CN219056237U

CN219056237U - High-speed train combining direct train and connection train

Info

Publication number: CN219056237U
Application number: CN202223450377.6U
Authority: CN
Inventors: 冯静
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-12-25
Filing date: 2022-12-23
Publication date: 2023-05-23
Anticipated expiration: 2032-12-23
Also published as: CN116788291A

Abstract

The utility model discloses a high-speed train combining a direct train and a connection train, which relates to the field of rail transit and is characterized in that the high-speed train can be used for conveying passengers at all stations along the way to a station where the passengers want to arrive under the condition of not stopping. The high-speed train comprises a main train body, a direct train and a connection train, wherein the main train body runs on double rails; after the front and rear rows of main car bodies are connected, the direct train or the connection train can run in the main car bodies after the front and rear rows of main car bodies are connected. Wherein, the direct train and the connection train are provided with a plurality of seals; when the direct train and the connection train run in parallel, the direct train, the connection train and the seals form a closed space for isolating air flow to prevent suction effect so as to avoid collision of the two trains. When the direct train and the connection train run side by side, passengers are exchanged through the telescopic channel, so that passengers at all stations along the way can quickly reach the destination in a direct mode.

Description

High-speed train combining direct train and connection train

Technical Field

The utility model belongs to the field of transportation, and particularly relates to a passenger train.

Background

For the rapid speed of railway passenger transport, methods of increasing the speed of the vehicle, reducing the platform and shortening the stop time are generally adopted, which make the passengers on many small stations unable to express the rapid speed of the railway. Especially for short distance subways like subways, reducing the number of platforms is obviously less suitable. The subway consumes about half of the travel time in the aspects of getting on and off passengers, starting and getting off and decelerating, so that the speed of subway passenger transport is greatly restricted, and precious time of passengers is also consumed. For example, a typical design operation speed of a subway vehicle is 70 km, but the average speed can only be about 25 km due to the stop on the way. Patent CN2011100525542 (a high-speed train structure combining a single-track short-distance train and a direct train) attempts to solve the above-mentioned problems in terms of exchanging passengers without stopping the train, and the method is as follows: the direct train and the short-distance train are combined in high-speed movement, and passengers are exchanged from the side surfaces of the carriages, so that the passengers can be exchanged from a plurality of doors in a short time like a traditional train carriage, and passengers on the short-distance station can sit on the direct train to arrive at the destination station quickly. The train head and the carriage of the short-distance train run on a single rail, and the single rail is positioned at one side of the double rails of the direct train. However, the application of this prior art to subway systems has two problems, the first is: the existing tunnel needs to be expanded so as to increase a ground track of a short-distance subway, and the cost for solving the problem is high, but the period is long. The second problem is: when the direct train and the short-distance train are combined in high-speed movement, the air flow speed is increased due to the narrowing of the air passage between the two trains (see fig. 10, which is a schematic diagram in top view). According to Bernoulli principle, namely the velocity of flow is accelerated, pressure diminishes, and at this moment, can produce suction effect for the atmospheric pressure of two car outsides can force two cars to collide, perhaps makes two cars to suck the back, can't disengage. Examples of pumping effects in the daily life are: to avoid the danger of the pumping effect, passengers are often warned on the train platform away from the inbound train because the distance between the passengers and the inbound train is prevented from being too close, so that the air passage between the passengers and the train is suddenly narrowed, and the pumping effect is formed, which leads to the passengers being attracted by the train. This suction effect also often causes sailing accidents when two vessels are parallel on the sea, which can cause the two vessels to collide. The reason is that the water channel between the two ships is narrowed, so that the flow speed of water flow between the two ships is increased, the pressure is reduced, and the two ships collide due to the larger pressure on the outer sides of the two ships.

Disclosure of Invention

The utility model aims to provide a high-speed train combining a direct train and a connection train, which is suitable for a high-speed rail passenger transport system and a subway passenger transport system. The method is particularly applied to a subway system, can utilize the existing subway tunnel, does not need to increase the track, can combine a direct train and a connection train in high-speed movement, exchanges passengers without stopping, and improves the passenger transport speed. Meanwhile, the problem of collision or suction caused by the suction effect when the direct train and the connection train are combined in high-speed movement is solved.

The utility model is realized in the following way:

the double track on the ground is characterized in that: the double-track train is characterized by further comprising a main train body, a direct train and a connection train, wherein the main train body runs on the double tracks, and after the front train body and the rear train body are connected, the direct train or the connection train can run in the main train body after the front train body and the rear train body are connected.

Wherein, the direct train and the connection train are provided with a plurality of seals; when the direct train and the connection train run in parallel, the direct train, the connection train and the seals form a closed space for isolating air flow to prevent suction effect.

In practical application, the cross section of the main vehicle body is U-shaped or square-shaped or straight-line-shaped.

Specifically, the direct train and the connection train are arranged side by side and can be communicated with each other; the direct train and the connection train are arranged side by side and provided with gaps, and are mutually communicated through telescopic channels; the telescopic channel is arranged on the direct train or the connection train and can be used for communicating a gap between the direct train and the connection train.

In practical application, the main train body with the U-shaped cross section is provided with guide rails of the direct train and the connection train; correspondingly, the direct train and the connection train are provided with guide wheels and travelling wheels.

In practical application, the front part of the main vehicle body with the cross section in the shape of a Chinese character kou is provided with an openable windshield, and the rear part is provided with a connecting sleeve; after the front and rear rows of main car bodies are connected, the windshield of the rear row of main car bodies is opened in the connecting sleeve of the front row of main car bodies, and then the direct train or the connecting train can run in the front and rear rows of connected main car bodies.

In practical application, the middle part of the main train body with the cross section in a straight shape is provided with a guide rail of the direct train, and two sides of the main train body are respectively provided with a guide channel and a travelling channel of the connecting train; correspondingly, the direct train is provided with guide wheels and travelling wheels for the guide rails, and the connection train is provided with guide wheels and travelling wheels for the guide rails and the travelling rails.

Specifically, the telescopic channel consists of a telescopic frame, a telescopic sleeve and a telescopic cylinder or a telescopic oil cylinder; when the telescopic cylinder or the telescopic oil cylinder stretches, the telescopic frame and the telescopic sleeve are driven to move to form a channel; the telescopic sleeve is composed of a plurality of sleeve-shaped objects with different cross sections in a closed ring, and the material is hard material.

In practical application, the travelling wheel can be replaced by an air cushion sliding film.

In practical application, the main car body is provided with a plurality of movable balancing weights, and when the direct train or the connection train leaves the main car body, the balancing weights move to the position of the gap of the direct train or the connection train.

The use method of the high-speed train combining the direct train and the connection train comprises the steps that a first main train body carrying the direct train and a second main train body carrying the first connection train start from a first station sequentially and simultaneously, the direct train carries passengers getting off from all stations along a third station, and the first connection train carries passengers getting off from a second station; when the vehicle moves between the first station and the second station, the first main vehicle body continues to move at a high speed; the second main body is decelerated and then stopped to a second station, and passengers are exchanged at the second station to be combined with the subsequent other main body starting from the first station; when the second main train body carrying the first connection train runs at a reduced speed, the third main train body carrying the existing passengers on the second station starts and accelerates, and the highest speed after acceleration is lower than the speed of the first main train body; the first main car body passes over the second station and catches up with the third main car body; the first main car body is connected with the third main car body; thereafter, the direct train in the first main body is operated into the third main body, and the direct train exchanges passengers with the second connection train; then, the first main vehicle body runs at a reduced speed, and the third main vehicle body continues to run at a high speed, so that the first main vehicle body is separated from the third main vehicle body; stopping the vehicle to a third station after the first main vehicle body carrying the second connection train runs at a reduced speed, and repeatedly exchanging passengers and preparing for connecting with another main vehicle body running later; the third main car body carrying the direct train continues to run at a high speed, and the step of repeatedly catching up and connecting with the fourth main car body is repeated; the direct train and the connection train are combined in high-speed movement, passengers are exchanged from the side surfaces of the carriages, and the passengers can be exchanged from a plurality of doors in a short time like the conventional train carriages, so that passengers on the along-road stations can sit on the direct train to reach the destination station quickly, and the passing efficiency is improved.

Compared with the prior art, the utility model has the characteristics and beneficial effects that:

1. in the prior art, a rapid train system for passengers to get on or off without stopping usually needs two sets of parallel tracks (two sets of parallel double tracks or one set of double tracks plus one set of monorails), but the rapid train system can be realized by only one set of double tracks. The method is particularly applied to a subway system, can utilize the existing subway tunnel, does not need to increase the track, can combine a direct train and a connection train in high-speed movement, exchanges passengers without stopping, and improves the passenger transport speed.

2. After a plurality of seals are added on the direct train and the connection train, the problem of collision or suction caused by suction effect when the direct train and the connection train are combined in high-speed movement is solved.

Drawings

Fig. 1 is a general schematic view of embodiment 1 of the present utility model (in which the main vehicle body 1 is integrally shown in fig. 3).

Fig. 2 is a partial view a of fig. 1.

Fig. 3 is an overall schematic view of the main vehicle body of embodiment 1.

Fig. 4 is a partial view B of fig. 3.

Fig. 5 is a schematic diagram of the direct train of example 1.

Fig. 6 is a schematic diagram of an embodiment 1 docking train.

Fig. 7 is a sectional view of C-C in fig. 1.

Fig. 8 is a cross-sectional view F-F in fig. 1.

Fig. 9 is a general front schematic view of embodiment 1.

FIG. 10 is a schematic diagram of the air flow during travel of a vehicle in a high speed train configuration of a prior art combination of a monorail short haul train and a direct haul train.

Fig. 11 is a simplified schematic diagram 1 of the main body, direct train and connected train of the present utility model en route.

Fig. 12 is a simplified schematic diagram 2 of the main body, direct train and connected train of the present utility model en route.

Fig. 13 is a simplified schematic diagram 3 of the main body, direct train and connected train of the present utility model en route.

FIG. 14 is a schematic view of the main body, direct train and connected train of the present utility model as they meet at a track curve.

Fig. 15 is a partial enlarged view F of fig. 14.

Fig. 16 is a schematic perspective view of a telescoping tunnel.

Fig. 17 is an overall schematic diagram of a single train of embodiment 2 of the present utility model.

Fig. 18 is a schematic view (cross-sectional view) of the two trains of fig. 17 after being butted.

Fig. 19 is a partial enlarged view E in fig. 18.

Fig. 20 is a schematic front view of embodiment 3 of the present utility model.

Detailed Description

The utility model is further described with reference to the drawings and detailed description which follow:

it will be apparent that the described embodiments are some, but not all, embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model. In the description of the present utility model, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the embodiment 1, as shown in fig. 1 to 6, the subway is taken as an example, and the high-speed train combining a direct train and a connection train is provided, which comprises double rails on the ground and is characterized by further comprising a main train body 1, a direct train 2 and a connection train 3, wherein the main train body 1 runs on the double rails 99, and after the front main train body 1 and the rear main train body 1 are connected, the direct train 2 or the connection train 3 can run in the main train body 1 after the front main train body and the rear main train body are connected.

In this embodiment, a two-compartment structure is taken as an example for illustration, and more compartments may be provided in the implementation. From this analysis, the operation method of the high-speed train provided by the embodiment of the utility model is as follows:

(see fig. 11-13) the first main body 101 carrying the direct train 2 and the second main body 102 carrying the first connected train 301 are successively and simultaneously from the first station, the direct train 2 carries passengers getting off to the third station along the way, and the first connected train 301 carries passengers getting off to the second station; when traveling between the first station and the second station, the first main body 101 continues traveling at a high speed; the second main body 102 travels at a reduced speed and then stops to a second station, and the passengers are exchanged at the second station in preparation for being combined with another main body following from the first station; when the second main car body 102 carrying the first connection train 301 is in the decelerating running, the second connection train 302 carrying the existing passengers on the third main car body 103 at the second station is started and accelerated, and the highest speed after acceleration is lower than the speed of the first main car body 101; the first main body 101 passes over the second station, and catches up with the third main body 103 (see fig. 12, 1, and 2); the first main body 101 is connected to the third main body 103; thereafter, the direct train 2 in the first main body 101 is operated into the third main body 103, and the direct train 2 and the second docking train 302 exchange passengers; thereafter, the first main body 101 is run at a reduced speed (see fig. 13), and the third main body 103 is continued to run at a high speed, so that the first main body is separated from the third main body; after the first main vehicle body 101 carrying the second connection train 302 runs at a reduced speed, stopping to a third station, and repeating the steps of exchanging boarding and disembarking passengers and preparing for connection with another main vehicle body which is driven later; the third main body 103 carrying the direct train 2 continues to run at a high speed, and the steps of catching up and connecting with the fourth main body 104 are repeated; the direct train 2 and the connection train 3 are combined in high-speed movement, passengers are exchanged from the side surfaces of the carriages, and the passengers can be exchanged from a plurality of doors in a short time like a traditional train carriage, so that passengers on the along-way stations can sit on the direct train to reach the destination station quickly, and the passing efficiency is improved.

In practical application, the cross section of the main car body 1 applied to the subway system is U-shaped (see fig. 3 and 9), and a direct train 2 and a guide rail 6 for connecting the train 3 are arranged in the main car body; the track 6 is a concave groove or a T-shaped track (not shown): accordingly, guide wheels 61 (see fig. 9) and traveling wheels 63 are provided on the direct train 2 and the docking train 3. The main car body 1 is provided with a first long stop arm 13, a second long stop arm 14, a first short stop arm 15 and a second short stop arm 18 which can rotate and comprise a contact button 19; the contact button 19 is electrically connected with the main vehicle body 1; the head part 11 and the tail part 12 of the main vehicle body 1 are respectively provided with an electromagnetic connecting device 16 and a contact key 17, and the contact key 17 and the electromagnetic connecting device 16 are electrically connected with the main vehicle body 1; the first long blocking arm 13, the second long blocking arm 14, the first short blocking arm 15 and the second short blocking arm 18 fix the connecting train 3 and the direct train 2 in the main train body 1 when in a horizontal position, and the connecting train 2 and the direct train 3 can run in the main train body 1 when in a vertical position; the head 21 and the tail 22 of the direct train 2 are respectively provided with a key 23; the key 23 is electrically connected with the direct train 2; the head 31 and the tail 32 of the docking train 3 are respectively provided with a button 33, and the buttons 33 are electrically connected with the docking train 3; thus, the operation method in practical application is as follows: (FIGS. 11-13 are simplified schematic diagrams reflecting the operation of the present utility model) a first main body 101 carrying a direct train 2 and a second main body 102 carrying a first connected train 301, the direct train 2 carrying passengers down to the third station along each station, simultaneously starting from the first station, the first connected train 301 carrying passengers down to the second station; when traveling between the first station and the second station, the first main body 101 continues traveling at a high speed; the second main body 102 travels at a reduced speed and then stops to a second station, and the passengers are exchanged at the second station in preparation for being combined with another main body following from the first station; when the second main car body 102 carrying the first connection train 301 is in the decelerating running, the second connection train 302 carrying the existing passengers on the third main car body 103 at the second station is started and accelerated, and the highest speed after acceleration is lower than the speed of the first main car body 101; the first main body 101 passes over the second station, and catches up with the third main body 103 (see fig. 12, 1, and 2); the contact key 17 of the head 11 of the first main car body 101 is contacted with the contact key (not shown) of the tail 12 of the third main car body 103, and is electrified to send a signal, and the electromagnetic connecting device 16 of the head 11 of the first main car body 101 is connected with the electromagnetic connecting device (not shown) of the tail 12 of the third main car body 103 (in other words, the first main car body 101 is connected with the third main car body 103 through two electromagnetic connecting devices 16, the electromagnetic connecting devices 16 can be similar to disc-type lifting electromagnets used for carrying steel plates or scattered iron blocks, namely, electromagnetic attraction force is generated after electrification, and the electromagnetic attraction force disappears after power failure); meanwhile, the first long blocking arm 13 at the head of the first main car body 101 rotates to the vertical position, namely to the open position, so that the direct train 2 in the first main car body 101 can run into the third main car body 103, the key 23 at the head 21 of the direct train 2 touches the contact button 19 on the first long blocking arm 13 in the horizontal state of the head 11 of the third main car body 103, both the key 23 and the contact button 19 are electrified to send signals, the direct train 2 receives signals to brake, and the third main car body 103 receives signals to enable the second long blocking arm 14 at the tail 12 and the long fixing arm 141 for fixing each carriage to rotate to the horizontal position so as to fix the direct train 2; the door 9 on the inner side 24 of the train 2 is aligned with the door 9 on the inner side 34 of the second docking train, which is open, the train 2 and the second docking train 302 exchanging passengers; after a plurality of times, the vehicle door is closed; the second short stop arm 18 at the tail of the third main car body 103 and the short fixing arm 142 for fixing each car are rotated to a vertical position, that is, an open position, so that the second docking train 302 can be operated into the first main car body 101, when a button (not shown) at the tail 32 of the second docking train 302 contacts the contact button 19 on the second short stop arm 18 at the horizontal position at the tail of the first main car body 101, a communication is conducted, the second docking train 302 is braked by the communication, and the first main car body 101 is connected to rotate the short stop arm 15 of the head 11 and the short fixing arm 142 for fixing each car to a horizontal position, so as to fix the second docking train 302; thereafter, the first main body 101 is run at a reduced speed (see fig. 13), and the third main body 103 is continued to run at a high speed, so that the first main body is separated from the third main body; after the first main vehicle body 101 carrying the second connection train 302 runs at a reduced speed, stopping to a third station, and repeating the steps of exchanging boarding and disembarking passengers and preparing for connection with another main vehicle body which is driven later; the third main train body 103 carrying the direct train 2 continues to travel at a high speed, and the steps of catching up and connecting with the fourth main train body 104 are repeated.

In practical application, when the direct train 2 and the connection train 3 are combined in high-speed movement, the gap between the two trains can enter air flow, namely the air passage is narrowed, and the air flow speed is increased. According to Bernoulli principle, namely the velocity of flow is accelerated, pressure diminishes, and at this moment, can produce suction effect for the atmospheric pressure of two car outsides can force two cars to collide, perhaps makes two cars to suck the back, can't disengage. The method of the present utility model for solving this problem is (see fig. 5 to 8): the direct train 2 and the connection train 3 are provided with a plurality of seals 7; when the direct train 2 and the connecting train 3 run in parallel, the direct train 2, the connecting train 3 and the seals 7 form a closed space for isolating air flow to prevent suction effect. Wherein, a plurality of seals 7 which are vertically arranged are arranged at the inner side 24 of the direct train 2 (or the seals 7 which are vertically arranged are arranged at the inner side 34 of the connecting train 3); the connecting train 3 is provided with a seal 7 positioned at the top, a seal 7 positioned at the bottom and a seal 7 positioned at the front part of the car (or the connecting train 2 is provided with the seal 7 positioned at the top, the seal 7 positioned at the bottom and the seal 7 positioned at the front part of the car); when the direct train 2 and the connection train 3 run in parallel, the air flow rate entering the air passage between the direct train 2 and the connection train 3 is increased, the pressure is reduced, and the atmospheric pressure outside the direct train 2 and the connection train 3 automatically forces the seal 7 positioned at the top, the seal 7 positioned at the bottom and the seal 7 positioned at the front of the vehicle on the connection train 3 to compress the direct train 2; so that the direct train 2, the seal 7 which is vertically arranged, the connection train 3, the seal 7 which is positioned at the top, the seal 7 which is positioned at the bottom and the seal 7 which is positioned at the front of the train form a closed space for blocking air flow, and the air flow entering between the two trains is prevented or reduced; therefore, the pressure outside the two vehicles can not generate pressure on the two vehicles. Since the material of the front seal 7 is soft rubber, the front seal 7 does not block the direct train 2 when the direct train 2 leaves the docking train 3.

In practical application, the direct train 2 and the connection train 3 are arranged side by side and can be communicated with each other; the direct train 2 and the connection train 3 are arranged side by side and provided with gaps, and are communicated with each other through a telescopic channel 5; a telescopic aisle 5 (see fig. 16) is mounted on the train 2 or the docking train 3, and can be used to communicate the gap between the train 2 and the docking train 3. The reason for this gap is that the direct train 2 and the connection train 3 may meet at a curve of the track, and a gap should be provided between the two trains in order to avoid collision of the two trains at the curve. (see FIGS. 14 and 15, top view, three direct train 2 cars, to minimize the gap between the two cars, the length of the connected train 3 is reduced to half the length of the direct train 2. It should be noted that, reducing the length of either the direct train 2 or the connected train 3 cars reduces the gap.) the telescopic channel 5 is composed of a telescopic bracket 52, a telescopic sleeve 53 and a telescopic cylinder or telescopic ram 54; when the telescopic cylinder or the telescopic oil cylinder 54 stretches, the telescopic frame 52 and the telescopic sleeve 53 are driven to move to form a channel; the telescopic sleeve 53 is formed by a plurality of sleeves with different cross sections in a closed ring shape, and the material is hard material. The formed aisle allows passengers to and from the direct train 2 and the junction train 3.

In embodiment 2, in practical application, since the speed of the train of the high-speed railway is high, the high-speed train with the cross section of the main train body 1 in the shape of a Chinese character 'kou' is suitable for high-speed railway passenger transport (see fig. 17-19), fig. 17 is a single-train high-speed train of the embodiment, the front part of which is provided with an openable wind shield 81, and the rear part of which is provided with a connecting sleeve 82, and the basic shape is like a capsule. After the front and rear main car bodies 1 are connected (see the cross-sectional view of fig. 18), the windshield 81 of the rear main car body 1 is opened in the connecting sleeve 82 of the front main car body 1, and the direct train 2 or the connecting train 3 can run in the front and rear main car bodies 1 connected in two rows, like running in a longer capsule, which is very safe. The guide rails 6 of the direct train 2 and the connected train 3, the guide wheels 61 of the direct train 2 and the connected train 3, and the traveling wheels 63 provided in the main train body 1 are the same as those in the above-described embodiment 1. The embodiment is also applicable to subway systems.

In practical application, embodiment 3, the cross section of the main car body 1 of the utility model suitable for high-speed railway passenger transport is in a straight shape (see fig. 20), wherein the guide rail 6 of the direct train is arranged (the planes at two sides of the guide rail 6 are walking channels), and the guide channels 69 and the walking channels 68 of the connecting train 3 are respectively arranged at two sides of the guide rail; accordingly, the direct train 2 is provided with guide wheels 61 and travelling wheels 63 for the guide rails 6, and the junction train 3 is provided with guide wheels 61 and travelling wheels 63 for the guide ways 69 and travelling ways 68. The docking train 3 may run on the left or right side of the main car body 1. An advantage of the high speed train of this embodiment is that the cars of the direct train 2 may be as large as conventional train cars. And, when the connection train 3 is separated, the windage area of the direct train 2 and the main train body 1 in high-speed running is almost the same as that of the traditional train.

In practical application, the travelling wheels 63 can be replaced by air cushion sliding films, so that the direct train 2 and the connected train 3 run relatively more smoothly. The box-type air cushion devices are arranged on the direct train 2 and the connection train 3 in priority. The air cushion technology is a well established technology and will not be described in detail here.

In practical applications, the main train body 1 only carries the direct train 2 or the junction train 3 in most cases, so that the center of gravity of the high-speed train is not on the double-track middle line. To prevent the main body 1 from toppling over together with the direct train 2 or the connected train 3, a weight 65 (see fig. 9) is provided on the main body 1. The balancing weight 65 is used for filling the gap of the direct train 2 or the connected train 3. As shown in fig. 9, when the connection train 3 is driven out of the main train body, the weight 65 is moved to the right in the drawing to the vacant position of the connection train 3, and the center of gravity of the main train body is maintained at the center position. Likewise, when the direct train 2 exits the main body, the weight 65 moves to a position where the direct train 2 is empty. The instructions for movement of the weight 65 may be controlled by an optoelectronic device.

In embodiment 6, the automatic train operation system is mature, and the high-speed train can completely control the running and braking of the main train body 1, the direct train 2 and the connection train 3 by using the automatic operation system. For example, the following method can reduce the number of parts in the structures of the main body 1, the docking train 3, and the direct train 2 in embodiment 1 (e.g., the first long stop arm 13, the second long stop arm 14, the first short stop arm 15, the second short stop arm 18, and the contact button 19 thereof, and the long fixing arm 141 and the short fixing arm 142 that fix each car in the main body 1 can be eliminated). The operation method is as follows: (see fig. 11) the first main body 101 carrying the direct train 2 and the second main body 102 carrying the first connected train 301 are successively and simultaneously from the first station, the direct train 2 carrying passengers getting off to the third station along the way, and the first connected train 301 carrying passengers getting off to the second station; when traveling between the first station and the second station, the first main vehicle body 101 continues traveling at a high speed, the second main vehicle body 102 travels at a reduced speed, then stops to the second station, and exchanges boarding and disembarking passengers at the second station, ready for combination with the subsequent other main vehicle body from the first station; when the second main car body 102 carrying the first connection train 301 is in the decelerating running, the second connection train 302 carrying the existing passengers on the third main car body 103 at the second station is started and accelerated, and the highest speed after acceleration is lower than the speed of the first main car body 101;

the first main body 101 passes over the second station (see fig. 12), and catches up with the third main body 103; the contact key 17 of the head 11 of the first main car body 101 is contacted with the contact key (not shown) of the tail 12 of the third main car body 103, and is electrified to send out a signal, and the electromagnetic connecting device 16 of the head 11 of the first main car body 101 is connected with the electromagnetic connecting device (not shown) of the tail 12 of the third main car body 103; the direct train 2 in the first main train body 101 runs into the third main train body 103, the direct train 2 brakes, the door 9 of the inner side 24 of the direct train 2 is aligned with the door 9 of the inner side 34 of the second connecting train, the door is opened, and the direct train 2 and the second connecting train 302 exchange passengers; after a plurality of times, the vehicle door is closed; the second docking train 302 is operated into the first main vehicle body 101, the second docking train 302 brakes, and the first main vehicle body 101 is separated from the third main vehicle body 103 (see fig. 13); the step of decelerating the first main body 101 carrying the second docking train 302, stopping to the third station, and repeatedly exchanging the boarding and disembarking passengers and preparing for connection with another main body that is driven in later; the third main body 103 carrying the direct train continues to run at a high speed, and the steps of catching up and connecting with the fourth main body 104 are repeated;

and by analogy, passengers at all stations along the way can enter the direct train through the connection train to reach the destination station.

It can be seen from the above that the high-speed train provided by the embodiment of the utility model can utilize the existing subway tunnel or on the ground railway to combine the direct train and the connection train in high-speed movement, and can exchange passengers without stopping, thereby improving the passenger transport speed. Meanwhile, the problems of collision and suction caused by the suction effect when the direct train and the connection train are combined in high-speed movement are solved.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present utility model, and not for limiting the same; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme recorded in the previous embodiments can be modified or some or all technical features in the technical scheme can be replaced equivalently; such modifications and substitutions do not depart from the spirit of the utility model.

Claims

1. The utility model provides a high-speed train that direct train and connection train combined together, includes subaerial double track, characterized by: the double-track train is characterized by further comprising a main train body, a direct train and a connection train, wherein the main train body runs on the double tracks, and after the front train body and the rear train body are connected, the direct train or the connection train can run in the main train body after the front train body and the rear train body are connected.

2. A high speed train in combination with a direct train and a connected train as recited in claim 1, wherein: the direct train and the connection train are provided with a plurality of seals; when the direct train and the connection train run in parallel, the direct train, the connection train and the seals form a closed space for isolating air flow to prevent suction effect.

3. A high speed train in combination with a direct train and a connected train as recited in claim 1, wherein: the cross section of the main car body is U-shaped or square-shaped or linear.

4. A high speed train in combination with a direct train and a connected train as recited in claim 1, wherein: the direct train and the connection train are arranged side by side and can be communicated with each other; the direct train and the connection train are arranged side by side and provided with gaps, and are mutually communicated through telescopic channels; the telescopic channel is arranged on the direct train or the connection train and can be used for communicating a gap between the direct train and the connection train.

5. A high speed train in combination with a direct train and a connected train as recited in claim 3, wherein: the main train body with the U-shaped cross section is provided with guide rails of the direct train and the connection train; correspondingly, the direct train and the connection train are provided with guide wheels and travelling wheels.

6. A high speed train in combination with a direct train and a connected train as recited in claim 3, wherein: the front part of the main vehicle body with the cross section in the shape of a Chinese character kou is provided with an openable windshield, and the rear part of the main vehicle body is provided with a connecting sleeve; after the front and rear rows of main car bodies are connected, the windshield of the rear row of main car bodies is opened in the connecting sleeve of the front row of main car bodies, and then the direct train or the connecting train can run in the front and rear rows of connected main car bodies.

7. A high speed train in combination with a direct train and a connected train as recited in claim 3, wherein: the middle part of the main train body with the cross section in a straight shape is provided with a guide rail of the direct train, and two sides of the main train body are respectively provided with a guide channel and a running channel of the connecting train; correspondingly, the direct train is provided with guide wheels and travelling wheels for the guide rails, and the connection train is provided with guide wheels and travelling wheels for the guide rails and the travelling rails.

8. A high speed train in combination with a direct train and a connected train as recited in claim 4, wherein: the telescopic channel consists of a telescopic frame, a telescopic sleeve and a telescopic cylinder or a telescopic oil cylinder; when the telescopic cylinder or the telescopic oil cylinder stretches, the telescopic frame and the telescopic sleeve are driven to move to form a channel; the telescopic sleeve is composed of a plurality of sleeve-shaped objects with different cross sections in a closed ring, and the material is hard material.

9. A high speed train combining direct trains and connected trains as claimed in claim 5 or 7, wherein: and replacing the travelling wheels with air cushion sliding films.

10. A high speed train in combination with a direct train and a connected train as recited in claim 1, wherein: the main car body is provided with a plurality of movable balancing weights, and when the direct train or the connection train leaves the main car body, the balancing weights move to the position of the gap of the direct train or the connection train.