CN216467749U - Rail transit and starting station thereof - Google Patents
Rail transit and starting station thereof Download PDFInfo
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- CN216467749U CN216467749U CN202121446274.5U CN202121446274U CN216467749U CN 216467749 U CN216467749 U CN 216467749U CN 202121446274 U CN202121446274 U CN 202121446274U CN 216467749 U CN216467749 U CN 216467749U
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Abstract
The application discloses a starting station of rail transit and rail transit, a first arrival line of the starting station is located between a first main line and a second main line, a second arrival line is located between the first arrival line and the second main line, the first main line is connected to the head end of the first arrival line through a first crossover, the tail end of the first main line is connected to the tail end of the first arrival line through a second crossover, a third crossover is respectively connected with the head end of the second arrival line and the head end of the second main line, the tail end of the second arrival line is connected to the second main line through a fourth crossover, one or two island platforms are arranged between the first main line and the second main line, and vehicle sections are respectively connected with the tail end of the first arrival line, the second crossover, the third crossover and the head end of the second arrival line. By adopting the arrangement form, the distance between the first positive line and the second positive line is reduced, and the construction cost is reduced.
Description
Technical Field
The application relates to the field of urban rail transit line design, in particular to a rail transit starting station and rail transit.
Background
At present, the station arrangement type of high-speed magnetic suspension rail transit is researched by referring to the station arrangement type of rail transit such as subways and light rails on the basis of low-speed magnetic suspension, the high-speed magnetic suspension is in an early research stage, and the station arrangement type has no specific standard.
The high-speed magnetic levitation design speed is much higher than that of the existing high-speed railway applied in large scale, as shown in fig. 5, the underground double-tunnel end type starting station is three-platform and four-wire, two positive wires b are arranged in an outsourcing mode adjacent to the island type platform 41, the end of the positive wire b is connected to the vehicle section 51, and a return wire 61 is arranged between the two positive wires b. This arrangement meets basic transportation requirements and driving safety, but the three island platforms 41 are all located between two positive lines b, and the positive lines b have too large space, resulting in waste of engineering.
SUMMERY OF THE UTILITY MODEL
In view of this, an object of the embodiments of the present application is to provide a rail transit and an origin station thereof, so as to solve the problem of an excessively large distance between two positive lines in the prior art.
In order to solve the above problem, an aspect of an embodiment of the present application provides an origin station of rail transit, including:
a first positive line configured as an inbound direction;
a second positive line configured in an outbound direction;
a first arrival line between the first positive line and the second positive line;
a second arrival line between the first arrival line and the second positive line;
a first crossover line through which the first positive line is connected to a head end of the first arrival line;
a second crossover line through which an end of the first positive line is connected to an end of the first hairline;
the third crossover line is respectively connected with the head end of the second arrival line and the head end of the second positive line;
a fourth cross line through which the end of the second hairline is connected to the second positive line;
an island station, one or two of said island stations being disposed between said first positive line and said second positive line; and
and the vehicle section is respectively connected with the tail end of the first arrival line, the second crossover line, the third crossover line and the head end of the second arrival line.
Further, the origination station further includes a return line, and a head end of the first departure line is connected to a tail end of the second departure line through the return line.
Further, the head ends of the return line, the first crossover line and the first arrival line share the same node; and/or the terminal of the return line, the fourth crossover line and the second arrival line share the same node.
Further, the fold back line is located on an extension of the first crossover line, or the fold back line is located on an extension of the fourth crossover line.
Further, two of said island stations are disposed between said first positive line and said second positive line, one of said island stations being located between said first positive line and said first arrival line, the other of said island stations being located between said second arrival line and said second positive line.
Further, the origination station further comprises:
the third arrival line and the first arrival line are respectively positioned at two sides of the first positive line;
the fourth arrival line and the second arrival line are respectively positioned at two sides of the second positive line;
a fifth crossover line through which the first positive line is connected to a head end of the third arrival line;
a sixth cross line through which the end of the third hairline is connected to the second cross line;
a seventh crossover line, through which the third crossover line is connected to the head end of the fourth arrival line; and
an eighth cross-line through which an end of the fourth hairline is connected to the second positive line;
the island stations are three, and one island station is arranged between the first positive line and the third arrival line, between the first arrival line and the second arrival line, and between the second positive line and the fourth arrival line.
Further, the sixth crossover line is located on an extension line of the second crossover line; and/or the seventh crossover line is positioned on the extension line of the third crossover line.
Further, the fifth crossover line and the first crossover line share the same node on the first positive line; and/or
The fourth crossover line and the eighth crossover line do not share the same node on the second positive line.
Further, the vehicle section includes a first vehicle section line and a second vehicle section line, the first vehicle section line is connected with the tail ends of the second crossover line and the first departure line respectively, and the second vehicle section line is connected with the head ends of the third crossover line and the second departure line respectively;
the origination station further includes at least one ninth crossover line through which the first vehicle segment line and the second vehicle segment line are connected.
In another aspect of the embodiments of the present application, a rail transit is provided, which includes the above-mentioned origin station.
Further, the rail transit is magnetic suspension rail transit; and/or the starting station is of an underground double-hole type, and the first positive line and the second positive line penetrate through a single hole respectively.
According to the starting station of the rail transit and the rail transit provided by the embodiment of the application, a first positive line of the starting station is connected to the head end of a first arrival line through a first crossover, the tail end of the first positive line is connected to the tail end of the first arrival line through a second crossover, a third crossover is respectively connected with the head end of a second arrival line and the head end of a second positive line, the tail end of the second arrival line is connected to the second positive line through a fourth crossover, one or two island-type platforms are arranged between the first positive line and the second positive line, and vehicle sections are respectively connected with the tail end of the first arrival line, the second crossover, the third crossover and the head end of the second arrival line. Because set up one or two island formula platforms between first main line and the second main line, compare with current originating station, the originating station of this application reduces the interval between first main line and the second main line when satisfying the same transportation organization demand, reduces originating station's construction cost.
Drawings
Fig. 1 is a schematic structural diagram of an origin station of a first rail transit according to an embodiment of the present application;
fig. 2 is a schematic structural diagram of an origin station of a second rail transit provided in an embodiment of the present application;
fig. 3 is a schematic structural diagram of an origin station of a fourth rail transit according to an embodiment of the present application;
fig. 4 is a schematic structural diagram of an origin station of a fifth rail transit provided in the embodiment of the present application; and
fig. 5 is a schematic structural diagram of an origin station of rail transit in the prior art.
Description of reference numerals:
a-existing origin station, b-plus line;
11-first positive line, 12-second positive line;
21-first arrival line, 22-second arrival line, 23-third arrival line, and 24-fourth arrival line;
31-a first crossover, 32-a second crossover, 33-a third crossover, 34-a fourth crossover, 35-a fifth crossover, 36-a sixth crossover, 37-a seventh crossover, 38-an eighth crossover, 39-a ninth crossover;
41-island station;
51-vehicle section, 511-first vehicle section line, 512-second vehicle section line;
61-fold line;
100-an origination station.
Detailed Description
The following detailed description of embodiments of the present application refers to the accompanying drawings.
It should be noted that, in the present application, technical features in examples and embodiments may be combined with each other without conflict, and the detailed description in the specific embodiment should be understood as an explanation of the gist of the present application and should not be construed as an improper limitation to the present application.
In the description of the present application, the terms "head end" and "tail end" refer to end regions of the reach near the ends of the line. Reference to the terms "first/second" merely distinguishes similar objects and does not denote a particular order, but rather the terms "first/second" and "first/second" are interchangeable, where permissible, for enabling embodiments of the application described herein to be practiced in other than the order shown or described herein.
In the description of the present application, the orientation or positional relationship is based on the orientation or positional relationship shown in the drawings. It is to be understood that such directional terms are merely for convenience in describing the present application and for simplicity in description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the present application.
As shown in fig. 1 to 4, an origin station 100 of rail transit includes a first straight line 11, a second straight line 12, a first arrival line 21, a second arrival line 22, a first transition line 31, a second transition line 32, a third transition line 33, a fourth transition line 34, an island platform 41 and a vehicle segment 51. Wherein the first straight line 11 is configured in an inbound direction, the second straight line 12 is configured in an outbound direction, the first arrival line 21 is located between the first straight line 11 and the second straight line 12, the second arrival line 22 is located between the first arrival line 21 and the second straight line 12, the first straight line 11 is connected to a head end of the first arrival line 21 through a first crossover 31, a tail end of the first straight line 11 is connected to a tail end of the first arrival line 21 through a second crossover 32, third crossover 33 is connected to a head end of the second arrival line 22 and a head end of the second straight line 12 respectively, a tail end of the second arrival line 22 is connected to the second straight line 12 through a fourth crossover 34, one or two island 41 are provided between the first straight line 11 and the second straight line 12, and the vehicle sections 51 are connected to the tail end of the first arrival line 21, the second crossover 32, the third crossover 33 and the head end of the second arrival line 22 respectively.
Specifically, one or two island platforms 41 are disposed between the first main line 11 and the second main line 12, for example, two island platforms 41 (see fig. 1) are disposed between the first main line 11 and the second main line 12, the first arrival line 21 and the second arrival line 22 are both located between the first main line 11 and the second main line 12, one island platform 41 is located between the first main line 11 and the first arrival line 21, and the other island platform 41 is located between the second main line 12 and the second arrival line 22, so that the efficiency of getting on and off passengers is improved and the time is saved by the two island platforms 41. Alternatively, an island station 41 (see fig. 3) is disposed between the first and second positive lines 11 and 12, the island station 41 being located between the first and second outgoing lines 21 and 22. The vehicle section 51 connects the end of the first through-hair line 21, the second crossover line 32, the third crossover line 33, and the head end of the second through-hair line 22, respectively. Compared with the prior art originating station a, the originating station 100 of the embodiment of the present application reduces the distance between the first main line 11 and the second main line 12 while satisfying the transportation requirement of four lines, and reduces the construction cost of the originating station 100.
In one implementation, as shown in fig. 2, the origination station 100 further includes a return line 61, and the head end of the first through-hair line 21 is connected to the tail end of the second through-hair line 22 through the return line 61. Specifically, the first crossover line 31 connects the first main line 11 and the head end of the first arrival line 21, and the return line 61 connects the head end of the first arrival line 21 and the tail end of the second arrival line 22, so that the train on the first main line 11 travels into the second arrival line 22 for operation. By providing the return line 61, the forward return operation of the origin station 100 is realized, and the length of the station platform is shortened to reduce the station scale. For example, a train located on the first main line 11 enters the second arrival line 22 via the first crossover 31 and the turnaround line 61, and after getting on or off, a passenger enters the second main line 12 via the fourth crossover 34, thereby performing a turnaround operation of the train.
In one embodiment, as shown in fig. 2, the return line 61, the first crossover line 31 and the first end of the first arrival line 21 share the same node, and the return line 61, the fourth crossover line 34 and the second arrival line 22 share the same node. Specifically, the head ends of the first to third switch lines 21 are connected to the first crossover line 31 and the return line 61, respectively, through a fourth switch C4. The ends of the second to the origin line 22 are connected to the return line 61 and the fourth crossover line 34, respectively, by a sixth switch C6. The same node connection arrangement is adopted, the line length can be reduced, the station engineering is reduced, the number of turnouts is reduced, and the turnout working efficiency is improved.
Specifically, the fold back line 61 is located on an extension of the first crossover 31, or the fold back line 61 is located on an extension of the fourth crossover 34. During the turning-back operation, the smooth connection between the turning-back line 61 and the first crossover line 31 is ensured, so that the train can run smoothly.
Specifically, the train operation at the origin station 100 of fig. 2 is explained as follows:
the first main line 11 reaches the job: the train on the first main track 11 enters the main track in the station on the first main track 11 through the second switch C2 to arrive at the island 41, and after the passengers get off the train, the train enters the train section 51 through the fifth switch C5 and the first switch C1 to leave the station, thereby completing the arrival operation of the first main track 11.
Second main line 12 initiates the job: the train on the train section 51 drives into the third crossover 33 via the first switch C1 and then directly into the intra-station main line of the second main line 12 to reach the island platform 41. After the passengers get on the train, the train drives into the second main line 12 through the eighth switch C8, leaves the station, and completes the initial operation of the second main line 12.
Turning back before the first straight line 11 is transferred to the second straight line 12: the train on the first main track 11 enters the first arrival track 21 or the intra-station main track of the first main track 11 via the second switch C2, and arrives at the island 41. After the passengers get off the train, the train enters the train section 51 through the fifth switch C5 and the first switch C1. The train on the train section 51 runs in reverse, passes through the first turnout C1, enters the third crossover line 33, directly enters the station main line of the second main line 12 or enters the second departure line 22, and reaches the island platform 41. After the passengers get on the train, the train enters the second main line 12 through the eighth switch C8, leaves the station, and completes the forward return operation.
And (3) turning back after the first straight line 11 is transferred to the second straight line 12: the train on the first main track 11 passes through the second switch C2, the fourth switch C4 and the sixth switch C6, and then enters the second arrival track 22 to reach the island 41. After passengers get on and off the train, the train runs in reverse direction, runs into the fourth crossover 34 through the sixth turnout C6, runs into the second main line 12 through the eighth turnout C8, leaves the station and completes the turn-back operation before the station.
In one embodiment, as shown in FIG. 4, the origination station 100 further includes a third through hair line 23, a fourth through hair line 24, a fifth cross-line 35, a sixth cross-line 36, a seventh cross-line 37, and an eighth cross-line 38. Wherein, the third to the hair line 23 and the first to the hair line 21 are respectively located at both sides of the first positive line 11, the fourth to the hair line 24 and the second to the hair line 22 are respectively located at both sides of the second positive line 12, the first positive line 11 is connected to the head end of the third to the hair line 23 through the fifth transition line 35, the tail end of the third to the hair 23 is connected to the second transition line 32 through the sixth transition line 36, the third transition 23 is connected to the head end of the fourth to the hair line 24 through the seventh transition line 37, the tail end of the fourth to the hair line 24 is connected to the second positive line 12 through the eighth transition line 38, there are three island-type stations 41, and one island-type station 41 is arranged between the first positive line 11 and the third to the hair line 23, between the first to the hair line 21 and the second to the hair line 22, and between the second positive line 12 and the fourth to the hair line 24.
Specifically, the train operation at the origin station 100 in fig. 4 is explained as follows:
the first main line 11, the second main line 12, the first departure line 21, the second departure line 22, the arrival operation, and the return operation of the first main line 11 to the second main line 12 are all the same as the originating station type in fig. 3.
The fourth to originating line 24 originates the job: the train on the train section 51 drives into the fourth arrival line 24 through the thirteenth switch C13, the fifteenth switch C15 and the seventh transition line 37, and after the passengers get on the train, the train drives into the second arrival line 12 through the tenth switch C10 along the eighth transition line 38, thereby completing the arrival operation of the fourth arrival line 24.
In one embodiment, the sixth crossover line 36 is located on the extension of the second crossover line 32 and the seventh crossover line 37 is located on the extension of the third crossover line 33. Specifically, the sixth crossover 36 is smoothly connected to the second crossover 32, for example, a train on the third arrival-departure line 23 smoothly enters the second crossover 32 through the sixth crossover 36. The seventh cross line 37 is smoothly connected to the third cross line 33, for example, a train passing through the third cross line 33 smoothly enters the fourth arrival line 24 through the seventh cross line 37, thereby allowing the train to smoothly run.
In particular, the fifth crossover 35 shares the same node with the first crossover 31 on the first positive line 11, and the fourth crossover 34 and the eighth crossover 38 do not share the same node on the second positive line 12. Specifically, the fifth crossover 35 and the first crossover 31 are connected to the first main line 11 through the double-open second switch C2, the eighth crossover 38 is connected to the second main line 12 through the single-open tenth switch C10, the fourth crossover 34 is connected to the second main line 12 through the single-open eighth switch C8, and the eighth switch C8 and the tenth switch C10 are located at different positions on the second main line 12, so that the length of the station apron is effectively shortened, and the construction cost is saved.
In an embodiment, as shown in fig. 4, the vehicle section 51 comprises a first vehicle section line 511 and a second vehicle section line 512, the first vehicle section line 511 is connected with the end of the second transition line 32 and the first to the origin line 21, respectively, the second vehicle section line 512 is connected with the head end of the third transition line 33 and the second to the origin line 22, respectively, the origination station 100 further comprises at least one ninth transition line 39, and the first vehicle section line 511 and the second vehicle section line 512 are connected by the ninth transition line 39.
Specifically, the first vehicle section line 511 is connected to the second vehicle section line 512 through a ninth crossover 39 to realize train leaving and leaving on the first vehicle section line 511, the second vehicle section line 512 is connected to the first vehicle section line 511 through another ninth crossover 39 to realize train entering and leaving on the second vehicle section line 512, and with the above arrangement, the accommodating number of trains in the vehicle section 51 is increased, and the efficiency of the vehicle section 51 is improved. For example, the passengers get on the first main line 11 to the island platform 41 and get on the second vehicle section line 512 via the ninth switch C9, the ninth crossover 39 and the third switch C3 after getting off the train, or the passengers get on the first main line 11 to the island platform 41 and get on the first vehicle section line 511 via the ninth switch C9 and the third switch C3 after getting off the train, so that the first vehicle section line 511 and the second vehicle section line 512 can both accommodate the trains. The train on the first vehicle section line 511 drives into the second main line 12 through a fifth turnout C5, a ninth crossover 39, a seventh turnout C7 and a thirteenth turnout C13 to finish the starting operation; alternatively, the train on the second vehicle section line 512 drives into the second positive line 12 via the first switch C1, the seventh switch C7, and the thirteenth switch C13, thereby performing the starting operation of the first vehicle section line 511 and the second vehicle section line 512.
At present, the existing civil construction technology and system construction technology of the normal magnetic levitation need to be broken through and innovated, and particularly, a design speed target value of 600 kilometers per hour of speed per hour and the operation requirement of the high-speed magnetic levitation rail transit at the speed are required to be achieved, and a plurality of technical problems exist in the engineering construction application stage and need to be researched and solved. In view of the above, in another aspect of the embodiments of the present application, there is provided a rail transit, including the origin station 100 of any one of the above.
In one embodiment, the rail traffic is magnetic levitation rail traffic. The rail transit provided by the embodiment of the application can meet the requirements of high speed, rapidness, safety, reliability and low station common cost of a high-speed maglev train station. The starting station 100 is of an underground double-hole type, and the first main line 11 and the second main line 12 are respectively arranged in a single hole in a penetrating manner. The magnetic suspension rail transit provided by the application has the advantages that the structure of the starting station 100 is compact, the operation function is reasonable, the magnetic suspension rail transit is suitable for selecting the station site in the underground route selection process, the investment cost can be reduced, the construction risk is reduced, and the operation safety is improved.
The above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof; such modifications and substitutions do not depart from the spirit and scope of the corresponding technical solutions as claimed herein.
Claims (11)
1. An origin station for rail transit, comprising:
a first positive line configured as an inbound direction;
a second positive line configured in an outbound direction;
a first arrival line between the first positive line and the second positive line;
a second arrival line between the first arrival line and the second positive line;
a first crossover line through which the first positive line is connected to a head end of the first arrival line;
a second crossover line through which an end of the first positive line is connected to an end of the first hairline;
the third crossover line is respectively connected with the head end of the second arrival line and the head end of the second positive line;
a fourth cross line through which the end of the second hairline is connected to the second positive line;
an island station, one or two of said island stations being disposed between said first positive line and said second positive line; and
and the vehicle section is respectively connected with the tail end of the first arrival line, the second crossover line, the third crossover line and the head end of the second arrival line.
2. The origination station of claim 1, further comprising a return line, wherein a head end of the first departure line is connected to a tail end of the second departure line through the return line.
3. The origination station of claim 2, wherein the reentry line, the first crossover line and a head end of the first arrival line share a same node; and/or the terminal of the return line, the fourth crossover line and the second arrival line share the same node.
4. The origination station of claim 3, wherein the fold-back line is located on an extension of the first crossover or the fold-back line is located on an extension of the fourth crossover.
5. The origination station of claim 1, wherein two of said island stations are located between said first positive line and said second positive line, one of said island stations being located between said first positive line and said first negative line, the other of said island stations being located between said second negative line and said second positive line.
6. The origination station of any of claims 1-4, further comprising:
the third arrival line and the first arrival line are respectively positioned at two sides of the first positive line;
the fourth arrival line and the second arrival line are respectively positioned at two sides of the second positive line;
a fifth crossover line through which the first positive line is connected to a head end of the third arrival line;
a sixth cross line through which the end of the third hairline is connected to the second cross line;
a seventh crossover line, through which the third crossover line is connected to the head end of the fourth arrival line; and
an eighth transition line through which an end of the fourth arrival line is connected to the second positive line;
the island type platform is three, and one island type platform is arranged between the first positive line and the third arrival line, between the first arrival line and the second arrival line, and between the second positive line and the fourth arrival line.
7. The origination station of claim 6, wherein the sixth crossover is located on an extension of the second crossover; and/or the seventh crossover line is positioned on the extension line of the third crossover line.
8. The origination station of claim 6, wherein the fifth crossover and the first crossover share a same node on the first positive line; and/or
The fourth crossover line and the eighth crossover line do not share the same node on the second positive line.
9. The origination station of claim 6, wherein the vehicle segments comprise first and second vehicle segment lines, the first vehicle segment line connected to respective ends of the second cross-over line and the first departure line, the second vehicle segment line connected to respective head ends of the third cross-over line and the second departure line;
the origination station further includes at least one ninth crossover line through which the first vehicle segment line and the second vehicle segment line are connected.
10. A rail transit comprising an origin station according to any one of claims 1 to 9.
11. The rail transit according to claim 10, characterized in that it is a magnetic levitation rail transit; and/or the starting station is of an underground double-hole type, and the first positive line and the second positive line penetrate through a single hole respectively.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121446274.5U CN216467749U (en) | 2021-06-28 | 2021-06-28 | Rail transit and starting station thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121446274.5U CN216467749U (en) | 2021-06-28 | 2021-06-28 | Rail transit and starting station thereof |
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| Publication Number | Publication Date |
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| CN216467749U true CN216467749U (en) | 2022-05-10 |
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| CN202121446274.5U Active CN216467749U (en) | 2021-06-28 | 2021-06-28 | Rail transit and starting station thereof |
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