CN115923848A

CN115923848A - Rail transit system

Info

Publication number: CN115923848A
Application number: CN202310006942.XA
Authority: CN
Inventors: 李准
Original assignee: Individual
Current assignee: Individual
Priority date: 2023-01-02
Filing date: 2023-01-02
Publication date: 2023-04-07

Abstract

The invention mainly relates to a layout mode of each track in an intersection, a track network arrangement principle, a method for improving the density of a track network on a large scale by combining the track with a single building, a running rule of a vehicle in the track network, track forms of areas with different track network densities, a standby track setting method, a handling method of the vehicle and passengers when a fault occurs, and a method for vertically stacking a plurality of intersections.

Description

Rail transit system

Technical Field

The invention relates to a rail transit system, in particular to an organization method of the rail transit system, a combination method of the rail transit system and an existing city and an operation rule of a vehicle in the rail transit system.

Background

Depending on the development of technologies such as sensors, artificial intelligence, high-speed data transmission, big data cloud computing and the like, automatic driving becomes an important direction of traffic development, but the technologies are only applied to a traditional traffic system consisting of automobiles and ground roads, and the problem of deeper level in urban traffic cannot be solved. Or, the maximum efficiency of the new technology cannot be exerted, the comprehension capability of the vehicle to the environment is improved, obstacles and deceleration factors in the environment are reduced, and the automatic driving technology in the current stage has various defects, so that the organization mode of an urban road network cannot be changed, the characteristics of an open road and the traffic intersection mode at a ground intersection cannot be changed even if the automatic driving technology is completely mature. A traffic system which is completely closed and communicated with intersections is the optimal platform for the new technology. Meanwhile, the conventional PRT system has practical application value only in open areas due to a track organization mode and a driving mode, has low transportation capacity and cannot be integrated into high-density cities. In general, redevelopment of a set of traffic system from the aspect of traffic organization mode becomes an application idea of automatic driving technology, so that the full-coverage large operation capacity is realized by combining with high-density urban areas.

Disclosure of Invention

The invention provides a track traffic system which is different from the traditional ground road and automobile as technical carriers on the technical levels of the prior vehicle-road cooperation, sensors, high-speed data transmission, automatic driving and the like, and can realize large capacity and high-density coverage in cities. The invention mainly relates to a layout mode of each track in an intersection, a track network arrangement principle, a method for improving the density of a track network on a large scale by combining the track with a single building, a running rule of a vehicle in the track network, track forms of areas with different track network densities, a standby track setting method, a handling method of the vehicle and passengers when a fault occurs, and a method for vertically stacking a plurality of intersections.

The invention comprises an overhead track system, wherein all tracks in the system are unidirectional tracks, the concept of one track is equivalent to the concept of one lane in a ground road system, one track group comprises a plurality of tracks, the track group can be unidirectional or bidirectional, and can be single-layer or multi-layer, and the concept of the track group is equivalent to the concept of a road in the ground road system. The track position is a space occupation in the track group, and is used for describing a space position of each track in the track group. Each layer in a bi-directional track group has two track bits, which may be occupied by tracks or may be empty, and the distance between two track bits is called the track bit spacing.

In a first aspect, the invention includes intersections formed by the intersection of a plurality of bidirectional track sets. The existing intercommunicating intersections for the running of automobiles occupy a large amount of space, so that all intersections in a city cannot be set as intercommunicating intersections. In an organization mode, the existing intercommunicating intersection often turns left by 90 degrees through turning right by 270 degrees, which makes the organization of the traffic flow too complex and counterintuitive, and is one of the reasons why the intercommunicating intersection cannot be miniaturized. In some existing interchange intersections, even more than two layers of overpasses need to be arranged to realize interchange, which further increases the complexity and the large-scale degree of the interchange. All the intersections in the invention are intercommunicated intersections, and minimization and simplification can be realized. When the method is applied to high-density cities, the method can be placed above the existing ground roads, and can also be combined with buildings, so that full coverage is realized. When the track is placed above the ground road, because the existing ground road has various grades and widths, green belts are arranged on two sides of some roads, green belts are arranged in the middle of some roads, and underground space can exist under the roads.

In a first of the four types of track bit spacings of the first aspect, two track bits are located immediately adjacent to each other. In the second category, the ratio of the track spacing to the track layer height is greater than the maximum design gradient of the track, and when other tracks vertically pass through the two track positions, if an upper-layer ramp and a lower-layer ramp are arranged in the track spacing, the gradient is too large. And in the third category, the ratio of the track space to the track layer height is smaller than the maximum designed gradient of the track, and when other tracks vertically pass through the two track positions, if an upper-layer ramp and a lower-layer ramp are arranged in the track space, the gradient is reasonable. And in the fourth type, the ratio of the track space to the track layer height is extremely large, and the difference from the third type of track space is that a plurality of ramps or bends can be arranged in the fourth type of track space, and when a track group with the fourth type of track space is intersected with other track groups to form an intersection, the track group with the fourth type of track space can be regarded as the intersection of a building track group with the third type of track space and other track groups or two unidirectional track groups respectively are intersected with other track groups, so that intersections with two different forms are formed.

The crossing in the first aspect includes multiple crossroads, "upper", "lower", "left", "right" means direction under the top-view visual angle in this paragraph, and the crossroad that two-way track group formed divide into vertical track group and horizontal track group, and vertical track group includes from down to up and from the top down two tracks, and from down to up track income point is marked as A, and the point of departure is marked as B, and from the top down track income point is marked as C, and the point of departure is marked as D. The transverse track group comprises two tracks from right to left and from left to right, the track entry point from right to left is marked as E, the track exit point is marked as F, the track entry point from left to right is marked as G, and the track exit point is marked as H. The longitudinal track group comprises four track positions, wherein the track position on the right side of one layer is the track position No. 1, the track position on the left side of the other layer is the track position No. 2, the track position on the right side of the second layer is the track position No. 3, and the track position on the left side of the second layer is the track position No. 4. The transverse track group comprises four track positions, wherein the upper side track position of one layer is a track position No. 5, the lower side track position of one layer is a track position No. 6, the upper side track position of the second layer is a track position No. 7, and the lower side track position of the second layer is a track position No. 8. The intersection point of the track position No. 1 and the track position No. 5 is recorded as I, the intersection point of the track position No. 2 and the track position No. 5 is recorded as J, the intersection point of the track position No. 2 and the track position No. 6 is recorded as K, the intersection point of the track position No. 1 and the track position No. 6 is recorded as L, the intersection point of the track position No. 3 and the track position No. 7 is recorded as M, the intersection point of the track position No. 4 and the track position No. 7 is recorded as N, the intersection point of the track position No. 4 and the track position No. 8 is recorded as O, and the intersection point of the track position No. 3 and the track position No. 8 is recorded as P.

In a first aspect, an intersection is formed by a first-class track position-interval bidirectional track group and a first-class track position-interval bidirectional track group.

And after entering from the entry point A, the straight track is converted from the No. 3 track position to the No. 1 track position in a downhill mode, and the starting point of the ramp is the point M. The right-turn track is turned from the No. 3 track position to the No. 8 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the PH points. The left-turning track turns from the No. 3 track position to the No. 7 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the NF points.

And after entering from a point C, the straight track is converted from a No. 4 track position to a No. 2 track position in a downhill mode, and the starting point of the ramp is a point O. The right-turn track is turned from the track position No. 4 to the track position No. 7 from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between NF points. The left-turning track turns from the track position No. 4 to the track position No. 8 from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between PH points.

And after entering from the entry point E, the straight track is converted from the No. 5 track position to the No. 7 track position in an ascending manner, and the starting point of the ramp is the J point. The right-turn track is turned from the No. 5 track position to the No. 1 track position from the same layer, the starting point is positioned between EI points, and the stopping point is positioned between IB points. The left-turn track is turned from the No. 5 track position to the No. 2 track position from the same layer, the starting point is positioned between EI points, and the stopping point is positioned between KD points.

After entering from the entering point G, the straight track is changed from the No. 6 track position to the No. 8 track position in an upslope mode, and the starting point of the ramp is the point L. And the right-turn track is turned from the track No. 6 to the track No. 2 from the same layer, the starting point is positioned between GK points, and the stopping point is positioned between KD points. The left-turning track is turned from the No. 6 track position to the No. 1 track position from the same layer, the starting point is positioned between GK points, and the stopping point is positioned between IB points.

In a first aspect, an intersection is formed by a first-type track spacing bidirectional track group and a second-type track spacing bidirectional track group.

After entering from the entry point A, the straight track is switched from the No. 3 track position to the No. 1 track position in a downhill mode, and the starting point of the ramp is the point M. And the right-turning track is turned from the No. 3 track position to the No. 8 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the PH points. The left-turning track turns from the No. 3 track position to the No. 7 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the NF points.

And after entering from a point C, the straight track is converted from a No. 4 track position to a No. 2 track position in a downhill mode, and the starting point of the ramp is a point O. The right-turn track is turned from the track position No. 4 to the track position No. 7 from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between NF points. The left-turning track is turned from the No. 4 track position to the No. 8 track position on the same layer, the starting point is positioned between CN points, and the stopping point is positioned between PH points.

And after entering from the entry point E, the straight track is converted from the No. 5 track position to the No. 7 track position in an ascending manner, and the starting point of the ramp is the J point. The right-turn track is turned from the No. 5 track position to the No. 1 track position from the same layer, the starting point is positioned between EI points, and the stopping point is positioned between IB points. The left-turning track is turned from the No. 5 track position to the No. 2 track position on the same layer, the starting point is located between EI points, and the stopping point is located between KD points.

After entering from a point G, the straight track is converted from a track position No. 6 to a track position No. 8 in an ascending manner, and the starting point of the ramp is a point L. And the right-turn track is turned from the No. 6 track position to the No. 2 track position from the same layer, the starting point is positioned between GK points, and the stopping point is positioned between KD points. The left-turning track is turned from the No. 6 track position to the No. 1 track position from the same layer, the starting point is positioned between GK points, and the stopping point is positioned between IB points.

In a first aspect, an intersection is formed by a first-type track spacing bidirectional track group and a third-type track spacing bidirectional track group.

After entering from the entry point A, the straight track is shifted from the No. 3 track position to the No. 4 track position on the same layer, the shift is completed before reaching the point O, the slope is converted to the No. 2 track position on the downhill after passing through the point N, the starting point of the slope is the point N, the track is shifted to the No. 1 track position on the same layer after the slope is finished, and the stop point is located between the points IB. And the right-turning track is turned from the No. 3 track position to the No. 8 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the PH points. The left-turning track turns from the track position No. 4 to the track position No. 7 from the same layer left, the starting point is positioned between ON points, and the stopping point is positioned between NF points.

And after entering from a point C, the straight track is shifted from the No. 4 track to the No. 3 track position on the same layer, the shift is completed before reaching the M point, the slope is converted to the No. 1 track position on the downhill after passing through the P point, the starting point of the ramp is the P point, the track is shifted to the No. 2 track position on the same layer after the ramp is finished, and the stop point is positioned between KD. And the right-turning track is turned from the No. 4 track position to the No. 7 track position from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between NF points. The left-turning track turns from the track position No. 4 to the track position No. 8 from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between PH points.

And after entering from the entry point E, the straight track is converted from the No. 5 track position to the No. 7 track position in an ascending manner, and the starting point of the ramp is the J point. The right-turning track is turned from the No. 5 track position to the No. 1 track position from the same layer, the starting point is positioned between EI points, and the ending point is positioned between IB points. The left-turn track turns from No. 5 track position to point P, the starting point is located between EI points, and after P point, the slope is descended to the track No. 1, after the slope is finished, the same layer is shifted to the track No. 2, and the dead point is positioned between KD points.

After entering from a point G, the straight track is converted from a track position No. 6 to a track position No. 8 in an ascending manner, and the starting point of the ramp is a point L. And the right-turn track is turned from the No. 6 track position to the No. 2 track position from the same layer, the starting point is positioned between GK points, and the stopping point is positioned between KD points. The left-turn track is turned from the track position No. 6 to the point N, the starting point is positioned between the points GK, the starting point is descended to the track No. 2 after passing through the point N, the same layer is shifted to the track position No. 1 after the ramp is finished, and the stopping point is positioned between the points IB.

In a first aspect, a crossroad is a crossroad formed by a first-type track-pitch bidirectional track group and a fourth-type track-pitch bidirectional track group.

After entering from the entry point A, the straight track is shifted from the No. 3 track position to the No. 4 track position on the same layer, the shift is completed before reaching the point O, the slope is converted to the No. 2 track position on the downhill after passing through the point N, the starting point of the slope is the point N, the track is shifted to the No. 1 track position on the same layer after the slope is finished, and the stop point is located between the points IB. The right-turn track is turned from the No. 3 track position to the No. 8 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the PH points. The left-turning track turns from the track position No. 4 to the track position No. 7 from the same layer left, the starting point is positioned between the stopping point of the left-turning track from the entering point G and the point N, and the stopping point is positioned between the NF points.

And after entering from a point C, the straight track is shifted from the No. 4 track position to the No. 3 track position on the same layer, the shift is completed before reaching the M point, the slope is converted to the No. 1 track position after passing through the P point, and the starting point of the slope is the P point. After the ramp is finished, the same layer shifts to the track position No. 2, and the stop point is positioned between KD. The right-turn track is turned from the track position No. 4 to the track position No. 7 from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between NF points. The left-turning track turns from the No. 4 track position to the No. 8 track position on the same layer, the starting point is positioned between the stopping point and the point P of the left-turning track from the point E, and the stopping point is positioned between the PH points.

And after entering from the entry point E, the straight track is converted from the No. 5 track position to the No. 7 track position in an ascending manner, and the starting point of the ramp is the J point. The right-turning track is turned from the No. 5 track position to the No. 1 track position from the same layer, the starting point is positioned between EI points, and the ending point is positioned between IB points. The track that turns left is from number 5 track position left turn upslope to number 3 track position, and the starting point is located between EI point, and the stop is located between M point and the track starting point that turns left that comes from access point C.

After entering from a point G, the straight track is converted from a track position No. 6 to a track position No. 8 in an ascending manner, and the starting point of the ramp is a point L. And the right-turn track is turned from the track No. 6 to the track No. 2 from the same layer, the starting point is positioned between GK points, and the stopping point is positioned between KD points. The left-hand track is turned from the track position No. 6 to the track position No. 4, the starting point is positioned between GK points, and the stopping point is positioned between the point O and the starting point of the left-hand track from the point A.

In the first aspect, a crossroad is formed by a second-type track position-space bidirectional track group and a second-type track position-space bidirectional track group.

After entering from the entry point A, the straight track is switched from the No. 3 track position to the No. 1 track position in a downhill mode, and the starting point of the ramp is the point M. The right-turn track is turned from the No. 3 track position to the No. 8 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the PH points. The left-turning track turns from the No. 3 track position to the No. 7 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the NF points.

And after entering from the entry point C, the straight track is switched from the No. 4 track position to the No. 2 track position in a downhill mode, and the starting point of the ramp is the point O. The right-turn track is turned from the track position No. 4 to the track position No. 7 from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between NF points. The left-turning track is turned from the No. 4 track position to the No. 8 track position on the same layer, the starting point is positioned between CN points, and the stopping point is positioned between PH points.

After entering from the entering point E, the straight track is changed from the No. 5 track position to the No. 7 track position in an upslope mode, and the starting point of the ramp is a J point. The right-turning track is turned from the No. 5 track position to the No. 1 track position from the same layer, the starting point is positioned between EI points, and the ending point is positioned between IB points. The left-turn track is turned from the No. 5 track position to the No. 2 track position from the same layer, the starting point is positioned between EI points, and the stopping point is positioned between KD points.

In the first aspect, the crossroad is a crossroad (i) formed by the second-type track spacing bidirectional track group and the third-type track spacing bidirectional track group.

And after entering from the entry point A, the straight track is converted from the No. 3 track position to the No. 1 track position in a downhill mode, and the starting point of the ramp is the point M. The right-turn track is turned from the No. 3 track position to the No. 8 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the PH points. And the left-turning track is shifted to the outer side of the No. 4 track position from the No. 3 track position on the same layer, the starting point is positioned between the AP points, the shifting is completed before the O point, after the O point, the left-turning track is shifted to the No. 7 track position on the same layer, and the stopping point is positioned between the NF points.

And after entering from a point C, the straight track is converted from a No. 4 track position to a No. 2 track position in a downhill mode, and the starting point of the ramp is a point O. The right-turn track is turned from the track position No. 4 to the track position No. 7 from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between NF points. And the left-turning track is shifted from the No. 4 track position to the outer side of the No. 3 track position on the same layer, the starting point is positioned between CN points, the shifting is completed before the M point, after the M point, the left-turning track is shifted to the No. 8 track position on the same layer, and the stopping point is positioned between PH points.

After entering from the entering point E, the straight track is changed from the No. 5 track position to the No. 7 track position in an upslope mode, and the starting point of the ramp is a J point. The right-turning track is turned from the No. 5 track position to the No. 1 track position from the same layer, the starting point is positioned between EI points, and the ending point is positioned between IB points. The left-hand track is turned from the track position No. 5 to the track position No. 4, the starting point of the ramp is the point I, and the stop point is positioned between the points NO.

After entering from a point G, the straight track is converted from a track position No. 6 to a track position No. 8 in an ascending manner, and the starting point of the ramp is a point L. And the right-turn track is turned from the No. 6 track position to the No. 2 track position from the same layer, the starting point is positioned between GK points, and the stopping point is positioned between KD points. The left-turning track is turned from the track position No. 6 to the track position No. 3 from the left-turning upslope, the starting point of the ramp is K, and the stop point is positioned between PM points.

In the first aspect, the intersection is an intersection (ii) formed by a second-type track position-space bidirectional track group and a third-type track position-space bidirectional track group.

After entering from a point A, the straight track is shifted from a No. 3 track position to a No. 4 track position on the same layer, the shifting is completed before passing through a point O, a downhill slope is converted to a No. 2 track position after passing through a point N, the starting point of the ramp is the point N, the shifting is performed to the No. 1 track position on the same layer after the ramp is finished, and the stop point is located between points IB. The right-turn track is turned from the No. 3 track position to the No. 8 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the PH points. The left-turning track is turned from the track No. 4 to the track No. 7 from the same layer, the starting point is located between ON points, and the stopping point is located between NF points.

After entering from a point C, the straight track is shifted from a 4 # track position to a 3 # track position on the same layer, the shift is completed before M points, the slope is converted to a1 # track position after P points, the starting point of the slope is P points, the straight track is shifted to a 2 # track position on the same layer after the slope is finished, and the stop point is located between KD points. The right-turn track is turned from the track position No. 4 to the track position No. 7 from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between NF points. The left-turning track turns from the track position No. 3 to the track position No. 8 from the same layer, the starting point is positioned between the MP points, and the stopping point is positioned between the PH points.

After entering from the entering point E, the straight track is changed from the No. 5 track position to the No. 7 track position in an upslope mode, and the starting point of the ramp is a J point. The right-turn track is turned from the No. 5 track position to the No. 1 track position from the same layer, the starting point is positioned between EI points, and the stopping point is positioned between IB points. The left-turn track is turned from the No. 5 track position to the inner side of the No. 1 track position from the same layer, the starting point is positioned between EI points, then the starting point is inclined to the P point, the starting point of the ramp is positioned between IL points, the ascending is completed before the P point is reached, and the ramp passes through the P point and then descends and is converged with the straight track from the direction of the entry point C.

After entering from the entering point G, the straight track is changed from the No. 6 track position to the No. 8 track position in an upslope mode, and the starting point of the ramp is the point L. And the right-turn track is turned from the No. 6 track position to the No. 2 track position from the same layer, the starting point is positioned between GK points, and the stopping point is positioned between KD points. The left-turn track is turned from the No. 6 track position to the inner side of the No. 2 track position on the same layer, the starting point is positioned between GK points, then the slope is uphill to the N point, the starting point of the slope is positioned between KJ points, the uphill is completed before the point reaches the N point, and the slope goes downhill after the point passes through the N point and is converged with the straight track from the direction of the point A.

In a first aspect, an intersection is formed by a second-type track spacing bidirectional track group and a fourth-type track spacing bidirectional track group.

After entering from a point A, the straight track is shifted from a No. 3 track position to a No. 4 track position on the same layer, the shifting is completed before the point O, the slope is converted to a No. 2 track position after the point N, the starting point of the slope is the point N, the shifting is shifted to the No. 1 track position on the same layer after the slope is finished, and the stopping point is located between IB. The right-turn track is turned from the No. 3 track position to the No. 8 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the PH points. The left-turning track is turned from the track No. 4 to the track No. 7 from the same layer, the starting point is positioned between the stopping point of the left-turning track from the point G and the point N, and the stopping point is positioned between the NF points.

After entering from a point C, the straight track is shifted from a 4 # track position to a 3 # track position on the same layer, the shift is completed before M points, the slope is converted to a1 # track position after P points, the starting point of the slope is P points, the straight track is shifted to a 2 # track position on the same layer after the slope is finished, and the stop point is located between KD points. The right-turn track is turned from the track position No. 4 to the track position No. 7 from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between NF points. The left-turning track turns from the No. 3 track position to the No. 8 track position from the same layer left, the starting point is positioned between the stopping point of the left-turning track from the entering point E and the point P, and the stopping point is positioned between the points PH.

And after entering from the entry point E, the straight track is converted from the No. 5 track position to the No. 7 track position in an ascending manner, and the starting point of the ramp is the J point. The right-turn track is turned from the No. 5 track position to the No. 1 track position from the same layer, the starting point is positioned between EI points, and the stopping point is positioned between IB points. The track that turns left is from number 5 track position left turn upslope to number 3 track position, and the starting point is located between EI point, and the stop point is located between M point and the track starting point that turns left that comes from income point C.

After entering from a point G, the straight track is converted from a track position No. 6 to a track position No. 8 in an ascending manner, and the starting point of the ramp is a point L. And the right-turn track is turned from the track No. 6 to the track No. 2 from the same layer, the starting point is positioned between GK points, and the stopping point is positioned between KD points. The left-turn track is turned from the track position No. 6 to the track position No. 4, the starting point is positioned between GK points, and the stopping point is positioned between the point O and the starting point of the left-turn track from the point A.

In the first aspect, the crossroad is a crossroad (i) formed by the third type track position-space bidirectional track group and the third type track position-space bidirectional track group.

And after entering from the entry point A, the straight track is converted from the No. 3 track position to the No. 1 track position in a downhill mode, and the starting point of the ramp is the point M. The right-turn track is turned from the No. 3 track position to the No. 8 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the PH points. And the left-turning track is downhill and turned to the No. 5 track position from the No. 3 track position, the starting point is positioned between PM points, and the stopping point is positioned between IJ points.

And after entering from a point C, the straight track is converted from a No. 4 track position to a No. 2 track position in a downhill mode, and the starting point of the ramp is a point O. The right-turn track is turned from the track position No. 4 to the track position No. 7 from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between NF points. And the left-turning track is downhill and left-turned from the track position No. 4 to the track position No. 6, the starting point is positioned between CN points, and the stop point is positioned between KL points.

And after entering from the entry point E, the straight track is converted from the No. 5 track position to the No. 7 track position in an ascending manner, and the starting point of the ramp is the J point. The right-turn track is turned from the No. 5 track position to the No. 1 track position from the same layer, the starting point is positioned between EI points, and the stopping point is positioned between IB points. The left-turning track is turned from the No. 5 track position to the No. 4 track position from the upslope, the starting point is positioned between IJ points, and the stop point is positioned between NO points.

After entering from a point G, the straight track is converted from a track position No. 6 to a track position No. 8 in an ascending manner, and the starting point of the ramp is a point L. And the right-turn track is turned from the No. 6 track position to the No. 2 track position from the same layer, the starting point is positioned between GK points, and the stopping point is positioned between KD points. The left-turning track is turned from No. 6 track position to No. 3 track position from the upslope, the starting point is positioned between KL points, and the stop point is positioned between PM points.

In the first aspect, the crossroad is a crossroad (ii) formed by a third type track position-space bidirectional track group and a third type track position-space bidirectional track group.

And after entering from the entry point A, the straight track is converted from the No. 3 track position to the No. 1 track position in a downhill mode, and the starting point of the ramp is the point M. The right-turn track is turned from the No. 3 track position to the No. 8 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the PH points. The starting point of the left-turn track is positioned between PM points, the track is turned left from the No. 3 track position to the outer side of the No. 7 track position and then goes down the slope, the starting point of the ramp is positioned between MN points, the stopping point of the ramp is positioned between IJ points, and the straight track from the entry point E is merged after the ramp is finished.

And after entering from a point C, the straight track is converted from a No. 4 track position to a No. 2 track position in a downhill mode, and the starting point of the ramp is a point O. The right-turn track is turned from the track position No. 4 to the track position No. 7 from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between NF points. The starting point of the left-turn track is positioned between NO points, the track is turned to the outer side of the track position No. 8 from the track position No. 4 from the same layer left, then the track goes down the slope, the starting point of the ramp is positioned between OP points, the stopping point of the ramp is positioned between KL points, and the straight track from the entry point G is merged into after the ramp is finished.

And after entering from the entry point E, the straight track is converted from the No. 5 track position to the No. 7 track position in an ascending manner, and the starting point of the ramp is the J point. The right-turning track is turned from the No. 5 track position to the No. 1 track position from the same layer, the starting point is positioned between EI points, and the ending point is positioned between IB points. The starting point of the left-turning track is positioned between IJ points, the track is turned from the No. 5 track position to the outer side of the No. 2 track position from the same layer and then ascends, the starting point of the ramp is positioned between JK points, the stop point of the ramp is positioned between NO points, and the straight track from the entry point C is converged after the ramp is finished.

After entering from a point G, the straight track is converted from a track position No. 6 to a track position No. 8 in an ascending manner, and the starting point of the ramp is a point L. And the right-turn track is turned from the No. 6 track position to the No. 2 track position from the same layer, the starting point is positioned between GK points, and the stopping point is positioned between KD points. The starting point of the left-turning track is positioned between KL points, the track is turned from the No. 5 track position to the outer side of the No. 1 track position from the same layer, then the track ascends, the starting point of the ramp is positioned between the LI points, the stopping point of the ramp is positioned between PM points, and the straight-going track from the entry point A is merged after the ramp is finished.

In a first aspect, a crossroad is a crossroad formed by a third-type track spacing bidirectional track group and a fourth-type track spacing bidirectional track group.

After entering from the entry point A, the straight track is switched from the No. 3 track position to the No. 1 track position in a downhill mode, and the ramp stop point is a point L. The right-turn track is turned from the No. 3 track position to the No. 8 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the PH points. The left-hand track is converted from the track position No. 1 to the track position No. 7 by left-hand uphill turning, the starting point is positioned between the stop point of the left-hand track from the entry point G and the point I, and the stop point of the ramp is positioned between the points MN.

And after entering from a point C, the straight track is switched from a No. 4 track position to a No. 2 track position in a downhill mode, and the ramp stop point is a J point. The right-turn track is turned from the track position No. 4 to the track position No. 7 from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between NF points. The left-hand track is converted from the track position No. 2 to the track position No. 8 by left-hand uphill, the starting point is positioned between the stop point of the left-hand track from the entry point E and the point K, and the stop point of the ramp is positioned between the OP points.

And after entering from the entry point E, the straight track is converted from the track position No. 5 to the track position No. 7 in an ascending manner, and the ramp stop point is the point M. The right-turn track is turned from the No. 5 track position to the No. 1 track position from the same layer, the starting point is positioned between EI points, and the stopping point is positioned between IB points. The left-turn track is switched from a track position No. 7 to a track position No. 2 in a left-turn downhill mode, the starting point is located between MN points, and the stopping point is located between the J point and the starting point of the left-turn track from the point C.

After entering from the entering point G, the straight track is changed from the No. 6 track position to the No. 8 track position in an upslope mode, and the ramp stop point is a point O. And the right-turn track is turned from the No. 6 track position to the No. 2 track position from the same layer, the starting point is positioned between GK points, and the stopping point is positioned between KD points. The left-turning track is converted from the No. 8 track position to the No. 1 track position through the left-turning downhill, the starting point is located between the OP points, and the stopping point is located between the L point and the starting point of the left-turning track from the entry point A.

In a first aspect, a crossroad is a crossroad formed by a fourth-type track position-space bidirectional track group and a fourth-type track position-space bidirectional track group.

After entering from the entry point A, the straight track is switched from the No. 3 track position to the No. 1 track position in a downhill mode, and the starting point of the ramp is the point M. The right-turn track is turned from the No. 3 track position to the No. 8 track position from the same layer, the starting point is positioned between the AP points, and the stopping point is positioned between the PH points. The left-hand track is switched from the track position No. 3 to the track position No. 5 in a left-hand downhill mode, the starting point is located between the stopping point of the left-hand track from the point G and the point M, and the stopping point is located between the point I and the starting point of the left-hand track from the point E.

And after entering from a point C, the straight track is converted from a No. 4 track position to a No. 2 track position in a downhill mode, and the starting point of the ramp is a point O. The right-turn track is turned from the track position No. 4 to the track position No. 7 from the same layer, the starting point is positioned between CN points, and the stopping point is positioned between NF points. The left-hand track is converted from a track position No. 4 to a track position No. 6 through a left-hand downhill, the starting point is located between the stopping point of the left-hand track from the entry point E and the point O, and the stopping point is located between the point K and the starting point of the left-hand track from the entry point G.

And after entering from the entry point E, the straight track is converted from the No. 5 track position to the No. 7 track position in an ascending manner, and the starting point of the ramp is the J point. The right-turning track is turned from the No. 5 track position to the No. 1 track position from the same layer, the starting point is positioned between EI points, and the ending point is positioned between IB points. The left-turn track is converted from the track position No. 5 to the track position No. 4 by the left-turn upslope, the starting point is positioned between the stop point of the left-turn track from the access point A and the point J, and the stop point is positioned between the point N and the starting point of the left-turn track from the access point C.

After entering from a point G, the straight track is converted from a track position No. 6 to a track position No. 8 in an ascending manner, and the starting point of the ramp is a point L. And the right-turn track is turned from the No. 6 track position to the No. 2 track position from the same layer, the starting point is positioned between GK points, and the stopping point is positioned between KD points. The left-turn track is changed from the track position No. 6 to the track position No. 3 from the left-turn upslope, the starting point is positioned between the stop point of the left-turn track from the access point C and the point L, and the stop point is positioned between the point P and the starting point of the left-turn track from the access point A.

The crossing in the first aspect includes multiple T style of calligraphy crossing, and this paragraph "upper", "lower", "left", "right" means each direction under the visual angle of top view, and the T way mouth that two-way track group formed divide into vertical track group and horizontal track group, and vertical track group includes from down up and from the top down two tracks, and from down up the track in point record A, from the top down the track out point record D. The transverse track group comprises two tracks from right to left and from left to right, the track entry point from right to left is marked as E, the track exit point is marked as F, the track entry point from left to right is marked as G, and the track exit point is marked as H. The longitudinal track group has a first layer right track position of No. 1, a first layer left track position of No. 2, a second layer right track position of No. 3 and a second layer left track position of No. 4. The transverse track group comprises four track positions, wherein the upper side track position of one layer is a track position No. 5, the lower side track position of one layer is a track position No. 6, the upper side track position of the second layer is a track position No. 7, and the lower side track position of the second layer is a track position No. 8. The intersection point of the track position No. 1 and the track position No. 5 is recorded as I, the intersection point of the track position No. 2 and the track position No. 5 is recorded as J, the intersection point of the track position No. 2 and the track position No. 6 is recorded as K, the intersection point of the track position No. 1 and the track position No. 6 is recorded as L, the intersection point of the track position No. 3 and the track position No. 7 is recorded as M, the intersection point of the track position No. 4 and the track position No. 7 is recorded as N, the intersection point of the track position No. 4 and the track position No. 8 is recorded as O, and the intersection point of the track position No. 3 and the track position No. 8 is recorded as P.

In a first aspect, a T-shaped intersection is an intersection formed by a first-class track spacing bidirectional track group and a first-class track spacing bidirectional track group.

After entering from the entry point A, the right-turn track is turned from the No. 1 track position to the No. 6 track position from the same layer, the starting point is located between the AL points, and the stop point is located between the LH points. The left-turn track rotates from the track position No. 1 to the track position No. 5 from the same layer, the starting point is positioned between AL points, and the dead point is positioned between JF points.

After entering from the entry point E, the straight track is switched from the No. 7 track position to the No. 5 track position in a downhill mode, the ramp starting point is located between the EM points, and the ramp ending point is located between the JF points. The left-turning track is turned from the No. 7 track position to the No. 4 track position on the same layer, the starting point is positioned between the EM points, and the stopping point is positioned between the OD points.

After entering from a point G, the straight track is converted from a No. 8 track position to a No. 6 track position in a downhill mode, the starting point of the ramp is located between GO points, and the stopping point of the ramp is located between LH points. And the right-turning track is turned from the No. 8 track position to the No. 4 track position from the same layer, the starting point is positioned between GO points, and the stopping point is positioned between OD points.

In a first aspect, a T-shaped intersection is an intersection formed by a first type of track spacing bidirectional track group and a second type of track spacing bidirectional track group.

After entering from the entry point A, the right-turn track is turned from the No. 1 track position to the No. 6 track position from the same layer, the starting point is located between the AL points, and the stop point is located between the LH points. The left-turn track is turned from the track position No. 1 to the track position No. 5 on the same layer, the starting point is positioned between AL points, and the stopping point is positioned between JF points.

After entering from the entry point E, the straight track is converted from the No. 7 track position to the No. 5 track position in a downhill mode, the ramp starting point is located between the EM points, and the ramp stopping point is located between the JF points. The left-turn track is turned from the 7 th track position to the 4 th track position from the same layer, the starting point is positioned between the EM points, and the stopping point is positioned between the OD points.

In the first aspect, a T-shaped intersection is an intersection formed by a first-type track position-interval bidirectional track group and a third-type/fourth-type track position-interval bidirectional track group.

After entering from the entry point A, the right-turn track is turned from the No. 1 track position to the No. 6 track position from the same layer, the starting point is located between the AL points, and the stop point is located between the LH points. The left-turn track is shifted to the No. 2 track position from the No. 1 track position ON the same layer, the starting point is located between AL points, the slope is converted to the No. 4 track position after the shifting is completed, the ramp stop point is located at the O point, and the left-turn track is shifted to the No. 7 track position after the slope moves for a distance between the ON points.

And after entering from the entry point E, the straight track is switched from the No. 7 track position to the No. 5 track position in a downhill mode, and the starting point of the ramp is positioned after the stop point of the left-turning track from the entry point A. The left-turning track is turned from the No. 7 track position to the No. 3 track position on the same layer, the starting point is located between the EM points, and after passing through the P point, the same layer is shifted to the No. 4 track position.

After entering from a point G, the straight track is switched from the No. 8 track position to the No. 6 track position in a downhill mode, and the ramp stop point is located at a point K. The right-turn track is turned from the No. 8 track position to the No. 4 track position from the same layer, the starting point is located between GO points, and the stop point is located between OD points.

In a first aspect, a T-shaped intersection is an intersection formed by a second-type track-pitch bidirectional track group and a first-type track-pitch bidirectional track group.

After entering from a point G, the straight track is converted from a No. 8 track position to a No. 6 track position in a downhill mode, the starting point of the ramp is located between GO points, and the stopping point of the ramp is located between LH points. The right-turn track is turned from the No. 8 track position to the No. 4 track position from the same layer, the starting point is located between GO points, and the stop point is located between OD points.

In a first aspect, a T-shaped intersection is an intersection formed by a second-type track pitch bidirectional track group and a second-type track pitch bidirectional track group.

In a first aspect, a T-shaped intersection is an intersection formed by a second-type track-pitch bidirectional track group and a third-type/fourth-type track-pitch bidirectional track group.

After entering from the entry point A, the right-turn track is turned from the No. 1 track position to the No. 6 track position from the same layer, the starting point is located between the AL points, and the stop point is located between the LH points. The starting point of the left-turn track is positioned between AL points, the track position 1 is shifted to the inner side of the track position 1 from the same layer and is close to the track position 1, then the track position 1 is converted to the inner side of the track position 3 on an ascending slope, the track position 3 is close to, the stop point of the ramp is positioned at the point P, the track position 7 is rotated to the left side after the PM points move straight for a distance, and the straight track from the point E is merged.

After entering from a point G, the straight track is switched to a track position No. 6 from a track position No. 8 in a downhill mode, the starting point of the ramp is located between GO points, and the stopping point of the ramp is located between KL points. The right-turn track is turned from the No. 8 track position to the No. 4 track position from the same layer, the starting point is located between GO points, and the stop point is located between OD points.

In the first aspect, a T-shaped crossing is a crossing (i) formed by a third-type track pitch bidirectional track group and a first-type track pitch bidirectional track group.

After entering from the entry point E, the straight track is switched from the No. 7 track position to the No. 5 track position in a downhill mode, the slope starting point is located between MN points, and the slope ending point is located between IJ points. The left-turning track is turned from the No. 7 track position to the No. 4 track position on the same layer, the starting point is positioned between the EM points, and the stopping point is positioned between the OD points.

After entering from a point G, the straight track is switched from a No. 8 track position to a No. 6 track position in a downhill mode, the starting point of the ramp is located between OP points, and the stopping point of the ramp is located between KL points. The right-turn track is turned from the No. 8 track position to the No. 4 track position from the same layer, the starting point is located between GO points, and the stop point is located between OD points.

In the first aspect, a T-shaped intersection is an intersection (ii) formed by a third-type track spacing bidirectional track group and a first-type track spacing bidirectional track group.

And after entering from the point E, the straight track is shifted from the No. 7 track position to the No. 8 track position on the same layer, the shift is completed before passing through the point P, the straight track is shifted to the No. 6 track position on the downhill after the straight track is shifted between the PO points, the starting point of the ramp is located at the point O, and the straight track is shifted to the No. 5 track position on the same layer after the ramp is shifted. The left-turn track is turned from the No. 8 track position to the No. 4 track position from the same layer, the starting point is positioned between the PO points, and the stop point is positioned between the OD points.

After entering from a point G, the straight track is shifted from the No. 8 track position to the No. 7 track position on the same layer, the shift is completed before passing through the N point, the straight track is shifted to the No. 5 track position on the downhill after the straight track is shifted between the NM points, the starting point of the ramp is located at the M point, and the straight track is shifted to the No. 6 track position on the same layer after the ramp is shifted. The right-turn track is turned from the No. 8 track position to the No. 4 track position from the same layer, the starting point is located between GO points, and the stop point is located between OD points.

In the first aspect, a T-shaped intersection is an intersection formed by a third-type track spacing bidirectional track group and a second-type track spacing bidirectional track group.

After entering from the entry point E, the straight track is switched from the No. 7 track position to the No. 5 track position in a downhill mode, the slope starting point is located between MN points, and the slope ending point is located between IJ points. The left-turn track is turned from the 7 th track position to the 4 th track position from the same layer, the starting point is positioned between the EM points, and the stopping point is positioned between the OD points.

In the first aspect, a T-shaped intersection is an intersection formed by a third-type track position-interval bidirectional track group and a third-type/fourth-type track position-interval bidirectional track group.

After entering from the entry point A, the right-turn track is turned from the No. 1 track position to the No. 6 track position from the same layer, the starting point is located between the AL points, and the stop point is located between the LH points. The left-turn track is uphill from the track position No. 1 to the track position No. 3, the ramp starting point is positioned at the point L, the ramp stopping point is positioned between the points PM, the left-turn track is positioned between the track positions No. 7 on the same layer after the ramp is ended, and the stopping point is positioned between the points MN.

After entering from the entry point E, the straight track is switched from the No. 7 track position to the No. 5 track position in a downhill mode, the starting point of the ramp is located at the point N, and the stopping point of the ramp is located between the points JF. The left-turning track is turned to the No. 2 track position from the No. 7 track position after going down the slope, the starting point of the ramp is positioned at the point M, the ramp is converted to the No. 4 track position after going up the slope for a certain distance, the starting point of the ramp is the point K, and the stopping point of the ramp is positioned between the OD points.

After entering from a point G, the straight track is converted from a No. 8 track position to a No. 6 track position in a downhill mode, the ramp starting point is located at a point P, and the ramp stopping point is located between points LH. The right-turn track is turned from the No. 8 track position to the No. 4 track position from the same layer, the starting point is located between GO points, and the stop point is located between OD points.

In a first aspect, a T-shaped intersection is an intersection formed by a fourth type of track-pitch bidirectional track group and a first type of track-pitch bidirectional track group.

After entering from the entry point A, the right-turn track is turned from the No. 1 track position to the No. 6 track position from the same layer, the starting point is located between the AL points, and the stop point is located between the LH points. The left-hand track is changed from the track position No. 1 to the track position No. 7 from the left-hand uphill turning, the starting point is positioned between the points AL, and the stopping point is positioned between the point M and the starting point of the left-hand track from the point M.

After entering from the entry point E, the straight track is always located at track number 7. The left-turn track is turned from the 7 th track position to the 4 th track position on the same layer, the starting point is positioned between the stop point and the N point of the left-turn track from the point A, and the stop point is positioned between the OD points.

After entering from the entry point G, the straight track is always located at track No. 6. And the right-turn track is changed from the track position No. 6 to the track position No. 4 from the right-turn upslope, the starting point is positioned between GK points, and the stopping point is positioned between OD points.

In the first aspect, a T-shaped intersection is an intersection formed by a fourth-type track pitch bidirectional track group and a second-type/third-type/fourth-type track pitch bidirectional track group.

And after entering from the entry point A, the right-turning track is turned from the No. 1 track position to the No. 8 track position from the same layer, the starting point is positioned between the AL points, and the stop point is positioned between the LH points. The track that turns to the left is converted to track position No. 3 by track position No. 1 upslope, and the ramp starting point is located between the AL point, and the ramp stop is located P point, and after the ramp finishes with the layer left turn or walk a distance back left turn to track position No. 7, stop position is located between M point and the track starting point that turns to the left that comes from access point E.

After entering from the entry point G, the straight track is always located at track number 6. And the right-turn track is changed from the track position No. 6 to the track position No. 4 from the right-turn upslope, the starting point is positioned between GK points, and the stopping point is positioned between OD points.

The intersections in the first aspect include various Y-shaped intersections, the paragraphs "up", "down", "left" and "right" mean directions under a top view angle, and the Y-shaped intersections formed by the bidirectional track groups are divided into three track groups, namely a longitudinal track group, an upper right track group and an upper left track group. The longitudinal track group comprises two tracks from bottom to top and from top to bottom, wherein the track entry point from bottom to top is marked as A, and the track exit point from top to bottom is marked as B. The upper right track group includes two tracks from the upper right to the lower left and from the lower left to the upper right, the track in point from the upper right to the lower left is marked as C, and the track out point from the lower left to the upper right is marked as D. The upper left track group includes two tracks from the upper left to the lower right and from the lower right to the upper left, and an entry point from the upper left to the lower right is denoted as E, and an exit point from the lower right to the upper left is denoted as F. The longitudinal track group comprises four track positions, wherein the track position on the right side of one layer is the track position No. 1, the track position on the left side of the other layer is the track position No. 2, the track position on the right side of the second layer is the track position No. 3, and the track position on the left side of the second layer is the track position No. 4. The upper right track group comprises four track positions, wherein the upper track position on one layer is a track position No. 5, the lower track position on one layer is a track position No. 6, the upper track position on the second layer is a track position No. 7, and the lower track position on the second layer is a track position No. 8. The upper left track group comprises four track positions, wherein the upper track position of one layer is a track position No. 10, the lower track position of one layer is a track position No. 9, the upper track position of the second layer is a track position No. 12, and the lower track position of the second layer is a track position No. 11.

In a first aspect, a Y-shaped intersection is an intersection formed by first/second type track position spacing bidirectional track groups.

After entering from the access point A, the left-turning track is changed from the track position No. 1 to the track position No. 12 from a left-turning upslope, the upslope is started after passing below the left-turning track from the access point C, and the upslope is finished before passing above the left-turning track from the access point E; the right-turn track is changed from the track position No. 1 to the track position No. 8 from the right-turn upslope and is positioned outside the left-turn track from the point C.

After entering from the entry point C, the left-turn track is changed from the track position No. 5 to the track position No. 4 from the left-turn uphill slope, the uphill slope is started after passing below the left-turn track from the entry point E, and the uphill slope is ended before passing above the left-turn track from the entry point A; the right-turn track is changed from the track position No. 5 to the track position No. 12 from the right-turn upslope and is positioned outside the left-turn track from the entering point E.

After entering from the entry point E, the left-turn track is changed from the track position 9 to the track position 8 from left-turn uphill, uphill is started after passing below the left-turn track from the entry point A, and uphill is finished before passing above the left-turn track from the entry point C; the right-turn track is changed from the 9 # track position to the 4 # track position from the right-turn upslope and is positioned outside the left-turn track from the access point A.

In a first aspect, a Y-shaped intersection is an intersection formed by third/fourth type track position spacing bidirectional track groups.

After entering from the entry point A, the left-turn track is changed from the track position No. 1 to the track position No. 12 from left-turn uphill, uphill is started after passing below the left-turn track from the entry point E, and uphill is finished before passing above the left-turn track from the entry point C; the right-turn track is changed from the track position No. 1 to the track position No. 8 from the right-turn upslope and is positioned outside the left-turn track from the access point C.

After entering from the entry point C, the left-turn track is changed from the track position No. 5 to the track position No. 4 from the left-turn uphill slope, the uphill slope is started after passing below the left-turn track from the entry point A, and the uphill slope is ended before passing above the left-turn track from the entry point E; the right-turn track is changed from the track position No. 5 to the track position No. 12 from the right-turn upslope and is positioned outside the left-turn track from the entering point E.

After entering from the entry point E, the left-turn track is changed from the track position 9 to the track position 8 from left-turn uphill, uphill is started after passing below the left-turn track from the entry point C, and uphill is finished before passing above the left-turn track from the entry point A; the right-turn track is changed from the 9 # track position to the 4 # track position from the right-turn upslope and is positioned outside the left-turn track from the access point A.

The intersections in the first aspect include intersections of five-way and above two-way track sets.

The number of the fork points of the five-fork and above bidirectional track group crossings is marked as N, and the N fork points are formed by connecting N Y-shaped/T-shaped bidirectional track group crossings into a ring.

In a second aspect, the invention includes a method for adjusting the track within and between intersections to adapt to different environments without changing the type of intersection.

The second aspect is described, each track in the intersection can independently adjust the turning radius and the gradient according to the requirement, the same intersection can have various shapes in appearance to adapt to the specific environmental restrictions around, and the size of the vertical projection area of the intersection occupying the whole space can be determined by changing the size of the turning radius of the track. The turning radius of the same intersection is about large, the more the curve is simplified, the smaller the occupied area is, and the intersection is suitable for being placed in a wide space; the turning radius is about small, and the more complicated the curve is, the more suitable for being placed in narrow space.

As will be described in further detail with respect to the second aspect, the slope of the ramp in the intersection is not limited by the amount of the vertical projected area of the intersection that occupies the entire space. Under the condition of keeping the starting point and the stopping point of each curve of the road junction unchanged, the starting point and the stopping point of the ramp move in the advancing direction of the track where the ramp is located so as to obtain different slopes. Thus, a slope with a small gradient can be obtained in the crossing with a small vertical projection area of the whole space.

When two intersections are connected, the tracks on the same side of the same layer are connected, so that the connecting track section between the two intersections can be prevented from having an upper-layer ramp and a lower-layer ramp. Even intersections are connected pairwise, and all the connecting track sections do not need to be provided with upper and lower ramps, so that in a real scene, most of the connecting track sections between the intersections do not need to be provided with the upper and lower ramps in a track network mainly based on the crossroads. When the above connection method cannot be implemented, for example, when three intersections of the cross-shaped bidirectional track group are connected in pairs, upper and lower ramps need to be arranged on the connection track section between the two intersections.

When the T-shaped intersection formed by the fourth type bidirectional track group and the first type bidirectional track group and the T-shaped intersection formed by the fourth type bidirectional track group and the second type/third type/fourth type bidirectional track group are connected with other intersections, in order to avoid the upper and lower ramps generated by the connected track segments, another intersection change formula can be generated by changing the track positions occupied by the straight tracks in the transverse track group to meet the connection requirement.

In a third aspect, the invention includes a network of unidirectional sets of tracks.

The general principle of the unidirectional track group network arrangement is that the traveling directions of the adjacent unidirectional track groups are kept opposite, so that the traveling directions in the track ring formed by the two transverse adjacent track groups and the two longitudinal adjacent track groups are clockwise or counterclockwise.

In a fourth aspect, the invention includes a method of joining a track and a building.

Compared to automobiles, rail system vehicles have the advantage of low weight and volume. Vehicles such as automobiles are characterized by a high degree of functional integration in the vehicle body. The automobile carries energy, whether fossil energy or a battery, the whole process of converting the energy into power occurs in the automobile body, and a power system needs to occupy the weight and the volume of the automobile body. The steering of a car depends more on the car body than on a rail system, and the steering system occupies the weight and volume of the car body. In an open environment, in order to cope with diversified road conditions, a suspension system, a large tire and an elevated chassis are needed, and the open environment simultaneously means the increase of risks, so that the automobile needs a firm shell and a plurality of protection measures, and the weight and the volume are further increased. In summary, the high integration of the functions of the car is an advantage, but at the expense of the possibility of lightening and miniaturisation, the energy consumed by the car is used for transporting its own weight for most of the time. In contrast, the vehicle steering in the rail system depends on the rail, the system is very safe to close, energy can be supplied by the rail without integrating various functions into the vehicle body, so the weight and the volume of the vehicle body can be extremely light and extremely small, and the rail and the intersection can be made to be small. At the same time, small, lightweight vehicles can be driven directly into existing buildings without exceeding the building's load-bearing standards.

The track and the vehicle can be combined with most buildings in the existing city, and compared with the traditional road network, the track network density can be exponentially improved; the accessibility can be greatly improved; the connection area can be directly arranged in the existing building, and a large number of parking stations and parking spaces do not need to be additionally built; high-density buildings in the existing cities can be used as stand columns, and supporting structures needed by the overhead rails are greatly reduced; the problem of vertical traffic which is difficult to solve by an overhead rail can be solved by utilizing a staircase room and an elevator room in a building; can provide an additional escape exit for the existing building and reduce the pressure of fire-fighting evacuation.

In a fourth aspect, the first category is a method of combining a track with a multi-storey residential building.

The distance between the buildings in the north-south direction of the multi-storey residential building is limited, and the track is arranged on the roof in the east-west direction, so that the lighting of the building is not influenced. The roof is provided with a connection area, the flat roof is directly provided with the connection area by using the original roof, the track is widened along the track direction on the top of the sloping roof, and the widened part is used as the connection area. The elevators additionally arranged in the original stairwell and the old community are used as vertical traffic facilities to connect the connection area with other floors. The accessible roof building utilizes its original stairwell, can not go up the accessible roof building and increase its original stairwell to set up the export that finishes the connection district at the portion of increasing. When the bearing capacity of the original roof is insufficient, the upright posts can be additionally arranged on the outer vertical surface of the house according to needs and can be combined with an additionally arranged elevator structure body, and the whole transformation process does not influence the original house structure system. For part of old multi-storey houses, the method can be carried out together with roof waterproof heat preservation transformation and photovoltaic power generation system installation, and construction cost is further reduced.

At present, the old residential district is prevented from being provided with an elevator to be pushed, one reason of the resistance is harmful and unfavorable to users at the bottom layer, and the other reason is the problem of cost sharing. The invention can solve the two problems by connecting the track into the roof of the multi-storey house. The infrastructure users also have a real need for elevators if they need to use an efficient intelligent public transportation network on the roof. The additional elevator is directly connected to the public transport network, so that the additional elevator has profit possibility, the cost for installing the elevator can be shared by urban rail operators, and for the investment, the cost can be recovered through the long-term operation of a rail system. This has significantly reduced the expense of resident when installing the elevator additional, has further improved the intention that the resident installed the elevator additional.

The second category in the fourth aspect, a method of combining a track and a high-rise residential building.

In order to ensure that each household type has the largest lighting surface, the elevator shafts of the high-rise residential building are arranged on the north side of the building, and the rail connection area is arranged in the shadow area on the north side of the high-rise residential building, so that the rail is conveniently connected with the elevator shaft of the building. Meanwhile, in order to ensure lighting of high-rise buildings, the distance between the rail and the buildings and the height of the rail are adjusted according to specific data of each building in the distance, so that the rail does not influence the vision of the buildings on two sides and the lighting of the buildings on the south side of the rail. The track is widened along the track direction, the widened part is used as a connection area, and the connection area is connected with the elevator room of the building through an overhead pedestrian passageway.

In a third aspect, a method of combining a track and a public building.

Non-high-rise public buildings or high-rise public buildings with skirts can be combined with rails using roof or skirt-building roof arrangements, the combination method referring to the first category in the fourth aspect.

There is not public building of skirt building high level or other public buildings that do not have roofing access condition, all has the vestibule on each floor plan to establish ties each room and this floor elevator room, and the track can direct access building inside, through the interior vestibule or directly with the floor elevator room front room intercommunication that inserts the layer. The building with large flow of people needs to transform the original part of the building area of the access floor to be used as the access area. The track and the connection area are arranged in the building, so that the original lighting conditions, fire protection requirements and planning and regulation requirements are not influenced. If the opinions of all the right parties of the building access layer are not uniform or no access condition exists in the building, the person can apply for an overhead connection area outside the building from related departments.

Except for improving the accessibility and the convenience of the traffic of all public buildings and reducing the traditional ground traffic and parking pressure. For the current situation of market public buildings, the commercial value of shops is gradually decreased from one floor to the top layer by layer, after the track system is connected, the commercial value of shops on the upper layer can be increased, and meanwhile, the larger people flow is brought, and the overall benefit of the buildings can be improved by utilizing a small part of the originally low-value building area. For office public buildings, after the rail system is accessed, the demand pressure of the elevator at the first floor in the peak period in the morning and evening can be shared on the floor where the rail is located.

In a fifth aspect, the invention includes rules for vehicle traffic within a rail network.

According to the basic rule that the braking distance of a vehicle decreases with decreasing speed, the invention introduces the concept of braking a clear zone, which is referred to as a clear zone in the present application. The clear zones are spaces along the track direction, the near ends of the clear zones are positioned at the tail parts of the vehicles, the far ends of the clear zones are positioned at the tail ends of the braking distances, and collision factors are monitored in the spaces, wherein the collision factors comprise junction points of other clear zones of the vehicles and intersections with sequencing tables which are not empty. As the vehicle runs, the length of the clear zone is determined by the real-time speed, and whether the real-time speed changes or not is determined by the real-time detection result of the clear zone. If the far end of the clear belt is not contacted with the collision factor, the vehicle accelerates (under the state of not reaching the highest design speed), the clear belt is prolonged, and otherwise, the vehicle decelerates, and the clear belt is shortened. The process is independent of the motion state of the collision factor and only related to the real-time position of the collision factor. In addition, when the vehicle clear belt far end reaches the destination access zone track section, the vehicle decelerates and the clear belt shortens.

As will be described in the context of the fifth aspect, the traffic rules of the vehicle within the rail network include ground rules, intersection rules and junction rules. An intersection comprises a plurality of confluence points and diversion points, and the passing rules of vehicles at the intersection comprise confluence point passing rules and diversion point passing rules.

The invention includes the basic rules for vehicle traffic, as it is described in the fifth aspect.

When the far end of the vehicle clear zone is not in contact with the front vehicle clear zone, the vehicle is accelerated. After the far end of the vehicle clear zone is contacted with the front vehicle clear zone, the vehicle decelerates, the far end of the clear zone keeps contact with the front vehicle but does not enter the front vehicle clear zone, namely the real-time speed in the deceleration process is determined by the real-time distance from the front vehicle. The other rule relating to the fifth aspect is premised on satisfaction of the basic rule.

As will be described in the context of a fifth aspect, the invention includes rules for vehicle traffic at the merge point.

The bus-point sequencing table is a dynamic list for recording the vehicle passing sequence of the bus-point, and is empty when the bus-point is not in any vehicle braking empty zone. When the sequencing list is empty, and any vehicle clear zone far end contacts the confluence point first, the sequencing list marks the vehicle as No. 1. When the list is not empty, the vehicles with the far ends contacting the confluence point are sequentially distributed with serial numbers in the sequencing list according to the contact time sequence.

Only the No. 1 vehicle can accelerate to pass through the confluence point, other vehicles in the list decelerate, the clear zone is shortened in the deceleration process, and the far end of the clear zone is maintained to be unchanged at the confluence point. When the near end of the braking empty belt of the vehicle No. 1 is separated from the confluence point, the sequencing table starts to accelerate the vehicle with the ascending sequence of the vehicle No. 1 and the vehicle No. 1 in the list, and if no other vehicle exists in the list at the moment, the list is recorded as empty again.

Turning to the fifth aspect, the invention includes rules for vehicle traffic at the diversion point.

Six equal-distance paths are arranged between two pairs of corner points in an orthogonal rural road network. Similarly, in an actual road network, a plurality of paths with approximate total routes exist in a similar rectangular area enclosed by the starting place and the destination as diagonal points, and the paths are called equivalent paths. Every time the vehicle passes through one shunting point in the area, the vehicle has the opportunity of selecting other equivalent paths once, and all directions in which the equivalent paths can be planned in one shunting point are called equivalent directions.

When the far end of the vehicle clear zone contacts the diversion point, if only one equivalent direction exists, the vehicle clear zone advances along the selection direction.

When the far end of the vehicle clear zone contacts the shunting point, more than one equivalent direction exists, and the direction selection process of the vehicle at the shunting point is divided into three stages:

in the first stage, the far end of the clear zone contacts the diversion point. All equivalent directions are denoted as alternative directions.

And in the second stage, the time from the moment that the far end of the clear belt contacts the shunting point to the moment that the locomotive contacts the shunting point is ended. And carrying out clear zone detection along each equivalent direction track. The real-time speed of the vehicle is determined by the detection result of the far end of the clear belt in the real-time alternative direction. If the far end of the clear belt in one direction contacts with the collision factor, the direction is changed from the alternative direction into the undetermined direction. The length of the clear belt in the undetermined direction is consistent with that of the clear belt in the alternative direction, but the collision factor in the undetermined direction does not determine whether the vehicle decelerates any more. And if the state that all the alternative clear zones contact the collision factors occurs, recording the direction of the clear zone which contacts the collision factors at last as the alternative direction, and changing the direction as the undetermined direction after the state that all the clear zones contact the collision factors is separated. And as the length of the empty belt and the collision factors are changed, if no collision factor exists in the empty belt in a certain direction, the direction is recorded as the alternative direction again.

And in the third stage, when the vehicle head reaches the shunting point, if only one alternative direction is left, the direction is taken as the final selection direction. If a plurality of alternative directions exist, the number of equivalent paths between each alternative direction and the destination is exhausted, and the alternative direction with the largest number is taken as the final selection direction (the purpose is to keep more possibilities of selection at the subsequent diversion points, that is, to keep more possibilities of avoiding deceleration). If a plurality of alternative directions with the same quantity exist, collision factors are searched between the current diversion point and the next diversion point in the alternative directions, and the real-time distance from the collision factors in each alternative direction to the far end of the clear zone in the direction is compared. And taking the candidate direction which is farthest from the real-time distance as the final selection direction. (the aim is to further enhance the tendency of each vehicle to discretely distribute throughout the rail network).

As will be explained in the context of a fifth aspect, the invention includes rules for the passage of vehicles in the docking area.

Vehicles, pedestrians and goods are simultaneously present in the docking zone. The connection zone track section is a section of track in direct contact with the connection zone. In order to ensure safety, the speed of the vehicle in the connection area is limited to be extremely low, the threshold value of the speed is determined by the existing sensing technology and the vehicle control technology level, the vehicle can completely avoid the collision with passengers, cargos and other vehicles at the extremely low speed level, and meanwhile, pedestrians in the connection area have sufficient psychological receptivity to the extremely low speed vehicle. When the far end of the rail vehicle clear zone enters the track section of the connection zone, if the connection zone is the vehicle destination, the vehicle decelerates, the clear zone shortens, and the vehicle decelerates to an extremely low speed and horizontally breaks away from the track to enter the connection zone. If the transfer zone is not the vehicle destination and no other vehicle in the transfer zone will enter the track, no deceleration is required. And pedestrians and goods in the transfer area are prohibited from entering the transfer area track section.

The general description of the fifth aspect is surrounded. Each vehicle has no route planning before departure, and searches among all equivalent paths between the departure place and the destination in real time after departure. The basic strategy for such a seek is to try to reduce the deceleration caused by the crash factors at any instant, or the tendency of the vehicle to accelerate at all times. This rule does not predict the future in highly complex and variable traffic environments, but relies only on the exact information fed back by the current vehicle and track sensors to determine whether the vehicle has the potential to accelerate. The final route presented can be considered for each vehicle as the sum of the real-time selection results. And the whole track system does not have so-called flow scheduling and regulation, and the flow distribution is in a homogeneous state when the traffic pressure is high. Compared with the phenomenon that the traditional ground road network is locally blocked and has no vehicles at local parts in the peak period, the rail network of the invention shows that the vehicle density in the rail network is globally and uniformly increased when the traffic pressure is increased.

In a sixth aspect, the invention includes a method for setting a backup track and a method for handling a vehicle and passengers in the event of a failure.

The standby tracks are arranged in a manner that the standby tracks are adjacent to and parallel to one side of the track, when the standby tracks are arranged in the intersection, all the standby tracks are preferably arranged according to the principle of the same side, the principle of the same side is that if the standby tracks are arranged on the right side of the advancing direction of one section of track, the standby tracks are arranged on the right side of the advancing direction of the other sections of track, and if the standby tracks are arranged on the left side of the advancing direction of the section of track, the standby tracks are arranged on the left side of the advancing direction of the other sections of track. If there is no space on the same side of a partial track segment for arranging a backup track, for example, when the same side is adjacent to other tracks, the backup track is arranged on the other side of the track segment in the track section by starting from the first shunting point/confluence point behind the track segment in the traveling direction and ending at the first shunting point/confluence point in front of the track segment in the traveling direction.

The front and the back of the rail vehicle are respectively provided with emergency vehicle doors, the front and the back emergency vehicle doors are opened, passengers can get off and walk, any number of vehicles break down in the rail without the spare rail, and the front and the back emergency vehicle doors of all the broken vehicles are opened to form pedestrian passages penetrating all carriages. In the track having the spare track, passengers and other vehicles pass through the spare track.

The spare track is arranged to increase the space occupied by the track, and the spare track is not arranged to reduce the space occupied by the track in areas needing high-density track networks, such as urban areas with high building density. The connection area in the high-density track network is high in distribution density, any point in the track network is very close to the nearby connection area, and after a fault occurs in the track without the standby track, a passenger can get off the vehicle, can arrive at the nearby connection area by walking for a short distance, and can also wait for other vehicles to be assigned nearby by the system in the vehicle for transfer. Other vehicles detour near the fault track point, and in the high-density track network, the other vehicles detour with little cost.

In a low-density track network, such as a non-urban area, spare tracks are arranged. In the low-density track network, if one vehicle breaks down, other vehicles pass through the fault track point by using the standby track, passengers can assign other vehicles nearby for transfer by the in-vehicle waiting system and can get off the vehicle to walk to a nearby access area.

In a seventh aspect, the invention comprises a method of vertically stacking a plurality of track sets or intersections.

In local areas of cities, extremely rigid traffic pressure exists in specific time periods, typically around stadiums, stations, bridges and their entrances and exits. The local traffic flow can be increased by vertically overlapping a plurality of layers of tracks in the areas.

A seventh aspect includes a method of superimposing two bidirectional track groups in a two-layer track height space, where, in four track positions of an upper layer and a lower layer in the same direction, two tracks of one track group are located at an upper-layer left-side track position and a lower-layer right-side track position, respectively, and two tracks of the other track group are located at an upper-layer right-side track position and a lower-layer left-side track position, respectively.

A seventh aspect comprises a method of superimposing two intersections of two-way track sets within a two-level track height space, one intersection track being arranged in the structure described in the first aspect, referred to as a base intersection. The other intersection is called a deformed intersection, and the deformed intersection and the basic intersection are the same kind of intersection. In a cross-section plane perpendicular to the track direction, if two tracks of the basic intersection are respectively located at an upper layer left side track position and a lower layer right side track position, the two tracks of the deformed intersection are respectively located at the upper layer right side track position and the lower layer left side track position, if two tracks of the basic intersection track group are respectively located at the upper layer right side track position and the lower layer left side track position, the two tracks of the deformed intersection are respectively located at the upper layer left side track position and the lower layer right side track position, the rest tracks which coincide or collide with the basic intersection in the deformed intersection are changed to the lower layer empty track position or the upper layer empty track position of the coinciding or colliding position.

Drawings

Fig. 1 is a plan view of a layer of a crossroad formed by a first-type track-pitch bidirectional track group and a first-type track-pitch bidirectional track group.

Fig. 2 is a two-layer plan view of an intersection formed by the first-type track-pitch bidirectional track group and the first-type track-pitch bidirectional track group.

Fig. 3 is an isometric view of a crossroad formed by a first type of track-space bidirectional track set and a first type of track-space bidirectional track set.

Fig. 4 is a plan view of a layer of a crossroad formed by a first type of track-pitch bidirectional track group and a second type of track-pitch bidirectional track group.

Fig. 5 is a two-layer plan view of an intersection formed by the first-type track-pitch bidirectional track group and the second-type track-pitch bidirectional track group.

Fig. 6 is an isometric view of an intersection formed by a first type of track-pitch bidirectional track group and a second type of track-pitch bidirectional track group.

Fig. 7 is a plan view of a layer of a crossroad formed by the first-type track-pitch bidirectional track group and the third-type track-pitch bidirectional track group.

Fig. 8 is a two-layer plan view of an intersection formed by the first-type track-pitch bidirectional track group and the third-type track-pitch bidirectional track group.

Fig. 9 is an isometric view of an intersection formed by a first type of track-pitch bidirectional track group and a third type of track-pitch bidirectional track group.

Fig. 10 is a plan view of a layer of a crossroad formed by the first-type track-pitch bidirectional track group and the fourth-type track-pitch bidirectional track group.

Fig. 11 is a two-layer plan view of an intersection formed by the first-type track-pitch bidirectional track group and the fourth-type track-pitch bidirectional track group.

Fig. 12 is an isometric view of an intersection formed by a first type of track-pitch bidirectional track group and a fourth type of track-pitch bidirectional track group.

Fig. 13 is a plan view of a layer of a crossroad formed by the second-type track-pitch bidirectional track group and the second-type track-pitch bidirectional track group.

Fig. 14 is a two-layer plan view of an intersection formed by the second-type track-pitch bidirectional track group and the second-type track-pitch bidirectional track group.

Fig. 15 is an isometric view of an intersection formed by a second-type track-pitch bidirectional track group and a second-type track-pitch bidirectional track group.

Fig. 16 is a plan view of a first layer of a crossroad formed by the second-type track-pitch bidirectional track set and the third-type track-pitch bidirectional track set.

Fig. 17 is a two-level plan view of a crossroad (i) formed by the second-type track-pitch bidirectional track group and the third-type track-pitch bidirectional track group.

Fig. 18 is an isometric view of an intersection (i) formed by the second type of track-pitch bidirectional track group and the third type of track-pitch bidirectional track group.

Fig. 19 is a plan view of a cross intersection (ii) formed by the second type track-pitch bidirectional track group and the third type track-pitch bidirectional track group.

Fig. 20 is a two-level plan view of a crossroad (second) formed by the second-type track-pitch bidirectional track group and the third-type track-pitch bidirectional track group.

Fig. 21 is an isometric view of an intersection (two) formed by a second type of track-pitch bidirectional track group and a third type of track-pitch bidirectional track group.

Fig. 22 is a plan view of a layer of a crossroad formed by the second type track-pitch bidirectional track group and the fourth type track-pitch bidirectional track group.

Fig. 23 is a two-layer plan view of an intersection formed by the second-type track-pitch bidirectional track group and the fourth-type track-pitch bidirectional track group.

Fig. 24 is an isometric view of an intersection formed by a second type of track-pitch bidirectional track set and a fourth type of track-pitch bidirectional track set.

Fig. 25 is a plan view of a first layer of a crossroad formed by a third type of track-pitch bidirectional track group and a third type of track-pitch bidirectional track group.

Fig. 26 is a two-layer plan view of a crossroad (i) formed by a third type of track-pitch bidirectional track group and a third type of track-pitch bidirectional track group.

Fig. 27 is an isometric view of an intersection (i) formed by a third type of track-pitch bidirectional track group and a third type of track-pitch bidirectional track group.

Fig. 28 is a plan view of a second layer of the intersection (second) formed by the third type of track-pitch bidirectional track group and the third type of track-pitch bidirectional track group.

Fig. 29 is a two-layer plan view of a crossroad (two) formed by a third type of track-pitch bidirectional track group and a third type of track-pitch bidirectional track group.

Fig. 30 is an isometric view of a third type track-pitch bidirectional track group and a crossroad (second) formed by the third type track-pitch bidirectional track group.

Fig. 31 is a plan view of a layer of a crossroad formed by a third type of track-pitch bidirectional track group and a fourth type of track-pitch bidirectional track group.

Fig. 32 is a two-level plan view of a crossroad formed by a third type track-pitch bidirectional track group and a fourth type track-pitch bidirectional track group.

Fig. 33 is an isometric view of a crossroad formed by a third type track-pitch bidirectional track set and a fourth type track-pitch bidirectional track set.

Fig. 34 is a plan view of a fourth type of track pitch bidirectional track group and a level of a crossroad formed by the fourth type of track pitch bidirectional track group.

Fig. 35 is a two-layer plan view of an intersection formed by a fourth type track-pitch bidirectional track group and a fourth type track-pitch bidirectional track group.

Fig. 36 is an isometric view of an intersection formed by a fourth type track-pitch bidirectional track group and a fourth type track-pitch bidirectional track group.

Fig. 37 is a plan view of a layer of T-shaped intersection formed by the first-type track bit-spacing bidirectional track group and the first-type track bit-spacing bidirectional track group.

Fig. 38 is a two-layer plan view of a T-junction formed by the first-type track bit-spacing bidirectional track group and the first-type track bit-spacing bidirectional track group.

FIG. 39 is an isometric view of a T-junction formed by a first type track-space bidirectional track group and a first type track-space bidirectional track group.

FIG. 40 is a plan view of a T-junction formed by first-type track-bit-pitch bidirectional track groups and second-type track-bit-pitch bidirectional track groups.

FIG. 41 is a two-level plan view of a T-junction formed by a first type of track-bit-pitch bidirectional track group and a second type of track-bit-pitch bidirectional track group.

FIG. 42 is an isometric view of a T-junction formed by a first type of track-pitch bidirectional track set and a second type of track-pitch bidirectional track set.

Fig. 43 is a plan view of a layer of T-junction formed by the first-type track bit-spacing bidirectional track group and the third/fourth-type track bit-spacing bidirectional track groups.

Fig. 44 is a two-layer plan view of a T-junction formed by a first-type track bit-pitch bidirectional track group and a third-type/fourth-type track bit-pitch bidirectional track group.

Fig. 45 is an isometric view of a T-junction formed by a first-type track-pitch bidirectional track group and a third-type/fourth-type track-pitch bidirectional track group.

FIG. 46 is a plan view of a T-junction formed by the second type of track-pitch bi-directional track set and the first type of track-pitch bi-directional track set.

FIG. 47 is a two-level plan view of a T-junction formed by the second type of track-pitch bi-directional track set and the first type of track-pitch bi-directional track set.

FIG. 48 is an isometric view of a T-junction formed by a second type of track-pitch bidirectional track set and a first type of track-pitch bidirectional track set.

FIG. 49 is a plan view of a T-junction formed by the second type of track bit-spacing bidirectional track group and the second type of track bit-spacing bidirectional track group.

Fig. 50 is a two-layer plan view of a T-junction formed by the second-type track-pitch bidirectional track group and the second-type track-pitch bidirectional track group.

FIG. 51 is an isometric view of a T-junction formed by a second type track-pitch bidirectional track set and a second type track-pitch bidirectional track set.

Fig. 52 is a plan view of a T-shaped intersection formed by the second-type track bit-pitch bidirectional track group and the third-type/fourth-type track bit-pitch bidirectional track groups.

Fig. 53 is a two-layer plan view of a T-junction formed by the second-type track bit-pitch bidirectional track group and the third-type/fourth-type track bit-pitch bidirectional track groups.

Fig. 54 is an isometric view of a T-junction formed by a second-type track-pitch bidirectional track set and a third/fourth-type track-pitch bidirectional track set.

Fig. 55 is a plan view of a T-junction (i) formed by the third type of track-pitch bidirectional track group and the first type of track-pitch bidirectional track group.

Fig. 56 is a two-layer plan view of a T-junction (i) formed by the third type of track-pitch bidirectional track group and the first type of track-pitch bidirectional track group.

FIG. 57 is an isometric view of a T-junction (I) formed by a third type of track-pitch bidirectional track set and a first type of track-pitch bidirectional track set.

Fig. 58 is a one-layer plan view of a T-shaped intersection (two) formed by the third type track pitch bidirectional track group and the first type track pitch bidirectional track group.

Fig. 59 is a two-layer plan view of a T-junction (two) formed by the third type track-pitch bidirectional track group and the first type track-pitch bidirectional track group.

Fig. 60 is an isometric view of a T-junction (two) formed by a third type of track-pitch bidirectional track set and a first type of track-pitch bidirectional track set.

Fig. 61 is a plan view of a layer of T-junction formed by a third type of track-pitch bidirectional track group and a second type of track-pitch bidirectional track group.

Fig. 62 is a two-layer plan view of a T-junction formed by a third type track-pitch bidirectional track group and a second type track-pitch bidirectional track group.

FIG. 63 is an isometric view of a T-junction formed by a third type of track-pitch bidirectional track set and a second type of track-pitch bidirectional track set.

Fig. 64 is a plan view of a layer of a T-junction formed by a third-type track bit-pitch bidirectional track group and a third/fourth-type track bit-pitch bidirectional track group.

Fig. 65 is a two-layer plan view of a T-junction formed by a third-type track bit-pitch bidirectional track group and a third/fourth-type track bit-pitch bidirectional track group.

Fig. 66 is an isometric view of a T-junction formed by a third type track spacing bidirectional track set and a third/fourth type track spacing bidirectional track set.

FIG. 67 is a plan view of a T-junction formed by the fourth type of track-pitch bi-directional track set and the first type of track-pitch bi-directional track set.

Fig. 68 is a two-level plan view of a T-junction formed by a fourth type of track-pitch bidirectional track group and a first type of track-pitch bidirectional track group.

FIG. 69 is an isometric view of a T-junction formed by a fourth type of track-pitch bidirectional track group and a first type of track-pitch bidirectional track group.

Fig. 70 is a plan view of a T-junction formed by a fourth type track pitch bi-directional track group and a second type/third type/fourth type track pitch bi-directional track group.

Fig. 71 is a two-layer plan view of a T-junction formed by a fourth-type track bit-pitch bidirectional track group and a second-type/third-type/fourth-type track bit-pitch bidirectional track group.

Fig. 72 is an isometric view of a T-junction formed by a fourth-type track-pitch bidirectional track group and a second-type/third-type/fourth-type track-pitch bidirectional track group.

Fig. 73 is a plan view of a layer of a Y-intersection formed by first-type/second-type track bit-spacing bidirectional track groups, wherein the three direction track groups are all the first-type track bit-spacing.

FIG. 74 is a two-level plan view of a Y-junction formed by first/second type track-level spacing bi-directional track sets, wherein the three directional track sets are all first type track-level spacing.

FIG. 75 is an isometric view of a Y-junction formed by first-type/second-type track position spacing bidirectional track groups, wherein the three direction track groups are all first-type track position spacings.

Fig. 76 is a plan view of a Y-shaped intersection formed by first/second track pitch bidirectional track sets, wherein the track sets in all three directions are at the second track pitch, and the curved track is more simplified than the intersection shown in fig. 79, 80 and 81, but the curved track requires a more complex vertical support structure.

Fig. 77 is a two-level plan view of a Y-shaped intersection formed by first-type/second-type track position interval bidirectional track groups, wherein the track groups in three directions are all track position intervals of the second type, and compared with the intersection in fig. 79, 80 and 81, the curve shape is more simplified, but the curve part needs a more complex vertical supporting structure.

Fig. 78 is an isometric view of a Y-shaped intersection formed by first/second track spacing bidirectional track sets, wherein the track sets in all three directions are at the second track spacing, and the curve shape is simplified compared with the intersection in fig. 79, 80 and 81, but the curve portion requires a more complex vertical support structure.

Fig. 79 is a plan view of a Y-shaped intersection formed by first/second type track pitch bidirectional track sets, wherein the track sets in three directions are all at the second type track pitch, and compared with the intersection in fig. 76, 77 and 78, the curved portion of the intersection needs a simpler vertical support structure, but the curved portion is more complex.

Fig. 80 is a plan view of two levels of a Y-shaped intersection formed by first-type/second-type track position interval bidirectional track groups, wherein the track groups in three directions are all at the second-type track position interval, and compared with the intersection in fig. 76, 77 and 78, the curve portion of the intersection needs a simpler vertical supporting structure, but the curve shape is more complicated.

Fig. 81 is an isometric view of a Y-shaped intersection formed by first/second track spacing bidirectional track sets, wherein the track sets in all three directions are at the second track spacing, and the curved portion of the intersection requires a simpler vertical support structure than the intersection in fig. 76, 77 and 78, but the curved portion is more complex.

Fig. 82 is a plan view of a layer of a Y-intersection formed by first-type/second-type track-pitch bidirectional track groups, wherein the three direction track groups are a first-type track-pitch track group and two second-type track-pitch track groups.

Fig. 83 is a two-layer plan view of a Y-intersection formed by first-type/second-type track bit-spacing bidirectional track groups, wherein the three direction track groups are a first-type track bit-spacing track group and two second-type track bit-spacing track groups.

Fig. 84 is an isometric view of a Y-junction formed by first-type/second-type track-pitch bidirectional track groups, wherein the three directional track groups are one first-type track-pitch track group and two second-type track-pitch track groups.

Fig. 85 is a plan view of a layer of Y-shaped intersection formed by the third/fourth type track bit-spacing bidirectional track groups.

FIG. 86 is a two-level plan view of a Y-junction formed by third/fourth type track bit-spacing bi-directional track sets.

FIG. 87 is an isometric view of a Y-junction formed by third/fourth type track-level bidirectional track sets.

Fig. 88 is a one-level plan view of a five-way two-way track set intersection.

Fig. 89 is a two-level plan view of a five-way two-way track set intersection.

Fig. 90 is an axis view of a five-switch two-way track set intersection.

Fig. 91 is a one-layer plane comparison diagram of the intersection after the turning radius and the gradient of a part of the tracks are independently adjusted without changing the type of the intersection, wherein the type of the intersection is a crossroad formed by a first type track position interval bidirectional track group and a first type track position interval bidirectional track group.

Fig. 92 is a two-layer plane contrast diagram of the intersection after the turning radius and the gradient of a part of the tracks are independently adjusted without changing the type of the intersection, wherein the type of the intersection is the intersection formed by the first type track position-space bidirectional track group and the first type track position-space bidirectional track group.

Fig. 93 is an axis measurement contrast diagram of the intersection after turning radii and slopes of partial tracks are independently adjusted without changing the type of the intersection, and the type of the intersection in the diagram is an intersection formed by a first type track position-interval bidirectional track group and a first type track position-interval bidirectional track group.

Fig. 94 is a schematic view of a connection method in which when two second-type track-pitch bidirectional track groups are connected to a crossroad formed by the second-type track-pitch bidirectional track groups, upper and lower ramps are not arranged on the connection track segments.

Fig. 95 is a schematic view of a connection method for connecting track segments arranged on upper and lower ramps when two second-type track position-interval bidirectional track groups are connected with a crossroad formed by the second-type track position-interval bidirectional track groups.

Fig. 96 is a schematic diagram of a connection method in which when four second-type track pitch bidirectional track groups and a crossroad formed by the second-type track pitch bidirectional track groups are connected in pairs, all connection track sections are not provided with upper and lower ramps.

Fig. 97 is a diagram showing a comparison of two variations of the T-junction formed by the fourth type of bidirectional track group and the first type of bidirectional track group, wherein the track positions occupied by the straight tracks in the transverse track group are different.

Fig. 98 is a diagram showing two variations of T-junction formed by the fourth-type bidirectional track group and the second/third/fourth-type bidirectional track group, which are different in the track positions occupied by the straight tracks in the transverse track group.

FIG. 99 is an isometric view of an orthogonal network of unidirectional sets of tracks.

Figure 100 is a top view of an orthogonal network of unidirectional track sets.

Figure 101 is an isometric view of a method of joining a rail to a flat-roofed multi-storey residential building.

Fig. 102 is an isometric view of a method of joining a track and a pitched roof multi-story residential building.

Fig. 103 is an isometric view of a method of joining a rail to a high-rise residential building.

Figure 104 is an isometric view of a skirtless high-rise public building in combination with a track (the track does not enter the building).

Fig. 105 is a plan view of a joining floor after joining a skirtless high-rise public building with a track (the track does not enter the building).

Figure 106 is an isometric view of a skirtless high-rise public building in combination with a track (track entry building).

Fig. 107 is a plan view of a joining floor after a skirtless high-rise public building is combined with a track (track-entering building).

Figure 108 is an original plan view of an access level before a skirtless high-rise utility is combined with a track.

Fig. 109 is an isometric view of a layout method of a real block grid in a city.

Fig. 110 is a schematic diagram of four confluence points at an intersection formed by the first-type track bit-spacing bidirectional track group and the first-type track bit-spacing bidirectional track group.

Fig. 111 is a schematic diagram of four diversion points in an intersection formed by the first-type track-pitch bidirectional track group and the first-type track-pitch bidirectional track group.

112-120 are exploded views of four vehicles passing through a merge point according to the merge point passing rule.

Fig. 121 is an equivalent direction axis measuring view of a vehicle passing through each intersection in a typical track network.

FIG. 122 is a schematic view of a pedestrian passageway formed through a vehicle compartment by opening front and rear emergency doors when a vehicle fails.

Fig. 123 is an isometric comparison diagram of an intersection without a backup track and an intersection with a backup track.

Fig. 124 is a schematic diagram of a one-level comparison between an intersection without a backup track and an intersection with a backup track.

Fig. 125 is a schematic diagram of a two-level plan comparison between an intersection without standby track and an intersection with standby track.

Fig. 126 is an isometric view of a crossroad formed by stacking two bidirectional track sets within a two-level track elevation.

Fig. 127 is a disassembled analysis diagram of the basic intersection and the deformed intersection in fig. 126.

Fig. 128 is a one-level plan view of an intersection formed by stacking two bidirectional track sets within the height of two levels of tracks.

Fig. 129 is a two-level plan view of an intersection formed by two bi-directional track sets superimposed within the height of two levels of tracks.

Fig. 130 is an isometric view of a T-junction formed by superimposing two bidirectional track sets within the height of two levels of tracks.

Fig. 131 is a disassembled analysis diagram of the basic intersection and the deformed intersection in fig. 130.

Fig. 132 is a one-level plan view of a T-junction formed by two superimposed bidirectional track sets within the height of two levels of tracks.

Fig. 133 is a two-level plan view of a T-junction formed by two superimposed bidirectional track sets within the height of two levels of tracks.

Detailed Description

When the track system is arranged above a ground road, the track position spacing of the track group is determined according to the factors of the width of the ground road, whether green belts are arranged on the two sides of the ground road, whether green belts are arranged in the middle of the ground road, whether underground space exists in the ground road and the like.

When the track system is arranged above the ground road junction, the type of the junction of the track system is determined according to the factors such as the shape of the ground road junction, the number of branches and the like, and the type is selected according to actual conditions in various intersections disclosed by the invention shown in figures 1-90.

When the track system is arranged above the road intersection on the ground, each track in each intersection can independently adjust the turning radius and the gradient according to the requirement, and the size of the vertical projection area of the intersection occupying the whole space can be determined by changing the size of the turning radius of the track. The turn radius of the same intersection is about large, the more simplified the curve is, the smaller the occupied area is, the intersection is suitable for being placed in a wide space, the turn radius is about small, and the more complicated the curve is, the intersection is suitable for being placed in a narrow space. Taking a cross-shaped intersection formed by a first-type track spacing bidirectional track group and a first-type track spacing bidirectional track group as an example, a91 in a graph 91 is a one-layer plane graph when the turning radius of a curve of the cross-shaped intersection is smaller, a91 in the graph 91 is a one-layer plane graph when the turning radius of the curve of the cross-shaped intersection is larger, a92 in the graph 92 is a two-layer plane graph when the turning radius of the curve of the cross-shaped intersection is smaller, a92 in the graph 92 is a two-layer plane graph when the turning radius of the curve of the cross-shaped intersection is larger, a93 in the graph 93 is an axonometric graph when the turning radius of the curve of the cross-shaped intersection is smaller, and a B93 in the graph 93 is an axonometric graph when the turning radius of the curve of the cross-shaped intersection is larger.

The slope of the ramp in the intersection is not limited by the size of the vertical projection area of the intersection occupying the whole space. Under the condition of keeping the starting point and the stopping point of each curve of the road junction unchanged, the starting point and the stopping point of the ramp move in the advancing direction of the track where the ramp is located so as to obtain different slopes. Thus, a slope with a small gradient can be obtained in the crossing with a small vertical projection area of the whole space. Taking an intersection formed by the first-type track position-interval bidirectional track group and the first-type track position-interval bidirectional track group as an example, C91 in fig. 91 is a one-layer plane view of the intersection after a slope of a ramp is changed independently, C92 in fig. 92 is a two-layer plane view of the intersection after a slope of a ramp is changed independently, and C93 in fig. 93 is an axonometric view of the intersection after a slope of a ramp is changed independently.

No matter how the turning radius and the gradient of each track in the intersection change, the spatial position relationship of each track in the same intersection does not change, it should be understood that each figure in fig. 1-90 is a form with a smaller turning radius of each type of intersection, and other intersection forms generated by changing the turning radius and the gradient are all regarded as the same intersection, wherein the spatial position relationship of each track is subject to the description of the claims.

When two intersections are connected, the tracks on the same-layer and same-side track positions are connected, so that the connecting track section between the two intersections can be prevented from generating an upper-layer ramp and a lower-layer ramp. As shown in fig. 94, two second-type track pitch bidirectional track groups and an intersection formed by the second-type track pitch bidirectional track groups are taken as an example for connection. As shown in fig. 96, even intersections are connected two by two, and all the connecting track sections do not need to be arranged with upper and lower ramps, so that in a real scene, in a track network mainly comprising intersections, most of the connecting track sections between the intersections do not need to be arranged with upper and lower ramps. For example, when three intersections of the cross-shaped bidirectional track group are connected in pairs, upper and lower ramps need to be arranged on the connecting track section between the two intersections, as shown in fig. 95, taking the connection of the intersections formed by combining two second-type bidirectional tracks with the second-type bidirectional track group as an example, the upper and lower ramps need to be arranged in the connecting tracks.

As shown in fig. 97, the T-shaped intersection formed by the fourth type bidirectional track group and the first type bidirectional track group has two variants, and when connecting with other intersections, in order to avoid the connecting track section from generating an upper and lower ramp, another intersection variant can be generated by changing the track position occupied by the straight track in the transverse track group to meet the connection requirement.

As shown in fig. 98, the T-shaped intersection formed by the fourth-type bidirectional track group and the second-type/third-type/fourth-type bidirectional track group has two variants, and when the intersection is connected with other intersections, in order to avoid the upper and lower ramps generated by the connected track segments, another intersection variant can be generated by changing the track positions occupied by the straight tracks in the transverse track group to meet the connection requirement.

In a narrow space, for example, inside a block, inside a cell, above a single-lane ground road, a unidirectional track group may be provided, and a track network formed of unidirectional track groups greatly improves the overall track network density and the coverage of the track network to a building, as shown in an axonometric view in fig. 99 and a plan view in fig. 100, four counterclockwise track rings are provided adjacent to four sides of one clockwise track ring and four clockwise track rings are provided adjacent to four sides of one counterclockwise track ring in an orthogonal unidirectional track group network. The initial direction of a vehicle starting from any point in the track network is the traveling direction of the track where the point is located, and if the initial direction is not consistent with the destination direction, the direction can be adjusted in the track ring. Similarly, a vehicle traveling from any direction and destined for a point in the track ring can adjust its direction in the track ring if the direction of travel does not match the direction of travel of the track in which the point is located. If the situation of the track network locally goes against the above general principle, for example, track rings which cannot travel clockwise or counterclockwise, only two or three tracks cannot form closed rings, three tracks form closed rings, two adjacent closed rings are both clockwise or both counterclockwise, and the like, vehicles in these areas need to go to other track rings to complete adjustment when the direction needs to be adjusted.

As shown in fig. 101, the track is integrated with a multi-story flat-roofed residential building, where a101 is an existing or future planned retrofit elevator. As shown in fig. 102, the track is integrated with a multi-level pitched roof residential building, wherein a102 is an existing or future planned retrofit elevator. As shown in fig. 103, the track is combined with a high-rise residential building, wherein a103 is a pedestrian passageway connecting a docking area with an elevator of a building, and B103 is a widened portion of the track as the docking area. As shown in fig. 104, when the public building without skirtless high-rise building is combined with the track, the track may not enter the building, as shown in fig. 105 by comparing the plan view after the access floor is combined with the track with the original plan view before the access floor is combined with the track in fig. 108, the original part of rooms in the access floor are modified to be used as a connection area, and the connection area is communicated with the front room of the elevator room of the access floor of the corridor in the floor. As shown in fig. 106, when the public building without skirt building is combined with the track, the track can enter the interior of the building, as shown in a comparison between a plan view after the access floor is combined with the track in fig. 107 and an original plan view before the access floor is combined with the track in fig. 108, the original part of rooms in the access floor is modified to be used as a connection area, and the connection area is directly communicated with the front room of the elevator room in the access floor.

Influenced by factors such as building regulations, fire-fighting requirements and the like, and pursuit of a builder for maximizing the volume rate, a large number of multi-layer building roofs exist in a city within a height range close to 24 meters from the ground. Meanwhile, the track combined with the high-rise building has great flexibility due to the fact that the building distance is larger. Therefore, no matter an old city area with a large number of multi-storey buildings and a small number of high-rise buildings mixed or a new city area with a larger high-rise building ratio, most of the tracks can be arranged in a height range close to 24 meters, and large gradient and large fall cannot be generated. In addition, low-rise building-based blocks, such as shed blocks and historical blocks, are few in cities, and high-density rail networks are not needed for such blocks, and an overhead connection block can be arranged in each unit area in the blocks and then the connection blocks can be connected into the whole rail network of the city.

Based on the embodiment of the track arrangement and the embodiment of combining the track and the single building, as shown in fig. 109, it is an axonometric view of the embodiment of the track transportation system in a real block of a central city area of a provincial city, a109 is an existing or planned additional elevator, B109 is an existing building elevator hall in the building, and C109 is a drawing arrow mark indicating the track traveling direction. A bidirectional track group is adopted above a main road of a city at the periphery of a block, and a unidirectional track group is adopted inside the block.

The traffic rules of the vehicles at the intersection include a confluence point traffic rule and a diversion point traffic rule, taking an intersection formed by the first type of track position-spacing bidirectional track group and the first type of track position-spacing bidirectional track group in the first aspect as an example, as shown in fig. 110, the intersection includes 4 confluence points a110, B110, C110, and D110, and as shown in fig. 111, the intersection includes 4 diversion points a111, B111, C111, and D111.

Based on the merge point passing rule, fig. 112-120 are disassembled schematic diagrams of a typical process in which four vehicles pass through the merge point according to the merge point passing rule, in the process, positions of vehicles at a plurality of key moments are shown as figures, and the sequence of the figure numbers is the same as the occurrence sequence of the key moments in the figures.

The merge point rank table is empty when the merge point 112 is not in any vehicle brake clear zone during the time period between the time shown in fig. 112 and the time shown in fig. 113. Clear zone E112 of vehicle a112 does not contact other vehicle clear zones, does not contact the merge point, vehicle a112 accelerates, and clear zone E112 lengthens. The clear zone F112 of vehicle B112 does not contact other vehicle clear zones, does not contact the merge point, vehicle B112 accelerates, and clear zone F112 lengthens. The clear zone G112 of vehicle C112 does not contact other vehicle clear zones, does not contact the merge point, vehicle C112 accelerates, and clear zone G112 lengthens.

At the time shown in fig. 113, the distal end of the clear zone E112 of the vehicle a112 contacts the merge point, and the vehicle a112 enters the merge point spread table. In the period between the time shown in fig. 113 and the time shown in fig. 114, vehicle No. 1 in the merge point rank table is vehicle a112. Vehicle number 1, a112, accelerates and clear zone E112 lengthens. The clear zone F112 of vehicle B112 does not contact other vehicle clear zones, does not contact the merge point, vehicle B112 accelerates, and clear zone F112 lengthens. The clear zone G112 of vehicle C112 does not contact other vehicle clear zones, does not contact the merge point, vehicle C112 accelerates, and clear zone G112 lengthens.

At the time shown in fig. 114, the near end of the clear zone E112 of the vehicle a112 (i.e., the vehicle rear portion) is disengaged from the merge point, and the vehicle a112 exits the merge point sequencing table. In the period between the time shown in fig. 114 and the time shown in fig. 115, the bus point rank table is empty. Clear zone E112 of vehicle a112 does not contact other vehicle clear zones, does not contact the merge point, vehicle a112 accelerates, and clear zone E112 lengthens. Clear zone F112 of vehicle B112 does not contact other vehicle clear zones, does not contact the junction, vehicle B112 accelerates, and clear zone F112 lengthens. The clear zone G112 of vehicle C112 does not contact other vehicle clear zones, does not contact the merge point, vehicle C112 accelerates, and clear zone G112 lengthens. The clear zone H112 of vehicle D112 does not contact other vehicle clear zones, does not contact the merge point, vehicle D112 accelerates, and clear zone H112 lengthens.

At the time shown in fig. 115, the free belt F112 of the vehicle B112 distally contacts the merge point, and the vehicle B112 enters the merge point sort table. In the period between the time shown in fig. 115 and the time shown in fig. 116, vehicle No. 1 in the merge point rank table is vehicle B112. Clear zone E112 of vehicle a112 does not contact other vehicle clear zones, does not contact the merge point, vehicle a112 accelerates, and clear zone E112 lengthens. Vehicle No. 1, B112, accelerates and the clear zone, F112, lengthens. The clear zone G112 of vehicle C112 does not contact other vehicle clear zones, does not contact the junction, vehicle C112 accelerates, and clear zone G112 lengthens. The clear zone H112 of vehicle D112 does not contact other vehicle clear zones, does not contact the merge point, vehicle D112 accelerates, and clear zone H112 lengthens.

At the time shown in fig. 116, the free band F112 of vehicle B112 does not leave the merge point, the free band G112 of vehicle C112 distally contacts the merge point, and vehicle C112 enters the merge point rank table. In the period between the time shown in fig. 116 and the time shown in fig. 117, vehicle No. 1 is vehicle B112 and vehicle No. 2 is vehicle C112 in the merge point ranking table. Clear zone E112 of vehicle a112 does not contact other vehicle clear zones, does not contact the merge point, vehicle a112 accelerates, and clear zone E112 lengthens. Vehicle No. 1, B112, accelerates and the clear zone, F112, lengthens. Vehicle number 2, C112, decelerates, the clear zone G112 shortens while the distal location remains stationary at the merge point. The clear zone H112 of vehicle D112 does not contact other vehicle clear zones, does not contact the merge point, vehicle D112 accelerates, and clear zone H112 lengthens.

At the time shown in fig. 117, the clear zone F112 of vehicle B112 is not out of the merge point, the distal end of the clear zone G112 of vehicle C112 is maintained at the merge point, the distal end of the clear zone H112 of vehicle D112 contacts the merge point, and vehicle D112 enters the merge point sequencing. In the period between the time shown in fig. 117 and the time shown in fig. 118, vehicle No. 1 is vehicle B112, vehicle No. 2 is vehicle C112, and vehicle No. 3 is vehicle D112 in the merge point ranking table. Vehicle No. 1, B112, accelerates and the clear zone, F112, lengthens. Vehicle number 2, C112, decelerates, the clear zone G112 shortens while the distal location remains stationary at the merge point. Vehicle D112 decelerates, and the clear zone H112 shortens while the distal location remains stationary at the merge point.

At the time shown in fig. 118, the near end of the clear band F112 of vehicle B112 (i.e., the vehicle tail) is disengaged from the merge point, vehicle B112 exits the merge point rank table, the far end of the clear band G112 of vehicle C112 is located at the merge point, vehicle C112 is numbered +1 in the merge point rank table, the far end of the clear band H112 of vehicle D112 is maintained at the merge point, and vehicle D112 is numbered +1 in the merge point rank table. In the time period between the time shown in fig. 118 and the time shown in fig. 119, vehicle No. 1 in the merge point ranking table is vehicle C112, and vehicle No. 2 is vehicle D112. The clear zone F112 of vehicle B112 does not contact other vehicle clear zones, does not contact the merge point, vehicle B112 accelerates, and clear zone F112 lengthens. Vehicle No. 1C 112 accelerates and the clear zone G112 lengthens. Vehicle number 2, vehicle D112, decelerates, the clear zone H112 shortens while the distal location at the merge point remains stationary.

At the time shown in fig. 119, the near end of the clear zone G112 of vehicle C112 (i.e., the aft end of the vehicle) is clear of the merge point, vehicle C112 exits the merge point queue table, the far end of the clear zone H112 of vehicle D112 is at the merge point, and vehicle D112 is numbered +1 in the merge point queue table. In the period between the time shown in fig. 119 and the time shown in fig. 120, vehicle No. 1 in the merge point ranking table is vehicle D112. The clear zone F112 of vehicle B112 does not contact other vehicle clear zones, does not contact the merge point, vehicle B112 accelerates, and clear zone F112 lengthens. The clear zone G112 of vehicle C112 does not contact other vehicle clear zones, does not contact the merge point, vehicle C112 accelerates, and clear zone G112 lengthens. Vehicle No. 1, D112, accelerates and the clear zone H112 lengthens.

At the time shown in fig. 120, the near end of the clear zone H112 of the vehicle D112 (i.e., the vehicle rear portion) is disengaged from the merge point and the vehicle D112 exits the merge point sequencing table. And the bus point sorting table is changed to be empty. The clear zone F112 of vehicle B112 does not contact other vehicle clear zones, does not contact the junction, vehicle B112 continues to accelerate, and clear zone F112 continues to extend. The clear zone G112 of vehicle C112 does not contact other vehicle clear zones, does not contact the merge point, vehicle C112 continues to accelerate, and clear zone G112 continues to lengthen. The clear zone H112 of vehicle D112 does not contact other vehicle clear zones, does not contact the merge point, vehicle D112 begins to accelerate, and clear zone H112 begins to lengthen.

As shown in fig. 121, an orthogonal track network diagram formed by bidirectional track sets is shown, when a vehicle passes through intersections B121, C121, D121, E121, F121, H121, I121, and L121 in the process of passing through intersection a121 to intersection P121, two equivalent directions indicated by arrows shown in the drawing are available for selection, and when the vehicle passes through the intersections, the total distance from intersection a121 to intersection P121 does not change no matter which equivalent direction is selected. When the intersections G121, J121, K121, M121, N121 and O121 are passed, only one equivalent direction indicated by the arrows shown in the figure can be selected. Each intersection comprises a plurality of shunting points and confluence points, the process that a vehicle passes from the intersection a121 to the intersection P121 can be regarded as the process that the vehicle passes through one shunting point and confluence points, the vehicle does not plan a path in advance, but runs in a track network according to the shunting point passing rule and the confluence point passing rule, in the track network shown in fig. 121, the vehicle selects an equivalent direction with less deceleration according to the rule before passing through each intersection shunting point in real time, and then passes through the confluence points in the selected equivalent direction according to the rule. The path finally presented from intersection a121 to intersection P121 can be regarded as the sum of all equivalent directions real-time selection results. At different time points, the final selected path of the vehicles with the same departure place and destination may be different from the total time consumption according to the difference of the positions, speeds and directions of other vehicles in the track network.

As shown in fig. 122, when the vehicle has a failure on the track, the emergency door a122 can be opened, one door in front of and behind the emergency door, and the door is folded up to the outside of the top of the vehicle body when opened. The seats in the carriage can be turned to two sides in the carriage. After the emergency vehicle door is opened and the seat is turned over, passengers can freely walk in the track and the carriage.

The method for setting the spare track in the intersection is to take an intersection formed by the first type track position-spacing bidirectional track group and the first type track position-spacing bidirectional track group as an example, as shown in fig. 123, 124 and 125, the shapes of the intersection without the spare track and with the spare track are compared, and a123 is the spare track.

The method for stacking two intersections within the height of two layers of tracks takes a crossroad formed by stacking two third-type track position-distance bidirectional track groups and the third-type track position-distance bidirectional track groups as an example, fig. 126 is an axonometric view of the crossroad, fig. 127 is a disassembly analysis diagram of a basic intersection and a deformed intersection in the crossroad, fig. 128 is a one-layer plane diagram of the crossroad, and fig. 129 is a two-layer plane diagram of the crossroad.

The method for stacking two intersections within the height of two layers of tracks takes a T-shaped intersection formed by stacking two third-type track spacing bidirectional track groups and third-type/fourth-type track spacing bidirectional track groups as an example, fig. 130 shows an axonometric view of the stacked intersection, fig. 131 shows a disassembled analysis view of a basic intersection and a deformed intersection in the stacked intersection, fig. 132 shows a one-layer plan view of the stacked intersection, and fig. 133 shows a two-layer plan view of the stacked intersection.

Claims

1. A rail transit system organization method, comprising:

the track is an overhead one-way track, the one-way track group comprises one-way track, the two-way track group comprises two one-way tracks which are opposite to each other, the track groups are crossed to form a plurality of intersections, the intersections are communicated intersections, and the arrangement method of the tracks in the intersections is adopted;

in the track system, when a plurality of unidirectional track groups form a track network, the unidirectional track groups are arranged according to the overall arrangement principle of the unidirectional track group network;

the track is combined with the single building, a large number of elevator rooms in the buildings in the city are used as vertical traffic facilities between the track system and the ground, and the track and the single building have a plurality of combination methods according to different building types;

in the track system, vehicles run according to a traffic rule, wherein the traffic rule comprises a basic traffic rule, an intersection traffic rule and a connection area traffic rule, and the intersection traffic rule comprises a confluence point traffic rule and a diversion point traffic rule;

in the track system, a method for setting a standby track;

in the track system, a method for disposing the vehicle and the passenger when a fault occurs;

and in the track system, vertically stacking a plurality of track groups and stacking a plurality of intersections.

2. The track transportation system organization method according to claim 1, wherein the track arrangement method of the intersection formed by the mutual intersection of the two-way track groups is characterized in that the spatial position relationship of each track is described by a track spacing and a track position number, the track spacing, i.e. the horizontal distance between two tracks in the two-way track group, comprises four types, a first type, two adjacent track positions, a second type, the ratio of the track spacing to the track layer height is larger than the maximum design gradient of the track, a third type, the ratio of the track spacing to the track layer height is smaller than the maximum design gradient of the track, a fourth type, the ratio of the track spacing to the track layer height is larger than the maximum design gradient of the track, is a subset of the track spacing of the third type, and is different from the track spacing of the non-fourth type belonging to the track spacing of the third type in that a plurality of ramps or curves can be arranged in the track spacing of the fourth type.

3. The rail transit system organizing method according to claim 1, wherein the intersection formed by the two-way track sets is divided into a longitudinal track set and a transverse track set in a top view, the longitudinal track set comprises two tracks from bottom to top and from top to bottom, the track entry point from bottom to top is marked as (A), the exit point is marked as (B), the track entry point from top to bottom is marked as (C), the exit point is marked as (D), the transverse track set comprises two tracks from right to left and from left to right, the track entry point from right to left is marked as (E), the exit point is marked as (F), the track entry point from left to right is marked as (G), the exit point is marked as (H), the longitudinal track set comprises four track positions, the track position on the right side of one layer is track position No. 1, the track position on the left side of one layer is track position No. 2, the track position on the right side of two layers is track position No. 3, the track position on the left side of two layers is track position No. 4, the transverse track group comprises four track positions, the track position on the upper side of one layer is track position No. 5, the track position on the lower side of one layer is track position No. 6, the track position on the upper side of two layers is track position No. 7, the track position on the lower side of two layers is track position No. 8, the intersection point of the track positions No. 1 and 5 is marked as track position (I), (the intersection point of the track positions No. 2 and 5 is marked as track position (J), (the intersection point of the track positions No. 2 and 6 is marked as track position (K), (1) The intersection of the track bit (3) and the track bit (6) is marked as (L), (the intersection of the track bit (3) and the track bit (7) is marked as (M), (the intersection of the track bit (4) and the track bit (7) is marked as (N), (the intersection of the track bit (4) and the track bit (8) is marked as (O), and the intersection of the track bit (3) and the track bit (8) is marked as (P).

4. The method as claimed in claim 3, wherein the straight track is switched from (3) track position to (1) track position in a downhill manner after entering from the point A, the ramp starting point is (M), the right-turn track is switched from (3) track position to (8) track position in the same layer, the starting point is located between (A) and (P), the stop point is located between (P) and (H), the left-turn track is switched from (3) track position to (7) track position in the same layer, and the starting point is located between (A) and (P), the stop point is positioned between points (N) and (F), after entering from a point (C), the straight track is converted from a track position (4) to a track position (2) in a downhill mode, the starting point of the ramp is a point (O), the right-turning track is converted from a track position (4) to a track position (7) in the same layer, the starting point is positioned between points (C) and (N), the stop point is positioned between points (N) and (F), the left-turning track is converted from a track position (4) to a track position (8) in the same layer in the left layer, the starting point is positioned between points (C) and (N), the stop point is positioned between points (P) and (H), after entering from a point (E), the straight track is converted from a track position (5) to a track position (7) in an uphill mode, the ramp starting point is (J), the right-hand track is turned from the track position (5) to the track position (1) from the same layer, the starting point is positioned between the points (E) and (I), the stop point is positioned between the points (I) and (B), the left-hand track is turned from the track position (5) to the track position (2) from the same layer, the starting point is positioned between the points (E) and (I), the stop point is positioned between the points (K) and (D), after entering from the point (G), the straight track is changed from the track position (6) to the track position (8) from the upward slope, the ramp starting point is (L), the right-hand track is turned from the track position (6) to the track position (2) from the same layer, the starting point is positioned between the points (G) and (K), the stop point is positioned between the points (K) and (D), the left-hand track is turned from the track position (6) to the track position (1) from the same layer, the starting point is positioned between the points (G) and the stop point is positioned between the points (I) and (B).

5. The method of organizing a track transportation system according to claim 3, wherein a crossroad formed by a first type of track position interval bidirectional track group and a second type of track position interval bidirectional track group is switched from (3) track position to (1) track position in a downhill mode after entering from an entrance point (A), a ramp starting point is a point (M), a right turn track is switched from (3) track position to (8) track position in a same layer in a right turn, a starting point is located between (A) and (P) points, a stop point is located between (P) and (H) points, a left turn track is switched from (3) track position to (7) track position in a same layer in a left turn, a starting point is located between (A) and (P) points, a stop point is located between (N) and (F) points, a straight track is switched from (4) track position to (2) track position after entering from the entrance point (C), a ramp starting point is an (O) point, a right turn track is switched from (4) track position to (7) track position in a same layer in a right turn, a straight track starting point is located between (C) and N) track starting point (C) and a stop point is located between (C) points, a right turn point and a right turn is switched from (H) point to (7) point in a left track position in a layer in a right turn, the ramp starting point is (J), the right-hand track is turned from the track position (5) to the track position (1) from the same layer, the starting point is positioned between the points (E) and (I), the stop point is positioned between the points (I) and (B), the left-hand track is turned from the track position (5) to the track position (2) from the same layer, the starting point is positioned between the points (E) and (I), the stop point is positioned between the points (K) and (D), after entering from the point (G), the straight track is changed from the track position (6) to the track position (8) from the upward slope, the ramp starting point is (L), the right-hand track is turned from the track position (6) to the track position (2) from the same layer, the starting point is positioned between the points (G) and (K), the stop point is positioned between the points (K) and (D), the left-hand track is turned from the track position (6) to the track position (1) from the same layer, the starting point is positioned between the points (G) and the stop point is positioned between the points (I) and (B).

6. The method for organizing the rail transit system according to claim 3, wherein the straight track is shifted from the track position of (3) to the track position of (4) after entering from the point of entry (A), the shift is completed before reaching the point (O), the straight track is shifted to the track position of (2) after going through the point (N), the ramp starting point is the point (N), the track position of (1) is shifted from the same layer after the ramp is finished, the stop point is located between the track positions (I) and (B), the right-turn track is shifted from the track position of (3) to the track position of (8) from the same layer right after the ramp is finished, the starting point is positioned between points (A) and (P), the stopping point is positioned between points (P) and (H), the left-turning track turns from the track position No. 4 to the track position No. 7 from the same layer left side, the starting point is positioned between points (O) and (N), the stopping point is positioned between points (N) and (F), after entering from the entering point (C), the straight track deflects from the track position No. 4 to the track position No. 3 from the same layer, the deviation is completed before reaching the point (M), the slope is converted to the track position No. 1 from the downhill after passing the point (P), the slope starting point is the point (P), the same layer deflects to the track position No. 2 after the slope is completed, the stopping point is positioned between points (K) and (D), the right-turning track turns from the track position No. 4 to the track position No. 7 from the same layer right side, the starting point is positioned between points (C) and (N), the stopping point is positioned between points (N) and (F), the left-turning track is switched from the track position No. (4) to the track position No. (8) from the same layer, the starting point is positioned between points (C) and (N), the stopping point is positioned between points (P) and (H), after entering from the starting point (E), the straight-going track is switched from the track position No. (5) to the track position No. (7), the ramp starting point is a point (J), the right-turning track is switched from the track position No. (5) to the track position No. (1) from the same layer, the starting point is positioned between points (E) and (I), the stopping point is positioned between points (I) and (B), the left-turning track is switched from the track position No. (5) to the ramp point (P), the starting point is positioned between points (E) and (I), after passing through the point (P), the ramp is down-going track position to the track position No. (1), after finishing, the same layer is shifted to the track position No. (2), the stopping point (D) is positioned between points (D) and after entering from the point (G), the straight-going track position is switched from the ramp point (6) to the right-going track position from the track position, the track position from the track position No. (6), the starting point) and the starting point is switched from the point (K) to the point (D), the starting point is located between the points (G) and (K), the slope is descended to the track No. 2 after the point (N) passes, the same layer is shifted to the track No. 1 after the slope is ended, and the stopping point is located between the points (I) and (B).

7. The method for organizing a rail transit system according to claim 3, wherein after entering from an entry point (A), a straight track is shifted from a track position of (3) to a track position of (4) on the same layer, the shift is completed before reaching a point (O), and after passing the point (N), the straight track is shifted to a track position of (2) on the same layer, a ramp starting point is a point (N), after the ramp is finished, the track position of the same layer is shifted to a track position of (1), a stop point is located between (I) and (B), a right track is shifted from a track position of (3) to a track position of (8) on the same layer, a starting point is located between the points (A) and (P), a stop point is located between the points (P) and (H), a left track is shifted from a track position of (4) to a track position of (7) on the same layer, a starting point is located between a stop point of a left track from the entry point (G) and the point (N), a stop point (N) is located between the points (F), a track position of the same layer is shifted to a track position of the same layer from a track position (C), and a track position of the same layer after the track position is shifted to the point (P), and the track position of the point (M), and the track position of the same layer is shifted to the track position of the track (P) after the track position is shifted to the point (P) is shifted to the point (M, and the point is shifted to the point (P) is completed, the right-turn track is turned from the track position No. (4) to the track position No. (7) from the same layer, the starting point is positioned between the points (C) and (N), the stopping point is positioned between the points (N) and (F), the left-turn track is turned from the track position No. (4) to the track position No. (8) from the same layer, the starting point is positioned between the stopping point of the left-turn track from the point (E) and the point (P), the stopping point is positioned between the points (P) and (H), after entering from the point (E), the straight-going track is changed from the track position No. (5) to the track position No. (7) from the ascending slope, the starting point of the slope is the point (J), and the right-turn track is turned from the track position No. (5) to the track position No. (1) from the same layer, the starting point is positioned between points (E) and (I), the stopping point is positioned between points (I) and (B), the left-turning track is from a track position (5) to a track position (3) by left-turning and upslope, the starting point is positioned between points (E) and (I), the stopping point is positioned between a point (M) and the starting point of the left-turning track from a point (C), after entering from a point (G), the straight track is switched from a track position (6) to a track position (8) by upslope, the starting point of the ramp is a point (L), the right-turning track is from a track position (6) to a track position (2) by the same layer right, the starting point is positioned between points (G) and (K), and the stopping point is positioned between points (K) and (D), the left-hand track is turned from track position (6) to track position (4), the starting point is between points (G) and (K), and the stopping point is between point (O) and the starting point of the left-hand track from the point (A).

8. The method as claimed in claim 3, wherein the straight track is switched from (3) track position to (1) track position downhill after entering from the point of entry (A), the ramp starting point is point (M), the right-turn track is switched from (3) track position to (8) track position from the same layer as the track position, the starting point is between points (A) and (P), the stopping point is between points (P) and (H), the left-turn track is switched from (3) track position to (7) track position from the same layer as the track position, the starting point is between points (A) and (P), the stopping point is between points (N) and (F), the straight track is switched from (4) track position downhill to (2) track position after entering from point (C), the ramp starting point is point (O), the right-turn track is switched from (4) track position to (7) track position, the starting point is between points (C) and (E), the straight track is switched from (4) track position to (4) track position, the right-turn track position is switched from right track position to (7) track position, the starting point is switched from point (C) to the point (E), the point (C) track position, the point is switched from point (4) track position between points (4) to the point (E), the point (H) track position, the left-turn point, the right-turn track position is switched from the point (C) to the point (E) track position, the point (C) track position, the point is switched from the point, the ramp starting point is (J), the right-hand track is turned from the track position No. 5 to the track position No. 1 from the same layer right, the starting point is positioned between the points No. E and I, the stop point is positioned between the points No. I and B, the left-hand track is turned from the track position No. 5 to the track position No. 2 from the same layer left, the starting point is positioned between the points No. E and I, the stop point is positioned between the points No. K and D, after entering from the point of entry (G), the straight-going track is changed from the track position No. 6 to the track position No. 8 from the uphill slope, the ramp starting point is the point (L), the right-hand track is turned from the track position No. 6 to the track position No. 2 from the same layer right, the starting point is positioned between the points No. G and K, the stop point is positioned between the points (K) and D, the left-hand track is turned from the track position No. 6 to the track position No. 1 from the same layer left, the starting point is positioned between the points (G) and K, and the stop point is positioned between the points (I) and B.

9. The method for organizing a track transportation system according to claim 3, wherein a first intersection (a) formed by the second type track position interval bidirectional track group and the third type track position interval bidirectional track group is switched from the (3) track position to the (1) track position in a downhill mode after entering from the entry point (A), the ramp starting point is a point (M), the right-hand track is switched from the (3) track position to the (8) track position in the same layer in the right direction, the starting point is located between the (A) and (P) points, the stop point is located between the (P) (H) points, the left-hand track is switched from the (3) track position to the outside of the (4) track position in the same layer, the starting point is located between the (A) and (P) points, the offset is completed before the (O) point, the left-hand track is switched from the (7) track position in the same layer after passing through the (O) point, the stop point is located between the (N) (F) points, the straight-hand track is switched from the (4) track position to the (2) track position, the ramp starting point is switched from the right-hand track position to the (C) track position, the stop point is located between the right-hand track position (C) point, the start point is switched from the right-hand track position (C) point, the deviation is completed before the point (M), after the point (M), the same layer is shifted to the track position No. 8 from the left side, the stop point is positioned between the points (P) and (H), after the point (E) enters, the straight track is shifted to the track position No. 7 from the track position No. 5 from the uphill side of the track position No. 5, the ramp starting point is the point (J), the right track is shifted to the track position No. 1 from the track position No. 5 from the right side of the same layer, the starting point is positioned between the points (E) and (I), the stop point is positioned between the points (I) and (B), the left track is shifted to the track position No. 8 from the uphill side of the track position No. 5, the ramp starting point is the point (I), the stop point is positioned between the points (N) and (O), after the point (G) enters, the straight track is shifted to the track position No. 8 from the uphill side of the track position No. 6, the starting point is the point (L), the right track position is shifted to the right track position No. 2, the track position G is positioned between the track position No. 6, the ramp starting point (K) is positioned between the points (K), the track position (K), the right track position (P) is shifted to the starting point (K), and the left track position (D) is positioned between the starting point (P) and the starting point (K).

10. The method for organizing a rail transit system according to claim 3, wherein a second type of cross intersection (second) formed by a second type of track position interval bidirectional track group and a third type of track position interval bidirectional track group is shifted from a grade to a grade (4) from the grade (3) track position after entering from a point (A), the shift is completed before the point (O), the grade is shifted to the grade (2) track position after the point (N), the ramp starting point is the point (N), the grade is shifted to the grade (1) track position after the ramp is finished, the stop point is located between the points (I) and (B), the right-turn track is shifted from the grade (3) track position to the grade (8) track position right, the stop point is located between the points (A) and (P), the stop point is located between the points (P) (H), the left-turn track is shifted from the grade (4) track position to the grade (7) track after the ramp is finished, the start point is located between the points (O) (N) (F), the ramp (C) enters from the grade, the grade is shifted from the grade (4) track position to the grade (P) track position, the grade is shifted to the grade (1) track position after the grade (P) point is finished, the grade (P) point, the grade is shifted to the grade (P) track position after the grade (P) point is shifted to the grade (P) point (P) is shifted to the grade (P) point, the right-hand track is transferred from the track position No. (4) to the track position No. (7) from the same layer, the starting point is located between the points (C) and (N), the stopping point is located between the points (N) and (F), the left-hand track is transferred from the track position No. (3) to the track position No. (8) from the same layer, the starting point is located between the points (M) and (P), the stopping point is located between the points (P) and (H), after entering from the starting point (E), the straight track is transferred from the track position No. (5) to the track position No. (7) from the uphill, the ramp starting point is the point (J), the right-hand track is transferred from the track position No. (5) to the track position No. (1) from the same layer, the starting point is located between the points (E) and (I), the stopping point is located between the ramp points (I) and (B), the left-hand track is transferred from the track position No. (5) to the inner side of the track position No. (1) from the same layer, the starting point is located between the points (E) and (I) and then is transferred from the uphill to the point (P) to the point (6, after the straight track position is transferred from the point (C) to the point (C, the point (C) and the point (C, the straight track position is transferred from the point (C) to the point (C, the point (C) after the point is merged point, the starting point is located between the points (G) and (K), the stop point is located between the points (K) and (D), the left-turning track is turned from the track position (6) to the inner side of the track position (2) from the same layer left, the starting point is located between the points (G) and (K), then the slope is uphill to the point (N), the slope starting point is located between the points (K) and (J), the uphill is completed before reaching the point (N), and the slope is downhill after passing the point (N) and is converged with the straight track from the direction of the entry point (A).

11. The method for organizing the rail transit system according to claim 3, wherein the straight track is shifted from the track position (3) to the track position (4) in the same layer after entering the intersection formed by the two-way track group with the track position distance of the second type and the four-way track group with the track position distance of the fourth type from the entry point (A), the shift is completed before the point (O) is passed, the down slope is converted to the track position (2) after the point (N) is passed, the ramp starting point is the point (N), the track position (1) is shifted in the same layer after the ramp is finished, the stop point is located between the point (I) and the point (B), the right-turn track is shifted from the track position (3) to the track position (8) in the same layer, the starting point is positioned between the points (A) and (P), the stopping point is positioned between the points (P) and (H), the left-turning track is turned from the track position (4) to the track position (7) from the same layer, the starting point is positioned between the stopping point (N) of the left-turning track from the point (G), the stopping point is positioned between the points (N) and (F), after entering from the point (C), the straight-going track is shifted from the track position (4) to the track position (3) from the same layer, the shift is completed before the point (M), the down slope is converted to the track position (1) after the point (P), the starting point of the ramp is the point (P), the ramp is shifted to the track position (2) after the ramp is finished, the stopping point is positioned between the points (K) and (D), the right-turn track is turned from the track position No. (4) to the track position No. (7) from the same layer, the starting point is positioned between the points (C) and (N), the stopping point is positioned between the points (N) and (F), the left-turn track is turned from the track position No. (3) to the track position No. (8) from the same layer, the starting point is positioned between the stopping point of the left-turn track from the point (E) and the point (P), the stopping point is positioned between the points (P) and (H), after entering from the point (E), the straight-going track is changed from the track position No. (5) to the track position No. (7) from the ascending slope, the starting point of the slope is the point (J), and the right-turn track is turned from the track position No. (5) to the track position No. (1) from the same layer, the starting point is positioned between points (E) and (I), the stopping point is positioned between points (I) and (B), the left-turning track is from a track position (5) to a track position (3) by left-turning and upslope, the starting point is positioned between points (E) and (I), the stopping point is positioned between a point (M) and the starting point of the left-turning track from a point (C), after entering from a point (G), the straight track is switched from a track position (6) to a track position (8) by upslope, the starting point of the ramp is a point (L), the right-turning track is from a track position (6) to a track position (2) by the same layer right, the starting point is positioned between points (G) and (K), and the stopping point is positioned between points (K) and (D), the left-hand track is turned from track position (6) to track position (4), the starting point is between points (G) and (K), and the stopping point is between point (O) and the starting point of the left-hand track from the point (A).

12. The method for organizing a rail transit system according to claim 3, wherein after entering from the point of entry (A), the straight track is switched from the track position (3) to the track position (1) in a downhill mode, the ramp starting point is the point (M), the right-turn track is switched from the track position (3) to the track position (8) in the same layer, the starting point is located between the points (A) and (P), the stopping point is located between the points (P) and (H), the left-turn track is switched from the track position (3) to the track position (5) in a downhill mode, and the starting point is located between the points (P) and (M), the stop point is positioned between points (I) and (J), after entering from a point (C), the straight track is switched from a track position (4) to a track position (2) in a downhill mode, the starting point of the ramp is a point (O), the right-turn track is switched from a track position (4) to a track position (7) in the same layer, the starting point is positioned between points (C) and (N), the stop point is positioned between points (N) and (F), the left-turn track is switched from a track position (4) in a downhill mode to a track position (6), the starting point is positioned between points (C) and (N), the stop point is positioned between points (K) and (L), after entering from a point (E), the straight track is switched from a track position (5) to a track position (7) in an uphill mode, the ramp starting point is (J), the right-hand track is turned from track position (5) to track position (1) from the same layer, the starting point is positioned between points (E) and (I), the stop point is positioned between points (I) and (B), the left-hand track is turned from track position (5) to track position (4) from the upslope, the starting point is positioned between points (I) and (J), the stop point is positioned between points (N) and (O), after entering from the point of entry (G), the straight track is turned from track position (6) to track position (8) from the upslope, the ramp starting point is (L), the right-hand track is turned from track position (6) to track position (2) from the same layer, the starting point is positioned between points (G) and (K), the stop point is positioned between points (K) and (D), the left-hand track is turned from track position (6) to track position (3) from the upslope, the starting point is positioned between points (K) and (L) and the stop point is positioned between points (P) and (M).

13. The method for organizing a rail transit system according to claim 3, wherein a second intersection (second) formed by the third type of track position interval bidirectional track group and the third type of track position interval bidirectional track group is formed, after entering from the entry point (A), a straight track is switched from the track position (3) to the track position (1) in a downhill mode, a ramp starting point is a point (M), a right-turn track is switched from the track position (3) to the track position (8) in the same layer in the right-turn mode, the starting point is positioned between the points (A) and (P) (H), a left-turn track starting point is positioned between the points (P) (M), after the track position (3) is switched from the track position (3) to the track position (7) in the same layer in the left-turn mode, the ramp starting point is positioned between the points (M) (N), a ramp stopping point is positioned between the points (I) (J), after ending, the straight track is merged into the straight track from the entry point (E), after entering from the entry point (C), the straight track position is switched from the track position (4) to the track position (2), the track position (O) in the ramp stopping point is positioned between the track position (P) (N) (the track position in the same layer, the right-turn point is positioned between the track position, the track starting point (C), the track position of the track position (C), the track position of the right layer (C), ramp starting points are positioned between points (O) (P), ramp stopping points are positioned between points (K) (L), a straight track from an entry point (G) is merged after the ramp is finished, after the straight track enters from the entry point (E), the straight track is uphill and converted to a track position (7) from a track position (5), the ramp starting point is a point (J), a right track is right-handed to a track position (1) from a track position (5) on the same floor, the starting point is positioned between points (E) (I), the stopping points are positioned between points (I) (B), a left track starting point is positioned between points (I) (J), the straight track from the entry point (C) is merged after the track position (5) is left-handed to the outer side of the track position (2), the ramp starting point is positioned between points (J) (K), the ramp stopping points are positioned between points (N) (O), after the ramp is finished, the straight track is merged into the straight track starting point from the entry point (C), after the straight track enters from the point (G), the straight track is converted to the track position (8) from a track position (K), the track starting point (L) on the same floor, the track position is positioned between points (K), the track position (D) on the right track position (L) (from the track position (L) on the same floor, the ramp starting point is located between the points (L) and (I), the ramp stopping point is located between the points (P) and (M), and the ramp is merged into the straight track from the point (A) after the ramp is finished.

14. The method for organizing a rail transit system according to claim 3, wherein after entering from the entry point (A), the straight track is switched from the track position (3) to the track position (1) via a downgrade, the ramp stop point is a point (L), the right-turn track is switched from the track position (3) to the track position (8) via a same layer, the start point is between the points (A) and (P), the stop point is between the points (P) and (H), the left-turn track is switched from the track position (1) to the track position (7) via a left-turn upslope, the starting point is positioned between the stop point of the left-turning track from the entry point (G) and the point (I), the ramp stop point is positioned between the points (M) and (N), after entering from the entry point (C), the straight track is switched from the track position (4) to the track position (2) in a downhill mode, the ramp stop point is a point (J), the right-turning track is switched from the track position (4) to the track position (7) in the same layer in a right-turning mode, the starting point is positioned between the points (C) and (N), the stop point is positioned between the points (N) and (F), the left-turning track is switched from the track position (2) in an uphill mode to the track position (8), the starting point is positioned between the stop point of the left-turning track from the entry point (E) and the point (K), and the ramp stop point is positioned between the points (O) and (P), after entering from a point of entry (E), a straight track is switched from a track position No. 5 to a track position No. 7 from an ascending slope, a slope stop point is a point (M), a right-turn track is switched from a track position No. 5 to a track position No. 1 from the same layer right, a starting point is positioned between points (E) and (I), a stop point is positioned between points (I) and (B), a left-turn track is switched from a track position No. 7 to a track position No. 2 from a left-turn descending slope, a starting point is positioned between points (M) and (N), a stop point is positioned between a point (J) and a starting point of a left-turn track from the point (C), after entering from a point (G), the straight track is switched from a track position No. 6 to a track position No. 8 from an ascending slope, a stop point is a point (O), a right-turn track is switched from a track position No. 6 to a track position No. 2 from a track position No. 6, the starting point is positioned between points (G) (K) and (D), the left-turn track is switched from a track position No. 8 to a track position from a track position No. 1 from a track position to a track position on the same layer right, the starting point (L) is positioned between points (P) and the starting point of the track position, and the starting point (L, and the starting point of the left-turn from the point (P) is positioned between points.

15. The track transportation system organization method as claimed in claim 3, wherein the crossing formed by the fourth type track pitch bidirectional track group and the fourth type track pitch bidirectional track group is entered from the entry point (A), the straight track is switched from the track position (3) to the track position (1) in a downhill mode, the ramp starting point is the point (M), the right-turn track is switched from the track position (3) to the track position (8) in the same layer in a right-turn mode, the starting point is located between the points (A) and (P), the stopping point is located between the points (P) and (H), the left-turn track is switched from the track position (3) to the track position (5) in a left-turn downhill mode, the starting point is located between the stopping point of the left-turn track from the entry point (G) and the point (M), the stop point is positioned between the point (I) and the starting point of the left-turn track from the point (E), after entering from the point (C), the straight track is switched from the track position No. 4 to the track position No. 2 in a downhill mode, the ramp starting point is the point (O), the right-turn track is switched from the track position No. 4 to the track position No. 7 in the same layer in a right-turn mode, the starting point is positioned between the points (C) and (N), the stop point is positioned between the points (N) and (F), the left-turn track is switched from the track position No. 4 to the track position No. 6 in a left-turn downhill mode, the starting point is positioned between the stop point of the left-turn track from the point (E) and the point (O), the stop point is positioned between the point (K) and the starting point of the left-turn track from the point (G), after entering from a point (E), the straight track is converted from a track position (5) to a track position (7) in an uphill way, the starting point of the ramp is a point (J), the right-turn track is converted from the track position (5) to a track position (1) in the same layer, the starting point is positioned between points (E) and (I), the stopping point is positioned between points (I) and (B), the left-turn track is converted from a track position (5) in a leftward way to a track position (4), the starting point is positioned between the stopping point of the left-turn track from the point (A) and the point (J), the stopping point is positioned between a point (N) and the starting point of the left-turn track from the point (C), after entering from a point (G), the straight track is converted from the track position (6) to the track position (8) in an uphill mode, the starting point of the ramp is a point (L), the right-turn track is converted from the track position (6) to the track position (2) in the same layer, the starting point is positioned between the points (G) and (K), the stopping point is positioned between the points (K) and (D), the left-turn track is converted from the track position (6) in a left-turn uphill mode to the track position (3), the starting point is positioned between the stopping point of the left-turn track from the point (C) and the point (L), and the stopping point is positioned between the point (P) and the starting point of the left-turn track from the point (A).

16. The method for organizing a rail transit system according to claim 1, wherein the T-shaped crossing formed by the two bidirectional track groups is divided into a longitudinal track group and a transverse track group under a top view angle, the longitudinal track group comprises two tracks from bottom to top and from top to bottom, the track entry point from bottom to top is marked as (A), the track exit point from top to bottom is marked as (D), the transverse track group comprises two tracks from right to left and from left to right, the track entry point from right to left is marked as (E), the exit point is marked as (F), the track entry point from left to right is marked as (G), the exit point is marked as (H), the track position on the right side of one layer of the longitudinal track group is marked as track position No. 1, the track position on the left side of one layer is track position (2), the track position on the right side of the two layers is track position (3), the track position on the left side of the two layers is track position (4), the transverse track group comprises four track positions, the track position on the upper side of one layer is track position (5), the track position on the lower side of one layer is track position (6), the track position on the upper side of the two layers is track position (7), the track position on the lower side of the two layers is track position (8), the intersection point of track position (1) and track position (5) is marked as (I), (the intersection point of track position (2) and track position (5) is marked as (J), (the intersection point of track position (2) and track position (6) is marked as (K), (the intersection point of track position (1) and track position (6) is marked as (L), (3) The intersection of the track bit number (4) and the track bit number (7) is marked as (M), (the intersection of the track bit number (4) and the track bit number (7) is marked as (N), (the intersection of the track bit number (4) and the track bit number (8) is marked as (O), (the intersection of the track bit number (3) and the track bit number (8) is marked as (P).

17. The method of claim 16, wherein the T-junction formed by the first type of track spacing bidirectional track group and the first type of track spacing bidirectional track group is accessed from an access point (A), a right turn track is right turned from (1) track position to (6) track position from the same layer, a start point is located between (A) and (L) points, a stop point is located between (L) and (H) points, a left turn track is left turned from (1) track position to (5) track position from the same layer, a start point is located between (A) and (L) points, a stop point is located between (J) and (F) points, a straight track is down-shifted from (7) track position to (5) track position after being accessed from the access point (E), a ramp start point is located between (E) and (M) points, a ramp stop point is located between (J) and (F) points, a left turn track is left turned from (7) track position to (4) track position, a start point is located between (E) and (M) points, a ramp start point is located between (O) and a ramp stop point, a ramp start point is right turn from (H) point to (H) point, a right turn track position is located between (H) point, the starting point is located between points (G) (O), and the stopping point is located between points (O) (D).

18. The method as claimed in claim 16, wherein the T-shaped crossing formed by the first type of track spacing bidirectional track group and the second type of track spacing bidirectional track group is entered from the entry point (A), the right-turn track is turned from track position (1) to track position (6) from the same layer, the starting point is located between points (A) and (L), the stopping point is located between points (L) and (H), the left-turn track is turned from track position (1) to track position (5), the starting point is located between points (A) and (L), the stopping point is located between points (J) and (F), and after the entry point (E), the straight track is converted from the track position No. (7) to the track position No. (5) in a downhill mode, the ramp starting point is positioned between points (E) and (M), the ramp stopping point is positioned between points (J) and (F), the left-turning track is converted from the track position No. (7) to the track position No. (4) in the same layer, the starting point is positioned between points (E) and (M), the stopping point is positioned between points (O) and (D), after entering from the stopping point (G), the straight track is converted from the track position No. (8) to the track position No. (6) in a downhill mode, the ramp starting point is positioned between points (G) and (O), the ramp stopping point is positioned between points (L) and (H), and the right-turning track is converted from the track position No. (8) to the track position No. (4) in the same layer in a right mode, the starting point is located between points (G) (O), and the stopping point is located between points (O) (D).

19. The method of organizing a track transportation system according to claim 16, wherein a T-junction formed by a first type of track position interval bidirectional track group and a third/fourth type of track position interval bidirectional track group is shifted from (1) track position to (6) track position from the same layer right after entering from an entrance point (A), a start point is located between (A) and (L), a stop point is located between (L) and (H), a left-hand track is shifted from (1) track position to (2) track position from the same layer, a start point is located between (A) and (L), an ascending is shifted to (4) track position after completion of shifting, a stop ramp is located at (O) point, a left-hand track position is shifted to (7) track position after straight traveling between (O) and (N) points, a straight traveling track is shifted from the entrance point (E) to (5) track position after entering from the entrance point (E), a straight traveling track is shifted from (7) track position to (5) track position from (E) point, a start point is located after straight traveling from the left-hand track position from the ramp (O) point (N) point, a track is shifted from the left-hand track position to (E) track position, a right-hand track position is shifted from the same layer track position, a right-layer track position shifted from (M) point, a point is shifted from (8 track position to (C) point, a point after traveling from the entrance point (C point, the starting point is located between points (G) (O), and the stopping point is located between points (O) (D).

20. The method of claim 16, wherein the T-junction formed by the two-way track group with the second type of track pitch and the two-way track group with the first type of track pitch is accessed from the point (A), the right-turn track is right-turned from (1) track position to (6) track position from the same layer, the starting point is located between (A) and (L), the stopping point is located between (L) and (H), the left-turn track is left-turned from (1) track position to (5) track position from the same layer, the starting point is located between (A) and (L), the stopping point is located between (J) and (F), the straight track is down-turned from (7) track position to (5) track position after being accessed from the point (E), the ramp is located between (E) and (M), the ramp is located between (J) and (F), the left-turn track is left-turned from (7) track position to (4) track position, the starting point is located between (E) and (M), the ramp is located between (O) and the ramp is located between (D) and the right-turn track position from (H) point, the starting point is located between points (G) (O), and the stopping point is located between points (O) (D).

21. The method of organizing a track transportation system according to claim 16, wherein a T-junction formed by a second type track position interval bidirectional track group and a second type track position interval bidirectional track group is formed by a right-turn track from (1) track position in the same layer to (6) track position after entering from an entrance point (A), wherein a starting point is located between (A) and (L), wherein a stopping point is located between (L) and (H), a left-turn track is left-turned from (1) track position to (5) track position, wherein a starting point is located between (A) and (L), wherein a stopping point is located between (J) and (F), wherein a straight track is down-turned from (7) track position to (5) track position after entering from an entrance point (E), wherein a ramp is located between a starting point (E) and (M), wherein a ramp is located between (J) (F), wherein a left-turn track is left-turned from (7) track position in the same layer to (4) track position, wherein a starting point is located between (E) and (M), wherein a ramp is located between a ramp (D), a ramp is right-turn from (H) track position, a ramp is located between a starting point (H) and a stopping point, the starting point is located between points (G) (O), and the stopping point is located between points (O) (D).

22. The track traffic system organizing method of claim 16, wherein after entering from the point of entry (A), the right turn track is turned from (1) track position to (6) track position from the same layer as the track position, the starting point is located between (A) and (L), the stopping point is located between (L) and (H), the starting point of the left turn track is located between (A) and (L), the track position of (1) is shifted from the same layer as the track position of (1) to the inner side of the track position of (1) and is adjacent to the track position of (1), and then the ascending slope is shifted to the inner side of the track position of (3) and is adjacent to the track position of (3), the ramp stopping point is positioned at the point (P), the straight track is transferred to the track position (7) from the track position (7) after moving for a certain distance between the points (P) and (M), the straight track is merged into the straight track from the point (E), the straight track is transferred to the track position (5) from the track position (7) in a downhill mode after entering from the point (E), the ramp starting point is positioned after the stopping point of the left-turning track from the point (A), the left-turning track is transferred to the track position (3) from the track position (7) on the same layer in a left-turning mode, the starting point is positioned between the points (E) and (M), the same layer is shifted to the track position (4) after passing through the point (P), the straight track is transferred to the track position (6) from the track position (8) in a downhill mode after entering from the point (G), the ramp starting point is located between the points (G) and (O), the ramp stopping point is located between the points (K) and (L), the right-turn track is turned from the track position No. (8) to the track position No. (4), the starting point is located between the points (G) and (O), and the stopping point is located between the points (O) and (D).

23. The method of organizing a track transportation system as claimed in claim 16, wherein a T-shaped intersection (I) formed by the first type track group and the third type track group is formed by a track group with a bidirectional track pitch, a right turn track is turned from (1) track position to (6) track position from the same layer as the track position, a starting point is located between (A) and (L), a stopping point is located between (L) and (H), a left turn track is turned from (1) track position to (5) track position from the same layer as the track position, a starting point is located between (A) and (L), a stopping point is located between (J) and (F), a straight track is turned from (7) track position to (5) track position after entering from the point (E), a ramp starting point is located between (M) and (N), a stopping point is located between (I) and (J), a left turn track is turned from (7) track position to (4) track position from the same layer as the track position, a starting point is located between (E) and (M), a ramp starting point is located between (O) and a ramp starting point is located between (I) and J), a stopping point is located between (P) and a stopping point is located between (C), a right turn point (C) track position from the point, the starting point is located between points (G) (O), and the stopping point is located between points (O) (D).

24. The method of organizing a track transportation system according to claim 16, wherein a T-shaped intersection (two) formed by a third type track position distance bidirectional track group and a first type track position distance bidirectional track group is formed, after entering from an entry point (A), a right-turn track is turned from (1) track position on the same floor to (6) track position, a starting point is located between (A) and (L) points, a stopping point is located between (L) and (H) points, a left-turn track is turned from (1) track position on the same floor to (5) track position, a starting point is located between (A) and (L) points, a stopping point is located between (J) and (F) points, after entering from an entry point (E), a straight track is turned from (7) track position on the same floor to (8) track position, after passing through (P) point, after straight running between (P) (O) points, a downhill turning to (6) track position, a starting point is located between (O) points, after finishing the ramp is turned to (5) track position on the same floor, a left track is turned from (8) track position, after passing through (P) point, after passing through (O) point, after going through (D) point, a ramp is turned through (D) point, a starting point, a ramp is turned from 4 track position between (O) point, and after the straight movement between the points (N) and (M), the downhill is converted to the track position (5), the starting point of the ramp is positioned at the point (M), the same layer is converted to the track position (6) after the ramp is ended, the right-turn track is converted from the track position (8) to the track position (4) from the same layer, the starting point is positioned between the points (G) and (O), and the stopping point is positioned between the points (O) and (D).

25. The method as claimed in claim 16, wherein the T-shaped crossing formed by the third type track spacing bidirectional track group and the second type track spacing bidirectional track group is formed by turning right the track from track (1) to track (6) from the same layer after entering from the point (A), the starting point is located between the points (A) and (L), the stopping point is located between the points (L) and (H), the track turning left the track from track (1) to track (5), the starting point is located between the points (A) and (L), the stopping point is located between the points (J) and (F), and after entering from the point (E), the straight track is converted from the track position No. (7) to the track position No. (5) in a downhill way, the ramp starting point is positioned between points (M) and (N), the ramp stopping point is positioned between points (I) and (J), the left-hand track is converted from the track position No. (7) to the track position No. (4) in the same layer, the starting point is positioned between points (E) and (M), the stopping point is positioned between points (O) and (D), after the straight track enters from the point (G), the straight track is converted from the track position No. (8) to the track position No. (6) in a downhill way, the ramp starting point is positioned between points (O) and (P), the ramp stopping point is positioned between points (K) and (L), and the right-hand track is converted from the track position No. (8) to the track position No. (4) in the same layer in a right way, the starting point is located between points (G) (O), and the stopping point is located between points (O) (D).

26. The method of organizing a track transportation system according to claim 16, wherein a T-shaped intersection formed by a third-type track spacing bidirectional track group and a third/fourth-type track spacing bidirectional track group is formed by a right-turn track from (1) track position to (6) track position on the same floor after entering from an entry point (A), a starting point is located between (A) and (L) points, a stopping point is located between (L) and (H) points, a left-turn track is upsloped from (1) track position to (3) track position, a ramp starting point is located at (L) point, a ramp stopping point is located between (P) and (M) points, a left-turn track position from (7) track position after entering from an entry point (E), a straight track is switched from a downslope track position No. 7 to a track position No. 5, a starting point is located at (N) point, a ramp stopping point is located between J (F) points, a left-turn track position from (7) track position after entering from ramp (E), a downslope track position is switched to a track position No. 2, a straight track starting point is switched from a ramp starting point (D) to a ramp starting point (D), a straight track position is switched from a ramp starting point (D) after entering from ramp starting point, the ramp starting point is located at the point (P), the ramp stopping point is located between the points (L) and (H), the right-turn track is turned from the track position No. (8) to the track position No. (4), the starting point is located between the points (G) and (O), and the stopping point is located between the points (O) and (D).

27. The method as claimed in claim 16, wherein the T-junction formed by the bi-directional group of fourth type track pitch and the bi-directional group of first type track pitch is accessed from the point (a), the right-turn track is switched from the track position (1) to the track position (6) from the same layer as the track position (1), the start point is located between the points (a) and (L), the stop point is located between the points (L) and (H), the left-turn track is switched from the track position (1) to the track position (7) from the left-turn uphill, the start point is located between the points (a) and (L), the stop point is located between the points (M) and the start point of the left-turn track from the point (M), the straight track is always located between the track position (7) after the access from the point (E), the left-turn track is switched from the track position (7) to the track position (4) from the track position on the same layer, the start point is located between the stop points (N) and (O) (D), the stop point is located between the points (O) (D), the track (G) after the access from the point, the track is switched from the right-turn track position (G) to the track position (6), the track position (G) and the start point (D), the track position is located between the track position (D) and the track position.

28. The method as claimed in claim 16, wherein the T-junction formed by the bi-directional group of track pitch of the fourth type and the bi-directional group of track pitch of the second type/third type/fourth type is entered from a point (a) where the right-turn track is shifted from track position No. 1 to track position No. 8 from the same floor to the right side, a starting point is located between points (a) and (L), a stopping point is located between points (L) and (H), the left-turn track is shifted from track position No. 1 to track position No. 3 from the uphill, a ramp starting point is located between points (a) and (L), a ramp stopping point is located at point (P), after the ramp is completed, the left-turn track of the same floor or after a distance of straight-turn, a stopping point is located between point (M) and a starting point of the left-turn track from point (E), after entering from point (E), the straight-turn track is located at track position No. 7, the left-turn track is shifted from track position No. 7 to track position No. 4 from the same floor, a point of the right-turn track (G) and a point from the right-turn track (G), a point is located between points (G) and (6, a point (G) and a right-turn track (G) from point, a point is located between points (G) and a point, a point of the straight-turn track is located between points (6, a point, the dead center is located between points (O) (D).

29. The method for organizing a rail transit system according to claim 1, wherein the intersection of the two-way track sets forms a Y-shaped intersection, and the Y-shaped intersection formed by the two-way track sets is divided into three track sets, namely a longitudinal track set, an upper right track set and an upper left track set, the longitudinal track set comprises two tracks from bottom to top and from top to bottom, the lower track entry point is (A) from bottom to top, the upper track exit point is (B) from top to bottom, the upper right track set comprises two tracks from upper right to lower left and from lower left to upper right, the upper right track set comprises two tracks from upper right to lower left and from lower left to upper left, the track entry point is (C) from upper right to lower right, the track exit point from lower left to upper right is (D), the upper left track set comprises two tracks from upper left to lower right and from lower right to upper left, the track in point from the upper left to the lower right is marked as (E), the track out point from the lower right to the upper left is marked as (F), the longitudinal track group comprises four track positions, the track position on the right side of one layer is the track position No. 1, the track position on the left side of one layer is the track position No. 2, the track position on the right side of two layers is the track position No. 3, the track position on the left side of two layers is the track position No. 4, the track position on the upper right is the track position No. 5, the track position on the lower side of one layer is the track position No. 6, the track position on the upper side of two layers is the track position No. 7, the track position on the lower side of two layers is the track position No. 8, the track group on the upper left comprises four track positions, the track position on the upper side of one layer is the track position No. 10, the lower side track position of one layer is the track position No. (9), the upper side track position of the second layer is the track position No. (12), and the lower side track position of the second layer is the track position No. (11).

30. The track transportation system organization method as claimed in claim 29, wherein, after entering from the entry point (a), the left-turn track is converted from track position (1) to track position (12) from left-turn uphill to track position (1), after passing under the left-turn track from the entry point (C), the uphill is started, and before passing over the left-turn track from the entry point (E), the uphill is ended; the right-turn track is switched from the track position (1) to the track position (8) from the right-turn upslope to be positioned outside the left-turn track from the access point (C), after entering from the access point (C), the left-turn track is switched from the track position (5) to the track position (4) from the left-turn upslope, the upslope is started after passing below the left-turn track from the access point (E), and the upslope is ended before passing above the left-turn track from the access point (A); the right-turn track is switched from the track position (5) to the track position (12) from the right-turn upslope to be positioned outside the left-turn track from the access point (E), after entering from the access point (E), the left-turn track is switched from the track position (9) to the track position (8) from the left-turn upslope, the upslope is started after passing below the left-turn track from the access point (A), and the upslope is ended before passing above the left-turn track from the access point (C); the right-turn track is changed from the track position (9) to the track position (4) from the right-turn upslope, and is positioned at the outer side of the left-turn track from the access point (A).

31. The track transportation system organization method as claimed in claim 29, wherein, at the intersection of Y-type intersection formed by the third/fourth track spacing bidirectional track groups, after entering from the entry point (a), the left-turn track is changed from track position (1) to track position (12), after passing under the left-turn track from the entry point (E), the ascending is started, and before passing over the left-turn track from the entry point (C), the ascending is ended; the right-turn track is switched from the track position (1) to the track position (8) from the right-turn upslope to be positioned outside the left-turn track from the access point (C), after entering from the access point (C), the left-turn track is switched from the track position (5) to the track position (4) from the left-turn upslope, the upslope is started after passing below the left-turn track from the access point (A), and the upslope is ended before passing above the left-turn track from the access point (E); the right-turn track is switched from the track position (5) to the track position (12) from the right-turn upslope to be positioned outside the left-turn track from the access point (E), after entering from the access point (E), the left-turn track is switched from the track position (9) to the track position (8) from the left-turn upslope, the upslope is started after passing below the left-turn track from the access point (C), and the upslope is ended before passing above the left-turn track from the access point (A); the right-turn track is changed from the track position (9) to the track position (4) from the right-turn upslope, and is positioned outside the left-turn track from the access point (A).

32. The track traffic system organization method according to claim 1, characterized in that the bidirectional track group forms five-way intersections and intersections, the number of the intersections is N, and N Y-shaped/T-shaped bidirectional track group intersections are connected in pairs to form N-way intersections.

33. The method as claimed in claim 1, wherein when the plurality of unidirectional track groups form a track network, the overall arrangement principle is that the traveling directions of adjacent unidirectional track groups are opposite, and the traveling directions of all tracks in the smallest track ring formed by intersecting and enclosing the plurality of unidirectional track groups are clockwise or counterclockwise.

34. The method for organizing a rail transit system according to claim 1, wherein the method for combining the rail with the multi-storey residential building comprises the steps of arranging the rail on a roof, directly arranging a connection zone on a flat roof by using an original roof, widening the rail along the rail direction on the top of a sloping roof, using the widened part as the connection zone, connecting the connection zone with other layers by using elevators additionally arranged in an original staircase and an old cell as vertical traffic facilities, heightening the original staircase by using the original staircase on the accessible roof, and arranging an outlet which is communicated with the connection zone on the heightened part.

35. The method for organizing a track transportation system according to claim 1, wherein the track is installed on one side of an elevator car of a high-rise residential building by being suspended, the track is widened in the track direction, the widened portion serves as a connection zone, and the connection zone is provided with an overhead pedestrian passageway to be connected with the elevator car of the building.

36. The method for organizing a rail transit system according to claim 1, wherein the rail is installed on a roof of a non-high public building or a roof of a high public building with a skirt building, the flat roof is directly provided with a docking area by using an original roof, the top of a sloping roof widens the rail along the rail direction, the widened portion is used as the docking area, the original stairwell is used as a vertical transit facility to connect the docking area with other floors, the accessible roof uses the original stairwell, the inaccessible roof building heightens the original stairwell, and the heightened portion is provided with an outlet through which the docking area is completed.

37. The track traffic system organization method according to claim 1, wherein the track is combined with a high-rise public building without skirt buildings or other public buildings without roof access conditions, the original partial building area of the access floor is modified to be used as a connection area, the track is connected with the connection area, and the connection area is communicated with the elevator room front room of the access floor through an in-floor corridor or directly.

38. The method of claim 1, wherein the track transportation system does not route until departure, and then seeks real-time paths between all equivalent paths between the departure location and the destination location, and wherein the strategy of seeking is to select a direction at which less deceleration is required at any time, i.e., the vehicle has a tendency to accelerate at that time, and wherein the vehicle determines whether deceleration is required by monitoring a collision factor within a braking clearance zone, the braking clearance zone being in the direction along the track, the proximal end being located at the rear of the vehicle, and the distal end being located at the end of the braking distance, wherein the collision factor includes intersection junctions where other vehicle braking clearance zones and sequencing tables are not empty, and wherein as the vehicle travels, the length of the braking clearance zone is determined by real-time velocity, whether a change in real-time velocity is determined by real-time detection of the braking clearance zone, and if the distal end of the braking clearance zone is not in contact with the collision factor, the vehicle accelerates (not reaching the highest design velocity), the braking clearance zone lengthens, and vice versa, the vehicle shortens, the procedure is independent of the movement of the collision factor, and only in relation to the destination location, and wherein the vehicle approaches the destination location when the vehicle reaches the destination location.

39. The rail transit system organization method of claim 1, wherein the basic traffic rules: when the far end of the vehicle braking clear zone is not in contact with the front vehicle braking clear zone, the vehicle accelerates, and after the far end of the vehicle braking clear zone is in contact with the front vehicle braking clear zone, the vehicle decelerates, and the far end of the braking clear zone keeps in contact with the front vehicle but does not enter the front vehicle braking clear zone, namely the real-time speed in the deceleration process is determined by the real-time distance from the front vehicle, and other rules in the traffic rule are on the premise of meeting basic rules.

40. The rail transit system organization method according to claim 1, wherein the traffic rules of the confluence point are: the bus point sequencing table is a dynamic list for recording the passing sequence of vehicles at the bus point, when the bus point is not in any vehicle braking empty band, the sequencing table is empty, when the sequencing table is empty, the far end of any vehicle braking empty band firstly contacts the bus point, the sequencing table marks the vehicle as No. 1, when the list is not empty, the vehicles with the far ends contacting the bus point at the braking empty band sequentially distribute serial numbers in the sequencing table according to the contact time sequence, only the vehicle No. 1 can accelerate to pass through the bus point, other vehicles in the list decelerate, the braking empty band shortens in the deceleration process, the far end of the braking empty band is maintained at the position of the bus point, when the near end of the braking empty band of the vehicle No. 1 is separated from the bus point, the sequencing table starts to accelerate the vehicles with the serial number +1 and the ascending sequence of the vehicle No. 1 in the list, and if no other vehicles exist in the list, the list is marked as empty again.

41. The rail transit system organization method according to claim 1, characterized in that the traffic rules of the diversion points are: when the far end of the braking clear belt in one direction contacts with a collision factor, the direction is changed from the alternative direction to the undetermined direction, the length of the braking clear belt in the undetermined direction is consistent with the length of the braking clear belt in the alternative direction, but collision factors in the undetermined direction do not determine whether the vehicle decelerates any more, if the state that all the alternative braking empty belts are in contact with the collision factors occurs, the direction of the braking empty belt which is in contact with the collision factors at last is still recorded as an alternative direction, the direction is recorded as the undetermined direction after the state that all the alternative braking empty belts are out of contact with the collision factors is broken, along with the change of the length of the braking empty belt and the collision factors, if no collision factors exist in the braking empty belt in the direction to be determined, the direction is recorded as the alternative direction again, in the third stage, when the vehicle head reaches a diversion point, if only one alternative direction is left, the direction is taken as the final direction, if a plurality of alternative directions exist, the number of equivalent paths between each alternative direction and a target is exhausted, and the alternative direction with the largest number is taken as the final direction, if a plurality of alternative directions with the same quantity exist, collision factors are searched between the current shunting point and the next shunting point in the alternative directions, the real-time distance from the collision factors in each alternative direction to the far end of the braking clear zone in the direction is compared, and the alternative direction with the largest real-time distance is taken as the final selection direction.

42. The rail transit system organization method according to claim 1, characterized in that the passing rules of the junction zones are: the track section of the connection zone is a section of track directly contacted with the connection zone, the speed of the vehicle in the connection zone is limited, the threshold value of the track section is determined by the existing sensing technology and the vehicle control technology level, the vehicle can completely avoid collision with passengers, goods and other vehicles under the speed limit level, when the vehicle brake clear belt enters the track section of the connection zone at the far end of the track vehicle brake clear belt, if the connection zone is the destination of the vehicle, the vehicle decelerates, the clear belt shortens, decelerates to the speed limit level, and the clear belt departs from the track and enters the connection zone.

43. The track traffic system organizing method according to claim 1, wherein the spare tracks are arranged in parallel and closely adjacent to one side of the track, when the spare tracks are arranged in the intersection, all the spare tracks are preferably arranged according to the principle of the same side, the principle of the same side is that if the spare track is arranged on the right side of the track traveling direction on one track, the spare track is arranged on the right side of the track traveling direction on the other track, if the spare track is arranged on the left side of the track traveling direction on one track, the spare track is arranged on the left side of the track traveling direction on the other track, if there is no spare track arranged in the same side of a part of the track, the first shunting point/confluence point behind the track traveling direction is taken as a starting point, the first shunting point/confluence point ahead of the track traveling direction is taken as an end point, and the spare track is arranged on the other side of the traveling direction in the track section.

44. The method for organizing a rail transit system according to claim 1, wherein the method for disposing the vehicle and the passenger in case of the failure comprises the steps of arranging emergency doors at the front and the rear of the rail vehicle, opening the front and the rear emergency doors, allowing the passenger to get off and walk, allowing any number of vehicles to fail in a rail without the spare rail, opening the front and the rear emergency doors of all the failed vehicles, forming a pedestrian passageway penetrating all the carriages, and allowing the passenger and other vehicles to pass through the spare rail in the rail with the spare rail.

45. The rail transit system organization method of claim 1, wherein the method of disposing of vehicles and passengers in the event of a fault comprises not providing a backup track in a high density track network and providing a backup track in a low density track network.

46. The track transportation system organization method according to claim 1, characterized in that a plurality of said track groups are vertically superimposed for local areas where there is a demand for large traffic flow, such as around gymnasiums, around stations, around bridges and their entrances and exits.

47. The rail transit system organization method of claim 46, wherein two bidirectional track groups are superimposed within two track levels, and within four track positions of the upper and lower levels in the same direction, two tracks of one track group are respectively located at the upper left track position and the lower right track position, and two tracks of the other track group are respectively located at the upper right track position and the lower left track position.

48. The method for organizing a track transportation system according to claim 46, wherein an intersection formed by two bidirectional track groups is superimposed within the height of two layers of tracks, one intersection is a basic intersection, the other intersection is a deformed intersection, the deformed intersection and the basic intersection are of the same type, in a cross-sectional plane perpendicular to the track direction, if two tracks of the basic intersection are respectively located at an upper left track position and a lower right track position, two tracks of the deformed intersection are respectively located at the upper right track position and the lower left track position, if two tracks of the basic intersection are respectively located at the upper right track position and the lower left track position, two tracks of the deformed intersection are respectively located at the upper left track position and the lower right track position, and the rest of the deformed intersection which is superimposed or collided with the basic intersection are changed to the lower empty track position or the upper empty track position at the superimposed or collided position.