 meters, so the length Lp' of a platform designed conventionally is about 188 meters.

If the pure super-compilation train method is adopted for design, the adopted design platform length Lp 'is about 140 meters of the total length of the 6A train, the length of 2 vehicle doors is about 10 meters, and the length Lp' is 150 meters enough, namely the actual platform length can be shortened by about 38 meters when the pure super-compilation train method is adopted for operation in future.

The 4-motor 2-trailer 6-motor marshalling A-type train can be selected in the early-stage near-term running train, the width of the train is 3 meters, the total length is about 140 meters, and the maximum passenger capacity is 2520. In the long term, the 8A pure super-compilation train is adopted, the carrying capacity of 2 carriages is increased, the maximum passenger capacity is about 3456 persons, if the maximum carrying capacity is calculated according to the train running interval of 2.5 minutes, the maximum carrying capacity can reach 8.29 ten thousand times/hour, and the pure super-compilation train is usually designed according to the idea of solving the problem of overload and congestion of the train, so that the carrying capacity of the pure super-compilation train with the same compilation number is higher than that of the traditional train, and the high carrying capacity level of 8.4 ten thousand times/hour can be possibly reached.

Fig. 6 is a schematic diagram of a pure super-marshalling train stop with two side door cars at both ends. In the figure, the one-side door super-woven car as a driving car is located at both front and rear ends of a train. When the train stops at a station, the rear part of the front driving vehicle and the front part of the rear driving vehicle are respectively provided with a vehicle door which can lean against the platform, so that the actual platform can be shorter than the length of the train by about one half and a little more than the length of the carriage.

The method is characterized in that the platform design of 2 sections of one-side door super-braided carriages is added on the basis of the maximum required platform length of the traditional marshalling train specified by the original subway design specification (GB50157-2003)3.2.1, and the super-braided carriages are placed at the head and tail ends of the train and used as driving cars; the driving vehicle must stop at a position near the distance of one train in front of the original traditional train; the design length of the platform is shortened by the distance of reducing 2 side doors for 2 whole carriages.

In order to obtain larger train capacity and make the platform shorter and more economical, a pure super-braiding train without a side door carriage can be selected.

The invention relates to a fourth operation scheme of a subway pure super-knitting train, which is characterized in that the capacity of 2 sections of carriages is increased for the pure super-knitting train, the front end and the rear end of the pure super-knitting train are respectively provided with a super-knitting carriage, and the super-knitting carriages are carriages without side doors; the platform length is shortened by 2 carriage distances compared with the traditional design platform length Lp' specified according to the subway design specification; the train stops at the position leading by 1 carriage.

By adopting the platform of the 2-section pure super-braiding train without the side door, the length of the platform is less than the length Lp' of the traditional train design platform designed according to the subway design specification by the length of two sections of carriages.

Compared with the third method, the 8-section A-type super-braided train without side doors can further shorten the platform by about 10 meters, namely 140 meters, and the actual length of the platform is shortened by 48 meters compared with the length Lp' 188 meters of the traditional designed platform calculated according to the specification.

Fig. 7 is a schematic diagram of a pure super-marshalling train stop with two ends without side door cars. In the figure, a car (41) without side door is arranged as a driving car at each of the front and rear ends of the train, and it is obvious that the actual length Lp of the platform is shorter than the train length Lt by a distance of 2 cars.

The other characteristic of the super-woven train with 2 carriages without side doors in the fourth scheme of the invention is that the super-woven train can not be influenced by the train door distance. This is because in this approach they do not have side doors themselves, but are based on adding an entire train, because the intermediate cars in these train consists are the same as the conventional train car doors, so the versatility is strong when used in combination with a conventional train. For example, the distances between the centers of adjacent doors of different carriages of the trains are larger than the distance between the adjacent doors of the same carriage, and when the train parking space is not the whole train parking space, the positions of the originally arranged shielding doors or isolation fences cannot be completely aligned with the positions of the doors of the train, so that one-side-door carriages or multi-side-door carriages cannot be adopted, otherwise, the train can not run compatibly with the traditional train, and only the scheme of a train without side doors can be adopted.

Similarly, for the vehicle type with different adjacent door center distances between carriages unequal to the door distance between the carriages, no matter the vehicle type is a B type vehicle or an A type vehicle, only a pure super-weaved train without a side door carriage can be adopted, but a side door or a multi-side door carriage cannot be adopted unless a shielding door or a barrier is not installed or the vehicle is not compatible with a traditional train to run.

The fifth of the operation scheme of the subway pure super-editing train is a method for adding 3 sections or 4 sections of super-editing carriages, and the following suggested method can be obtained according to the fourth of the scheme.

A method for increasing 3 sections of super-programmed carriages is characterized in that 2 sections of multi-side door super-programmed carriages and 2 sections of super-programmed carriages without side doors are added on the basis of the length of a platform required by the maximum traditional marshalling train specified by the original subway design specification (GB 50157-; the carriages without side doors are placed at the head and tail ends of the train to be used as driving cars; the connection sequence is as follows: a compartment without side doors, a compartment with multiple side doors, a plurality of traditional compartments, a compartment with multiple side doors and a compartment without side doors; the driving vehicle must stop at the position about one and a half of the carriage distance in front of the original traditional train; the design length of the newly-built line platform can shorten the distance of 3 sections of carriages.

FIG. 8 is a schematic diagram of the relationship between the pure super-braiding train end train and the station with 3 sections of super-braiding cars added.

The method for increasing 4 sections of super-programmed carriages is characterized in that the platform stop design of 4 sections of super-programmed carriages without side doors is increased on the basis of the maximum required platform length of the traditional marshalling train specified by the original subway design specification (GB50157-2003)3.2.1, and 4 carriage marshalling is added in total; each 2 no side door carriages are placed at the head and the tail ends of the train, and the connection sequence is as follows: a non-side-door driving vehicle, a non-side-door compartment, a passing compartment, a plurality of traditional compartments, a passageway compartment, a non-side-door compartment and a non-side-door driving vehicle; the driving vehicle must stop at the position 2 whole carriage distance in front of the original traditional train; the platform design length is shortened by 4 entire car distances.

FIG. 9 is a schematic diagram of the relationship between the pure super-braiding train end train and the station with 4 super-braiding cars added. In the figure, the relationship between the +4 compartment pure super-braiding train with 2 sections of compartments without side doors at two ends of the train and the platform is shown schematically. The figure shows the arrangement of the front part of the super-woven train, a compartment without a side door as a driving vehicle is used as the driving vehicle (41), the rear part of the super-woven train is followed by another compartment without a side door, and then passes through a section of aisle compartment (4). As can be seen, the platform is 4 cars shorter than the train.

Theoretically, the pure super-knitting train can also adopt more super-knitting carriages without side doors, but the fact that passengers are inconvenient to walk for a long distance of dozens of meters of central passages is considered, a large number of passengers getting on or off the train are concentrated on the doors of 2 passage carriages, the stop time required for getting on or off the train is increased, and the transport capacity is reduced, so that a designer possibly needs to develop more energy and experience to research other solutions, and the pure super-knitting train is not further recommended on the premise of researching the relation between the transport capacity and the length of a platform.

The invention can also combine the two methods, namely the joint-separation combined transportation method and the pure super-editing train method.

Fig. 10 shows an example of operations of a super subway super marshalling train with 14 marshalling and a 6 marshalling platform using cars without side doors. A 14 consist supermarshalled train was parked on a conventional 6 consist platform, with #1 and #14 cars being side-door cars.

If the 2-section sideless cars in fig. 10 are replaced by one-sided cars or multi-sided cars, a 13-consist super subway super-marshalling train can be constructed.

Fig. 11 shows an example of a 12-marshalling super subway super-marshalling train and a 6-marshalling platform three-section method using a car without side doors. The two ends of the figure are driving cars without side doors, #6 and #7 are standing and stopping cars.

Fig. 12 shows an example of the operation of a 11-consist super subway super-consist train and a 6-consist platform three-section method using multi-side cars. In the figure, two ends are provided with a multi-side door driving vehicle, and a whole car #6 and half cars of cars #5 and #7 are station-stop cars.

By adopting the combined application method, the capacity of the passenger capacity of the super-compilation train of the super subway system on the traditional subway short platform can reach about twice of the super capacity level. The methods illustrated in the figures can be understood and practiced in conjunction with the foregoing description, and not as described in detail herein.

Therefore, in addition to the construction work of subways, the first place subway trains which have a great influence on the capacity and the degree of congestion of subways and are easy to take improvement measures are undoubtedly.

The subway trains in China mainly have four types: form A, B, C and L.

A type subway train: length 22.8 meters, width 3 meters, representative vehicle type: train trains such as Shanghai subway train No. 1, 2, 3, 4, 9, 10, 11, 12, 13, 14 and 16, Guangzhou subway train No. 1, 2 and 8, Shenzhen subway train and Nanjing subway train. The number of passengers per car 310.

B type subway train: length 19 meters, width 2.8 meters, representing vehicle type: beijing, Tianjin subway train, Guangzhou No. 3 line, Shanghai No. 8 line, and so on. Number of passengers per car 240.

C-type subway train: length 19 meters, width 2.6 meters, representative vehicle type: train such as Shanghai subway No. 5 and No. 6. The number of passengers per car 220.

L-shaped subway train: the length is 16 meters and the width is 2.8 meters. Representative vehicle type: train attached to No. 4, No. 5 and No. 6 lines of Guangzhou subway, Beijing airport field line and other trains. The number of passengers per car 310.

A rail traffic line of an A-type train or a B-type train is usually called a subway, and 5-8 marshalling trains are usually adopted. The rail transit line of the selected C-type train and the L-type train is usually called a light rail, and 3-5 marshalling trains are usually adopted.

Due to the influence of train extension, the configuration of train power and pantograph needs to be briefly described.

Firstly, subway trains in China all adopt motor train unit trains, the trains are distinguished by power vehicles and trailers, and the reversing frames of the power vehicles are provided with driving motors, but the trailers do not need power. The difference of the carriage is that the driving vehicle is a device with a driving platform for controlling the train to move, the driving vehicle is always placed at the head and the tail of the train, and each train is generally provided with two bow-type vehicles. The bow-type vehicle is provided with a pantograph at the top of the vehicle to obtain electric energy from a traction network, and the bow-type vehicle is rarely placed at the head and the tail of the train.

A common train consist is:

3 carriage, 2 move 1 and drag, the trailer is in the middle, and the head and the tail are the motor vehicle, are driving car and take bow car again.

The 4-compartment vehicle, 2 move 2 and drag, the motor vehicle is in the middle, the area bow, and the head and the tail are trailer and driving car.

The car is a carriage 5, the car is a trailer 2, and the power car is arranged in the middle, wherein the 2 nd and the 4 th sections are bow cars, and the head and the tail are trailers and driving cars.

The 6 carriage vehicle, 4 move 2 and drag, the power car is in the middle, wherein 2 nd, 5 th section are for taking the bow car, the head and the tail are trailer and driving car.

7 carriage vehicles, 5 move 2 and drag, the power vehicle is in the middle, wherein the 2 nd and 6 th sections are bow vehicles, and the head and the tail are trailers and driving vehicles. Or 4 move 3 and drag, section 1, section 4, section 7 are trailers, the rest are power vehicles, wherein section 2, section 6 are bow vehicles, and the head and the tail are driving vehicles.

The 8-compartment vehicle, 6-mobile 2-trailer, the power vehicle in the middle, wherein the 2 nd and 7 th sections are bow vehicles, and the head and the tail are trailers and driving vehicles.

9 carriage, 7 move 2 and drag, the motor vehicle is in the middle, wherein

section

2, 8 are for taking the bow car, the head and the tail are trailer and driving car. Or 6 move 3 and drag, section 1, section 5, section 9 are trailers, the rest are power vehicles, wherein section 3, section 7 are bow vehicles, and the head and the tail are driving vehicles.

The 10 th compartment vehicle, 8 move 2 and drag, the power vehicle is in the middle, wherein 3 rd and 8 th section are bow vehicles, the head and the tail are trailer and driving vehicle. Or 7 move 3 and drag, section 1, section 5, section 10 are trailers, the rest are power vehicles, wherein section 3, section 8 are bow vehicles, and the head and the tail are driving vehicles.

In the invention, when the super-coding train conforms to the marshalling of the carriages, the super-coding train can be marshalled according to the structure and is independent of which super-coding carriage belongs.

There are, of course, many configurations of marshalling that are not convenient to list.

The door design is discussed below. It is not allowable that the passengers in the compartment without side door (deep lane) must get on or off the vehicle by the door of the aisle vehicle, because it is dangerous that the safety door cannot be lacked because the passengers do not escape from the exit in case of an accident on the train due to safety considerations, and the safety door provided is preferably at least 2 on each side because of the long and narrow compartment of the deep lane vehicle. In order to prevent the escape from being influenced by power failure or power supply failure in emergency, a self-contained energy storage power supply is also arranged in the deep lane carriage, and for example, a storage battery or a super capacitor stores electric energy enough for opening all doors. In addition, a button device for emergency opening of the safety door and a manual opening device for the door leaf are provided, and all the manual opening devices should have appropriate measures for preventing the passenger from misoperation.

Because the door of the traditional carriage must be matched with the opening of the station shielding door to be opened, and the door of the deep lane vehicle is closed at ordinary times, and does not need to be opened when the station is normally stopped, the arrangement and the position of the door of the deep lane vehicle are not required to be the same as those of the door of the traditional carriage, the design is more flexible, and the width of the door of the deep lane vehicle can be properly enlarged.

In addition, the safety door can be made into a turnover structure, and once the safety door is turned over, a landslide or a step is formed for passengers to walk and escape.

After the pure super-weaving train mode is adopted, a large number of passengers are gathered at two ends of the platform, so that the people flow density at the two ends of the platform is greatly increased, and therefore the people flow dredging at the connecting positions of the two ends of the platform and the station hall is increased by considering the platform adopting the super-weaving train.

Because the pure super-woven carriages have fewer side doors for passengers to get on and off the train and are arranged at the two ends of the train, the pedestrian flow pressure at the two ends of the platform is increased. Therefore, designers should pay special attention to and pay attention to the design of each communication channel at both ends of the platform. Meanwhile, as one measure, no matter in a station platform layer or a station hall layer, indicators are additionally arranged in a plurality of striking areas to guide remote passengers to choose to take carriages, so that the congestion of the carriages which are stop and over-woven at two ends of the station platform and a middle station is reduced. On the contrary, the passenger who needs to be cared for the old, the weak, the sick and the disabled and the like is recommended to take the traditional carriage far away from the passage in the super-knitting train because the passenger flow density of the super-knitting carriage is high and the seat quantity is small. For the station where the pure super-programmed train and the non-super-programmed traditional train are transported in a mixed mode, the remote passengers are advised to select the super-programmed carriages at the two ends of the riding platform,

because a large number of passengers of the pure super-compilation train are concentrated at the head and the tail of the train, the passenger flow at two ends of the subway platform is relatively concentrated, the channel accommodating capacity of the head and the tail of the platform is stronger than that of the traditional platform, the passengers can be quickly dredged, and the situation that the passenger flow of getting on the train and the passenger flow of getting off the train are in a cross overlapping state is avoided as much as possible.

Then returning to all the super-braiding trains from the pure super-braiding train.

In order to further familiarize subway designers with super-marshalling trains, it is necessary to continue to address some of the measures to increase passenger mobility and even distribution in super-marshalling trains, as this is closely associated with both the increase in train traffic and the details of platform design.

1. All the super-braided carriages except the combined and separated combined transportation traditional carriage are proposed to be changed into all-directional flow structure arrangement considering longitudinal and transverse bidirectional flow mainly by taking transverse flow of passengers of the traditional train to improve the mobility of the passengers in the train, and the layout is common on a ground bus.

Fig. 13 is a longitudinal comparison view of a super subway system train and a conventional train. The left figure shows the traditional arrangement, the seats are transversely arranged long-strip seats, and the symmetrical seats from 2 seats to 6 seats are distributed on two sides of the carriage according to different positions in the carriage; the middle of the carriage is provided with a center post, and a holding ring is arranged on the center post so that a passenger standing in the middle can be supported by the center post. The arrangement ensures that the feet of passengers on the seats extend to the middle of the carriage, and the carriage space formed by the passengers standing in the middle of the carriage seriously restricts the longitudinal mobility of the passengers on the train, thereby being not beneficial to the uniform distribution of the passengers of the super-programmed train among the carriages. The right diagram is the central channel arrangement of a super-woven train carriage, which is similar to a ground bus, the seats are longitudinally arranged, the central handrails are changed into side handrails, and the central passage is reserved so as to facilitate the longitudinal flow of passengers.

After the super subway system is adopted, the length of a platform is obviously shorter than that of a super-compiled train, although the capacity is increased, passengers can get on the train easily from difficulty, if the passengers do not have the possibility of longitudinal flow after getting on the train, the problem that the passengers cannot be evenly distributed is solved, the capacity increasing effect cannot be exerted, and therefore the problem that the longitudinal flow of the passengers in the train is the first problem of the super-compiled train is solved.

Fig. 14 is a cross-sectional view of the inside of a super subway system train car.

In order to achieve passenger longitudinal flow, the center rest of the conventional train must first be changed to two rests, in the figure, the original center rest (51) of the left conventional car has been moved to both sides in the right figure, and the seat (73) is also changed from the transverse direction of the left figure to the longitudinal direction of the right figure. Through the improvement, although the seats of each carriage are reduced, more stands are left to improve the train capacity and increase the capacity. Particularly, the central passage is opened, so that passengers can be supported by the central passage without places, and the passengers can automatically approach to the side stations regardless of the wide transportation capacity or the crowded transportation capacity, thereby being beneficial to improving the mobility of the passengers.

Recently, a train congestion degree display screen is released from Beijing subway, so that passengers can obviously know the congestion degree of their carriage and other carriages through the display screen, and conditions are created for the passengers to select more ideal carriage environments.

The through door of the super-knitting train is a connecting channel between every two adjacent carriages, in particular to the through door near the side door of the super-knitting train carriage, and all carriages related to passengers needing to flow in the train, such as a middle-section train carriage (namely a station stop carriage) in a three-section train and a section stop carriage adjacent to the middle-section train carriage, and the super-knitting carriages in a pure super-knitting train, have certain passenger mobility and equalization measures, and the through door is a necessary route.

It is necessary to ensure that the cars and the cars associated with them pass through the doors first and that these areas themselves are not allowed to remain, in accordance with the rail transit train safety guidelines.

In order to facilitate the safety of passengers flowing at the through door, the guard plates and the handrails can be arranged on two sides of the through door, namely, one carriage is only provided with the guard plate and the handrail on one side, and the other carriage connected with the carriage is provided with the guard plate and the handrail on the other side, so that the safety is improved, and the passengers can be supported conveniently when passing through the through door.

2. A plurality of safety doors are arranged in a region without side doors of the super-woven carriage and are used as a passenger escape exit in a dangerous state and a personnel rescue exit in an emergency.

3. The compartment without side door in the super-woven compartment is connected with the traditional compartment, and a seat is not arranged near one or two side doors at the joint of the aisle compartment and the compartment without side door through the aisle compartment, so that passengers can get on or off the vehicle without hindrance.

4. In the compartment without side door in the super-woven compartment, a central passage penetrating the whole compartment must be arranged in the middle of the compartment so that passengers can pass through the compartment without side door with the maximum length of twenty meters or more, and can get on and off the train from the middle to the far end of the compartment through the penetrating door connected with the compartment with the help of the side door of the aisle compartment. The central passage is connected to the side walls of the two sides of the carriage, and a plurality of discontinuous holding railings are arranged on the side walls, so that long-distance passengers can automatically enter the side walls and leave a middle passage. Of course, in a crowded state of the train, the central passage is difficult to pass through, and although the central passage cannot play a role of smooth flowing of people, the vertical position is increased invisibly, so that the transportation volume is increased, and the crowding is reduced.

5. The arrival indicator and the audio indicating sound in the super-woven carriage are more striking and pleasant, and are different from the indicating mode that only the next station is reported in the traditional carriage, but the next station is reported, and the names of a plurality of stations arriving at the next station are continuously reported in sequence, so that passengers can prepare for early getting on and get off the bus in advance to reduce the time for passengers to get on and off the bus as far as possible.

The sign can be made the dynamic display mode, and when connecing traditional train promptly, the sign does not have light to show, and when connecing super-braided train, the sign just has light to show, shows and can be stable light, also can flash of light, perhaps more striking, arouses passenger's attention more easily, and indicating effect is also better.

6. In order to shorten the time for passengers to get on or off the train, the side door of the aisle compartment connected with the side door in the super-knitting train can be properly widened to facilitate the passengers to get on or off the train. The wide-distance door can be divided into two openings by arranging a column in the middle of the wide-distance door, one opening is used for an outlet for passengers to get off and the other opening is used for an inlet for passengers to get on, so that collision conflicts possibly generated by passenger getting on and off are reduced, passengers get on and off the train are accelerated, and the stop time of the train is effectively reduced. If more than one-side pedestrian flow with more cars on or more cars off appears obviously, the exit or the entrance can automatically adapt to become a one-side pedestrian flow port.

The characteristics of the design of the super-braided train in the super subway are as above. And the other requirement relates to the aspect of power supply of running driving of a super subway train.

The technical problem to be solved in the process of transforming the traditional subway into the super subway system is that the total running quality of a super subway train is certainly greater than that of the traditional subway train, and therefore if the super subway train is required to keep the original traditional train speed, the power of traction drive power supply is correspondingly improved, line power supply equipment is possibly overloaded, under the condition, transformation of the power supply equipment is probably needed, the investment cost of the super subway train is increased, and therefore a possible solution is to adopt an energy-saving train.

One of the energy-saving vehicle type improvement methods of the super-braided train is to replace an alternating current permanent magnet motor by an induction motor arranged on a train reversing frame.

The first generation of the world rail transit vehicle driving system is a direct current motor driving system, and the second generation is an alternating current asynchronous motor driving system which starts in the 70 th of the 20 th century and is currently configured in a mainstream.

The permanent magnet synchronous motor can realize direct drive without a gear box due to high efficiency, high power factor, small volume, light weight, high power density, large starting torque and better dynamic performance, and the application of the permanent magnet synchronous motor in a rail transit traction system increasingly draws the attention of the same industry at home and abroad; with the development of permanent magnet materials and power electronic technology, the research and application of permanent magnet motors in rail transit traction systems are increasingly wide.

Generally, the energy consumption of the traction system accounts for about 40% to 50% of the total energy consumption of the rail transit system. According to the data provided in the aspect of original south China train, in Shenyang subway measurement, the permanent magnet synchronous traction system can save energy by 9.61% compared with an asynchronous traction system.

A Permanent Magnet Synchronous Motor (PMSM) driving system and peripheral devices thereof developed by toshiba japan purportedly can reduce power consumption by 30%, and can reduce the level of operating noise and improve the operating efficiency of trains.

Along with the continuous promotion of urbanization process and the increasing crowding of urban roads, subways are once again praised as a mass transportation solution which is environment-friendly, efficient, low in noise and easy to maintain. The PMSM developed by Toshiba is an energy-saving and noise-reducing driving system for commuter trains, and is applied to trains of Tokyo subways, which are the busiest subway networks in the world, and comprises thousand-generation field lines, pill interior lines, silver seats and the like.

In order to further save energy and reduce consumption, reduce the power supply capacity of the subway and overcome the influence of the deficiency of the power supply capacity after the train is expanded on the running of the train, the second improvement measure of the energy-saving train of the invention is to fully utilize the regenerative braking energy in the braking process of the subway train.

In order to overcome the influence of power supply amplification after the train is expanded and coded, the second improvement measure is to adopt an energy storage device to absorb and utilize regenerative braking energy generated in the braking process of the subway train.

To absorb and utilize the regenerative braking energy, an energy storage device is required to be added, and the energy storage device is a sealed lead-acid storage battery, a lithium battery or a super capacitor. Among them, the effect of the super capacitor is the best.

Compared with other vehicles, the subway has the characteristics of high speed, short station spacing, large carrying capacity and frequent starting and braking, so that a large amount of braking energy can be generated.

Because the distance between urban line stations is short, the running density of vehicles is high, and the vehicles can generate considerable braking energy in the frequent starting/braking process, especially in recent years, the vehicles which are newly put into use are continuously accelerated, so that the kinetic energy of the whole train is increased, and the braking energy is considerable.

Statistically, the energy generated by regenerative braking accounts for about 40% or more of the energy drawn. Taking the Guangzhou subway line 4 as an example, the average electric power which can be utilized and is generated when the vehicle brakes on a straight track every time is 1596KW, and the average electric power is fed back to the traction network to regenerate 2.26KWH electric energy. The braking regenerative electric energy can be applied only when the vehicle is accelerated on the line, otherwise, the voltage of a traction power grid can be greatly increased, potential safety hazards are brought to a traction power grid power supply system, and even the regenerative braking can be possibly caused to fail in serious cases.

The braking of urban rail transit is generally two-stage of electric braking (namely regenerative braking and resistance braking) and air braking, when a vehicle runs at a high speed, the regenerative braking is firstly used, then the resistance braking is added, and when the vehicle is decelerated until the electric braking does not work, the air braking is used. During the running process of the train, the train is started and braked frequently due to the short station spacing, and the braking energy is considerable. After the regenerative braking energy returns to the traction network, the regenerative braking energy can be absorbed and utilized by adjacent vehicles in the same power supply section on the line and the auxiliary system of the vehicle, so that the energy supply pressure generated after the capacity expansion and the encoding of the train is reduced.

The regenerative braking energy absorption and utilization system mainly comprises a bidirectional direct current converter and a super capacitor energy storage system which are connected in parallel to a direct current traction power supply bus of a subway train. When the subway train brakes, the voltage of the direct current bus rises, the bidirectional direct current converter charges the super capacitor array, and the super capacitor array absorbs braking energy, so that the voltage rise of a traction network is slowed down; when the train is started, the voltage of the direct current bus is reduced, the energy stored by the super capacitor array releases energy to the traction network through the bidirectional direct current converter, and the voltage drop of the traction network is slowed down.

Because the instantaneous charge-discharge current of the super capacitor is particularly large, the super capacitor is most suitable for storing electric energy generated during subway braking, a certain starting threshold value, such as 1600V, of the bidirectional direct-current converter of the super capacitor is set, when the voltage of a contact network bus rises to exceed 1600V, the super capacitor energy storage device is automatically started, the capacitor starts to be charged, and the super capacitor energy storage device matched with the subway braking energy can efficiently and quickly store the part of energy instead of consuming the part of energy by the braking resistor.

Fig. 15 is a schematic diagram of a main circuit of a super capacitor energy storage device according to the present invention, and the converter can also be considered as a charge/discharge controller of a super capacitor. In the figure, a switch tube T1 is connected with a diode D1 in parallel, a switch tube T2 is connected with a diode D2 in parallel to form a bidirectional reverse conducting electronic switch, the two are connected in series, two ends of the series switch are connected to the DC end of a subway direct current traction network through a Hall current sensor I, and the middle point of the electronic switch is connected to a super capacitor C through an inductor L. T1 and T2 are Insulated Gate Bipolar Transistors (IGBT), MOS tubes or other power switching tubes.

Since energy flows between the power grid and the capacitor in the super capacitor energy recovery system, a bidirectional DC/DC converter is required between the power grid and the capacitor.

The bidirectional DC/DC converter can be seen as a combination of a Buck converter and a Boost converter. Energy flows from left to right, namely a Buck converter working process is carried out during charging, T1 is triggered to be conducted, and the traction network charges the super capacitor C through T1 and the inductor L. When T1 turns off, the freewheel in L continues to charge C through D2.

The reverse direction is a Boost process. When the traction network voltage drops to a certain threshold value, the controller triggers T2 to be conducted, and the super capacitor C discharges through L. Equal to the conversion of electric energy into magnetic energy for temporary storage, and then when T2 is turned off, the free current in L converts the magnetic energy into electric energy through D1 and inputs the electric energy into a traction network, which is equivalent to C discharging.

The switching tubes T1 and T2 are controlled by pulse width, and the charging and discharging current is adjusted by the pulse width.

In the subway super capacitor energy recovery system, a super capacitor bank for storing energy and a subway power grid are connected together by an interface device, the device can control the bidirectional flow of the energy, has high reliability, and can quickly cut off charging and discharging in a fault state so as to protect equipment. The Hall current sensor I has the function of detecting current, can provide a protection signal for the controller when the current exceeds the value except for providing a control signal for regulating the charging and discharging current, and cuts off the conducting signal of the switching tube, thereby effectively protecting the converter and the capacitor.

The converter adopted by the invention is a bidirectional DC/DC converter with any topology and how to control the converter, which is beyond the protection scope of the invention, so the converter is not described, but the converter is one of important contents in train design or subway traction power supply system design.

In addition, after the subway super capacitor energy storage device is installed, the power consumption cost can be saved, and the voltage of a traction network can be stabilized. Therefore, in general, the benefit generated by installing the subway super capacitor energy storage device is quite large. For example, for a super capacitor energy storage type device, the efficiency is 99% or greater.

In the braking process of the subway, because the traction network and the energy storage device are both direct current, no electric system conversion exists in electric energy conversion, no loss caused by devices such as a transformer and the like exists, and therefore the energy storage efficiency is higher than that of high-speed rails. According to the estimation of a certain line of Shenzhen subway, the electric energy saved by an actual energy storage device per day is about 1782x99 ═ 1764.18 degrees, and according to the Shenzhen electric charge of 0.9 yuan/meter, the electric charge saved per day is 1764.18x0.9 ═ 1587.762 yuan.

The super capacitor can be installed on a train and also can be installed in a subway power supply network, so that different super capacitor energy storage systems of a vehicle-mounted type and a station type are developed, the systems can well utilize regenerative energy generated in braking, and the effects of improving the power supply quality of a traction network, saving energy and improving the comfort of a vehicle are good.

The vehicle-mounted train has the advantages that the energy generated by the regenerative braking of the train can be digested and absorbed on the spot, the train does not need to be transferred to other running trains in a line through a traction power supply network, the loss of energy transmission in a network is avoided, the highest energy efficiency can be obtained, the defects are that the dead weight of the train is increased, the load of the train is increased, and some limitations on the installation and the arrangement are also brought.

The platform type has the advantages that the energy storage system is arranged on the platform, so that the weight and the load of the train are reduced, and the light weight of the train is facilitated. However, the regenerative electric energy generated by the train during braking must be transmitted to the energy storage system through the lines of the pantograph and the traction network, and the whole flowing link has certain electric energy loss.

In addition, when the direct-current traction power supply system is powered off, the vehicle-mounted energy storage system actually plays a role in emergency power supply, so that even if the traction network is powered off, the train also has stored electric energy, and the train can be safely recalled to the garage at a low speed. And when the power supply of the traction power grid fails, the stored energy on the capacitor can also supply power to the train in an emergency. For example, an emergency battery or the like that replaces the previously mentioned door opening of the vehicle compartment may be omitted.

Through the energy-saving modification of the train, the increased electric energy consumption of a considerable part of trains after increasing and compiling passenger capacity can be eliminated, and the improvement can effectively avoid the possible additional cost of subway civil construction caused by capacity increase of high-speed rails.

According to the statistical analysis of the energy consumption of the urban rail transit operation lines, the total operation energy consumption tends to increase rapidly along with the continuous expansion of the scale of the urban rail transit network. The urban rail transit line is unreasonable in design and the train is not energy-saving in operation, so that the energy consumption problem is more and more prominent. Therefore, how to excavate latent consumption reduction breaks through key energy saving technology, has more and more important realistic meaning to reducing urban rail transit operation cost, improving economic benefits.

The deep understanding of the technical performance and the operation mode of the super-programmed train is beneficial to better designing the stations suitable for the super-programmed train, enriching the standard content, improving the subway operation capacity, improving the advancement and the economy of the subway design and enabling the subway to play greater efficiency in urban traffic.

The third energy-saving vehicle type improvement method of the super-braiding train is mainly aimed at a newly-built super subway system and is named as an energy-saving longitudinal slope.

The concept of the energy-saving longitudinal slope is that in the design of the longitudinal section of the subway line, an underground railway station is usually arranged at the highest position of the longitudinal section of the line, both ends of the station are all in the downhill, and the design of the slope is called as the energy-saving longitudinal slope.

It is known that after the train is driven from a standstill and accelerated to a maximum speed, the train acquires considerable kinetic energy, which is converted from the driving power, and the power consumption for the start-up and acceleration of the train is much greater than for the constant speed operation. The train is braked and stopped when arriving at the station, and the regenerative braking with relatively energy saving is selected in the braking process, so that the kinetic energy of the train is converted into electric energy to be utilized. However, the problem is that the conversion does not reach a high efficiency of one hundred percent, wherein a certain proportion of the energy is lost. The subway train has the characteristics of short station distance and high speed, and the energy consumption of frequent starting and braking is increased. Moreover, the power consumption is extremely large in the starting acceleration process, the corresponding loss is considerable, the equipment capacity of the required driving converter station is increased, and the construction cost is increased.

The adoption of the energy-saving longitudinal slope realizes energy saving by the conversion of kinetic energy and potential energy of the train, and the energy conversion is just like a pendulum, so that the energy consumption is extremely low, and the train can run for a long time. When the station is arranged at a high position of a line and both ends of the station are in a downhill, the train slides downwards along the downhill after starting, and is naturally accelerated under the action of gravity acceleration, so that the power consumption is much less than that of the operation of a straight track. The potential energy that the train has at the platform during its travel to the lowest point of the track will be fully converted into kinetic energy of the train. Then the train runs in a climbing and decelerating mode, kinetic energy is gradually converted into potential energy, energy consumption of driving electric energy is reduced, regenerative braking amount in the electromechanical energy conversion process is reduced at the same time, and the energy-saving effect is obvious.

The energy-saving longitudinal slope concept is integrated into the urban rail transit design, and the mutual coordination of operation targets is considered from the beginning of engineering design, so that the engineering is optimized to the maximum extent. An energy-saving foundation is provided for train operation, and then train traction calculation is researched on the basis of energy-saving line design, so that engineering waste caused by isolated design among various specialties is avoided. The optimally designed line profile and train energy-saving control strategy can reduce the long-term operation expenditure of urban rail transit to the maximum extent.

In the optimization of the value range of the energy-saving longitudinal slope, slope section combination is carried out on intervals with the lengths of 1000m, 1200m and 1500m, the existing urban train operation computing system is adopted for analog simulation, energy consumption of different trains running on the urban train operation computing system is counted, the optimal slope value range corresponding to each line combination is searched by analyzing the traction braking energy consumption of different vehicle types on the same combination, meanwhile, the traction braking energy consumption of the same vehicle type among the line combinations is analyzed, the optimal interval combination corresponding to different interval lengths is found, and corresponding experimental data values are provided for the design scheme of the energy-saving line of the urban rail transit.

In the aspect of train traction calculation optimization, the gradient of a train at a variable slope point and the radius of the train at the variable curvature point are processed, a timing energy consumption model is established, and a time step method is adopted for calculation. In the time step algorithm, the influence of the gradient and the curve on the stress of the train is considered: when the train is at a slope changing point, calculating a converted slope under each time step, regarding the process that each vehicle passes through the node as a stage when the train is at a curve changing point, considering that the stress states of the train in the stage process are the same, and performing traction calculation on the stage on the basis. When traction calculation is carried out, the characteristics of a simple substance point model and a multi-substance point model are considered, a calculation method combining the simple substance point model and the multi-substance point model is provided, when a train is at a non-node point, the simple substance point model is adopted for calculation, when the train is at a variable slope point, an improved simple substance point model is adopted for calculation, and when the train passes through a variable curvature point, the multi-substance point model is adopted for staged calculation.

In the design of a super subway system, the relationship between line location and track line location of a longitudinal section design is related to the use condition of surrounding land and resources, the running distance of a train and the running resistance, and the train traction energy consumption is influenced.

The basic scheme of line site selection can be reported and introduced, and comprises the main technical parameters of traffic volume grade, speed target, line trend and composition, positive line quantity and length, station spacing, minimum curve radius of a line plane, track material and the like. The longitudinal section of the line is designed into an energy-saving slope under the condition of intervals, and the maximum slope requirement, the actual slope, the use proportion and the like of the energy-saving slope are measured. And evaluating the reasonability of the scheme, analyzing the difference between the scheme and the advanced scheme in the aspect of energy saving, and proposing optimization measures.

The energy-saving longitudinal slope solving method is simple in basic theory, for example, a construction mode of a large-slope track is adopted, the track with the gradient of more than 110 per thousand is built near the departure port of a subway train leaving a platform and the approach section to approach the station, the acceleration of the train can reach 1.1 m/s at about 7 DEG approximately²The same as the acceleration of the existing subway train. If the gradient reaches 11 degrees, the acceleration of the train can reach 1.5 m/s². The subway train starts to slide down along the slope immediately after leaving the station, the self-weight of the train is completely utilized to realize free acceleration along the gliding force of the track direction without electric traction, the train slides to the bottom of the slope to reach the maximum speed of 80 kilometers per hour, and then the train slides through a horizontal road section, and only little energy is consumed. When approaching the next subway station, the train rushes to the uphill by inertia, and naturally decelerates by utilizing the withdrawing force of the uphill train, and the train just stops after reaching the station.

The energy-saving longitudinal slope principle completely conforms to the law of energy conservation, and the subway train can slide to the next station only by using little electric energy.

The energy-saving longitudinal slope principle is that several simple physical principles are applied: the height of two stations is in the same horizontal plane, the station slides to the bottom of a slope 25.2 meters away from the top of the slope, the potential energy of the train at the height of 25.2 meters is converted into the kinetic energy of 80 kilometers per hour at the bottom of the slope, the kinetic energy of 80 kilometers per hour at the bottom of the slope is rushed to the top of the slope by means of inertia, the speed is gradually reduced under the action of gravity, the kinetic energy is completely converted into the potential energy at the top of the slope, the speed is naturally reduced to be static from 80 kilometers per hour, and the station stops at the next station. The energy conversion rate in the whole process is 100%, the gravity of the universal gravitation can never disappear, other energy recovery equipment is not needed, and the fault can never occur. As long as the subway tunnel is built according to a large enough gradient and a high enough fall, the system can always run 100% efficiently, and the kinetic energy loss of the train is completely saved.

During the starting acceleration or braking deceleration process of subway traction, passengers have the feeling of falling backwards during acceleration. A person sitting on the seat feels a back-pushing feeling that the seat is pushed forward. When the train arrives at the station, the front congestion is caused.

The energy conversion loss phenomenon disappears automatically after the large-gradient track is constructed. During the subway acceleration process, only a short time of pushing is needed, the sound of a motor is not generated after the train leaves the highest point, the train is naturally accelerated by virtue of gravity, the train and passengers naturally lean forward in the acceleration process to just provide forward acceleration, the standing passengers can be stably vertical to the floor surface of the train, and the passengers do not need to step backwards. People sitting on the seat will not feel the feeling of pushing back, when the train decelerates to the next station, the train rushes up the ramp by inertia, the floor surface of the train and passengers are always vertical, the stopping and decelerating process has no front sense, the whole process is stable, and the riding feeling is more comfortable than before. This feeling appears as if swinging a swing.

Under such a large gradient, the adhesion coefficient of the subway will be limited to slide to the bottom of the slope, and the track will be so smooth now that can the train stop or climb up from the bottom of the slope in case of an emergency? The technology is simpler, in order to ensure the driving safety of the train, the train is provided with a brake device and a powerful traction motor, and the train can be decelerated and braked at any time and pulled to the top of the slope from the bottom of the slope even if a fault occurs, so that the train can not collide with the tail, and the driving safety is ensured.

The design and construction principles of the super subway system are briefly described below.

The passenger capacity of the subway is generally increased gradually along with the development of the city, and in order to ensure that the subway is not subjected to long-term underload operation or frequent expansion and transformation in a short period after being built and save the construction investment in the initial stage, the subway is generally designed and planned according to the law of investment and construction in stages according to an economic and reasonable principle.

The design years of the subway are planned in three periods of an initial period, a near period and a far period, according to the practical experience of China and foreign countries, the design standards adopted by the design years in stages are adopted according to the last year of the period, the design standards adopted in the early period are adopted according to the 3 rd year, the near period is the 10 th year and the far period is the 25 th year after the vehicle is built and communicated, namely the delivery operation, namely the design in the third period is respectively carried out according to the time period requirements of the 3 rd year, the 10 th year and the 25 th year. The purpose of staging is mainly to allocate less vehicles in the initial stage of traffic so as to reduce the initial investment.

The design service life refers to the minimum time period for ensuring the normal use of the main structural engineering under the general maintenance condition. The structural members connected with the main structure, such as reinforced concrete floor slabs, platform slabs, stairs and the like in the station, are preferably designed for long service life of 100 years when maintenance or replacement can affect normal operation.

The construction scale and the equipment capacity of the subway project are determined according to the predicted passenger flow and the train passing capacity of the long-term design age. Because the subway system belongs to large-scale construction engineering, the investment is large, the construction period is long, in order to save the initial investment and the recent investment and avoid the long-term idle of some equipment used in later period, for the equipment of some ground and elevated station structures, vehicles, power supply, driving automation systems and other equipment, the engineering and the equipment which can be built by stages should be built and added by stages. However, the construction method is suitable for the construction of projects which are difficult to expand in the later period or have adverse influence on the surrounding environment during the re-construction, and projects which need to be built once when driving, such as civil engineering projects of underground stations, various underground large-scale projects, interval tunnels, bridges, roadbeds, tracks and the like.

The station platform length is typically designed to be: 200m, 120m and 100m, of course, the specific design length of the station is usually selected according to the traffic planning requirement, and the design capacity is usually designed according to the train planning of 8, 6, 4 or 3 carriages. The requirement of the platform length of the traditional subway design is necessarily longer than the total length of the train, which is a basic principle. However, the super subway system solves the difficult problem of getting on and off passengers, and does not need to limit the adoption of shorter platforms.

The super subway system consists of lines, stations, trains, power supply equipment, an operation management system and the like. The circuit comprises; facilities such as subway pipelines (or elevated frames), track systems, traction nets and the like are provided. The station mainly comprises two major parts, namely a station hall and a platform, wherein the platform is used for passengers to wait for a bus and get on or off the bus, and the whole line comprises a plurality of fire-fighting devices and sensors which are fireproof, waterproof and earthquake-proof. The station hall provides services of passenger getting in and out of the station, transfer, ticket checking, consultation guidance, life and the like. And a plurality of stairs are arranged between the station hall and the station platform for passengers to flow. The power supply equipment is used for providing energy for trains and stations and comprises a step-down transformer, a rectifier, a filter, an operation switch, a protection switch and the like. The operation management system is an indispensable management system for reasonably mastering the operation condition, dispatching vehicles, processing faults and ensuring the safe operation of the train to prevent rear-end collision.

Compared with the traditional subway system, the line, the station, the power supply equipment and the operation management system of the super subway system have the advantages that the system adapts to larger passenger flow, other requirements are approximately the same, the system also conforms to the management regulation of the subway design specification GB50157 and 2003, and the line, the station construction and the like of the super subway system are briefly explained below.

The super subway system adopts a steel wheel and steel rail system.

The design years of super subway engineering are divided into three stages, namely initial stage, short term and long term. The design is carried out according to the requirement of 3 years for building a general vehicle in the initial period, according to the requirement of 10 years in the recent period, and according to the requirement of 25 years in the future.

The major structure engineering of the super subway has a design applicable life of 100 years.

The construction scale and equipment capacity of super subway projects, and the land areas of vehicle sections, parking lots and the like are determined according to predicted long-term passenger flow and train passing capacity. For the design of project and configuration which can be built in a period-by-period manner, the period-by-period extension and addition are considered.

The super subway line is a double-line for driving on the right side, and 1435mm standard gauge is adopted.

The super subway line must be in a fully enclosed form and is preferably operated by a high-density, section marshalling organization. The maximum passing capacity of the long-term designed travelling crane is preferably 40 pairs of trains per hour, but not less than 30 pairs of trains.

The number of vehicles of the initial, near term and long term train formation of the super subway is determined according to the predicted initial, near term and long term passenger flow, the number of fixed members of the vehicles and the set driving density.

The number of the super subway train passengers is the sum of the number of seats of the train and the number of passengers standing on the vacant area. The number of passengers in the free space of the carriage is calculated according to 6 passengers per square meter.

The number of vehicles of the super subway initial, near term and long term train consists is determined according to the predicted initial, near term and long term passenger flow, the number of fixed members of the vehicles and the set running density.

The super subway vehicle section design should be considered uniformly according to the net planning. According to specific conditions, one vehicle section can be arranged on one route or one vehicle section can be built by combining several routes. If conditions permit, the vehicle section can also be used together with the traditional subway. When the length of one line exceeds 20km, a parking lot can be additionally arranged at a proper position according to operation needs.

Convenient transfer modes are adopted for transfer among lines of super subways and at the intersection of the subways and other rail transit lines.

The transfer of the super subway and other conventional ground public transportation is suitable for the unified planning of convenient transfer.

When the super subway is designed with a shallow-buried subway and an elevated ground line, measures for reducing noise, vibration and influence on the ecological environment are adopted, so that the measures conform to the relevant national current regulations for urban environmental protection. The waste gas, waste water and waste discharged by various systems of the subway can reach the current relevant discharge standard of the state.

The determination of the form and the amount of the ground and the elevated mechanism of the super subway needs to consider the influence on the urban landscape and the coordination of the attention and the surrounding environment.

The seismic fortification intensity of the super subway engineering is determined according to the earthquake safety evaluation result approved by the ministry or local government authorities.

The super subway design gradually realizes an electromechanical equipment comprehensive automation system taking driving command and train operation as the core.

The super subway design should adopt various priority measures to reduce the construction cost and the built operation cost under the condition of not influencing the safety and reliability and not reducing the applicable function.

The super subway design is to make the operation concept of the system according to the urban rail transit planning and the passenger flow prediction, including the operation scale, the operation mode and the management mode, and to make clear the interrelation between subsystems and between the system and the personnel organization in various operation states.

The super subway operation mode is a management mode for determining the contents of train operation, dispatching command, operation auxiliary system, maintenance support system, personnel organization and the like, so that the system function and the operation requirement are closely combined.

The basic operation state of the super subway comprises a normal operation state, an abnormal operation state and an emergency operation state. The operation of the system must be carried out in such a way that all the persons and passengers using the system and the system facilities are secured.

The designed transport capacity of the super subway can meet the requirement of the predicted maximum section passenger flow in the long-term one-way peak hour.

The number of super subway vehicles is configured according to the initial operation requirement, and the number of super subway vehicles is increased and configured according to the requirement of passenger capacity increase in the near and far periods.

The travel speed of the super subway train is generally not lower than 35 km/h. And designing a system with the highest running speed of more than 80km/h, and correspondingly improving the train traveling speed.

The train running interval of each design age of the super subway is comprehensively determined according to factors such as passenger flow prediction of each design age, train marshalling and train definition, system service level, system transportation efficiency and the like. In order to ensure the service level of the system, the train operation interval is not more than 6min at the initial stage of the peak period.

The super metro vehicle boundary is the maximum dynamic envelope that the vehicle forms under normal operating conditions. The straight section vehicle limit is divided into a tunnel inner vehicle limit and an elevated or ground line vehicle limit, and the elevated or ground line vehicle limit is based on the tunnel inner vehicle limit and is added with the transverse and vertical offset caused by the maximum wind load.

Super subway equipment clearance is a control line used to limit equipment installation.

The straight line section equipment limit is formed after a certain safety clearance is expanded outside the straight line section vehicle limit: the shoulder part of the vehicle body is transversely outwards expanded by 100mm, the lower end of the boundary beam is transversely outwards expanded by 30mm, the contact rail is transversely outwards expanded by 185mm, the vehicle body is vertically heightened by 60mm, the pantograph is vertically heightened by 50mm, and the suspension object under the vehicle descends by 50 mm.

Bogie component lowest point equipment clearance off-track top surface clearance: the A type vehicle is 25mm, and the B type vehicle is 15 mm. The curve section equipment limit is calculated and determined according to the transverse and vertical offsets caused by different radiuses, over-height or under-height of a plane curve, and factors such as vehicle and track parameters on the basis of the straight line section equipment limit.

The super subway building clearance is the minimum effective section after considering equipment and pipeline installation size on the basis of equipment clearance. A safety gap of 20-50 mm is reserved between equipment and equipment limit in the width direction. When the side surfaces and the top surface of the building limit are not provided with equipment or pipelines, the clearance between the building limit and the equipment limit is not smaller than 200 mm; and must not be less than 100mm under difficult conditions. The construction limit does not include factors such as measurement error, construction error, structural settlement, displacement deformation and the like.

The building limit of the rectangular tunnel in the section of the gentle curve of the super subway is calculated and determined according to the curvature radius of the curve position, the ultrahigh value and other factors. The circular tunnel should determine the tunnel building limit according to the minimum radius of the plane curve of the full shield construction section. The U-shaped tunnel in the front line section is preferably determined according to the minimum radius of a plane curve of a mine construction section on the whole line. In a circular or horseshoe-shaped tunnel in a curve ultrahigh section, a method of offsetting the center of the tunnel to the inner side of a line datum line is adopted to solve the problem of uneven displacement on the inner side and the outer side caused by ultrahigh track.

The super subway overhead line, the section of the ground line and the station building limit are determined according to the overhead or ground line equipment limit or the vehicle limit and the equipment installation size. When a fan, a contact net isolating switch, a turnout switch and other equipment are installed in the tunnel, the requirement of a limit is met, and a building limit is locally widened and heightened if necessary.

The distance between the platform edge and the line center line within the calculated length of the super subway platform is determined according to the vehicle clearance plus 10mm safety clearance. But the gap between the platform edge and the vehicle contour line is not more than 100mm when the integral ballast bed is adopted; when a gravel bed is used, it should not be larger than 120 mm. The distance of the platform edge outside the calculated length of the platform from the line center line is preferably determined according to the equipment limit plus a safety clearance not less than 50 mm.

Super subway lines are divided into main lines, auxiliary lines and yard lines according to their roles in operation. The auxiliary lines comprise a turning line, a crossline, a connecting line, a stop line, an entrance line, a safety line and the like.

The super subway line laying mode is selected according to the city general plan and the geographic environment condition according to local conditions, the underground line is suitable to be adopted in the central area of the city generally, and the overhead line or the ground line is suitable to be adopted when the condition of other areas permits.

The lines of the super subway are preferably designed to operate independently. According to the requirement of passenger flow and by demonstration, the lines can be designed according to collinear operation, but the lines in the direction of the incoming and outgoing stations of the lines are provided with parallel routes. And connecting lines are arranged among the lines according to the planning requirements of the line network. The connecting line should be a single line. However, the connection line which is used as the operation line in the recent period should have two lines, and should be designed according to the standard of the main line under the condition.

The super subway station is arranged at large passenger flow distribution points such as traffic hubs, subway lines, intersections with other rail transit lines, businesses, residences, sports, cultural centers and the like.

The distance between the stations is determined according to the current situation, the planned urban road layout and the actual passenger flow needs, generally about 1km is suitable in urban central areas and residential dense areas, and the distance between the stations is properly increased in urban peripheral areas according to specific conditions.

According to the fire-proof requirement, the minimum distance between the edge of the road shoulder and the outer edge of the elevated structure and the civil buildings meets the regulations of the existing national standard 'fire-proof code for building design' and 'fire-proof code for high-rise civil buildings'. When the subway is built together with the ground building, the measures of fire prevention, vibration reduction, noise reduction and structure safety are enhanced.

The super subway line is not suitable for adopting complex curves. In difficult areas, complex curves can be used with sufficient technical and economic grounds. When the difference in curvature between the two circular curves is greater than 1/2500, an intermediate relaxing curve should be set, the length of which is determined by calculation and must not be less than 20m in difficult cases.

The minimum length of the circular curves of the positive line and the auxiliary line is that A-type vehicles are not smaller than 25m, B-type vehicles are not smaller than 20m, and the total wheel base of one vehicle is not smaller under difficult conditions. The length of a clamping straight line between two adjacent curves on the positive line and the auxiliary line (the length of a section without ultrahigh downslope and decreasing track gauge) is not less than 25m for the A-type vehicle and less than 20m for the B-type vehicle, and the length of the clamping straight line is not less than the full wheel base of one vehicle under the difficult condition; the length of a clamping line on the vehicle field line is not less than 3 m.

The length section line calculated by the super subway station platform is required to be arranged on a straight line, the length section line calculated by the super subway station platform can be arranged on a curve in a difficult section, and the radius of the length section line calculated by the super subway station platform is not less than 800 m.

The turnout is arranged on a straight line section, the distance from the end part of a turnout basic rail to the end part of a curve (not containing an ultrahigh down slope and a section with gradually reduced gauge) is not suitable to be less than 5m, and the yard line can be reduced to 3 m. The turnout is preferably arranged close to the station, but the distance from the end part of the turnout stock rail to the end part of the calculated length of the station platform is not less than 5 m. The turnout adopted on the main line and the auxiliary line is not less than 9, and the turnout adopted on the yard line is not more than 7.

The effective length of the super subway return line is preferably the length of a long-term train plus 40m (without the length of a stop). The maximum gradient of the main line is not more than 30 per thousand, 35 per thousand can be adopted in difficult areas, and the maximum gradient of the connecting line and the incoming and outgoing line is not more than 40 per thousand (all gradient reduction values are not considered).

The minimum slope of the main line in the tunnel and the cutting section is not less than 3 per thousand, and the slope of the difficult section is less than 3 per thousand under the condition of ensuring drainage; the minimum gradient of the main line on the ground and the viaduct is not limited after drainage measures are taken.

The slope of the line in the length section calculated by the platform of the underground station is preferably 2 per mill, and the platform can be arranged on a slope not greater than 3 per mill under difficult conditions.

The length section line calculated by station platform on ground and viaduct is suitable to be set on flat ramp, and on the ramp not greater than 3 per mill in difficult section.

The traffic field line is suitable to be arranged on a flat ramp, and when the condition is difficult, the outside line can be arranged on a ramp not more than 1.5 per mill.

The turnout is preferably arranged on a ramp not greater than 5 per thousand, and can be arranged on a ramp not greater than 10 per thousand in difficult places.

Vertical curves cannot be set in the calculation length of the super subway station platform and the range of the turnout, and the separation of the vertical curves from the end part of the turnout should not be less than 5 m.

The length of the super subway line slope section is not suitable to be less than the length of a long-term train, the requirement of the length of a clamping line between adjacent vertical curves is met, and the length of the clamping line is not suitable to be less than 50 m.

The super subway rail structure should have sufficient strength, stability, durability and a moderate amount of elasticity. Ensure the safe, stable and rapid running of the train and the comfort of passengers.

The whole line track structure of the super subway is suitable for being in a unified mode, universal parts are adopted, and meanwhile, the appearance is neat, and the construction and maintenance workload is low and convenient. According to the requirements of vibration reduction and noise reduction of different sections along the line by environmental protection, the rail adopts a corresponding vibration reduction rail structure. The track structure should have good insulation to reduce stray currents. The track structure should employ mature and advanced technologies and construction techniques.

The rails of the main line and the auxiliary line of the super subway are determined according to the near-term and long-term passenger flow and comprehensive comparison of technology and economy, and the rails of 60kg/m or 50kg/m are preferably adopted. The track line is preferably a 50kg/m steel rail. The curve section with the radius of the positive line less than 400m adopts a full-length quenched steel rail or a wear-resistant steel rail. The positive line rail joints are arranged in opposite rows, and the inner strands of the curve are adjusted by factory-made shortened rails. The rail joints of the curve sections with the radii of the auxiliary line and the yard line equal to or less than 200m are in staggered connection, and the staggered connection distance is not less than 3 m.

The strength grades of the super subway main line and auxiliary line steel rail joint bolts and nuts are respectively 10.9 grade and 10 grade, high-strength flat washers are adopted, and the yard line joint bolts can be 8.8 grade. The track gauge of the curve section with radius equal to or less than 200m should be widened according to the value of the top of the track in table 6.2.6.

The rails on the positive line, the auxiliary line and the yard line of the super subway are provided with 1/40 or 1/30 rail bottom slopes, but the rail bottom slopes are not arranged in the section less than 50m between two branches of the railless bottom slopes.

Super subway rail fastener, sleeper and railway roadbed should accord with the standard requirement. The fastener has simple structure stress, enough strength and fastening pressure, proper elasticity and track gauge, horizontal adjustment and good insulating and corrosion-resistant properties.

The U-shaped structure sections in and out of the tunnel and the viaduct with the length of more than 100m of the super subway and the single bridge sections with the length of more than 50m of the super subway are preferably short-sleeper type or long-sleeper type integral track beds and meet the specification requirements.

Expansion joints are arranged on the whole track bed of the super subway, and the expansion joints are preferably arranged in the tunnel every 125m, on U-shaped structural sections and viaducts every 6 m. And (4) setting a roadbed expansion joint at the joint of the structural settlement joint and the viaduct girder.

Expansion joints are arranged on the whole track bed of the super subway, and the expansion joints are preferably arranged in the tunnel every 125m, on U-shaped structural sections and viaducts every 6 m. And (4) setting expansion joints of the ballast beds at the structural settlement joint and the viaduct beam joint.

The surface of the super subway bed is 30-40 mm lower than the rail bearing surface of the sleeper, and the transverse drainage gradient of the surface of the track bed is not less than 3%. The ground main track is preferably a concrete sleeper ballast bed. The ground station section with solid and stable base and good drainage can adopt an integral track bed. The inner lines of the parking lot garage are provided with short sleeper type integral track beds. The integral track bed or the column track bed structure of the inspection pit can be adopted according to the requirements of the maintenance process. The ground exit and entrance line, the test line and the outside line of the garage are preferably a concrete sleeper gravel bed or a wood sleeper gravel bed.

The thickness of the broken stone ballast bed in the ballast groove on the super subway bridge is not less than 250mm, and the thickness difference between the broken stone ballast bed and the ballast beds at the two ends is gradually reduced within the range of not less than 10m outside the bridge abutment. The main line, the auxiliary line, the entrance and exit line and the test run line are of first-grade ballast. The railway track line can adopt secondary ballast. The crushed stone ballast bed material is in accordance with the regulations of the existing railway standard of railway crushed stone ballast and railway crushed stone ballast bed bottom ballast.

The widths of the ballast shoulders of the crushed stone ballast beds of the seamless track sections of the super subway main line, the connecting line, the entrance line and the exit line and the test run line are not less than 400mm, and the widths of the ballast shoulders of the non-seamless track sections are not less than 300 mm. The radius of the seamless track is less than 800m, the radius of the non-seamless track is less than 600m, the width of the ballast shoulder at the outer side of the curve is increased by 100mm, and the slope of the ballast bed is 1: 1.75.

the width of the ballast shoulder of the broken stone ballast bed of the traffic field line is not directly less than 200mm, the radius is less than the curve section of 300m, the width of the ballast shoulder outside the curve is increased by 100mm, and the slope of the ballast bed is 1: 1.5.

the type of the steel rail of the turnout on the main line of the super subway is consistent with that of the steel rail of the main line. The main line, the auxiliary line and the test line are all turnouts no less than 9, the throat area of the yard line is all turnouts no more than 7, and AT switch rails, high manganese steel frog and adjustable guard rails are adopted. The switch should be provided with an elastic split fastener.

The distance between the center of the super subway line and the buildings of residential areas, hotels, offices and the like is less than 20m and the super subway line passes through sections, a track structure with higher vibration attenuation is preferably adopted, namely, on the basis of a general vibration attenuation track structure, a track vibration absorber fastener or an elastic short-sleeper type integral track bed or other structural types with higher vibration attenuation are adopted.

The distance between the line center and buildings such as hospitals, schools, music halls, precision instrument factories, cultural relic protection and high-grade hotels is less than 20m and the line center passes through sections, a special damping track structure is adopted, namely, on the basis of a general damping track structure, a floating plate integral track bed or other special damping track structure types are adopted.

The common vibration-damping track structure can adopt a seamless track, an elastic split fastener and an integral ballast bed or a gravel ballast bed.

The super subway is provided with a line mark and a signal mark:

the line marks comprise hectometer marks, slope marks, curve element marks, curve constant point marks, turnout number marks, level base point marks, bridge number marks, culvert marks, water level marks and the like; the marks such as hectometer mark, slope mark, speed limit mark, parking space mark, and police mark are made of reflecting material. The warning mark is arranged at the intersection of the limits of the two devices, and the rest marks are arranged at positions which are easy to see by a driver on the right side of the driving direction.

The signal signs include speed limit signs, parking place signs, warning marks and the like.

The super subway subgrade is an important component of subway engineering and directly bears the loads of a track and a vehicle. Roadbed engineering must have sufficient strength, stability and durability as a geotechnical structure. The load of the track and the vehicle is calculated according to the adopted track structure and parameters such as the axle weight, the axle distance and the like of the vehicle, and is replaced by converting the height of the earth pillar. The roadbed engineering needs to be designed with waterproof and drainage functions to ensure smooth drainage.

The height of the road shoulder of the super subway roadbed is higher than the highest underground water level and the highest surface water level of a section where a line passes through, the strong rising height of capillary water and the strong freezing swelling depth or the strong influence depth of evaporation are added, and then 0.5m is added. If measures such as reducing the water level and setting a capillary water isolating layer are taken, the method is not limited by the measures.

The road shoulder elevation also needs to consider the connection and intersection with other urban traffic.

The width of the super subway subgrade is determined according to the number of main lines, the wiring condition, the line spacing, the size of the track structure, the shape of the subgrade surface, curve widening, the width of the shoulder and the like.

When the shoulder weir has equipment, the width of the shoulder of the embankment and the cutting is not less than 0.6m, and the width of the shoulder is not less than 0.4m when the equipment is not arranged on the weir.

The super land railway lifting cut slope is determined according to the physical and mechanical properties of filler or soil, the height of the slope, train load and geological conditions of foundation engineering, and the slope of the road lifting slope is generally 1: 1.5.

A natural protective road with the width not less than 1.0m is arranged outside the road slope lifting foot. The roadbed comprises a surface layer and a bottom layer, wherein the thickness of the surface layer is not less than 0.4m, and the thickness of the bottom layer is not less than 1.1 m. The thickness of the foundation bed takes the construction elevation of the road shoulder as a calculation starting point.

The positions of the facilities are reserved in a roadbed retaining wall section needing to be provided with the facilities such as the lighting lamp post, the cable support and the sound barrier stand column, and the completeness and stability of the retaining wall are ensured.

The super subway subgrade should have a perfect drainage system and should utilize municipal drainage facilities. The drainage facilities should be reasonably arranged, and when the drainage facilities are connected with drainage facilities such as bridges, culverts, tunnels, stations and the like, smooth drainage should be ensured. The roadbed drainage longitudinal slope is not less than 2 per thousand; the ground flat section or the reverse slope drainage section can be reduced to 1 per thousand only under the difficult condition.

The overall layout of super subway stations. The requirements of urban planning, urban traffic planning, environmental protection and urban landscape are met, and the relations between the urban road traffic planning system and the urban landscape are well processed.

The 8.1.2 station design must meet the passenger flow requirements. The passenger car has the advantages of ensuring the safety of taking and landing, quick dispersion, compact arrangement, convenient management, good ventilation, illumination, sanitation, disaster prevention and other facilities, and providing comfortable riding environment for passengers.

The passing capacity of transfer facilities of transfer stations among various lines of super subways and at intersections with other rail transit lines should meet the predicted requirement of long-term transfer passenger flow. When the synchronous implementation cannot be carried out, an interface is reserved.

The passing capacity of the station hall, platform, passageway, pedestrian stairs, escalator, ticket selling and checking port (machine) and other parts of the super subway station is determined according to the long-term over-peak passenger flow of the station. The ultrahigh peak design passenger flow is obtained by multiplying the predicted long-term peak hour passenger flow (or the peak hour passenger flow in the passenger flow control period) of the station by an ultrahigh peak coefficient of 1.1-1.4.

The civil engineering of the super subway underground station is suitable for being built at one time. Ground stations, elevated stations and ground buildings can be built in stages.

The plane form of the super subway station is determined according to the conditions of line characteristics, operation requirements, overground and underground environments, construction methods and the like. The platform can be selected from island type, side type or island-side hybrid type.

The super subway transfer station can select the transfer and channel transfer forms such as parallel transfer with the station, planar transfer with the station, up-down parallel transfer with the station, cross-shaped transfer among the stations, T-shaped transfer, L-shaped transfer and H-shaped transfer among the stations and the like according to factors such as subway line network planning, line laying mode, the surrounding environment on the ground and underground, transfer amount and the like, and the super subway transfer station is formed in a payment area.

The calculation length of the super subway platform adopts 1/2 plus the parking error of the long-term train marshalling length.

The pedestrian stairs and the escalators on the super subway platform are preferably uniformly arranged along the longitudinal direction, and the distance between any point in the calculated length of the platform and the nearest landing or passage opening is required to be not more than 50 m.

The vertical column of the station structure adopting the screen door system can be arranged at the edge of the platform, but the requirements of limit and screen door arrangement are required to be met.

The total arrangement of the pedestrian staircases and the escalators of the super subway can meet the requirements of passengers getting on and off, and the checking calculation is carried out according to the accident evacuation time of the station layer not more than 6 min. The special ladder for fire fighting and the vertical elevator do not take accident evacuation into account.

The distance between the super subway station ticket selling place and the entrance passage port and the distance between the super subway station ticket selling place and the entrance ticket checking place are not less than 5m, and the distance between the exit ticket checking place and the ladder opening is not less than 8 m.

The super subway station building design is concise, bright, powerful, easy to identify, suitable for decoration, and capable of making full use of the beautiful structure and embodying the characteristics of modern traffic buildings. The ground and elevated station design should be designed according to local conditions, and the volume of the ground and elevated station design should be reduced as much as possible and the ground and elevated station design should have good air permeability. The decoration is made of fireproof, moistureproof, anticorrosive, durable and easy-to-clean environment-friendly materials, and construction and maintenance are convenient. Possibly with sound absorption. The ground material should be skid-proof and wear-resistant. Various signs for guiding, accident evacuation and passenger service are arranged in the station.

The super subway lighting lamp is energy-saving and durable, and adopts a deep-cover exposed type as far as possible. The ground of the semi-open type wind and rain shed and lamps of the elevated station should be waterproof and dustproof. The illumination standard shall comply with the regulation of chapter 14 of the desk text.

The number of the super subway station entrances and exits is set according to the requirements of attracting and evacuating passenger flows, but not less than two. And the width of each entrance and exit is calculated and determined by multiplying the designed passenger flow by a non-uniform coefficient of 1.1-1.25 according to the future. The ground elevation of the underground station entrance should be higher than the outdoor ground and should meet the local flood control requirement.

The ventilation and air conditioning process of the underground station of the super subway requires the arrangement of a piston air shaft, an air inlet shaft and an air outlet shaft. On the premise of meeting the function, the air shafts can be arranged in a centralized or dispersed manner according to the current situation or planning requirement of the ground building. The ground wind pavilion is arranged to be combined with a ground building as much as possible. For the separately built wind pavilion, when the urban environment has special requirements, an open low wind shaft can be adopted, a drainage facility is arranged at the bottom of the wind shaft, the lowest height of a wind port meets the flood-proof requirement, and a safety device is arranged at the opening. The periphery of the air shaft should be greened.

The pedestrian stairs used by passengers in the super subway station are preferably inclined at 26-degree 34', the width of the pedestrian stairs is not less than 1.8m in one-way passing and not less than 2.4m in two-way passing. When the width is more than 3.6m, a middle handrail should be provided. The width of the stairs is in accordance with the building modulus.

A pedestrian stair and an elevator or an escalator are arranged between a station hall and a platform layer in a main management area of the super subway station. The escalator should adopt an inclination angle of 30 degrees, the effective clear width is 1m, the transportation speed is preferably 0.65m/s, and the design passing capacity is not more than 9600 persons/h. The number of the horizontal running ladders at the upper end and the lower end is not less than three horizontal ladders. As an escalator for accident evacuation, a primary load is adopted for power supply.

When the elevator is arranged in the super subway and is used for transporting passengers, the use for wheelchair users and blind people can be met. The lifting speed of the elevator is not less than 0.63m/s, and the load capacity is not less than 1 t.

The design capability of the escalator of the super subway station can meet the requirement of the long-term over-peak passenger flow of the station. The set number of the escalators is determined by calculation according to the far-peak passenger flow, the lifting height, the unbalanced passenger flow coefficient and the like. The vertical clearance height from the tread surface of the escalator to the bottom surface of the building at the top opening is not less than 2300 mm.

The super ground platform iron shielding doors are symmetrically and longitudinally arranged relative to the central line of the calculated length of the platform, and the sliding doors are arranged to correspond to train doors one to one. The first and last sections of the vehicle cab doors should not be covered within the length range of the shield door. The clear width of the sliding door is not less than the vehicle door width plus the parking error, and the clear height is not less than 2 m.

The structural design of the components such as a viaduct structure (viaduct) between super metro sections, a track beam in the station viaduct structure, a cross beam for supporting the track beam, a column for supporting the cross beam and the like and the structural design of foundations under the column are implemented according to the current railway bridge design specification. The design of other components in the station elevated structure is executed according to the current building design specification. The interval elevated structure is simple in structure and is required to be standardized, the requirement on durability is required, and the requirements on safe operation of a train and the riding comfort of passengers are met. The subway elevated structure is used as an urban building, and the requirement of urban landscape should be fully considered in the building form of the subway elevated structure.

The load value of the crowd uniformly distributed at the positions of the super subway station platform, the floor slab, the stairs and the like is 4.0 kPa.

The super subway reinforced concrete, prestressed concrete and steel structure should be designed according to the allowable stress method. The material, allowable stress, structural safety factor, structural calculation method and structural requirements of the steel structure are in accordance with the regulations of the existing design specifications of railway bridges and culverts reinforced concrete and prestressed concrete structures and the design specifications of railway bridge steel structures.

The super subway station elevated structure is preferably a reinforced concrete or prestressed concrete structural system. In the direction of vertical lines, the arrangement of the ground falling columns should be combined with the requirements of road changing and the like of the ground, and a double-column or three-column form, a difficult section and a single-column form can be adopted.

The fabricated lining of the super subway is preferably of a flexible structure with a certain rigidity, the deformation and the opening amount of the joint under the action of load are limited, and the stress and waterproof requirements of the assembled lining of the super subway are met. The calculation sketch of the tunnel structure is determined according to the stratum condition, the lining structure characteristics, the construction process and the like, and the influence of the combined action of the lining and the surrounding rock and the assembled lining joint is preferably considered. In a soft soil stratum, a lining structure assembled by adopting through seams can take single rings to perform analysis and calculation according to freely deformed elastic homogeneous rings and elastic hinged rings; the lining structure assembled by adopting the staggered joints is suitable for considering the influence of shear force transmission among rings.

Deformation joints are arranged at the joint parts of the station structure, the access passage and other auxiliary buildings of the super subway. The deformation joint is provided with a temperature deformation joint. The spacing of the slots may be based on construction techniques, requirements for use, surrounding rock conditions, and changes in the temperature of the interior of the subway during operation relative to the time of structural construction, etc. And the determination is made by referring to the experience of similar engineering.

The waterproof design of super subway engineering is carried out according to factors such as climatic conditions, engineering geology and hydrogeology conditions, structural characteristics, construction method, use requirements and the like, so as to ensure the safety, durability and use requirements of the structure. The waterproof of the underground structure follows the principle of 'mainly preventing, combining rigidity and flexibility, multiple preventing lines, adapting to local conditions and comprehensive treatment', and adopts the corresponding waterproof measures. When the structure is in a water-poor stable formation while above the ground potential, drainage limits may be considered under conditions that ensure safety.

The super subway underground station structure is waterproof by adopting a reinforced concrete structure, and can be partially or completely additionally provided with an additional waterproof layer or adopt other waterproof measures as required. The viaduct bridge deck should be provided with a continuous, integrally sealed, durable additional waterproof layer. The material of the waterproof layer can be selected according to environmental conditions and different engineering positions.

The internal air environment of the super subway is controlled by a ventilation or air-conditioning system. The internal air environment of the subway shall include stations (station halls, platforms, access and exit passages), inter-regional tunnels, return lines, terminal line tunnels and the like, and equipment and management rooms in the stations. When a fire pet accident occurs in a station, the system has the functions of disaster prevention, smoke exhaust and ventilation.

The ventilation and air conditioning system of the super subway is designed according to the predicted future passenger flow and the maximum passing capacity of the subway, but the equipment is configured in near term and in far term and is implemented in stages. The design of the ventilation and air conditioning system and the equipment configuration should fully consider the operation energy conservation, and should fully utilize the natural cold and heat sources.

The cold source of the super subway air conditioning system should give priority to a natural cold source, and when the natural cold source is unconditionally adopted, an artificial cold source can be adopted; the selection of the water chilling unit is determined according to the load condition, the running time and the running regulation requirement of the air conditioning system by combining the factors such as the type of the refrigeration working medium, the installed capacity, the energy-saving effect and the like; in the region where the time-of-use electricity price and the peak-valley electricity price difference are large, the cold accumulation system can be adopted through ascending comprehensive comparison through the technology.

The super subway refrigerating machine room is arranged close to an air-conditioning load center and is suitable for being comprehensively arranged with the air-conditioning machine room; the top space of the refrigerating machine room can meet the requirements of installation, maintenance, overhaul and measurement of the refrigeration equipment under the premise of considering the arrangement of various air ducts and pipelines in the machine room,

the ventilation system of the super subway interval tunnel and the underground station is suitable for three-level control of local control, station control and central control. Natural ventilation is generally used in the station halls and platforms of the station of the overhead line and ground line. If necessary, the station hall can be provided with a mechanical ventilation or air conditioning system.

The super subway water supply design must meet the requirements of water quantity, water pressure and water quality for production, life and fire-fighting water, and should adhere to the principle of comprehensive utilization and water conservation. The drainage system can discharge domestic and fecal sewage separately, and the structure leakage water, flushing and fire-fighting wastewater and mouth rainwater can be discharged according to combined flow, but the discharge of the domestic and fecal sewage in the toilet must meet the regulations of the current drainage standard of the local and national places.

The super subway power supply system comprises an external power supply, a main substation (or a power supply switching station), a traction power supply system, a power illumination power supply system and an electric power monitoring system. The traction power supply system comprises a traction substation and a traction network; the power lighting power supply system comprises a step-down substation and a power lighting power distribution system.

The external power supply scheme of the super subway is planned and designed according to the wire network planning and the urban power grid, and centralized power supply, distributed power supply or hybrid power supply can be adopted. The setting and time limit of the outgoing line relay protection of the urban power grid substation and the incoming line relay protection of the subway power supply system are matched.

Various power substations in the power supply system are provided with two power supplies, and the capacity of each incoming line power supply meets the requirements of all primary and secondary loads of the power substations. The two power sources can be from different power substations or from different buses of the same power substation. At least one incoming line power supply of the main substation is a special line power supply.

The traction substation can be arranged on the ground near the station under the condition that the conditions allow.

One set of traction rectifier unit in the traction substation is withdrawn from operation, and the other set of traction rectifier unit is not withdrawn from operation when the other set of traction rectifier unit has the operation condition.

The primary side bus and the low-voltage bus of the step-down substation are preferably connected by a sectional single bus, the primary side bus of the traction substation is preferably connected by a single bus of the standby power supply automatic switching, and the direct-current side bus is preferably connected by a single bus.

The voltage and the flowing range of the direct current traction power supply system are as follows:

when the technical conditions are mature, 3000V-level system voltage can be adopted for the direct-current traction power supply of the super subway system.

The traction load is determined by calculation according to the running density at the peak hour of operation, vehicle grouping, vehicle type, line data and the like.

The quantity and capacity of the traction rectifier sets are preferably determined according to the comparison of near-term and long-term calculation loads, and when one traction substation stops running, two adjacent traction substations can share the traction load of the power supply subarea.

The distortion rate of the sine waveform of the power grid voltage caused by harmonic waves generated by a direct current traction system and nonlinear electric equipment is controlled.

When the regenerative braking energy absorption device of the vehicle needs to be considered in the design of the power supply system, the design scheme is determined by comprehensive comparison of economic technologies.

A feeder circuit of the direct current traction power distribution device is provided with a direct current quick breaker capable of breaking the maximum short-circuit current and the inductive small current.

The contact rail should be provided with a protective cover, and the electrical performance and the physical performance of the contact rail should meet the technical requirements.

A subway structure adopting direct-current electric traction and traveling rail backflow is adopted. Measures for preventing the stray current corrosion should be taken according to the current technical code for the protection against the stray current corrosion of the subway. The steel structure and the steel connecting piece should be subjected to rust prevention treatment.

The medium-voltage network of the power supply system is designed according to the long-term passing capacity of train operation, one path of the mutually-standby lines is quitted from operation, the other path of the mutually-standby lines is supplied with power of first-stage and second-stage loads, and the voltage loss at the tail end of the lines is not more than 5%.

The traction electric load is a primary load, and the electric loads such as power illumination and the like can be divided into a primary load, a secondary load and a tertiary load.

First-stage load: emergency lighting, a substation operating power supply, automatic fire alarm system equipment, fire fighting system equipment, a fire elevator, underground station hall platform lighting, underground section lighting, a fan and an electric valve for a smoke exhaust system, communication system equipment, signal system equipment, electric power monitoring system equipment, environment and equipment monitoring system equipment, automatic ticket selling and checking system equipment, an escalator which is also used for evacuation, a shielding door, a protective door, a flood-proof door, a rain drainage pump and a station drainage pump. The emergency lighting, the substation operation power supply, the automatic fire alarm system equipment, the communication system equipment and the signal system equipment are particularly important loads;

secondary load: station platform illumination of an above-ground station hall, illumination of an auxiliary room, a common fan, a sewage pump, an elevator and an escalator;

three-level load: air-conditioning refrigeration and water system equipment, boiler equipment, advertisement lighting, cleaning equipment and electric heating equipment.

When one power supply fails, the other power supply is damaged when the other power supply fails. The load of the first-level load, which is particularly important, is additionally provided with an emergency power supply besides the dual power supply.

The secondary load is preferably supplied by a double-circuit line; for the elevator and other loads which are not more than half of the effective length of the platform from the substation, a double-power single-circuit line special line can be adopted for supplying power.

The three stage load can be powered by a single power supply single circuit, allowing the load to be automatically removed when only one power supply in the system is operating.

The storage battery emergency lighting power supply should meet the requirement of 1h emergency lighting. The capacity of the storage battery pack is configured according to the recent load, and continuous power supply is guaranteed to be not less than 4 h.

The storage batteries are generally arranged in two groups which are connected in parallel. Each group of capacity should be 1/2 of the total capacity.

The power supply comprises an emergency power supply, most typically a battery, under permitted conditions. Lithium batteries or supercapacitors may also be used.

The accumulator of the AC UPS equipment is generally provided with only one group.

The direct current operation power supply of the substation is preferably a complete set of equipment, and the storage battery is in a floating charge state during normal operation.

The super subway power supply system adopts a power monitoring and control (SCADA) system. The equipment model selection, the system capacity and the function configuration of the power monitoring system can meet the requirements of operation management and consider the development requirements.

The main transformer station is preferably an on-load voltage-regulating main transformer.

The power supply of the AC and DC operation power supply panel of the substation is connected with two sections of low-voltage buses of the substation.

The determination of the ground resistance of the electrical device can be carried out with reference to the existing power standard "grounding of an alternating current electrical device".

The low voltage distribution voltage should be 220/380V. The type of live conductor system is preferably of the three-phase four-wire type.

The subway substations can be divided into main substations, power supply switching substations, central step-down substations, traction substations and step-down substations. When the medium-voltage network adopts a traction power lighting hybrid network, the traction substation and the voltage-reducing substation can be combined to form a traction voltage-reducing hybrid substation.

The electrical equipment and materials used underground should be selected from the shaped products with small volume, low loss, low noise, moisture resistance, no spontaneous explosion, low smoke, no halogen, flame retardance or fire resistance.

Lightning arresters are arranged at the positions of the overhead contact line system of the super subway, at the positions of power isolation switches for supplying power to the overhead contact line system of the ground, the open ground section and the viaduct section at intervals of 500 m.

The super subway communication is suitable for the subway transportation efficiency, ensures the driving safety, improves the modern management level and the needs of transmitting various information such as voice, data, images and characters, and achieves the purposes of reliable system, reasonable function, mature equipment, advanced technology, economy and practicality. When the overall scheme of subway communication design and the system capacity are determined, the near-term construction scale and the long-term development planning are combined.

The super metro communication is preferably composed of the following major subsystems: a transmission system; the official telephone is tied up; a private telephone system; a wireless communication system; a broadcast system; a clock system; a closed circuit television monitoring system; power and ground systems. Subway construction in different cities is combined with communication technology development in different elbow periods, enterprise operation requirements and local economic conditions, and communication systems of different levels are selected and set.

In order to meet the requirements of various information transmission of various subsystems and systems such as signals, power monitoring, disaster prevention, environment and equipment monitoring systems, automatic ticket selling and checking and the like in subway communication, a transmission system network mainly based on optical fiber communication is established in a super subway.

The communication trunk cable and the optical cable in the super subway tunnel are preferably provided with flame-retardant, low-toxicity and anti-corrosion protective layers. The in-station distribution cable should use a plastic jacketed cable with a shielding layer.

The super subway official telephone system is used for carrying out official communication and business contact among various departments of the subway. The official telephone system consists of program-controlled telephone exchange, automatic telephone and its auxiliary equipment. The program controlled telephone exchange is preferably installed in a place where the load is concentrated and the management is convenient, and the exchanges are connected by a digital trunk line.

In a conditional place, the public telephone system can be omitted, and the service can be incorporated into the city public telephone network. The connection between the telephone exchange network of subway office and local telephone exchange of public network is preferably full-automatic calling and calling relay mode, and the connection is incorporated into the unified number of local network of public network. The number of the trunk lines should be determined according to the traffic volume and the relevant regulations of the country.

The super subway special telephone system is a special telephone system device which is set for the control center dispatcher, the station, the vehicle section and the duty person in the parking lot to organize and command the driving, the operation management and ensure the driving safety. The private telephone system mainly includes; dispatch phone, station traveling phone, station, vehicle section, direct phone in parking lot and inter-zone phone.

The traffic dispatching extension telephone set is arranged at the places of traffic watchers at each station, traffic watchers at a traffic signal building and the like.

The power dispatching extension telephone set is arranged in a main control room and a low-voltage distribution room of each substation and other places with special requirements.

The disaster prevention, environment and equipment monitoring system dispatching extension telephone is arranged at each station, the vehicle section comprehensive control chamber, the fire control room of the vehicle section and other places.

The super subway is provided with a wireless communication system to provide a communication means for fixed users such as control center dispatchers, vehicle section dispatchers and station watchmen and mobile users such as train drivers, disaster prevention, maintenance and public security. The wireless communication system must meet the requirements of traffic safety and emergency rescue.

The super subway broadcasting system ensures that a control center dispatcher and a station attendant inform passengers of service information such as train operation, safety, guidance and the like, and issues operation commands and notification to workers.

The super subway clock system provides uniform standard time information for each line and each station and provides uniform timing signals for other systems. The clock system consists of a central master clock (first-stage master clock for short), a station and vehicle section master clock (second-stage master clock for short) and a time display unit (secondary clock for short). The primary master clock is arranged in a control center, the secondary master clock is arranged in each station and vehicle section, and the secondary clocks are arranged in a central dispatching room, a station comprehensive control room, a traction substation duty room, a station hall, a station layer and other offices directly related to traveling crane.

The super subway closed circuit television monitoring system is used for providing visual information on train operation, disaster prevention, disaster relief, passenger dispersion and the like for a control center dispatcher, each station attendant, a train driver and the like. The subway closed circuit television monitoring system is composed of a central control device, a station control device, an image shooting device, an image display device, a recording device, a video signal transmission device and the like.

The super subway signal system is composed of a driving command device and a train operation control device, and necessary fault monitoring and alarming devices are required to be arranged. The signal system is composed of a driving command device and a train operation control device, and necessary fault monitoring and alarming devices are arranged. The signal equipment arranged on the overhead line or the ground line is to be coordinated with the urban landscape.

The vehicle-mounted equipment of the super subway signal system cannot exceed the vehicle limit, and the ground equipment of the signal system cannot invade the equipment limit.

The super subway ATC system should include the following main subsystems: an automatic train monitoring (ATS) system or a dispatch centralized (CTC) system; an Automatic Train Protection (ATP) system; train automatic operation (AT0) system.

The super subway operation line preferably adopts a quasi-mobile closed ATC system or a mobile closed ATC system, and can also adopt a fixed closed ATC system. A driving mode conversion area is arranged at the boundary of an ATC system control area and a non-ATC system control area, and signal equipment in the conversion area is consistent with signal equipment on the main line. The ATC system should be designed according to the construction scale determined by the line and the station yard for monitoring stations, vehicle sections, parking lots and the like. The system monitoring capability should be compatible with line long term conditions.

The super subway ATS system should have the following main functions: the train automatically identifies the brake and tracks, and the train number is displayed; compiling and managing a schedule; automatically controlling the route; automatically adjusting the train operation; automatic monitoring of train operation and equipment status; operation and data recording, output and statistical processing; vehicle maintenance and crew management; system fault recovery processing; train operation simulation and training; and displaying passenger guide information.

The super subway ATP system should have the following main functions: detecting the position of the train to realize the interval control of the train and the correct arrangement of the access; the train running speed is monitored, and the train overspeed protection control is realized: prevent unexpected movement such as train false back; safety monitoring information is provided for the opening and closing of train doors, platform screen doors and the like: daily inspection of vehicle-mounted signal equipment is realized; and recording the driver operation.

The super subway train automatic operation ATO system should have the following main functions: automatic operation between stations; stopping at a fixed point at a station; ATO or unmanned automatic turn-back; monitoring the opening and closing of the car door; automatically adjusting the train operation; and (5) train energy-saving control.

The super subway ATO can provide various interval operation modes, meet the operation requirements of different driving intervals and adapt to the requirement of train operation adjustment; the ATO fixed-point parking precision is selected according to factors such as the calculated length of a platform, the performance of a train, the setting of a shielding door and the like.

The super subway can adopt a CTC system according to the operation requirement. The CTC system mainly completes the functions of train tracking, train operation monitoring, manual control command output and the like. The division of the control area of the CTC system is determined according to the conditions of the train density, the number of stations, the labor intensity of train dispatchers, the technical performance of CTC and the like. As required. One line can be provided with a CTC control center alone. Several operation lines can be provided with an integrated dispatching center.

An Automatic Fare Collection (AFC) system is preferably arranged on the super subway. The design capability of the automatic ticket selling and checking system is to meet the requirement of the over-peak passenger flow of the subway. The number of the automatic ticket selling and checking equipment is determined according to the near-term ultrahigh peak passenger flow calculation, and the positions and the installation conditions are reserved according to the far-term ultrahigh peak passenger flow.

The super subway automatic selling and checking collection system comprises a central computer system, a station computer system, station ticket selling and checking equipment, a transmission system and the like. The central computer system is preferably constituted by a central computer, an initial coding machine, network equipment, various function workstations, an Uninterruptible Power Supply (UPS), a high-speed printer, and the like. The station computer system consists of a station computer, network equipment, an emergency button, an uninterrupted power supply, a printer and the like. The automatic ticket selling and checking system for station consists of semi-automatic ticket selling machine, automatic ticket recharging machine, automatic ticket checking machine, etc.

The power supply load of the automatic ticket selling and checking system is not lower than two levels.

The super subway has disaster prevention facilities for preventing disasters such as fire disasters, flooding, wind disasters, ice and snow disasters, earthquakes, lightning strikes, parking accidents and the like, and mainly prevents fire disasters. The fire detector has the functions of environment self-adaptation and automatic sensitivity adjustment. The system should have the function of receiving telephone alarm or network communication alarm of local earthquake forecasting departments.

And commercial places cannot be arranged in the passenger evacuation area, the platform and the evacuation channel of the station hall of the super subway underground station. The design of fire prevention in public places such as station halls and underground businesses which are developed in connection with subways and the like is required to meet the regulations of the design fire prevention specifications of civil buildings.

The super subway station should be equipped with disaster prevention rescue facilities, and the vehicle section and the comprehensive base should be equipped with disaster prevention rescue facilities. Except for executing the standard, the disaster prevention design still conforms to the regulations of the relevant standards of the current state.

The passenger collecting and distributing parts such as the platform, the station hall, the entrance and exit stairs, the evacuation channel, the closed stairwell and the like of the super subway station, the decoration materials of the equipment and the management rooms, the walls, the ground and the top surfaces of the equipment and the management rooms, the materials used for advertising lamp boxes, seats, telephone kiosks, ticket selling and checking kiosks and the like are made of incombustible materials, and meanwhile, the decoration materials are not made of asbestos, glass fiber products and plastic products.

The width of the super subway exit stairs and evacuation channels is to ensure that passengers waiting for a train and passengers waiting for the train and workers on the station are evacuated from the station within 6min under the condition of fire when the long-term peak hour passenger flow is generated.

Between two single line interval tunnels of a super subway, when the coherent length of the tunnels is more than 600m, an interconnection channel is required to be arranged, and two-way-opening class-A fireproof doors are arranged at two ends of the channel.

Super subway fire control water supply and extinguishing device:

indoor fire hydrant should be arranged in station hall, platform, equipment and management room area, pedestrian passageway and underground interval tunnel of super subway underground station, and the arrangement of the indoor fire hydrant of ground or elevated station should accord with the regulations of the existing national standard 'fire protection code for building design'.

A station control room, a communication and signal machine room and an underground substation of a super subway underground station are provided with gas automatic fire extinguishing devices. The arrangement of the gas fire extinguishing device of the ground operation control center is executed according to the regulations of the current building design fire protection regulations.

The fire-proof subareas of station halls and stations of the super subway underground station are divided into smoke-proof subareas, the building area of each smoke-proof subarea is not more than 750m2, and the smoke-proof subareas cannot cross the fire-proof subareas.

The program-controlled telephone for public communication in super subway has the function of "119" which can automatically switch to local telephone network when fire occurs. Meanwhile, a wireless communication facility for rescue workers to communicate with the ground and the underground when a disaster occurs is required to be arranged in the subway.

The super subway fire automatic alarm system (FAS) is composed of fire alarm device, fire control equipment and other devices with auxiliary function. FAS is required to be arranged in subway stations, section tunnels, control center buildings, vehicle sections, parking lots and main transformer stations. The FAS design should meet the relevant regulations of the existing national standard fire automatic alarm system design Specification, in addition to meeting the specification.

The information transmission network of the fire alarm and linkage control of the whole line of the super subway can utilize a subway public communication network, and is not suitable for independent configuration, but an FAS field level network is required to be independently configured. The station FAS is provided with an opening control device for the station shielding door and the automatic ticket gate, and displays the working state.

The design of super subway environment and equipment monitoring system (BAS) should set up different levels of BAS to the characteristics of subway and the climatic environment, economic condition of each city to reach the purpose of building good comfortable environment, reducing energy consumption, using manpower sparingly, improving the management level.

The super subway fire detector has the functions of self-adaptation to the environment and automatic adjustment of sensitivity. The BAS should have the following basic functions: monitoring the electromechanical equipment; executing a disaster prevention and blocking mode; environment monitoring and energy-saving operation management; management of environments and devices.

The super subway station level hardware should be configured as follows: configuring an industrial control computer as a station-level operation workstation; an online uninterrupted power supply is configured, and the backup time is not less than 30 min; configuring a printer to be used as a history and report printer; an emergency control panel (IBP panel) of a vehicle control room is configured to be used as a backup measure for automatic control of BAS fire working conditions, the operation right of the IBP panel is higher than that of a station and a central workstation, the panel is mainly operated under the fire working conditions, and the operation program is simple, convenient and direct.

The basic requirements of super subway software are as follows: the software system is adapted to the configuration of the hardware system, and application software is developed according to the subway function requirement on the basis of a mature, reliable and open monitoring system software platform. The software system should adopt a modular structure and have good openness and expansibility. The application software is compiled according to three levels, namely a central level, a station level and a field control level. The software system has complete system maintenance and diagnosis functions and a good human-computer interface.

In order to ensure safe, reliable and efficient operation of subway trains, comprehensive centralized monitoring and management are implemented on the super subway operation process, and an Operation Control Center (OCC) is established.

The dispatching personnel of the super subway control center carries out centralized monitoring and management on the whole operation process of the subway by using central-level equipment of systems such as signal, fire (disaster) prevention automatic alarm, environment and equipment monitoring, electric power monitoring, automatic sale inspection, communication and the like. Other systems and devices related to subway operation, management and safety may also be provided when conditions permit.

The super subway vehicle section and the comprehensive base are designed to comprise a vehicle section, a comprehensive maintenance center, a material total warehouse, a training center, necessary living facilities and the like. The design of the vehicle section and the comprehensive base is realized by combining the early stage, the near stage and the long stage, and performing unified planning and implementation by stages. The configuration of the vehicle is configured according to the initial operation requirement, and then the vehicle is gradually added according to the operation requirement; station tracks, house buildings, electromechanical equipment and the like are designed according to the recent requirements; the land occupation range should be determined on a remote scale and based on remote yard station tracks and house planning arrangements.

The super subway vehicle section can be divided into a maintenance vehicle section (vehicle section for short) and an application parking lot (parking lot for short) according to functions.

The super subway vehicle section is designed according to the following operation ranges: daily maintenance such as train parking, marshalling and daily inspection, general fault treatment, cleaning and washing, regular disinfection and the like; daily inspection and general fault handling of online trains on a storage line along the line; regular repairs such as fixed repair, rack (factory) repair, etc. of the vehicle; temporary troubleshooting of the vehicle; maintenance of equipment and tools in the section and preparation and maintenance of shunting locomotives, engineering vehicles and the like; according to the requirement of the operation management mode, the train is responsible for the crew operation of the attached train of the section if necessary.

And a test line is required to be arranged at the super subway vehicle section.

The super subway comprehensive maintenance center is a maintenance management unit for various equipment and facilities of a subway system. The functions of the device can meet the requirements of maintenance and repair of facilities such as full-line lines, roadbeds, tracks, bridges, culverts, tunnels, house buildings, roads and the like, and the requirements of maintenance and repair work of power supply, communication, signals, electromechanical equipment and automation equipment.

In order to ensure the normal operation of the subway system and the supply of material equipment, a material master warehouse is arranged in the super subway, and the purchasing, storing, issuing and management work of the subway system materials, accessories, equipment, machines, labor protection supplies and the like is taken.

Rescue office announcements are required to be arranged in the super subway vehicle section and the comprehensive base and are commanded by a subway control center. The rescue office is provided with a duty room which is provided with an electric clock, an automatic telephone, a wireless communication device and a disaster prevention dispatching telephone of a direct subway control center. The rail vehicle for rescue is suitable for vehicles in vehicle sections and comprehensive maintenance centers, and is provided with a special ground engineering vehicle and a command vehicle according to rescue needs.

In order to implement national environmental protection policies and regulations and ensure that the influence of the super subway operation period on the ground environment and the underground environment meets the requirements of national relevant environmental standards, necessary environmental protection measures are required to be adopted in subway engineering design.

The super subway environmental protection measures are determined according to subway engineering environmental influence reports approved by industry administration and environmental protection administration and the requirements of pollution prevention measures thereof.

The design of preventing and controlling the noise pollution of the super subway conforms to the regulations of the environmental noise pollution prevention and control law of the people's republic of China, and conforms to the regulations of the national standard urban regional environmental noise standard, the industrial enterprise factory boundary noise standard and the urban regional environmental noise standard applicable region division technical standard reasonably.

The super subway should preferably use low noise vehicles. The noise of the driver cab and the passenger room is in accordance with the regulations of the existing national standard of 'noise limit value of the driver cab and the passenger room of the underground railway electric motor train unit'.

When the environmental noise of adjacent areas along the line caused by the running noise of the trains on the ground or the overhead line exceeds the corresponding area noise limit value of the urban area environmental noise standard of the current national standard, vibration reduction and noise reduction measures are taken according to the requirements put forward by the subway engineering environmental influence report.

The design for preventing and controlling vibration pollution of super subways is in accordance with the regulations of the urban regional environment development standard of the current national standard.

When the environmental vibration of sensitive areas along the line caused by the running vibration of the train exceeds the current national standard urban area environmental vibration standard, the plane position of the line is properly adjusted or other vibration reduction measures are taken for the track structure according to the requirements of subway engineering environmental influence reports and the practical consideration of engineering.

The design of preventing and controlling the wastewater pollution of super subway and subway shall follow the regulations of the relevant national regulations and accord with the local wastewater discharge standard or the regulations of the current national standard of integrated wastewater discharge standard.

The super subway line and site selection must reasonably use the land resources and fully utilize the wasteland and the inferior land. The line selection should consider the protection of cultural relics protection units, natural protection areas, scenic spots and other areas needing special protection.

The arrangement of ground lines, overhead lines, stations and yard fields of super subways needs to fully consider the requirements of urban landscapes.

In terms of operation management:

the super subway line must be in a totally enclosed form, and the train must run under the monitoring of a safety protection system.

The system should organize sector operation on lines with uneven passenger flow. The train running traffic should be determined according to the distribution of passenger flow sections in each design age. The running speed of the train on the curve is calculated according to the radius of the curve, and the unbalanced centrifugal acceleration is not suitable to exceed 0.4m/s 2.

The super subway is provided with an operation control center, and each center can control one or more lines according to the condition of the urban rail transit network. The control center should have the capability of carrying out centralized monitoring on systems such as train operation, power supply and the like.

A station control room is arranged in the super subway station to monitor and control the train operation and station equipment.

The super subway operation management mechanism meets the requirements of system operation management tasks, and realizes a mode of implementing management by the mechanism by reasonably arranging the organization mechanism.

The arrangement of super subway operation mechanisms and personnel numbers depends on the principle of scientific and technological progress and improvement of management efficiency, and the mechanisms and the personnel are simplified. In general, the operation management system of the first line is preferably controlled to be below 100 persons per kilometer of managers on average.

The super subway operation management mechanism sets corresponding management rules and regulations corresponding to different operation states, including work flow and post responsibility, and ensures operation in normal, abnormal and emergency states.

Claims

1. The super subway system consists of a traditional line and a platform and is characterized in that a super-braided train with the marshalling exceeding the length of the platform is adopted, the longest length of the train is about twice of the length of the platform, and the structure of a train door of the train is the same as that of the traditional train; or a pure super-braided train with a different door structure from the traditional train is adopted.

2. The running method of the super subway system is characterized in that a rail transit combination and separation combined transport mode is adopted, namely, trains stopping at different stations are combined to form a super-programmed train, and then the stations are stopped at different stations in sections; or the running mode that the pure super-programmed train does not have the distinguished station parking is adopted.

3. The method as claimed in claim 2, wherein the super-compilation train consisting of A, B two trains of conventional trains coupled together is coupled together; dividing subway lines into A, B and C stations; the train A stops at the type A and type C stations, the train B stops but does not open the door to get on and off passengers, the train B stops at the type B and type C stations, and the train A stops but does not open the door to get on and off passengers; the C-shaped station is used as a transfer station, and the multi-connected train stops for the second time at the C-shaped station.

4. A method for operating a super-consist train according to claim 2 or claim 3, wherein the super-consist train is a double formation of a conventional train, the first half of the train is called train a, the second half of the train is called train B, and the A, B trains are connected with each other by a through door; dividing subway lines into A, B class stations; the train A stops at the station A, the train B stops but gets on and off the door, the train B stops at the station B, and the train A stops but gets on and off the door.

5. A method of operation according to claim 2 or claim 3 wherein the train is operated by: the super-knitting trains are alternately driven by the traditional trains, or a plurality of rows of the traditional trains are alternately driven by the super-knitting trains, so that the same-station transfer is realized; the transfer of passengers between type a and type B stations is done in the following way: the same station conversion multiplication, C station conversion multiplication, reverse conversion multiplication or inter-carriage transfer method.

6. The method according to claim 2, wherein the super-compilation train is a three-section train, and when the conventional train consist defined by the station is N and the station stop car is M, the super-compilation train consist is 2N-M, wherein N, M is a positive integer and M < N; all the carriages are communicated through the through door.

7. A super subway system as claimed in claim 1, wherein said train is a pure super-weaved train comprising one-sided door carriages, multiple-sided door carriages, side-door-less carriages and aisle carriages.

8. The method of claim 2, wherein the super-consist train comprises one-sided, multi-sided, side-door-less and/or aisle compartments; the number of the running carriages is 1-4 than that of the traditional marshalling and additionally weaving carriages; the stop position of each station of the train is ahead of the conventional train by a plurality of carriage positions.

9. The method as claimed in claim 2, claim 6 or claim 8, wherein the rail transit combination and separation combined mode and the pure super-compilation train combined mode are used to obtain about twice the super-large train capacity.

10. A super subway system as claimed in claim 1, wherein said super-marshalling train is an energy-saving train using some or all of the following technologies: the train drive uses permanent magnet ac motors and/or the train or line is equipped with super capacitor accumulators.

11. A super subway system as claimed in claim 1, wherein said super-weaved carriages are of central passage structure.

12. The super subway system as claimed in claim 1, wherein said subway system is constructed with energy-saving longitudinal slope structure.