CN211032545U

CN211032545U - Efficient non-stop operation public transportation system

Info

Publication number: CN211032545U
Application number: CN201921436131.9U
Authority: CN
Inventors: 刘杰林
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-09-01
Filing date: 2019-09-01
Publication date: 2020-07-17
Anticipated expiration: 2029-09-01

Abstract

The application provides a high-efficient no-stop operation public transport system. The efficient non-stop running public traffic system is a rail traffic system, a power locomotive runs along a main rail, a train-removing rail is arranged in parallel outside the main rail at a station, a passing groove for the power locomotive to pass is formed between carriages at two sides of a hanging vehicle body, the train-removing rail is arranged on a vertical surface, two ends of the train-removing rail smoothly extend upwards from the main rail to the middle part to form an arc-shaped bulge, and the highest bulge height is not lower than the separation operation height of the hanging vehicle body and a push-hanging mechanism of a power machine workshop. The technical scheme makes passengers get on or off the train in the continuous running of the locomotive become a reality, and provides a novel traffic mode with high transportation efficiency for the public, wherein the traffic mode has no congestion, no waiting by a stop, no waiting by a traffic light, and no acceleration and deceleration. The passengers can get on or off the train in the continuous operation of the locomotive.

Description

Efficient non-stop operation public transportation system

Technical Field

The patent application relates to a public transportation system and an operation method thereof, in particular to a public transportation system combining vehicles, a track line for guiding the vehicles to operate and a station and a method thereof.

Background

Public transport provides open transportation vehicles and transportation networks for the masses, and effectively improves the transportation efficiency between regions in a batch carrying mode by optimizing and integrating lines and stations. The public transportation has far-reaching significance in reducing the utilization rate of private transportation vehicles in cities and towns with dense population and huge coverage areas, effectively reducing the road operation pressure and fuel consumption, and is a transportation choice for people to travel in an environment-friendly way by an integration mode.

Although advanced technical means are continuously emerging and deeply applied, public transport is superior to a plurality of vehicles on the operation priority level, and public transport special channels are also arranged in a plurality of cities, the existing various public transport systems are still difficult to become the first choice of passengers, one factor which must be considered in the optimization and integration of the public transport systems is convenient for passengers in an area range to go out, a plurality of stop stations are arranged along the planned route of an urban area, and the public transport vehicles must stop and send passengers to and from one station, so the operation time comprises a large amount of time for decelerating stop, waiting for getting on and off and accelerating start, and waiting for traffic lights and braking and starting time thereof at each intersection, the operation speed is limited, the operation efficiency is low, each passenger consumes a large amount of time cost, and besides the price advantage and the per-person operation cost are slightly obvious, compared with unit cars and private cars, people seek fast pace and high efficiency at present, and public transport is only a necessary supplement for people to go out and is not an optimal choice. However, the large increase of the number of the private cars and the units not only occupies limited traffic space, the existing traffic roads become more and more congested due to the difficulty in bearing the newly added loads, but also occupy parking spaces with large scale, the parking spaces further eat the traffic road space, so that the traffic in urban areas is congested and impassable, all vehicles are difficult to run in the rush hour, the technical performance of the vehicles is high, the vehicles are difficult to give full play, and people are increasing the traffic bills for various individual vehicles. The life index of residents is greatly discounted due to unsmooth and low efficiency of traffic travel, and the method only depends on the optimized planning of urban areas and traffic spaces, but cannot be basically realized in the scaled urban areas.

Compared with an urban public transport system, the efficiency of intercity public transport is not optimistic, although the development of the existing high-speed railways and highways is rapid, the time and space intervals among all regions are greatly reduced, the running efficiency of high-speed railways and high-speed railways is further improved, the existing method can only start with speed increase, but the space for speed increase is limited, the technical difficulty is high, and the technical investment, capital investment, engineering cost and the environmental risk and safety risk faced by the speed increase by one step are increased in geometric progression.

Disclosure of Invention

The invention aims to solve the technical problem that passengers can get on and off the bus without stopping, and the passengers can get on and off the bus in a running state all the time when the passengers drive the bus.

The application provides a high-efficient no stop operation public transport system technical scheme, its main technical content is: a high-efficient no-stop operation public transportation system is a rail transportation system, which comprises a main rail of each station along the road in series, a power locomotive running on the main rail, a hanging vehicle body and a derailing rail of each station, wherein the hanging vehicle body is formed by connecting two symmetrical side compartments by a top beam frame, the lower parts of the side compartments are wheels corresponding to the derailing rails, a passing groove which is consistent with the outer contour of a power locomotive and is penetrated by the power locomotive is arranged between the two side compartments, the hanging vehicle body is hung on the power locomotive, and the power locomotive is driven to run by a pushing and hanging mechanism between the two vehicles; the off-track is a guide track parallel to the main track at the outer side of the main track, the track is arranged on a vertical surface, two ends of the track smoothly extend upwards from the position not higher than the main track to the middle part to form an arc-shaped bulge, and the highest bulge height is not lower than the separation operation height of the hanging vehicle body from the power locomotive to the position where the hanging pushing mechanism between the two vehicles is separated.

In a preferred embodiment of the present invention, the magnets having the same polarity are fixed to the front and rear end faces of the trailer body.

In a preferred technical means of the above-mentioned overall technical solution, the side compartment is divided into a plurality of single spaces by the partition frame along the length direction, doors are disposed on the inner side and the outer side of the single spaces, and passenger doors corresponding to the positions of the doors of the hitching vehicle body are disposed on both sides of the power locomotive.

According to one preferable technical means of the whole technical scheme, the push-hang mechanism comprises a baffle plate and a top disc, the baffle plate and the top disc are respectively arranged on the put-on vehicle body and the power locomotive, the baffle plate and the top disc correspond to each other along the advancing direction, and a buffer pressure spring is arranged on a sliding rod at the rear part of the top disc and assembled on a sliding support. The pushing and hanging mechanism can be arranged at the matching installation positions of the two sides of the power locomotive and the side compartment of the hanging locomotive body, or the installation position of the top of the power locomotive and the roof beam frame of the hanging locomotive body.

The technical scheme of the efficient non-stop operation public transportation system disclosed by the patent application is that each station stops a to-be-sent hanging vehicle body, a power locomotive always keeps a non-stop continuous operation state, the power locomotive body is hung on the hanging vehicle body, the hanging vehicle body on the power locomotive body automatically breaks away when the power locomotive enters the station, the hanging vehicle body originally stopped at the station is pushed by forward power and slides down along a derailing rail to move forward and is hung on the power locomotive just unloaded before the station exit end, and the power locomotive and the unloading rail jointly move forward, wherein passengers get off the vehicle by the separated hanging vehicle body and get on the vehicle by the to-be-sent hanging vehicle body, so that the passengers can get on and off the vehicle in the continuous operation of the locomotive, the technical problem that technical personnel are troubled to get on and off the vehicle in the non-stop operation is solved, and the non-jam public is provided, The novel traffic mode of high transportation efficiency when no parking by a station waits, no traffic lights waits, no acceleration and deceleration uses makes traffic operation power really become the smooth and easy flow delivery vehicle of passenger or goods, and operating efficiency obtains the biggest optimization, greatly shortens people's traffic time, has satisfied the urgent need that urban traffic carried efficiency development, lets current subway traffic, private car etc. all look at the dust and reach, provides the traffic mode of a novel swift trip for the urban mass that car density, passenger traffic are big.

Drawings

FIG. 1 is a partial block diagram of the system at each station of the present patent application, also showing the schematic diagram of the process of disengaging the hitching vehicle body from the power locomotive and hitching the hitching vehicle body to the trailer to be dispatched.

Fig. 2 is a schematic structural diagram of a track portion of the present patent application.

Fig. 3 is an exemplary architectural diagram of the present patent application covering an urban area.

Fig. 4 is a view showing the horizontal and vertical main rail height layering structure of fig. 3.

FIG. 5 is a cross-sectional view of the power vehicle in a state of being engaged with a trailer body.

Fig. 6 is a top view structural diagram of an embodiment of the pushing and hanging mechanism.

Fig. 7 is a bottom view of fig. 6.

FIG. 8 is a view showing the end structure of the trailer body.

FIG. 9 is a side view of the body of the trailer.

Detailed Description

The utility model discloses a public transport system of high-efficient no stop operation, for rail transit system, its systematic composition includes the power locomotive 3 on the main rail 1 of traveling, the main rail 1 of serial station along the way, still including the rail 2 that takes off of putting on a tractor body 9 and setting at each station. The main rail 1 is a running rail of the power locomotive 3, can be a rail between an initial station and a terminal station, and is preferably an annular rail connected end to end for realizing continuous uninterrupted running, as shown in the schematic diagram of fig. 2, and the track of the main rail 1 can be limited to have the slowly-changed direction change of an angle bypassing a straight running obstacle according to the actual urban building or geographic conditions.

Taking an urban area as an example, as shown in fig. 3, a set of three-dimensional traffic network is formed by spatially crossing a plurality of east-west main rails 10 and a plurality of south-north main rails 11, the traffic network can be set according to a planning layout after the whole relative east-west-south-north deflection angle of the regional condition, a station 5 is established at the intersection point of the two main rails, the two main rails are arranged in an upper-lower layered manner according to the building floor height, and passengers can conveniently transfer from upper to lower and from middle to riding by an elevator and an auxiliary step between two layers.

The primary rail 1 is the running rail of the power locomotive 3. The distance between each station 5 along each main track 1 is set according to factors such as traffic administration planning layout, resident centralized position, coverage and the like, and the main tracks 1 are connected with the stations 5 along the tracks. The station of each main rail stops the hanging vehicle body 9a to be launched, and before the power locomotive 3 enters the station, the passengers and hauled articles to be taken by the train enter the hanging vehicle body 9a to be launched.

The hanging vehicle body is formed by connecting a top beam frame A5 with two side carriages A1 and A2 extending along the track direction, the two side carriages A1 and A2 are positioned at the outer side of the power locomotive 3 in the track direction, a passing groove A3 of the power locomotive 3 is formed between the two side carriages A1 and A2, the inner contour of the section of the passing groove 3 is consistent with the outer contour of the section of the power locomotive 3, and the contour shapes of the two are preferably trapezoidal, so that the two can be conveniently lapped and separated from each other. The lower parts of the side compartments A1 and A2 are provided with wheels A4 corresponding to derailments.

The pushing and hanging mechanism is an operation mechanism which is matched with the off-track 2 to realize the hanging and the separation of the hanging vehicle body 9 and the power locomotive 3. The outside of the main rail of each station 5 is provided with a section of off-track 2, the off-track 2 is a running guide rail of a hitching vehicle body 9, which is an operation guide rail for forcing the hitching vehicle body 9 hitched on the power locomotive 3 to be separated from the power locomotive 3 and then switching the station 5 to stop the hitching vehicle body 9a to be launched, and is one of the structural guarantees that the power locomotive 3 can finish the passengers getting on and off the train without stopping. The derailing rail 2 is a track parallel to the main rail 1 at the outer side of the main rail 1 and extends from the station-entering end to the station-exiting end, as shown in fig. 1, on the vertical surface, two ends of the derailing rail 2 are smoothly raised to the middle part from no higher than the main rail 1 relative to the main rail 1, the highest projection height is not lower than the separation operation height h of the separation of the hanging mechanism between the hanging vehicle body 9 and the power locomotive 3, the separation operation height h can be designed to be about 20cm actually, that is, the highest projection height of the derailing rail 2 relative to the main rail 1 is not lower than 20 cm.

The off-track 2 of each station is stopped with a to-be-launched hanging vehicle body 9 a. The pending hitching vehicle body 9a is preferably stopped at the position where the highest projection of the derailing rail 2 is engaged with the descending slope. When each power locomotive 3 runs normally, a hanging locomotive body 9 is hung on the locomotive.

The push-hang mechanism is a second structural guarantee that the power locomotive 3 continuously operates towards the next station without stopping by separating and hanging the hanging locomotive body 9 from the power locomotive 3. The embodiment of the present invention is directed to a structure of the pushing and hanging mechanism 6, and the pushing and hanging mechanism 6 is not limited to the structure shown in the present embodiment. As shown in fig. 6 and 7, the push-on-hook mechanism includes a baffle 61 and a top disc 62, the baffle 61 and the top disc 62 are respectively installed on the trailer body 9 and the power locomotive 3, and correspond to the front-rear position in the traveling direction, specifically, as shown in fig. 6 and 7, the trailer body 9 is in a matching state with the push-on-hook mechanism on the power locomotive 3, the baffle 61 is installed on the bottom of the side compartment of the trailer body 9 or on the top beam frame a5, the top discs 62 are installed on two symmetric sides of the power locomotive 3 or on the roofs corresponding to the positions of the baffle 61 of the top beam frame a5, in order to buffer the impact force when the power locomotive 3 and the trailer body 9 are in matching as much as possible, the top disc 62 is provided with a buffer compression spring 63 on a sliding bracket, the end face of the top disc 62 is provided with a buffer rubber pad 64, or the top disc 62 is provided with an outer rubber-coated fixed pulley on the end face, so as to reduce the.

The passenger transfer method without stop running is as follows:

1) the highest convex position of the derailing rail 2 of each station stops the to-be-launched hanging vehicle body 9a, and passengers to take the train enter the to-be-launched hanging vehicle body 9a before the power locomotive enters the station;

2) the power locomotive 3 connected by the push-hang mechanism and covered with a covered vehicle body 9 runs along the main rail, passengers to get off before entering the station enter the side compartments A1 and A2 of the covered vehicle body 9 from two sides and wait for getting off at the station;

3) 2) the power locomotive 3 continues to move forward along the main rail 1, the hitching vehicle body 9 on the vehicle body is driven to the departure rail 2 by the entering end, the power locomotive 3 is driven to gradually lift along the upper ramp of the departure rail 2 relative to the power locomotive 3 in height, when the highest protruding position of the departure rail 2 is reached, the two workshop hitching mechanisms are separated instantaneously, the power locomotive 3 continues to move forward through the passing groove A3 of the hitching vehicle body 9 after unloading, when the hitching vehicle body 9 is about to move up to the highest protruding position of the departure rail 2, the hitching vehicle body 9a to be launched moves forward rapidly and away from the highest protruding position along the lower ramp of the departure rail 2 under the combined action of the traveling inertia of the hitching vehicle body 9 at the rear part and the descending operation trend thereof, the hitching vehicle body 9 separated on the power locomotive 3 replaces the original hitching vehicle body 9a to be launched, and can be stopped at the station by the auxiliary braking device, becomes the new waiting hanging vehicle body 9 a. Passengers get off the train from the side cars A1 and A2, and passengers going to get on the train wait for the next power locomotive; the original to-be-launched hitching vehicle body 9a slides downwards along the derailing rail 2 to move forwards, the unloading power locomotive 3 gradually chases behind the original to-be-launched hitching vehicle body is close to the height, when the unloading power locomotive reaches the exit end of the derailing rail 2, the power locomotive 3 already drills into the original to-be-launched hitching vehicle body through groove A3, the top disc 62 of the pushing and hanging mechanism abuts against the baffle 61 of the hitching vehicle body 9 to realize that two vehicles are hung, the original to-be-launched hitching vehicle body 9a is hung on the power locomotive 3 to become the hitching vehicle body 9 which moves forwards along the main rail to the next station along with the power locomotive 3, passengers on the hitching vehicle body 9 enter the power locomotive 3 from the side carriages A1 and A2, and passengers getting off the station enter the empty side carriages A1 and A2 to wait for getting off, and the process is repeated.

Before and just after separation, the draping vehicle body 9 of the power locomotive 3 has stronger advancing inertia, and the draping vehicle body 9a to be launched runs forward quickly under the comprehensive action of the advancing inertia and the descending trend of the draping vehicle body per se along the descending slope of the derailing rail 2. In order to avoid the impact and mechanical damage caused by direct mechanical impact between the two hitching car bodies, the two workshops can adopt an inertia transmission structure of indirect mechanical impact, as shown in fig. 8, magnets 19 with the same polarity are fixed on the front end surface and the rear end surface of each hitching car body 9, and the inertia kinetic energy is transmitted in a non-contact way by the principle that the magnets 19 with the same polarity of the front hitching car body and the rear hitching car body repel each other.

As can be seen from the above, since the hitching vehicle body 9 is a transfer car for passengers to get on or off the vehicle, and the passengers are prepared to get on or off the vehicle by facing toward the power locomotive 3, the widths of the side cars a1 and a2 are designed to be appropriate in accordance with the accommodation amount of the width of the side body of the human body, so that the hitching vehicle body 9 has a small size and light weight as a whole while satisfying the use requirement. In order to shorten the time of passenger transfer and improve the efficiency of passenger getting on and off, the side boxes A1 and A2 of the hitching vehicle are divided into a plurality of single spaces 18 by a partition frame 17 in the length direction, the inner side and the outer side of each space 18 are provided with

doors

12 and 13, and the two sides of the power locomotive 3 are provided with passenger doors 33 corresponding to the positions of the doors of the hitching vehicle 9. The multi-door structure of the power locomotive 3 and the hanging locomotive body 9 enables passengers to be uniformly dispersed on two sides of the locomotive body, one passenger is positioned at each door to realize smooth and quick getting-on and getting-off, the passenger to get-off is further strided into a side carriage of the hanging locomotive body 9 by the power locomotive 3 between getting-in stations, and after the hanging locomotive body 9 is stably stopped, the passenger strides over a platform by the side carriage and gets out of the platform; after the passenger who wants to get on the train has got on the train body 9a to be launched and stopped at the station 5 and is stably combined with the power locomotive 3, the service personnel opens the inner side door of the side compartment of the train body 9 and the door of the power locomotive 3, and the passenger can enter the compartment of the power locomotive 3 from the side compartment by one step to start the self-travel. The doors are preferably provided with a roller shutter door which occupies a minimum space, and the side-compartment outside door 13 may be a folding door or a side-by-side door. In the power locomotive 3, the seat 31 is arranged at the center of the compartment and is provided with a passage 30 for passengers to pass through.

When the power locomotive 3 drives into the hanging vehicle body 9 along the through groove A3, the impact air flow is discharged outwards from the air flow turning plate or the air flow hole, so that the air flow buffering is realized, and the air flow impact in the through groove A3 is reduced.

In the working process, the power locomotive 3 is always kept in a forward state in the whole process, the technical problem that passengers of the power locomotive continuously take the bus up and down is solved, the passengers do not need to wait for the stop at a station, traffic lights at a crossing, and the speed of the passengers is increased and reduced, the running of the power locomotive 3 is always kept in a barrier-free and congestion-free state, and the traffic mode is a novel traffic mode with high transportation efficiency.

Claims

1. A high-efficient no-stop operation public transport system, for the rail transport system, including the main rail (1) of each stop (5) along the way in series, the power locomotive (3) that runs on the main rail, characterized by that, also include putting on and hanging the car body (9) and taking off the car rail (2) of each stop (5), said put on and hanging the car body (9) and connect two symmetrical side carriages (A1, A2) by the roof beam support (A5) and form, the side carriage (A1, A2) inferior part is the wheel (A4) corresponding to taking off the car rail (2), it is identical with the outer contour of the engine vehicle, power locomotive to pass through the trough (A3) between two side carriages (A1, A2), put on and hang on the power locomotive (3) to put on and hang the car body (9), the push and hang the mechanism between two cars and is driven by the power locomotive (3) to run; the off-track (2) is a guide track parallel to the main track at the outer side of the main track (1), the track is arranged on a vertical surface, the two ends of the track smoothly extend upwards from the position not higher than the main track to the middle part to form an arc-shaped bulge, and the highest bulge height is not lower than the off-operation height (h) of the off-hook vehicle body (9) which is lifted to the off-hook pushing mechanism between the two vehicles relative to the power locomotive (3).

2. A high efficiency mass transit system operating without down time as claimed in claim 1 wherein the main rail (1) is an endless track which is joined end to end.

3. A high-efficiency non-stop operation public transportation system as claimed in claim 1 or 2, characterized in that the three-dimensional transportation network is formed by the spatial crossing of the upper and lower layered transverse and longitudinal main rails, the station (5) is arranged at each crossing point, and transfer elevators and auxiliary steps are arranged between the layers.

4. A high efficiency, non-stop running public transportation system as claimed in claim 1 or 2, wherein magnets (19) of the same polarity are fixed to the front and rear ends of the hitching vehicle body (9).

5. A high-efficiency mass transit system without down time operation according to claim 1 or 2, wherein the push-hang mechanism comprises a baffle plate (61) and a top plate (62), the baffle plate (61) and the top plate (62) are correspondingly arranged on the body (9) of the trailer and the power locomotive (3) respectively along the advancing direction, and a buffer pressure spring (63) is arranged on a slide bar at the rear part of the top plate (62) and assembled on a sliding bracket.

6. A high efficiency mass transit system without stop operation according to claim 5 wherein the top plate (62) is provided at its end face with a cushion rubber (64) or a fixed pulley wrapped with a rubber ring.

7. An efficient non-stop operation public transportation system as claimed in claim 5, wherein the push-on-and-pull mechanism is provided at the fitting mounting position of the two sides of the power locomotive and the side compartment of the trailer body or the fitting mounting position of the top of the power locomotive and the top frame of the trailer body.

8. A high-efficiency non-stop running public transportation system as claimed in claim 1 or 2, wherein the side compartment (a 1, a 2) of the hitching vehicle is divided into a plurality of single spaces (18) by a dividing frame (17) in the length direction, doors (12, 13) are arranged on the inner side and the outer side of each single space (18), and passenger doors (33) corresponding to the positions of the doors of the hitching vehicle (9) are arranged on two sides of the power locomotive (3).

9. An efficient non-stop running public transportation system as claimed in claim 8, wherein the drapery body (9) has a plurality of door groups, and an independent space (16) is provided between adjacent door groups, and an air flow hole is provided on the inner body of the independent space (16) or an air flow flap opened to the side compartment (A1, A2) is hinged on the inner body of the independent space (16).