CN219077208U

CN219077208U - Quick train

Info

Publication number: CN219077208U
Application number: CN202223349066.0U
Authority: CN
Inventors: 冯静
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-12-25
Filing date: 2022-12-14
Publication date: 2023-05-26
Anticipated expiration: 2032-12-14
Also published as: CN116788306A; CN114056378A

Abstract

The utility model discloses a rapid train, which relates to the field of rail transit and is characterized in that the rapid train can convey passengers at all stations along the way to stations where the passengers want to arrive under the condition of not stopping. The rapid train comprises a direct train, a short-distance train and a matched overhead track, wherein the direct train runs on double tracks; wheels are arranged at the upper part of the short-distance train and run on the matched overhead rail. Wherein, the direct train and the short-distance train are provided with a plurality of seals; when the direct train and the short-distance train run in parallel, the direct train, the short-distance 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 short-distance train run side by side, passengers are exchanged to get on and off through the telescopic channel, so that passengers at all stations along the way can quickly reach a destination in a direct mode.

Description

Quick train

Technical Field

The utility model belongs to the field of transportation, and particularly relates to rail transit.

Background

For rapid speed of passenger trains, methods of increasing the speed of the vehicle, stopping across stops and reaching the terminal are generally adopted, however, the methods make the passengers on many small stops unable to express the speed of the railway. Especially for short distance passenger transport such as subways, reducing platforms is clearly 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 rapid passenger car 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 monorail on the ground, and the monorail is positioned on one side of the track 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 additionally provided with a ground track for running the short-distance train and a space for accommodating the short-distance train, so that the tunnel needs to be expanded, the cost for solving the problem is high, and 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 between the two trains is increased due to the narrowing of the air passage (see fig. 10). 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 rapid train, which can utilize the existing subway tunnel, can combine a direct train and a short-distance train in linear high-speed movement without increasing tracks, exchanges passengers without stopping, and improves the passenger transport speed. Meanwhile, the problems of collision and suction caused by the suction effect when the direct train and the short-distance train are combined in high-speed movement are solved. The rapid train is also suitable for railway passenger transport.

The utility model is realized in the following way:

the utility model comprises double rails on the ground, direct trains, short trains and supporting overhead, wherein the direct trains Che Zaisuo run on the double rails; wheels are arranged at the upper part of the short-distance train and run on the matched overhead rail.

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

In practical application, the direct train and the short-distance train are arranged side by side and can be communicated with each other; the gap between the direct train and the short-distance train is at least 15CM, and the direct train and the short-distance train are communicated with each other through a telescopic channel; the telescopic channel is arranged on a direct train or a short-distance train and can be used for communicating a gap between the direct train and the short-distance train.

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, so that a channel is formed.

Further, the telescopic sleeve is composed of a plurality of sleeves with different cross sections in a closed shape, and the material is hard material.

The method is practically applied: the cross section of the direct train is L-shaped or mouth-shaped.

The matched overhead track is arranged at the upper part of a tunnel, or is arranged at the upper part of a closed-shaped frame with the cross section, or is arranged at the upper part of a C-shaped frame with the cross section.

The outer side of the direct train is a sealing surface; and a seat with the length of the whole carriage is arranged at the position close to the outer side.

The seal is a seal vertically arranged on the direct train or the short-distance train, a seal horizontally arranged, a seal positioned at the top, a seal positioned at the edge part and a seal positioned at the front part of the train, and the material is rubber.

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

1. the utility model can be implemented in existing subway tunnels, which can be implemented by enlarging the tunnel diameter and adding one track.

2. The utility model is provided with a plurality of seals, so that the direct train, the short-distance train and the seals form a closed space for isolating air flow to prevent suction effect. The suction effect of the direct train and the short-distance train can be avoided when the direct train and the short-distance train are jointed in high-speed running, so that the accident that the direct train and the short-distance train collide and suck due to the suction force is avoided.

Drawings

Fig. 1 is an overall perspective view of an embodiment of a subway of the present utility model.

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

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

Fig. 4 is a schematic diagram of the structure of the direct train of the present utility model.

Fig. 5 is a partial enlarged view B in fig. 4.

Fig. 6 is a schematic diagram of the structure of the short-haul train of the present utility model.

Fig. 7 is a cross-sectional view of C-C in fig. 2.

Fig. 8 is a cross-sectional view F-F in fig. 2.

Fig. 9 is a sectional view of E-E in fig. 1.

FIG. 10 is a schematic view of the air flow of a prior art monorail short haul train and direct train combined passenger car structure during vehicle travel.

Fig. 11 is a schematic diagram of a direct train of the present utility model in cross section in the shape of a mouth for use on an on-ground railway.

Fig. 12 is a schematic view of the present utility model applied to a subway with an overhead track and a closed track arrangement in cross section.

Fig. 13 is a schematic diagram of the present utility model where the direct train and the short distance train meet on a curve.

Fig. 14 is a partial enlarged view F in fig. 13.

Fig. 15 is a schematic view of a telescoping tunnel of the present utility model.

Detailed Description

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

as shown in fig. 1, 2 and 3, the embodiment of the utility model takes a subway as an example, and provides a rapid train, which comprises a direct train 1, a short-distance train 2 and a matched overhead track 31, wherein the direct train 1 runs on a traditional double track 11; wheels 20 are arranged at the upper part of the short-distance train 2 and can be hung on a matched overhead track 31 to run. The present embodiment is described by taking a two-compartment structure as an example (see fig. 1, 2 and 4), and more compartments may be provided in the implementation. From this analysis, the operation method of the quick train provided by the embodiment of the utility model is as follows:

the first train 1 and the first short-distance train 2 start from the first station at the same time, passengers getting off from each station along the third station are carried on the first train 1, and passengers getting off from the second station are carried on the first short-distance train 2. When traveling between the first station and the second station, the first train 1 continues traveling at a high speed, while the first train 2 travels at a reduced speed, then stops at the second station, and the passengers are exchanged at the second station in preparation for being combined with the second train 1. When the first short-distance train 2 runs in a decelerating way, the second short-distance train 2 with passengers on the second station is started and accelerated to be combined with the caught first train 1, and the highest speed after acceleration is lower than the speed of the first train 1; when the first train 1 passes over the second station and catches up with the second short-distance train 2, the two trains exchange passengers; then, the first arrival train 1 is separated from the second short-distance train 2 to continue to travel at a high speed, and the steps after the first arrival train 1 catches up with the third short-distance train 2 are repeated; the second short-distance train 2 also moves to the third station to exchange the passengers and get on/off the train like the first short-distance train 2, and is ready to be combined with the second direct train 1;

the direct train 1 and the short-distance train 2 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 the passengers on the along-way stations can sit on the direct train to reach the destination station quickly, and the passing efficiency is improved.

It should be noted that, the cross section of the direct train 1 applied to the subway is preferably L-shaped (as shown in fig. 4), and the combined cross section size when the direct train 1 and the short distance train 2 are parallel is equal to or slightly larger than that of a conventional train carriage. Thus, the direct train 1 and the short-distance train 2 can run in parallel in the existing tunnel 3, and the problem that the diameter of the tunnel is difficult to expand is solved. The direct train cars with L-shaped cross sections obviously reduce the number of passengers, but this problem can be solved by increasing the number of cars. Whereas the cross section of the direct train 1 of the present utility model applied to an on-ground railway may be the same as a conventional railcar, i.e., the cross section is mouth-shaped (see fig. 11), because space on the ground is not limited.

The supporting overhead track 31 may be arranged on top of the tunnel 3 of the prior art (see fig. 3), or a plurality of closed frames 39 of a size similar to the diameter of the tunnel may be laid along the tunnel (see fig. 12), and then the track 31 of the short distance train 2 is arranged on top of the frames 39. If the overhead rail 31 is disposed on a ground railway, the arrangement of the overhead rail 31 and the C-shaped rail 38 in cross section is shown in fig. 11.

The direct train 1 and the short-distance train 2 are arranged side by side and can be communicated with each other. The subway or the railway track has curves, the direct train 1 and the short-distance train 2 can sometimes meet on the curves (see fig. 13 and 14, which are schematic top views), and in order to avoid collision of the carriage ends when the two vehicles meet, the gap between the two vehicles when the two vehicles are side by side is at least 15CM, and the two vehicles are communicated with each other through a telescopic channel 5 (see fig. 15); the telescopic channel 5 mainly comprises a telescopic frame 52, a telescopic sleeve 53 and a telescopic cylinder or telescopic oil cylinder 54. The telescopic channel 5 is arranged on the direct train 1 or the short-distance train 2, and is preferentially arranged on the short-distance train 2. When the train 1 and the train 2 are aligned in parallel and passengers are to be exchanged, the telescopic cylinder or the telescopic cylinder 54 stretches to push the telescopic frame 52 and the telescopic sleeve 53 to stretch, so that a passage for exchanging passengers is formed.

When the direct train 1 and the short distance train 2 are combined in high speed movement, the gap between the two trains may enter the air flow because the air passage is narrowed and the air flow speed may be 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 for solving the problem of the utility model is as follows: a plurality of seals 7 are arranged on the direct train 1 and the short-distance train 2; when the direct train 1 and the short-distance train 2 run in parallel, the direct train 1, the short-distance train 2 and the seals 7 form a closed space for isolating air flow to prevent suction effect. In practical application (see fig. 2, 4, 5, 7 and 8), the inner side 12 of the direct train is provided with a plurality of seals 7 which are vertically arranged and seals 7 which are horizontally arranged (or the inner side of the short train 2 is provided with the seals 7 which are vertically arranged and the seals 7 which are horizontally arranged); the seal 7 positioned at the top, the seal 7 positioned at the edge and the seal 7 positioned at the front of the car are arranged on the short-distance train 2 (or the seal 7 positioned at the top, the seal 7 positioned at the edge and the seal 7 positioned at the front of the car are arranged on the direct train 1); when the direct train 1 and the short-distance train 2 run in parallel, the air flow rate entering the air passage between the direct train 1 and the short-distance train 2 is increased, the pressure is reduced, and the atmospheric pressure outside the direct train 1 and the short-distance train 2 automatically forces the seal 7 positioned at the top, the seal 7 positioned at the edge and the seal 7 positioned at the front of the vehicle on the short-distance train 2 to compress the direct train 1; so that the direct train 1, the seal 7 which is vertically arranged, the seal 7 which is horizontally arranged, the short-distance train 2, the seal 7 which is positioned at the top, the seal 7 which is positioned at the edge 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 1 when the direct train 1 leaves the short distance train 2.

Since the cross section of the car of the direct train 1 is reduced, it is obviously not possible to provide two rows of seats anymore, and in order to compensate for the reduced seat, the outer side 19 of the direct train 1 can be provided as a closing surface (see fig. 4), since there is almost no need to open the door on the outer side 19 of the direct train. In this way, a seat (not shown) having a length longer than the entire vehicle cabin can be provided in the outside of the vehicle cabin, in other words, two rows of seats in the original vehicle cabin are combined into one row.

In practice, the outer side 29 and the inner side 28 of the short-distance train 2 are respectively provided with the doors 4 (see fig. 6) with the same number as the corresponding direct trains 1; the front part of the short-distance train 2 is provided with a rotatable car stopping arm 27; the end of each short-distance train carriage is provided with a rotatable escapement arm 26 (see figure 9), and the stop arm 27 and the escapement arm 26 are used for fixing the short-distance train 2 and the direct train 1 when in a horizontal position; when the train is in the vertical position, the direct train 1 leaves the short-distance train 2 to run; the car stop arm 27 is provided with a contact button 271 (see fig. 6); the contact buttons 271 are electrically connected with the escapement arms 26; the escapement arm 26 is electrically connected with the inner door 4 and the telescopic channel 5 of the short-distance train, and when the escapement arm 26 rotates to a horizontal position for fixing the direct train 1, the escapement arm is electrified to send a signal, and the inner door 4 and the telescopic channel 5 of the short-distance train are opened; when the door 4 at the inner side of the short-distance train is closed and the telescopic channel 5 is contracted, a communication is conducted, and the escapement arm 26 rotates to a vertical position for releasing the direct train 1; the end parts of the carriages of the direct train 1 are respectively provided with a door key 141 (see fig. 9), and the direct train door 4 is electrically connected with the door keys 141; when the escapement arm 26 rotates to the horizontal position, it contacts the door button 141, and is energized to send a signal until the door 4 of the train 1 is opened.

The escapement arm 26 and the short distance train door 4 and the telescopic channel 5 and the direct train door 4 and the door key 141 are electrically connected: on the one hand, when the escapement arm 26 is rotated to the horizontal position, after the direct train 1 is fixed, a communication is conducted, and the door 4 and the telescopic passage 5 on the inner side 28 of the short-distance train are opened. After a few seconds, typically 25 seconds, the door 4 is automatically closed, energized to signal that the stop arm 27 and each escapement arm 26 are turned to the vertical home position. On the other hand, for the train of the express way, when the escapement arm 26 of the short-distance train rotates to the horizontal position, and the train of the express way is fixed, the door key 141 is contacted, the door key 141 is electrified to send a signal, and the door 4 of the train of the express way is opened; after a few times, typically 25 seconds, the doors of the direct train are closed. The above electrical connection can ensure that the door 4 of the direct train, the inner door 4 of the short-distance train and the telescopic channel 5 are simultaneously opened and simultaneously closed.

The operation method of the utility model (taking subway as an example):

the first train 1 and the first short-distance train 2 start from the first station at the same time, passengers getting off from each station along the third station are carried on the first train 1, and passengers getting off from the second station are carried on the first short-distance train 2. When the train moves between the first station and the second station, the first train 1 continues to move at a high speed, the first short-distance train 2 moves at a reduced speed, then stops to the second station, and exchanges passengers on and off the second station to be combined with the subsequent second train 1, and the train stopping arm 27 of the short-distance train 2 positioned at the front part of the train rotates to a position horizontally stopping the second train 1;

when the first short-distance train 2 runs in a decelerating way, the second short-distance train 2 with passengers on the second station is started and accelerated to be combined with the caught first train 1, and the highest speed after acceleration is lower than the speed of the first train 1; when the first train 1 passes over the second station, catches up with the second short-distance train 2 and hits the contact button 271 in the catch arm 27 of the second short-distance train 2, the contact button 271 is energized to transmit a signal, and the catch arm 26 of the car of the short-distance train 2 rotates to the horizontal position accordingly, so that the catch arm 27 in front of the short-distance train 2 and the catch arm 26 of the car of the short-distance train fix the corresponding train 2 car; at the same time, the door 4 and the telescopic channel 5 on the inner side 28 of the short-distance train are opened (forming a channel for connecting the direct train 1), and the door 4 on the inner side 12 of the direct train is also opened at the same time, so that passengers can exchange the passengers; the time for exchanging passengers on and off the conventional subway is controlled to be 25 seconds, and the number of the doors of the utility model is the same as that of the conventional subway, so that the 25 seconds are enough. Then closing each car door 4 and the shrinkage telescopic channel 5, closing each direct train 1 and the short-distance train 2, rotating each escapement arm to a vertical starting position, rotating a car blocking arm 27 at the front part of the second short-distance train 2 to a vertical starting position, continuing to travel at a high speed when the first direct train 1 is separated from the second short-distance train 2, and repeating the steps of following up the short-distance train 2 with the third short-distance train 2; the second short-distance train 2 also moves to the third station to exchange the passengers and get on/off the train like the first short-distance train 2, and is ready to be combined with the second direct train 1;

and by analogy, passengers at all stations along the way can enter the direct train 1 through the short-distance train 2 to reach the destination station.

Generally, it takes 15 seconds to accelerate from start to 50 km/h for the short-haul train 2, plus 25 seconds for the two cars to exchange passengers in combination, plus 25 seconds for the short-haul train 2 to decelerate from the direct train 1 to self to the next station, plus 25 seconds for the stop, for a total of 1.5 minutes. At present, the running time between the existing subway stations is about 2.5 minutes, so that the utility model can be completely applied to the existing subway system from the aspect of the running time between the stations.

The above-described operation method may also be employed for railways, or high-speed railways.

It can be seen from the above that the rapid train provided by the embodiment of the utility model can utilize the existing subway tunnel or on the ground railway, so that the direct train and the short-distance train can be combined in high-speed movement, passengers can be exchanged without stopping, and the passenger transport speed is improved. Meanwhile, the problems of collision and suction caused by the suction effect when the direct train and the short-distance 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 rapid train comprises double rails on the ground and is characterized by further comprising a direct train, a short-distance train and a matched overhead track, wherein the direct train runs on the double rails; wheels are arranged at the upper part of the short-distance train and run on the matched overhead rail.

2. The rapid train of claim 1, wherein: the direct train and the short-distance train are provided with a plurality of seals; when the direct train and the short-distance train run in parallel, the direct train, the short-distance train and the seals form a closed space for isolating air flow to prevent suction effect.

3. A rapid train according to claim 1 or 2, characterized in that: the direct train and the short-distance train are arranged side by side and can be communicated with each other; the gap between the direct train and the short-distance train is at least 15CM, and the direct train and the short-distance train are communicated with each other through a telescopic channel; the telescopic channel is arranged on a direct train or a short-distance train and can be used for communicating a gap between the direct train and the short-distance train.

4. A rapid train according to claim 3, 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, so that a channel is formed.

5. The rapid train of claim 4, wherein: the telescopic sleeve is composed of a plurality of sleeves with different cross sections which are closed, and the material is hard material.

6. The rapid train of claim 1, wherein: the cross section of the direct train is L-shaped or mouth-shaped.

7. The rapid train of claim 1, wherein: the matched overhead track is arranged at the upper part of a tunnel, or is arranged at the upper part of a closed-shaped frame with the cross section, or is arranged at the upper part of a C-shaped frame with the cross section.

8. The rapid train of claim 1, wherein the outside of the direct train is a closed surface; and a seat with the length of the whole carriage is arranged at the position close to the outer side.

9. The rapid train of claim 2, wherein: the seal is a seal vertically arranged on the direct train or the short-distance train, a seal horizontally arranged, a seal positioned at the top, a seal positioned at the edge part and a seal positioned at the front part of the train, and the material is rubber.