KR101075083B1 - Wide area high-speed express-subway and car equipment - Google Patents

Abstract

The present invention relates to an ultra-high-speed long-distance wide area subway and a vehicle facility, which is constructed at a deeper depth than the existing subway and can minimize energy required for deceleration and acceleration of a subway vehicle.

The configuration is provided with a deceleration section and an acceleration section which is disposed at a deeper depth than the existing subway, has a straight section between a plurality of stations, and has a slope so as to be gradient to both sides around the station.

The metropolitan subway of the present invention is located in a deep depth of about 50m or more underground, which is a depth that does not interfere with the existing subway, and is configured in a tunnel form.

According to the present invention, by reducing the energy required for vehicle acceleration and deceleration by providing a deceleration section and an acceleration section which are ramps around the station, energy can be saved and construction of each section does not interfere with underground structures including existing subways. Therefore, it has a useful effect to reduce construction time and construction costs.

In addition, it is possible to travel at the maximum traveling speed of the vehicle in a straight section by excluding the intermediate stops and stops, it is possible to significantly shorten the travel time of the user.

Description

Wide area high-speed express-subway and car equipment

The present invention relates to an ultra-high-speed long-distance wide area subway and its vehicle equipment, and in particular, is constructed in a deep depth so as not to interfere with the existing subway, and has a gradient slope section so as to use potential energy around the station without wasting energy. The present invention relates to an ultra-high-speed long-distance wide area subway and a vehicle facility capable of operating a long distance between major bases at high speed.

In general, subways have almost no traffic jams compared to land transportation facilities such as buses and taxis, and they have a merit of transporting a large number of people at a relatively fixed time.

In Korea, for example, Seoul is connected to satellite cities near Seoul as well as downtown Seoul.

By the way, the existing subway is composed of a short distance of less than 1km distance between most stations has a convenient advantage when moving near, while moving between the outskirts of Seoul and the city center, or to the outskirts of Seoul and other outlying areas, There was a hassle to transfer to another line.

In this case, it takes more time than using land transportation facilities such as buses and cars.

This is because not only the driving time for deceleration at the stop and departure of the short distance stations becomes longer, but in the case of a station with a large floating population, it takes a lot of boarding time.

In addition, since most of the existing subway sections are composed of straight sections, not only consumes a lot of electric energy during deceleration driving for acceleration and stop, but also avoids the existing subway structures when a new section is required due to an increase in the number of passengers. The construction period and cost is required a lot.

In addition, in the case of the existing subway, since the slope of the railway is prescribed to be 0.2% or less, it is difficult to expect the acceleration and deceleration effect of the vehicle due to the slope of the line because the elevation of the line is almost horizontal.

16 is a diagram showing the existing Seoul and metropolitan subway route map, the existing downtown subway constitutes a variety of lines (11) connected radially of the station 10 in the downtown area and the outskirts of the city, the transit station (12) ).

In this case, the distance between stations is 1.0-1.5km on average, and the travel time between stations is about 2 minutes.Assuming that the distance between vehicles is 2 ~ 3 minutes, two stations are considered in consideration of the speed of the vehicle. Since one vehicle must be operated at a time, a large amount of vehicles corresponding to half of the total number of stops on a one-way basis is required.

The present invention has been proposed to solve the above problems in consideration of the above problems, the purpose of which is to reduce the energy for deceleration and acceleration without interfering with the existing subway, as well as to increase the distance by driving distance quickly To provide an ultra-high-speed long-distance wide area subway and corresponding vehicle equipment for constructing an economical and wide area metro network.

The present invention for achieving the above object is characterized in that it is disposed in a deeper depth than the subway and has a plurality of wide metro stations and has a gradient acceleration section and a deceleration section sloped downward to both sides based on the wide metro station .

It has a straight section between the metro station and the metro station.

The gradient slopes of the acceleration section and the deceleration section may be different from each other, or the gradient slopes of the acceleration section and the deceleration section may be the same.

It is preferable that the gradient inclination of the acceleration section and the deceleration section has an angle of 10 to 50 degrees.

Another characteristic element of the present invention is the ultra-high-speed long-distance wide area subway vehicle equipment, driving down the gradient acceleration section and deceleration section inclined downward to both sides with respect to the metro station, derailment prevention means for preventing the departure of the vehicle at high speed This arrangement is characterized.

The derailment preventing means may be disposed on both sides of the upper surface of the vehicle spaced apart from each other and rotatable driving guide wheels;

It is provided with a guide rail which is in contact with the driving guide wheel and disposed on the upper portion of the subway tunnel.

The derailment prevention means are disposed on both sides of the vehicle to extend outward, respectively, and have a traveling blade for suppressing lift.

It is further provided with a propeller disposed on both sides of the vehicle and rotated by the wind generated during driving.

The present invention is to be constructed in a deeper depth than the existing subway and to minimize the energy required for deceleration and acceleration of the subway car, according to the present invention is provided with a deceleration section and an acceleration section that is a ramp around the station By minimizing the energy required for acceleration and deceleration, energy can be saved and the construction time of each section does not interfere with the existing underground structure including the existing subway, which has a useful effect of reducing construction time and construction cost.

In addition, it is possible to travel at the maximum traveling speed of the vehicle in a straight section by excluding the intermediate stops and stops, it is possible to significantly shorten the travel time of the user.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

The ultra-high-speed long-distance wide area subway according to the present invention, described with reference to Figures 1 to 6, the configuration is disposed in a deeper depth (H) than the existing subway section and a straight section between a plurality of wide area subway stations (20b) And a deceleration section 201b and an acceleration section 201a having an inclination so as to be gradient to both sides around the wide area subway station 20b.

In more detail, the metropolitan subway section (L) of the present invention is located in a deep depth of about 50m or more, which is a depth that does not interfere with the existing subway, and is configured in the form of a tunnel.

The deceleration section 201b and the acceleration section 201a are configured in the form of a slope inclined downward to both sides around the wide area subway station 20b.

That is, in the ultra-high-speed long-distance wide area subway section (L) of the present invention, a straight section 201 for high speed operation is disposed between the wide area subway stations 20b, and a deceleration section 201b and an acceleration section that are ramps around the station ( 201a) is arranged.

The distance between each metropolitan subway station (20b) is preferably about 5 ~ 10km, but not necessarily limited thereto.

The inclination angles S1 and S2 of the acceleration section 201a and the deceleration section 201b preferably have an angle of 10 to 50 °, which means that the traveling speed and depth H of the subway vehicle, the length of the straight section 201, It is possible to set a suitable inclination rate in consideration of the ramp distance SL and the like.

If the slope angles (S1, S2) are less than 10 °, acceleration and deceleration energy according to potential energy is difficult to obtain, and if the slope angle exceeds 50 °, the passengers may not ride comfortably because the slope is too excessive. There is a disadvantage that it is difficult to access 20b.

Moreover, it is preferable that the gradient inclination of the acceleration section 201a and the deceleration section 201b is formed by the S curve.

4 to 6 show the inclination angles of the deceleration section 201b and the acceleration section 201a according to the depth H and the ramp distance SL.

The ramp angle is in proportion to the depth H and inversely proportional to the ramp distance SL.

In addition, the deceleration section 201b and the acceleration section 201a may be configured to be symmetrical to each other on both sides of the metropolitan subway station 20b, and the inclination angles may be the same or have different inclination rates according to the surrounding environment. .

The inclined paths of the acceleration section 201a and the deceleration section 201b may be inclined downward in a straight line shape or may be formed in a smooth S curve shape as shown in FIG. 3.

In addition, the deceleration and acceleration section 201a including the straight section 201 is constructed at a position deeper than the wide area subway station 20b.

Each metropolitan subway station 20b may share an existing subway station 10b or an entrance 10a, or may have a separate history.

In this case, the wide area subway station 20b may be separately provided under the existing subway station 10b or may share an existing subway station.

When each metropolitan subway station 20b and the existing metro station 10b are shared, a connecting passage 200 for connecting the metropolitan subway station 20b and the existing subway station is provided, and the exit side of the existing subway station is provided. The connection passage 100 to be connected is shared, and the connection passages 100 and 200 may adopt a known staircase, an escalator, an elevator, and the like.

The operation of the present invention having such a configuration will now be described.

The ultra-high-speed long-distance wide area subway according to the present invention is a case where the vehicle enters around the wide area subway station 20b and starts from the wide area subway station 20b after the subway car runs the straight section 201. The description will be made separately.

First, when the subway vehicle enters around the metropolitan subway station 20b, the vehicle accelerated in the straight section 201 decelerates past the inflection point while passing the braking energy required for deceleration through the deceleration section 201b which is an uphill slope. Therefore, the energy consumption can be reduced because the energy can be reduced with a minimum amount of energy.

On the contrary, when the subway vehicle starts from the metropolitan subway station 20b, acceleration energy may be obtained while minimizing energy consumption as the acceleration is given while passing through the acceleration section 201a which is a downhill slope.

Subsequently, when entering the straight section 201, since the long distance can be driven without a short stop, it can be operated at the maximum speed of the vehicle.

For example, when driving the maximum speed of the vehicle 10km at a speed of more than 300km / hr arrives within approximately 3 minutes it is possible to significantly shorten the running time between each metropolitan subway station (20b).

At this time, in order to drive the vehicle in a straight line without the curved driving path between the station and the station on the plane, the bend of the line to reach the next station or the angle change portion of the line is accommodated in the history.

That is, the ultra-high-speed long-distance metropolitan subway of the present invention uses the change in the potential energy generated during the operation of the acceleration section 201a and the deceleration section 201b, which are the ramps around the metropolitan subway station 20b, to accelerate and decelerate the vehicle. Can be minimized and placed in deeper depths that do not interfere with existing subway station structures and other underground burials, saving construction time and construction costs.

In addition, by excluding the intermediate stops and short-distance stops, by allocating the distances between the metropolitan subway stations 20b in a long distance, the maximum speed of the vehicle can be operated, thereby reducing the running time.

FIG. 7 is a view showing ancillary facilities around the metropolitan subway according to the present invention, in which a waiting section 205 is disposed between the metropolitan subway station 20b and the acceleration / deceleration sections 201a and 201b. In the event of an emergency, such as a contingency situation, a space is available for subsequent vehicles to keep pace with the preceding vehicle.

8 to 11 are views showing embodiments of a driving vehicle facility of a high speed long-distance wide area subway according to the present invention. This is unlike the existing subway vehicle is provided with a derailment prevention means for preventing the derailment of the vehicle leaving the track due to the lift generated during high-speed driving.

According to an embodiment of the ultra-high speed long-distance metro vehicle equipment according to the present invention, as shown in Figure 8, the derailment prevention means are respectively disposed on the upper both sides of the vehicle (C) running on the track rotatable driving guide wheel ( 310 and a guide rail 320 spaced apart from the upper portion of the subway tunnel T to be in contact with the driving guide wheel 310, respectively.

That is, the guide rail 320 is disposed at an inclined angle on the upper surface of the tunnel and the end is always in contact with the driving guide wheel 310 to prevent derailment by suppressing the left, right, and up and down flow of the vehicle. To perform.

Another embodiment of the derailment preventing means of the present invention, as shown in Figure 9, is disposed on both sides of the vehicle (C) to extend to the outside, respectively, having a traveling blade (500) for suppressing lift.

The traveling blade 500 is installed to protrude on both sides of the vehicle, and preferably has a cross-sectional shape formed in a streamline shape which is inclined upward toward the middle from the front end portion (end of the vehicle front direction) or the rear end portion (end of the vehicle rear direction). will be.

The traveling blade 500 is intended to suppress the generation of lifting force when the vehicle is driven by inducing the flow of fluid (air) generated from the front surface of the vehicle C to the side of the vehicle when the vehicle is driven by a force pushing downward.

Another embodiment is provided with a propellant 400, which is disposed on both sides of the vehicle (C), respectively, as shown in Figure 10, including a propeller or the like rotated by the wind generated during driving.

Propellant 400 is to improve the driving force and air resistance during high-speed driving of the vehicle.

Each of the above-described embodiments are individually disposed in a vehicle, or as shown in FIG. 11, the driving guide wheel 310, the guide rail 320, the driving body 400, and the driving vane 500, which are components of the above-described embodiments. ) May be used together.

On the other hand, the vehicle facility is a track driving method is driven by the general rail 32 and the wheel 52, as shown in Figs. 12a and 12b, and the track 35 and the vehicle running rail 55 in which the coil is wound It can run in a magnetic levitation method consisting of.

Since the above-described line driving method is well known, specific description thereof is omitted.

13 and 14 are diagrams showing examples of a line that can operate a wide area subway according to the present invention, Figure 15 is a table analyzing the time and distance for the route of the present invention.

That is, it can be seen that the station is arranged radially within a unit radius having a constant distance from the Seoul station, the line between the station and the station is arranged in a straight line, and the main base within each radius including the Seoul station as a transit station.

For example, one station within a 5km radius, six stations within a 10km radius, two stations within a 15km radius, eight stations within a 20km radius, and eight stations outside a 20km radius. Constructing high-speed long-distance wide area subway lines,

Line 1 connects Bulgwang-dong-Seoul Station-Express Bus Terminal-Gwacheon-Geumjeong-Ansan,

Line 2 connects Eunpyeong New Town-Bulgwang Station-Sangam Stadium-Yeongdeungpo-gu Office-Gwangmyeong Station-Geumjeong-Suwon Station

Line 3 connects Ilsan-Sangam Stadium-Seoul Station-Wangsimni-Namyangju,

Line 4 connects Gimpo Airport-Yeongdeungpo-gu Office-Express Bus Terminal-Jamsil Playground-Gangdong,

Line 5 connects Bulgwang-dong-Gilum Station-Wangsimni-Jamsil Stadium-Bokjeong-Seohyeon-Singal,

Line 6 connects Uijeongbu-Nowon Station-Gileum Station-Seoul Station-Yeongdeungpo-gu Office-Hot Water-Literature Stadium.

The service lines 21 of the high-speed, long-distance wide-area subway lines overlap or extend to Seoul and subway lines, and show that the deep-depth wide-area history can be operated in connection with existing subway stations.

That is, by designating a geographically important base 20 with a large number of floating population and setting the distance between the bases to 5 km or more, by minimizing the intermediate stopovers between stations, it minimizes the time required for transit or stopovers. It can be shortened.

Therefore, the wide-area high-speed subway of the present invention adopts a tunnel construction method in a deeper depth than the existing subway, and utilizes the history of the existing subway and can eliminate the short-term stops, thus minimizing the history construction cost that occupies about half of the subway construction cost. can do.

In addition, it may be possible to operate with a smaller number of vehicles than existing vehicles, thereby reducing the cost of operating the vehicle.

This is not only because the average driving speed of the vehicle is fast but also the time required for transferring and stopping can be reduced, so considering the allocation interval according to the moving speed of the vehicle, it can be operated with fewer vehicles compared to the existing subway section. to be.

1 is a schematic view showing the configuration of a high-speed long-distance wide area subway according to the present invention.

2 is a block diagram showing a state in which the present invention metropolitan subway station is disposed below the existing subway station.

Figure 3 shows an example formed so that the present invention acceleration and deceleration section has a gentle slope.

4, 5, and 6 are diagrams showing different examples of the inclination angles of the acceleration and deceleration sections of the present invention.

7 is a view showing the waiting period of the present invention.

8 is a front view showing an embodiment of the ultra-high speed long-distance metro subway vehicle equipment according to the present invention.

Figure 9 is a front view showing another embodiment of the ultra-high speed long-distance metro vehicle equipment according to the present invention.

10 is a front view showing another embodiment of the ultra-high speed long-distance metro vehicle equipment according to the present invention.

Figure 11 is a front view showing a state in which each embodiment of the ultra-high speed long-distance subway vehicle equipment according to the present invention are employed as well.

12A and 12B are diagrams each showing a line driving method of the present invention vehicle equipment.

13 is a route diagram illustrating an example of a line that can operate a wide area subway according to the present invention.

14 is a route diagram in which the present invention wide area subway and the existing subway is linked.

15 is a table analyzing the present invention route map by distance and time.

16 is a conventional metropolitan subway route map.

Explanation of symbols on the main parts of the drawings

20b: metro station 201: straight line

201a: acceleration section 201b: deceleration section

310: driving guide wheel 320: guide rail

400: propellant 500: driving wing

C: Vehicle

H: Depth T: Tunnel

SL: ramp distance

S1, S2: Slope angle of acceleration and deceleration section

Claims (9)

It is disposed at a deeper depth than the subway and has a plurality of wide metro stations 20b, and has a gradient acceleration section 201a and a deceleration section 201b, which are inclined downward to both sides with respect to the wide metro station 20b, The slope of the acceleration section 201a and the deceleration section 201b is made of an S curve, The standby section 205 is formed between the wide area subway station 20b and the acceleration section 201a and between the wide area subway station 20b and the deceleration section 201b. Ultra-fast long-distance wide area subway characterized by. The method according to claim 1, Ultra-high-speed long-distance wide area subway, characterized in that it has a straight section 201 between the wide area subway station (20b) and the wide area subway station (20b). The method according to claim 1, The high speed long-distance metropolitan subway, characterized in that the gradient slope of the acceleration section 201a and the deceleration section 201b is different. delete The method according to claim 1, The high-speed long-distance wide area subway, characterized in that the gradient inclination of the acceleration section (201a) and the deceleration section (201b) has a steep inclination angle of 10 ~ 50 °. While driving down the gradient acceleration section 201a and the deceleration section 201b to be inclined downward to both sides with respect to the metropolitan subway station 20b, derailment prevention means for preventing the vehicle from leaving the track at high speed is disposed, The derailment preventing means is installed on both sides of the vehicle to extend outward, and the cross section is formed in the upward slope from the front end and the rear end toward the middle is provided with a traveling blade 500 to suppress the lift force Metropolitan subway equipment. The method according to claim 6, The derailment preventing means is disposed on both sides of the upper surface of the vehicle spaced apart from each other and rotatable driving guide wheel 310, Ultra high-speed long-distance metro vehicle equipment characterized in that it comprises a guide rail 320 in contact with the driving guide wheel 310 and disposed in the upper portion of the subway tunnel. delete The method according to claim 6 or 7, Ultra high speed long-distance metro vehicle equipment, characterized in that it further comprises a propellant 400 disposed on both sides of the vehicle and rotated by the wind generated during driving.

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