WO2012152219A1 - 一种可持续循环轨道线网 - Google Patents

一种可持续循环轨道线网 Download PDF

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Publication number
WO2012152219A1
WO2012152219A1 PCT/CN2012/075257 CN2012075257W WO2012152219A1 WO 2012152219 A1 WO2012152219 A1 WO 2012152219A1 CN 2012075257 W CN2012075257 W CN 2012075257W WO 2012152219 A1 WO2012152219 A1 WO 2012152219A1
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Prior art keywords
ramp
line
way
track
network
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PCT/CN2012/075257
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English (en)
French (fr)
Inventor
戴苏才
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Dai Sucai
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Application filed by Dai Sucai filed Critical Dai Sucai
Priority to JP2014509595A priority Critical patent/JP2014522336A/ja
Priority to SG2013083563A priority patent/SG194907A1/en
Priority to CN201280003759.4A priority patent/CN103534163A/zh
Priority to EP12782183.3A priority patent/EP2708440A4/en
Publication of WO2012152219A1 publication Critical patent/WO2012152219A1/zh
Priority to US13/846,913 priority patent/US20130213254A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B61B1/02—General arrangement of stations and platforms including protection devices for the passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the invention relates to a route design and a line network system for rail transit, in particular to a structure of a ramp, a station and a station, and a combination of switches and the like.
  • the purpose of the invention is to improve the two-way ramp to become a series of reversing ramps on the basis of maintaining a balanced round trip of each road section; and as a core or key node to continuously connect to the network, gradually expand and merge into an integrated loop line/
  • the network generates a half-way foldback and a free-return loop route to replace the full-process foldback route; paving the way for vehicle red light reduction, equalization conversion, intercommunication, and orderly loop. Fully satisfying the passengers' multiple-choice travel routes and turning with the car, it means "the car does not turn.”
  • Cyclic routing promotes multi-track braiding, nesting and networking, "light rail to fast track does not turn", in which the distributed branch line derives a binary transfer hub, and the distributed branch network derives a binary transfer ramp and an asymmetric round trip segment; Convenient transfer, improve the coverage of integrated network, and save space.
  • the turntable ramp is connected to the network; the "cars turn with the road” is maneuverable, and the exchange cycle is circulated; the passengers "turn with the car” step by step.
  • the object of the present invention is to realize a sustainable cyclic orbit network, including a recursive ramp covered by a multi-turn site as a core or a key node of a loop line/network; designing a loop route to reduce red light, optimizing scheduling, and balancing enhanced traffic density , multi-distribution and expansion of coverage; to meet the reciprocal reorganization of train operations, passengers with car transfer or convenient transfer; at the same time reduce the construction and operation costs of the track network.
  • the recursive ramp is at least three lanes of bidirectional two-wire alignment, and includes at least one set of at least three-way reversing lanes; the recursive track is turned from a return line of at least three bidirectional ports to a small turning side two-way The line to the line constitutes a loop.
  • the multi-site station is a station or a group of stations covering a recursive ramp, including a station or a group of stations covering a binary transfer ramp or a binary transfer hub; the binary transfer hub contains at least At least three-way reversing tracks of two rail types and at least one set of at least one rail type.
  • the circulation line/net includes a semi-return loop line and a fold-free loop network; the loop line may be looped by the recirculating ramp-connecting peripheral terminal, and merged into the loop network; At least one reversing ramp is coupled to at least three segments of the reciprocating dual lane, at least a portion of the vehicle is reentrantly looped in at least three terminal halves; said recirculating net containing at least one inner ring combination; said inner ring combination being bipartite or square or Hexagonal continuous, containing at least two inward rings, or containing at least one selfing inner ring, or containing at least one selfing inner ring and at least one inward ring; said selfing inner ring containing at least three openings The same direction small ring.
  • the recursive track comprises a binary recursive ramp, and a recursive cycle is synthesized by two types of recursive tracks;
  • the recursive track is a complex one-way street, forming a crescent-shaped station or a double crescent-shaped station
  • the crescent-shaped station is single-passed, and the roads are parallel-free, intersecting at the entrance end of the crescent, and the exit end is fixed at the same time.
  • the crescent has a long arc with a long side and a small arc with a short side. Expressway, each of which is set as a depot.
  • the reversing ramp includes an orbiting trilogy and a reversing ramp;
  • the translating trilogy includes a binary orbiting triax, including at least one split and parallel ramp;
  • the recursive ramp includes at least one
  • the group has at least three directions embedded with the recursive lanes of the divided lanes; the divided parallel lanes are oriented in a single row, starting from the return line of the bidirectional port, ending at the line of the other bidirectional port, and connected. The points are divided into two angles and the angle is pointed out and the retrograde is eliminated.
  • the transfer ramp includes a transfer turn ramp; the transfer turn ramp includes at least one change track turntable, and has at least one fixed disk rotation mode; the change track turntable may be a ground turntable or a lid suspension
  • the turntable can be a two-way two-way turntable or a three-way three-way turntable, and the track of the disk surface or the track groove of the bottom of the disk is longer than a single car; when a plurality of hand-turning turntables in the net are set to the fixed-disc rotation mode, at least two The discontinuous bidirectional double line segment or at least three bidirectional double line segments are strained to at least a double shuttle line and do not interfere with other traffic within the network.
  • the multi-station site has a multilateral platform;
  • the multilateral platform is a platform for at least three sides of the landing, which may be a single layer or a split layer or a multi-layer platform connected by a layer or a layer;
  • the passengers can cycle through the door-to-door.
  • the circulation line/net includes a cyclic branch line and a cyclic branch network for multi-component distribution; the cyclic branch line is connected with a trunk line or a braided network, and a binary transfer hub is derived; the circulating branch network is embedded in the trunk line Inner or inner ring combination, deriving a binary recursive ramp or binary transfer hub and an asymmetric round trip segment; said binary transfer hub containing at least one set of at least one rail type of at least three-way reversal
  • the asymmetric round-trip section is at least two-way bidirectional parallel sections of two rail types.
  • the split parallel tunnel is limited to the range of the reversing ramp mentioned above, and has four types of switchboards because of its ship lock structure, which has the functions of “dividing into one, splitting and breaking, splitting, splitting, splitting and breaking”;
  • the variable track three-way or the reversing ramp has at least one solid-free mode; during the solid-free mode, the “divided and split” splits the ramp The car can still be parked or strained as a shuttle line and does not interfere with other traffic in the ramp.
  • Figure 1 is a layout overview of the urban rail network, including the location of the recursive ramp and the multi-site, the structural relationship of the loop line/network and multi-distribution and the evolution of the merger;
  • FIG. 2 is a schematic diagram of a door-to-door cyclic transfer of a 4V+ hollow cross, a 4VX hollow X and an 8V hollow-meter word, a structure, and a hollow quadrilateral or a toroidal platform;
  • Figure 3 enlarges the Yv/T2v binary three-channel structure, and the cyclic transfer of the three-sided platform
  • Figure 4 is a schematic view of an I-shaped 4V four-channel or T-foot double-connected 2YT three-way, and its orbital mode;
  • Figure 5 is a schematic diagram of the positional structure of the three-stage platform P-cycle transfer in the YT Sancha station, the moon-shaped station VCJ inner station road PT, the auxiliary platform P, the vehicle section TY, and the over-the-station expressway OT;
  • Figure 6 is a schematic view showing the positional structure of the T/TZ ramp and its T shoulder and parallel tunnel and T foot reentry
  • Figure 7 is a schematic view showing the position of the train in the T-gate door-to-door transfer, and the division and reorganization;
  • Figure 8 is a schematic diagram of a three-way train recursively recombined at the Y3T ramp;
  • Figure 9 is a schematic diagram of a 4YT tree six-terminal loop line and subsequent evolution of the extension.
  • the upper layer of Fig. 10 is a Y3T ramp structure, and the double layer interchange is a schematic diagram of a multi-candle-shaped hub;
  • the upper layer of Fig. 11 is a triangular cross way, and the double layer is a structural schematic diagram of a hexagonal vertical cross way;
  • the upper layer of Fig. 12 is a four-corner intersection of four ramps, and the double layer is a schematic diagram of the structure of an octagonal cross-border;
  • Figure 14 is a schematic view showing the structure of a kite four-way road, a staggered-connected four-sided platform, and a crescent-shaped station;
  • Figure 15 is a schematic view showing the structure of a hexagonal straight-through six-pass road and two sets of three-way progressive turns;
  • Figure 16 is a schematic diagram showing the position structure of a multi-fitted distribution of a kite four-pass road, a duplex 4V hollow X-channel and a distributed branch network, and a multi-component "large/large/wood” hub and a double crescent-shaped station;
  • Figure 17 is an enlarged view of the 16-Mu portion, which is a schematic diagram of the multi-track woven structure in the "single/large/wood" hub, and the position of the K-turn transition of the light rail train;
  • Figure 18 is a schematic view showing the positional structure of the cable loop network and the V2v ramp and the double clover self-intersecting inner ring;
  • the upper layer of Fig. 19 is a hanging rail Y3V3U circulation line, a double-layered interchange is a star-shaped six-channel and a multi-lobed self-intersecting inner ring structure, and a positional diagram of adding a three-way orbital turntable;
  • Figure 20 is a schematic diagram of a three-way three-way turntable with three or six lanes
  • Figure 21 is a schematic diagram of a bidirectional two-way turntable with a cross-track
  • Figure 22 is a side elevational view showing the bidirectional double-track slot suspension carousel carrying the two-car track;
  • Figure 23 is a schematic view showing a butterfly self-intersecting inner ring and a co-inner ring combination and a two-way continuous structure
  • Figure 24 is a schematic view showing the positional structure of the turntable of the turntable of Fig. 23 and the three shuttle lines;
  • Figure 25 is a schematic view showing the positional structure of a butterfly self-intersecting inner ring combination and a square continuous, binary kite hub;
  • Figure 26 is a schematic view showing the positional structure of the turntable of the turntable of Fig. 25 and the four shuttle lines;
  • FIG. 27 is a schematic structural view of a monorail 4V+ and a fast rail interchange cross weave in a binary kite hub;
  • Figure 28 is a schematic view showing the structure of a monorail 4VX and a fast rail interchange cross weave in a binary rice-shaped hub.
  • Figure 1 sets T14-10/T10-T6/T6-T2/T2-T14 four flat-bottom V-shaped one-way streets, which are transferred from the return line of four Yv bells to the Yv line on the small curved side, using the four suburbs Through the urban area, it constitutes the 4V hollow X trajectory of the T14/T10/T6/T2 four terminals.
  • the flat bottom V-shaped track is contracted into an arc bottom as shown in the 2-BF1/3/5/7 dashed line to synthesize a 4VX hollow ramp; or 45 degrees to a hollow cross 4V+ (BF2/4/6/8) ramp.
  • the four V-shaped ramps are transferred from the BF port return line B to the small curved side adjacent port to the line F, forming a 4BF port cycle; called the ring-shaped transfer line four ramps, referred to as 4V Reverse the ramp.
  • the 3-n recursive path does not need to be turned to form a hollow 3-nV reversing ramp; as shown in the solid line of Fig. 2, a single-layer hollow star 8V reversing ramp, and the 8BF radiating section is a line.
  • Its single-layer hollow structure is suitable for light rails with small turning radius and is placed in central obstacle terrain, such as large venues.
  • Rail transit includes narrow rails, monorails and other light rails. This case is collectively referred to as light rail.
  • Riding the straddle monorail (referred to as the cross-track) adopts the double-headed vehicle to fold back at the two terminals, that is, BF2Z two points and one line; taking the 3-nV reversing ramp as the core constitutes a 3-nVnZ at least three-point one-line cycle.
  • Suspended monorail referred to as hanging rail
  • mountain cable car turning and climbing are flexible but difficult or impossible to turn; using a single-headed car in the two-terminal U-shaped foldback, in fact, is a flat or flattened single loop line; this case is referred to as BF2U line.
  • the single-ring of the hanging rail is extruded from the three sides, and the Y3V reversing three-way and the Y3V3U tree-shaped three-turn trajectory with the core are inevitably generated; wherein the vehicle obviously has a red-light equalization cycle.
  • FIG 1-Yv/T2v enlargement As can be seen in Figure 3, the 4V flat bottom of the subway is a four-segment one-way street; the light rail is used to support the right angle turn to save land, and the fast track is given a 135° obtuse angle and a straight track.
  • Figure 3 - T2v's fast-track recursion is a straight road;
  • FIG. 1-4Yv The hollow 4VX ramp shown in Figure 1-4Yv only shrinks the upper and lower sides.
  • Figure 4-V1 ⁇ 4/V3 ⁇ 2 forms an I-shaped 4V ramp or double-connected 2Y three-way, similar to the Y3V ramp at the center of Figure 19. Zooming in to Y3V can be seen in Figure 5.
  • a number of parallel curves are added in a crescent shape to form a single-row through-station VCJ; each lane is free of crossover, the inlet end is bifurcated, and the outlet end is fixed.
  • the crescent has a small arc and the short side is set to the OT, and the long arc of the long arc is set to the platform PT, in which the maintenance and repair vehicle section TY is set.
  • the platforms of the crescent are close to each other for easy transfer; the cross-tracks of the crescent are safer and extend the turning radius.
  • Figure 14 - VCJ shows that the 4V + four-way arc recurve has a crescent-shaped station.
  • the large reversing ramp of Figures 11 and 16 is a flat bottom with a double-connected crescent-shaped station VCJ.
  • the 3-n trains can be synchronized or bypassed, and the reorganization and reorganization within the respective stations will not interfere with each other.
  • the management of at least two single-row through-sites in a relatively centralized manner in multiple stations not only optimizes dispatch but also saves manpower and facilities.
  • T shoulder turn As shown in Figure 4-2T, adding two d4 ⁇ m1/d2 ⁇ m3 ramps to the two Y3V ramps can make a big turn, called T shoulder turn.
  • the enlarged T-shaped ⁇ can be seen as shown in Fig. 6.
  • the dotted line d3 ⁇ m1 starts from the B3 return line, ends at the F1 line, connects the sub-shoulders on the same side of the T shoulder and the two ridges are in the shape of a horn, and is limited to a single line within the range of the ramp.
  • D6 ⁇ m2 in Fig. 17 is also a corner structure, but d6 ⁇ m1 and d7 ⁇ m2 are connected to each other in a zigzag shape, and the angle is externally pointed. In this case, all d ⁇ m or D ⁇ M turnout combinations in the scope of the ramp are defined as split and connected.
  • the recursive ramp contains at least one point and the ramp is as shown in Figure 7.
  • Figure 6 shows the addition of the reentry lane Z at the T-foot BF2 port of the T-channel. It also forms the T-foot half-return TZ ramp, and derives two points d3 ⁇ m2/d2 ⁇ m1 and connects the ramp.
  • the only switch that does not indicate d or m is under the Z road, because the car enters the Z road and it is m and ⁇ , and the return car is out of the Z road and it is d. Therefore, even if the shape of the double-twist combination is the same, any one of the points and the use of both is not a split. It is precisely because the metamorphosis has overcome and eliminated the retrograde interference of the division and the ambiguity, and the smooth reversal of the division and the continuation is guaranteed.
  • the three ramps containing at least one set of T-shaped turns can restore the Y3V recursive and solid-free, so they are collectively referred to as the YT-track three-track.
  • Figure 4-2 YT is 2T turn around after d4 ⁇ m1/d2 ⁇ m3, 2Y(Y3V) will be restored when d4 ⁇ m1/d2 ⁇ m3 is broken, and strain will be doubled when d4 ⁇ m3/d2 ⁇ m1 is broken Line 2S; called 2Y and 2BF/2S solid-free mode.
  • 2Y and 2BF/2S solid-free mode During peak hours, it is fixed at 2Y or 2BF/2S. It is equivalent to suspending the traffic lights. It can encrypt the trains or lengthen the trains. Normally, it will resume 2T turnaround to reduce the transfer.
  • the split-and-pass ramp has four types of switchers: “divide and pass, split and break, split and pass, divide and break”.
  • the split parallel tunnel d4 ⁇ m1/d2 ⁇ m3 in Fig. 4 is limited to the 2YT ramp. Although d4 ⁇ m3/d2 ⁇ m1 is beyond the single YT three ramp, it is still limited to the I-shaped 4V reversal four ramps. Therefore, when the orbital ramp adopts the solid-free mode, they can still be parked for backup (as shown in Figure 8-3R), open the two sides of the door to act as a trench bridge; or strain the short-range shuttle as shown in Figure 4-2S.
  • T2v ramp of Fig. 3 contains two types of rails, there is still a chance that the T2v ramps between the slow rails and the 2v recursive lanes will go straight as a dashed line to form a T2v binary orbital three ramp.
  • the main line train is divided into two groups before the d3 pass, the front group F is free to pass the T shoulder to the T rear station, and the last branch return group BR' reorganizes the entire column; the rear group R and the branch return Group BR synchronous small turn stops at the shoulder, after the change of passengers, the R group drives to the branch line, and the BR group sails to the small station after T to wait for the next group F.
  • the continuous T-shaped bifurcation is shown in Figure 9-4YT, and N ⁇ S is the 4T shoulder continuous main line; then, the trains of each T-stop station to the E1/E2/W1/W2 four-segment terminal are all halved, but enjoy the equivalent main line. Shift. Generally, the passenger flow of the branch line is sharply reduced relative to the main line, and the corresponding reduction of the branch line platform can save the land occupation cost.
  • the return road is added as shown in Figure 6-Z, which is called the T-foot half-return TZ ramp.
  • the main front group F passes the TZ station and reorganizes the same as Figure 7.
  • the main rear group R small turn station and the Z' group to the branch line; the branch line RZ return TZ station is also divided into two groups, the former group BR free stop to After the TZ, the small station waits for the next main group F, and the post-group Z enters the Z-channel to change back, waiting for the next main group R to reorganize the RZ branch line.
  • the double-connected 2T ramp of Figure 4 must be T-butt to be able to change the track 2S double shuttle line. If the 2S section is too long to be shuttled, it will be changed to the 2TZ ramp of the TZ foot docking.
  • the sub-parallel ramp d3 ⁇ m1 is deflected by 120° to copy d1 ⁇ m2/ D2 ⁇ m3 has three groups of large turns T-shaped ⁇ , and derived d1 ⁇ m3/d3 ⁇ m2/ D2 ⁇ m1 three small turns and connected to the ramp; called Y3T ramp. It not only converts the three-direction T-turn of the variable track and the Y3V three-way reversal, but its three-way synchronous turn and alternate turn and cross-transfer efficiency is higher.
  • Figure 8 shows that when the three-way car arrives close to the Y3T ramp, it is divided into two groups.
  • the three shoulders of the tripod are crossed and connected to the ramp d1 ⁇ m2/d2 ⁇ m3/ D3 ⁇ m1 has the alternate switch mode of the 3d pass and the exit 3m pass; the 3R half column only needs to synchronize the 3T shoulder and the ramp, so it is convenient to use the station change time to avoid the red light passing through the three level crossings.
  • Such a turn and cross cycle the whole vehicle exchange; right/left turn passengers only need to select the front and rear cars to follow the car transfer line, and the six-way traffic between the three terminals is all direct.
  • the above-mentioned cross-transfer includes both the Y3V three-way small turn and the new Y3T big turn transfer; the one-way change is upgraded to the round-by-turn transfer, so it is called the transfer ramp.
  • the transfer must be such that all the transfer paths can be separated and returned.
  • the embedding of the splits and the ramps into all the transfer tracks satisfies the condition, as in the Y3T three-way. D1 ⁇ m3/d3 ⁇ m2/ d2 ⁇ m1. Therefore, Y3T not only meets the conditions of YT's three-track, but also the only three-way reversal ramp.
  • the traditional three-track is in the form of two "human” parallel “slave”; although the outer two-way approximating Y but lacking the third-side recursive track; the inner two-way flat cross is shown in Figure 11-YX, so it is called YX three-way.
  • YX foot BF port is connected to the main line, YX
  • Japan and Spain used the train before and after the YX ramp to split the trains in order to reduce the number of trains to the main line.
  • the two halves of the branch must be folded back after the branch terminal, and then combined and recombined, neither recombination nor sustainable separation.
  • the key to transforming Nanjing Line 1 is at YX Road, and there are three choices.
  • the three-stage traffic flow is the main line; not only is the car density 100% saturated, but the N-E/W three terminals are all directly connected to each other.
  • the Y3T ramp is enlarged, and the V-channel arc is elongated to a flat-bottomed triangular crossroad as shown in Figure 11-3YX; D1 ⁇ M5/D5 ⁇ M3/D3 ⁇ M1 Transfer to ⁇ .
  • the triangular crossroad can also be regarded as a combination of the 3YX ramp.
  • the aforementioned YX-main two-branch or 2YX-main four-track line contains 2-4 branch terminals, and the train can only be re-routed in full.
  • the combination of the 3YX squatting group and the 6BF spur line disappeared due to docking, leaving only the main 3BF terminal external finger.
  • the YX or 2YX branch line has the beginning and the end of the branch and the beginning and the end of the joint are both connected to the beginning and end of the point and the link; the three main line of the train in the three terminals only turn back halfway to the third terminal, thus forming A cycle between three points. Covering the 3YX corner, you can set up a three-point station to cooperate with the main station in the three sides of the city.
  • the three-way trains are divided into 2-4 groups, which are stationed or cross-stopped, and reorganized after the transfer.
  • Figure 12-BF1/3/5/7 constitutes a 4YX four-corner crossroad; where D1 ⁇ M7/D7 ⁇ M5/ D5 ⁇ M3/D3 ⁇ M1 is transferred in four directions.
  • the double-layer 4YX cross-track interchange is in the shape of an octagonal figure as shown in Figure 12-BF1-8, and the d-m gossip track 2 (4YX) is added to the inner side of the center octagon; the synchronous eight-way car is divided into four groups of cross-exchanges, and then ⁇ Reorganized out of the city; known as the octagonal crossroads.
  • the above-mentioned multi-angle crossroads "nD” or "nM” pass alternately with the Y3T ramp.
  • the multi-angle vertical crossover switch is operated at the same time according to nD ⁇ nd ⁇ (nd-nm) ⁇ nm ⁇ nM at the same time; even if 1-2' is over, the 6-8 train will only need 6-16'. .
  • Figure 13 is embedded in 4V points in its four right-angled neutrals and connected to the ramp d1 ⁇ m4/ D4 ⁇ m3/ d3 ⁇ m2/ d2 ⁇ m1, derived d2 ⁇ m4/ d3 ⁇ m1/ d4 ⁇ m2/ D1 ⁇ m3 constitutes four sets of T-shoulders with BF1/2/3/4 as T-foot; thus, the 2BF line of the interchange is connected to the rail, and the 4T4V four-way reversal ramp is synthesized, which is called the kite ramp.
  • the end point of the connected graph is 1 degree, the terminal station only has passengers on and off; the stop station is 2 degrees apex, and there are more two-way passengers; the three-way station is 3 degrees apex, and there are more turns and three-way stations. passenger.
  • the transit route of the station hub at the vertices of the connected graph is n(n-1); the three trains are six, the four stations are 12, the five stations are 20, and the six stations are 30.
  • Double-layer Y3T three-way or y3t/Y3T three-way cross-angle 60° interchange Figure 18 center constitutes a six-snow snowflake hub or a binary snowflake hub; in the same two-story space, the hub 30 journey is 2.5 times that of the cross hub station; Directly 12 passes, which is 3 times that of the cross station.
  • New York and Hong Kong subways have the same type of same-slot platform transfer, which can be shown in B-BF-F or B-B/F-F.
  • the axis in Figure 1 of this case and b-BF-f in Figure 28 indicate that the two rail types are transferred on the same platform.
  • Figure 1-T8/T16 is magnified as shown in Figure 10.
  • the subway or light rail YT Sancha station and the intercity fast track BF line form a multi-candle-shaped hub; together with the central cross station, b-BF-f binary transfer and distribution.
  • the 4V+ or 4VX ramp of Figure 2 is not only single-layer but also hollow; it is applied to the monorail in the gap of the fast-track interchange cross, and is woven and networked, which is convenient for transfer and saves space and cost.
  • Figure 27 shows that the anti-road and the fast-track overlap of the hanging rail using the tunnel top or the elevated bottom, 4V+ reversal in the cross-airway of the fast rail; in addition to the multilateral platform P1/3/5/7, the hanging rail also stops at the upper level. P2/6, lower p4/8 cyclic transfer; light/fast rail weaving networking, forming a binary kite interchange hub.
  • Figure 28 shows the hollow 4VX ramp and the fast rail interchange cross weaving network of the monorail, which constitutes the binary rice-shaped gossip hub; the pitch is 8 straight, the 4-way bf1/3/5/7 cyclic transfer, and the 8-way b-BF -f transfer to the same platform, a total of 56 trips, nearly five times the cross station; the space is still in two floors.
  • the shape angle is as shown by Ge. Obviously, the four "one" shapes are connected to a four-segment one-way street. Adding the light rail inner ring c1-3 will complement the return journey; then enlarge the "one" shape angle as shown in Figure 17-BF8/bF6/BF4/Bf2, which contains a set of interchanges. Yv turns the turn; called the binary "one" shape four ramps, the degree of 5 straight, 7-way transfer.
  • the light/fast rail volume, speed and frequency are very different, the four-corner fast/fast rail cyclic transfer is dominant, and the four-side light/fast rail forward/backward transfer is supplemented, and the overall flow balance of the multi-distribution is maintained.
  • the multi-distribution orbit type is usually unified on the right line as shown in Figure 1 or on the left line as the English and Japanese.
  • the inevitable exception is that the Eurasian Intercity Railway is on the left and most of the city is on the right.
  • the light rail c1 and the fast track 4X are in the four-corner binary reversal and cyclic transfer, and the four-side Fb or bF advances and retreats the transfer and distribution.
  • the inner ring c1 can also be replaced by an nc inner ring combination as shown in FIGS. 1-3c to improve the coverage.
  • the recursive ramp includes the metamorphic ramp and the reversing ramp as the core or key nodes, and at least three rounds of the double-track are connected, which constitutes a half-turn loop of the branch map. At least some of the vehicles have a half-turnback cycle between at least three terminals; a hollow 4-nV line as shown in FIG. 1-2, a tree line of FIG. 4/FIG. 9, a multi-angle interworking line of FIG. 11-16, and FIG. -T1/T3/T5/T7/T9/T11/T13 8YT loop release line.
  • Existing metro loop (circle Line) consists of a reverse/clockwise double loop and a loop, which we call the A/C loop; the existing urban rail network is usually connected by 1-3A/C+nBF.
  • the loop-free loop network of the case is a ring-shaped loop A/nC (left-handed C/nA), and the inner loop is replaced by an inner loop combination; the vehicle free-forward (no-return) is balanced in each station.
  • the outer dotted line in Figure 9 transforms the E2/W2 terminal into a YT three-station station, and the terminals on both sides of the rail are connected into an outer ring to make the six terminals disappear; the same direction C1-4 ring, the reverse outer ring A, synthesizes the A/4C plane.
  • Loop line combination network the tree-shaped branch diagram evolved into a mesh-shaped branchless map, and all vehicles were freely folded back in the A/4C cycle.
  • Figure 18 is the A/2C' of the cable car Circulating mesh; wherein C'1 and C'2 each contain three open-ended small rings in the form of trilobes, and two self-intersecting inner rings form an inner ring combination.
  • C'1 and C'2 each contain three open-ended small rings in the form of trilobes, and two self-intersecting inner rings form an inner ring combination.
  • a twisted single loop line that generates at least three small loops with a circular opening is defined as a self-intersecting inner loop.
  • the 8-word ring only generates two small open loops and is reciprocal, although the self-interchange does not conform to the self-internal inner loop of the case.
  • the A/C' combination of Fig. 19 has a six-lobed C' similar to the orange cross section longer than the outer ring, and contains six C--1/2/3/4/5/6 winding directions. Open small ring.
  • the butterfly C' of Fig. 25 also includes four concentric open small rings of C'-1/2/3/4. They make up and return in a snowflake or cross-shaped section to form an inner ring combination.
  • the inner ring combination of Fig. 23 contains a butterfly self-intersecting inner ring C'1 and an in-situ inner ring C2; the center light rail inner ring combination of Fig. 1 contains a butterfly self-intersecting inner ring c'1 and two in-phase Ring c2/c3.
  • Figure 1 Adds a large outer ring on the basis of the latitude and longitude cross 2BF line, 4V circulation line and 8YT loop line.
  • the two sides are connected to the T1-16 terminal and transformed into YT three-station station, and the four-line merger is the A/4C circulation network.
  • C'3-5 are self-intersecting inner rings
  • C2 is the same inward ring
  • the same inward ring C1 is replaced by light rail 3c inner ring combination; all vehicles in the network cycle through all stations and sections, providing more direct access stroke.
  • the preset T-shaped ⁇ can lay the foundation for the subsequent transformation of the YT Sancha station.
  • the single-head train is reversed to the left T shoulder on the right T shoulder, and then re-entered twice.
  • the T2Z transition terminal station is formed. .
  • d3 ⁇ m1 does not hold until the YT three-station station is changed.
  • the main difference between the loop network and the A/C loop is the inner loop combination. They can be divided into two parts (Fig. 23) or square (Fig. 25) or six squares (Fig. 18-19) to form a complex inner ring combination, sharing the same large outer ring;
  • the hollow tunnel (Fig. 1-3c/Fig. 12-c1) also omits the outer ring.
  • the existing BF line 2'/class has reached the limit density; according to the Japanese experience, only the loop-free foldback can be reduced to 72" / class. With this alone, the recycling network has increased saturated car and capacity by 80%.
  • the light rail 3c distribution branch network is embedded, which obviously improves the downtown area coverage. If you replace the Figure 5-c1 with Figure 1-3c and synthesize the 5c cycle network of c'1/c2-5; in addition to the two kinds of fast track circulation line collection, the light rail can also be transferred into the city and the outer suburbs. between.
  • a three-way orbital turntable is arranged as shown in Fig. 20-BF1/3/5, which constitutes a turntable ramp.
  • the three-way vehicle is dispatched synchronously through the turntable, leaving the last car in the turntable; the turntable carries the three cars counterclockwise (top view) and deflects 120° after the big turn, the three cars exit the turntable and wait for the next three columns.
  • the three-way turntable is used for the six-lane road.
  • the whole figure 19-20, the BF1/3/5 three-terminal car is left at the end of the car, and the car is deflected by 60° straight, waiting for the BF2/4/6 three-end car, so the two groups alternate six Transfer to ⁇ .
  • the two-way turntable of Fig. 21 is used for the cross-crossing ramp, and the two-way to the end of the car is deflected by 90° with the turntable, and the two sets of alternating latitude and longitude are alternately four-way. It is obviously more convenient to use the above ground carousel for cross-track reversal, and the three, four or six-pass road for the conventional rail type can also reduce its footprint.
  • the hanging carousel of the hanging rail is in the shape of a pot as shown in Figure 22. Regardless of the ground or suspended turntable, two-way or three-way turntable, the disk track or the bottom track should be longer than a single car and match the outer edge track or rail groove.
  • Figure 4 and Figure 26 can increase the density of the straight line of the straight line bf; at least the bf or t2v or 4v section of the two ends of the turntable can be 2s double shuttle or 3s three shuttle or 4s four shuttle line.
  • the core multi-station y3v or t2v or 4v can still be cyclically transferred; only 3-4 trains start synchronously, rendezvous, shuttle reentry, In the multi-site synchronization, the left or right stop alternates.
  • the peripheral terminal of the monorail/network uses at least two-way turntable to fold back, which also improves efficiency and saves space, and also lays a foundation for the subsequent reconstruction of the multi-station expansion loop/net.

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Abstract

一种可持续循环轨道线网，包括以多岔站点覆盖的递转岔道作为循环线/网的核心或关键节点；设计循环路由减免红灯、优化调度，均衡增强车流密度，多元集散扩展覆盖面；满足列车运营中分合互通重组，乘客随车转线或便捷换乘；同时降低轨道线网的建设与运营成本。所述的递转岔道是双向双线接轨的至少三岔道，含有至少一组至少三向递转道；所述的递转道由至少三个双向端口的返线递次转为小转弯侧双向端口的往线构成循环。

Description

[根据细则37.2由ISA制定的发明名称]　一种可持续循环轨道线网 技术领域
本发明涉及轨道交通的路由设计与线网系统，尤其涉及岔道、站点与站场的结构，以及其中的道岔组合等。
 背景技术
既有轨道交通线网可分为两类——接轨连网和不接轨联网，并导致两种出行效率——直达与中转。中转旅客步行换乘，“人转车不转”。
接轨连网是车辆流通的先决条件，其关键在于岔道节点。既有城轨不接轨联网，各线独自往返（Back-and-Forth），简称BF线；即便一主二支或四支分岔仍维持复式的全程折返，导致支线车次减半且难以持续分岔。传统铁路虽接轨连网，但其中继站场（junction yard）内道岔繁杂，其设置同样为满足长短程、快慢列成对车次的往返运营；双向平交红灯多，众岔口难调度不免班次稀疏。
更有甚者，它们的联网换乘枢纽只能设置平行或立交轨道，多占空间且覆盖面窄；难免依赖常规交通集散。而公交站、停车场等又迫使枢纽站越建越大越高深，站内换乘错综无序，甚至波及站外交通的混乱和拥堵。
综合上述：基于全程折返路由，既有岔道难以持续接轨连网；既有站场无序平交红灯多；既有线网更无法让列车在运行中互通重组。
 技术问题
本发明目的是：在保持各路段均衡往返的基础上，通过改进双向岔道成为一系列递转岔道；并以此为核心或关键节点可持续接轨连网，逐步扩张兼并为一体化的循环线/网，生成半程折返和全免折返的循环路由取代全程折返路由；为车辆减免红灯，均衡转换、互通重组、有序循环铺平道路。充分满足大众乘客多选的出行路线并随车转线，即为“车转人不转”。
循环路由促成多元轨型编织、套嵌联网集散“轻轨转快轨不转”，其中集散支线派生二元换乘枢纽，集散支网派生二元递转岔道和不对称往返路段；如此多元集散既便捷换乘，改善综合线网覆盖面，又节省占地空间。在有限空间或为特殊轨型设置递转盘岔道连网循环；“车随道转”机动变轨，交换循环一网流通；乘客“人随车转”一步到埠。
 技术解决方案
本发明目的是这样实现的，可持续循环轨道线网，包括以多岔站点覆盖的递转岔道作为循环线/网的核心或关键节点；设计循环路由减免红灯、优化调度，均衡增强车流密度，多元集散扩展覆盖面；满足列车运营中分合互通重组，乘客随车转线或便捷换乘；同时降低轨道线网的建设与运营成本。
所述的递转岔道是双向双线接轨的至少三岔道，含有至少一组至少三向递转道；所述的递转道由至少三个双向端口的返线递次转为小转弯侧双向端口的往线构成循环。
所述的多岔站点是覆盖递转岔道的车站或一组分站，包括覆盖二元递转岔道或二元换乘枢纽的车站或一组分站；所述的二元换乘枢纽含有至少两种轨型和至少一组至少一种轨型的至少三向递转道。
所述的循环线/网包括半折返循环线和免折返循环网；所述的循环线可由所述的递转岔道接轨外围终端成环，兼并为所述的循环网；所述的循环线由至少一个递转岔道接轨至少三段往返双道，至少部分车辆在至少三个终端半程折返循环；所述的循环网含有至少一个内环组合；所述的内环组合可二方或四方或六方连续，含有至少两个同向内环，或含有至少一个自交内环，或含有至少一个自交内环和至少一个同向内环；所述的自交内环含有至少三个开口的同向小环。
所述的递转道包括二元递转岔道，由两种轨型的递转道合成递转循环；所述的递转道是复式单行道，构成月牙形站场或双连月牙形站场；所述的月牙形站场单行贯通，场内各道平行免交叉，于月牙入口端分岔，出口端并岔固定不变，月牙大弧度长边设站台道，小弧度短边设越站快道，当中各道设为车辆段。
所述的递转岔道包括变轨三岔道和递转辙岔道；所述的变轨三岔道包括二元变轨三岔道，含有至少一道分并连岔道；所述的递转辙岔道含有至少一组至少三向全部嵌有分并连岔道的递转道；所述的分并连岔道定向单行，始于双向端口的返线分岔、止于另一双向端口的往线并岔，所连接的分并两道岔夹角外指并杜绝逆行。
所述的递转岔道包括递转盘岔道；所述的递转盘岔道含有至少一个变轨转盘，并具备至少一种固盘免转模式；所述的变轨转盘可以是地面转盘或锅盖状悬挂转盘，可以是双向双道转盘或三向三道转盘，其盘面的轨道或盘底的轨槽均长于单节车厢；当网内若干递转盘岔道设定为固盘免转模式时，至少两端俱断的双向双线路段或至少三岔双向双线路段应变为至少双梭线，并不干扰网内其它交通。
所述的多岔站点内设有多边月台；所述的多边月台是至少三边上落客的月台，可以是单层或错层或跃层或错层连通的多边月台；当至少三向至少一种轨型列车以首尾贴近形态停靠所述的多边月台或一组分站内的一组多边月台时，乘客可以门对门循环换乘。
所述的循环线/网包括用于多元集散的循环支线和循环支网；所述的循环支线与干线立交或编织联网，派生二元换乘枢纽；所述的循环支网是套嵌于干线的内环或内环组合，派生二元递转岔道或二元换乘枢纽和不对称往返路段；所述的二元换乘枢纽含有至少一组至少一种轨型的至少三向递转道；所述的不对称往返路段是两种轨型的至少双道双向平行路段。
所述的分并连岔道仅限于所述的递转岔道范围内，因其船闸式结构而具有“分并俱通、分通并断、分断并通、分并俱断”四种扳道方式；所述的变轨三岔道或递转辙岔道除交替扳道外，还具备至少一种固辙免扳模式；在所述的固辙免扳模式期间，“分并俱断”的分并连岔道仍可驻车备用或应变为梭线，并不干扰岔道内其它交通。
 有益效果
1）采用递转岔道可持续接轨连网产生循环路由，减免红灯、优化调度、均衡车流、互通重组；提高直达率和人/车/道的综合效益。
2）多元集散支线/网便捷换乘，扩展或延伸覆盖，取代常规交通节能减排。
3）简化岔道、站场与站点结构节省空间及造价；保持双向路段可持续扩展利于线网规划，避免重复施工；优化调度安全增效，降低运营管理成本。
 附图说明
图1是城轨线网的布局总揽，包括递转岔道与多岔站点的位置，循环线/网及多元集散的结构关系与兼并演变示意图；
图2是4V+中空十字、4VX中空X和8V中空米字的岔道甲、结构，以及中空四边形或环形月台的门对门循环换乘示意图；
图3放大Yv/T2v二元三岔道结构，及其中三边月台的循环换乘；
图4是I形4V四岔道或T足双连2YT三岔道，及其变轨模式的示意图；
图5是YT三岔站内三边月台P循环换乘，月牙形站场VCJ内站台道PT、辅助月台P、车辆段TY和越站快道OT等位置结构的示意图；
图6是T/TZ岔道及其中T肩分并连岔道和T足折返道的位置结构示意图；
图7是列车在T岔道门对门换乘，以及分并重组的位置结构示意图；
图8是三向列车在Y3T岔道递转辙交叉重组的示意图；
图9是4YT树形六终端循环线，以及后续扩展演变的示意图。
图10上层是Y3T岔道结构，双层立交为多元烛台形枢纽示意图；
图11上层是三角交叉岔道，双层是六角立交叉岔道的结构示意图；
图12上层是四角交叉四岔道，双层是八角立交叉八岔道的结构示意图；
图13是图12-Xv局部放大及FBf=bFB端口结构示意图；
图14是风筝四岔道、错层连通四边月台及月牙形站场的结构示意图；
图15是六角直通六岔道及其中两组三向递转辙的结构示意图；
图16是风筝四岔道、复式4V中空X岔道与集散支网多元配套集散，以及多元“个/大/木”枢纽和双连月牙形站场的位置结构示意图；
图17放大图16-Mu局部，是“个/大/木”枢纽内多元轨道编织结构，以及轻轨列车K形转辙交叉重组的位置示意图；
图18为缆车循环线网及其中V2v岔道、双三叶自交内环的位置结构示意图；
图19上层是挂轨Y3V3U循环线，双层立交为星形六岔道和多瓣自交内环结构，以及增设三向变轨转盘的位置示意图；
图20是三向三道转盘配合三岔道或六岔道的变轨示意图；
图21是双向双道转盘配合十字岔道的变轨示意图；
图22是双向双轨槽悬挂转盘携双车变轨的侧视示意图；
图23是蝶形自交内环与同向内环组合及二方连续结构的示意图；
图24是图23增设转盘变轨，以及三梭线的位置结构示意图；
图25是蝶形自交内环组合及四方连续，二元风筝枢纽的位置结构示意图；
图26是图25增设转盘变轨，以及四梭线的位置结构示意图；
图27是二元风筝枢纽内独轨4V+与快轨立交十字编织的结构示意图；
图28是二元米字枢纽内独轨4VX与快轨立交十字编织的结构示意图。
本发明的实施方式
地铁放射线很难由斜角贯穿四方城。图1设置T14-10/T10-T6/T6-T2/T2-T14四条平底V形单行道，递次由四个Yv喇叭口的返线转入小弯侧Yv的往线，利用四郊干道绕过市区，构成T14/T10/T6/T2四终端的4V中空X轨线。
将上述平底V形道收缩成弧底如图2-BF1/3/5/7虚线，合成4VX中空岔道；或偏转45度成中空十字4V+（BF2/4/6/8）岔道。立于岔道中心观察，四道V形匝道由各BF端口返线B递次转为小弯一侧邻端口往线F，构成4BF端口循环；称为环向递次转线四岔道，简称4V递转岔道。
同理，3-n递转道无须转辙交叉便构成中空3-nV递转岔道；如图2实线所示的单层中空星形8V递转岔道，接轨8BF放射路段为一线。其单层中空结构适合转弯半径小的轻便轨型设置于中心障碍地形，如大型场馆等。
轨道交通包括窄轨、独轨等轻便轨型，本案统称为轻轨。骑跨式独轨（简称跨轨）采用双头车在两终端折返，即BF2Z两点一线；以3-nV递转岔道为核心则构成3-nVnZ至少三点一线循环。
悬挂式独轨（简称挂轨）和山地缆车转弯爬坡灵活却难以或无法转辙；采用单头车在两终端U形折返，其实就是挤扁或拉扁单环线；本案简称为BF2U线。图19上层从三侧挤扁挂轨单环，必然产生Y3V递转三岔道和以其为核心的Y3V3U树形三岔轨线；其中车辆显然全免红灯均衡循环。
图1-Yv/T2v放大如图3可见，地铁4V平底是四段单行道；用轻轨配套直角转弯节省用地，还给快轨让出135°钝角和直道。快/轻轨互补往返产生4Yv角和四边8(T2v)二元递转岔道和Bf=Bf二元往返路段（=表示平行双向）。
图3-T2v的快轨递转道是直道；图17-V2v缆车的递转V形道甚至左转。所以V形递转道的严格定义不在角度，而在于向小转弯侧递转接轨下一端口。唯有如此各方来车方可全免交叉，循环递转互不干扰。
图1-4Yv所示的中空4VX岔道只收缩上下两边如图4-V1~4/V3~2便构成一个I形4V岔道或双连2Y三岔道，同图19中心的Y3V岔道。放大Y3V如图5可见，在3V递转道的弧形底部增设若干平行弯道呈月牙形，便构成单行贯通站场VCJ；各道免交叉，入口端分岔、出口端并岔固定不变；月牙小弧度短边设越站快道OT，大弧度长边设站台道PT，当中设置维护检修车辆段TY。三月牙的站台道彼此贴近便于换乘；三月牙的越站快道彼此远离更安全且扩大了转弯半径。
图14-VCJ显示，4V+四向弧底递转道均设有月牙形站场。图11和图16的大型递转岔道为平底，设有双连的月牙形站场VCJ。如此3-n列车同步过站或过城，在各自的站场内切换重组便互不干扰。在多岔站相对集中地管理至少两个单行贯通站场，既优化调度又节省人力和设施。
如图4-2T所示，在两个Y3V岔道中增设d4~m1/d2~m3两匝道即可大转弯，称为T肩转辙。放大T形辙如图6可见，虚线d3~m1始于B3返线，止于F1往线，横跨T肩同侧连接分并两道岔呈犄角状，并仅限于岔道范围内定向单行。图17的d6~m2也是犄角结构，但d6~m1和d7~m2异侧连接分并岔呈Z形，保持夹角外指。本案将岔道范围内所有d~m或D~M道岔组合定义为分并连岔道。递转岔道内含有至少一道分并连岔道如图7即可变轨，构成变轨岔道。
图6在T岔道的T足BF2端口增设折返道Z又构成T足半列折返TZ岔道，同时派生d3~m2/d2~m1两条分并连岔道。唯一未标明d或m的道岔在Z道之下，因为车入Z道它是m并岔，折返车出Z道它又是d分岔。所以，即使双岔组合的外形相同，其中任意一岔分并兼用都不是分并连岔道。正因为变轨岔道克服并杜绝了分并兼岔的逆行干扰，才保证了分并连岔的顺畅递转。
含有至少一组T形辙的三岔道除交替扳道外都能还原Y3V递转并固辙免扳，故统称为YT变轨三岔道。图4-2YT除经d4~m1/d2~m3间歇作2T转辙外，扳断d4~m1/d2~m3便恢复2Y(Y3V)，扳断d4~m3/d2~m1则应变为双梭线2S；称为2Y和2BF/2S固辙免扳模式。高峰时段固辙于2Y或2BF/2S免扳，等于暂停红绿灯，可以加密车次或加长车列；平时再恢复2T转辙减少换乘。
由于其类似船闸结构，分并连岔道具有“分并俱通、分通并断、分断并通、分并俱断”四种扳道方式。图4的分并连岔道d4~m1/d2~m3仅限于2YT岔道内，d4~m3/d2~m1虽超出了单一的YT三岔道，仍限于I形4V递转四岔道范围内。所以当变轨岔道采用固辙免扳模式时，它们仍可泊车备用（如图8-3R），打开两侧车门充当道沟桥；或者应变为短程梭线如图4-2S。
图3的T2v岔道虽然含有两种轨型，慢轨2v递转道之间仍有机会T肩转辙直行如虚线，构成T2v二元变轨三岔道。
如图7所示，主线列车在d3岔口前分为两组，前组F免停过T肩辙至T后小站，顶接上次支线返回组BR’重组整列；后组R与支线返回组BR同步小转弯停靠T肩，换客后R组驶往支线，BR组驶往T后小站等候下次F组。
连续T形分岔如图9-4YT，并以N~S为4T肩连续主线；那么，各T岔站至E1/E2/W1/W2四支线终端的车列全部减半，却享有等同主线的班次。通常支线客流相对主线锐减，支线站台相应减半可节省占地造价。
若主支线客流量相当则增设折返道如图6-Z，称为T足半列折返TZ岔道。主前组F过TZ站分并重组同图7，主后组R小转靠站并顶接Z’组往支线；支线整列RZ返回TZ站也分两组，前组BR免停小转至TZ后小站等候下次主前组F，支后组Z进Z道换客后折返，等候下次主后组R重组RZ支线整列。
图4的双连2T岔道必须T足对接方能变轨2S双梭线。若2S路段过长不宜梭线，则同时改设为TZ足对接的2TZ岔道。
如图10上层和图8-Y3T所示，将分并连岔道d3~m1左右偏转120°便复制出d1~m2/ d2~m3共三组大转弯T形辙，同时派生d1~m3/ d3~m2/ d2~m1三道小转弯分并连岔道；称为Y3T岔道。它不仅可变轨三方位的T形转辙和Y3V三向递转，其三向同步的大小转弯交替扳道并交叉递转效率更高。
图8显示，三方来车同步接近Y3T岔道时各分为前后两组，三前组F1/F2/F3小转弯免停越站，至Y后小站顶接上次三后组R’2/R’3/R’1重组三整列往W/E/S三终端；三后组3R同步大转弯进站，换客后驶往Y后小站等候下次三前组。 鼎足交叉的三道T肩分并连岔道d1~m2/ d2~m3/ d3~m1具有进站3d通、出站3m通的交替扳道方式；3R半列只须同步进出3T肩分并连岔道，便利用靠站换客时间规避红灯通过三个平交口。如此大小转弯交叉循环、整车交换；右/左转乘客只需选择前后车厢便随车转线，三终端之间六程交通全部直达。
上述交叉递转既包含Y3V三向小弯递转辙，又新增Y3T大弯递转辙；将单向变轨升级为环向递次转辙，故称为递转辙岔道。显然，递转辙必须让所有递转道既分得岔出去又并得岔回来；而将分并连岔道嵌入所有递转道即满足了该条件，如Y3T三岔道中的 d1~m3/d3~m2/ d2~m1。因此，Y3T既符合YT变轨三岔道的条件，又是其中唯一的三向递转辙岔道。
传统的接轨三岔道呈二“人”并行的“从”形；虽外侧双道近似Y但缺少第三边递转道；内侧双道平交叉如图11-YX，故称YX三岔道。YX足BF端口接主线，YX 臂2BF端口接支线，导致一主二支的A=B/A=C复式全程折返(full-return)。若主线两端连岔2YX则一主四支，难以持续分岔。
日本和西班牙在YX岔道采用列车前后分合技术，以求支线班次同主线而车列减半。但因YX分并两岔均延伸至两支线终端，所以分岔的两半列必须经支线终端折返后再并岔复合，既无重组也不可持续分合。
YT三岔道至少二主一支，二“人”连腿呈犄角接轨主往线，保持主返线无道岔免交叉，甚至不限轨型如图3-T2v。如此生成A=B=C半程折返(semi-return)循环路由方可持续分岔，同时保持主支线等同的班次密度（如2m/班）。
接轨nYT岔道生成n+2终端，如图9的4YT连岔为6终端树形循环线；以N=S为连续主线设4T或4TZ岔道，至少半数车辆在6终端之间半程折返循环；若设为4(Y3T)或变轨为4(Y3V)则全部车辆在同等主线各路段半程折返循环。
列车密度=车厢数X班次；当车厢数受限于站台长度，班次间隔就成了挖潜增效的主攻方向。以南京地铁1号线为例，迈皋桥N经安德门YX至奥体中心W或至药科大学E都是双程直达，直达率4/6；但W=E双程必须上下月台换乘。当N=YX主线班次饱和时（2m/班）W=YX，E=YX两支线班次分半（4m/班）；倘若支线再用YX分岔，班次便再分为8m/班。 设全线各站间等时距，那么N=YX间11站占全线时距的11/30，E=YX间15站占15/30，W=YX间4站占4/30；11/30+1/2（15/30+4/30）=20.5/30：全线的车密饱和率约为68%。
改造南京1号线的关键在YX岔道，选择有三。其一，改设T岔道并以较长的N=T=E段为T肩连续主线，较短的T=W段设为T足支线；维持N=E双程，N~W和W~E单程直达，返程W~N和E~W门对门换乘，持平4/6直达率；因为T=W段车列减半，那么11/30+15/30+ 1/2x4/30=28/30，全线车密饱和率升至93%。其二，改设TZ岔道恢复TZ=W段整列，11/30+15/30+4/30=30/30，全线车密100%饱和。其三，改设Y3T岔道则Y=N/ Y=E/Y=W三段车流均衡为主线；不仅车密100%饱和，且N/E/W三终端之间6程交通全部直达。
均衡车密不仅提高三岔道的效率和运力，更大意义在于可持续接轨分岔；列车在YT岔道既分得岔出去又并得岔回来，所以可持续分合重组。以YT岔道为核心或关键节点改造南京1号线，还为较长路段如Y=E沿途分岔（类似图6-4YT）或较短路段如Y=W的后续延伸分岔作出铺垫；在保持车密饱和的前提下，可持续分岔为3-n终端的循环线，显然扩展覆盖面。
当三方位的城际或区域BF线交汇于市镇时放大Y3T岔道，将V道弧底拉长为平底成三角交叉岔道如图11-3YX；D1~M5/D5~M3/D3~M1三向递转辙。三角交叉岔道亦可视为鼎足3YX岔道的抱团组合。
前述YX一主二支或2YX一主四支轨线含有2-4支线终端，其列车只能复式全程往返。3YX岔道抱团组合却使6BF支线端因对接而消失，仅保留主干3BF终端外指。如此，YX或2YX支线内有始无终的分岔和无始有终的并岔都对接成有始有终的分并连岔；三段主线的列车在三终端仅折返半程便驶往第三终端，从而构成三点之间的循环。覆盖3YX角可设三分站配合市区三边中主站，三向来车同步各分为2-4组越站或交叉停靠各站，换客后重组出城。
大都市外围若有六方郊区或城际BF线时，设计两层3YX岔道错角立交呈六角形如图11，中心六边形内侧增设d~m六匝道接轨2(3YX)；同步六方来车各分为三组交叉互换，再并岔重组出城；称为六角立交叉岔道。覆盖6YX角和6+立交点设12分站，既方便近远郊各区又避开市中心集散客流。
同理，图12-BF1/3/5/7构成4YX四角交叉岔道；其中D1~M7/D7~M5/ D5~ M3/D3~M1四向递转辙。双层4YX岔道错角立交呈八角形如图12-BF1-8，中心八边形内侧增设d~m八匝道接轨2(4YX)；同步八方来车各分为四组交叉互换，再并岔重组出城；称为八角立交叉岔道。
上述多角交叉岔道“nD俱通”或“nM俱通”交替扳道同Y3T岔道。多角立交叉扳道则按nD~nd~(nd-nm)~nm~nM错时同位或错位同时运行；即便1-2’过一岔，6-8列车同步过城重组也仅需6-16’。
既有的2BF经纬线十字立交互不接轨。图13在其四个直角空挡嵌入4V分并连岔道d1~m4/ d4~m3/ d3~m2/ d2~m1，派生d2~m4/ d3~m1/ d4~m2/ d1~m3构成以BF1/2/3/4为T足的四组T肩转辙；如此将立交的2BF线接轨，合成4T4V四向递转辙岔道，像其形简称为风筝岔道。
当3BF城际线星形交叉于市镇，如图14先以鼎足三个十字避免三层立交，再嵌入B1~d1~m5/B5~d5~m3/B3~d3~m1和d2~m6~F6/d6~m4~F4/ d4~m2~F2六分并连岔道于两组各三向递转道；如此接轨3BF合成六角直通岔道。
综合上述至少三角交叉或直通岔道，它们都是较大型的快轨递转辙互通岔道；含有至少一组至少三向嵌有分并连岔道的递转道，至少三角的BF端口接轨至少三段BF车流均衡主线；因此统称为多角互通岔道。
城市群、区域或大陆以多角互通岔道为核心或关键节点持续接轨连网，必然生成循环线/网。只要等时距设站，线网内各多岔站各方来车便同步抵离，分合过城重组，均衡有序循环。乘客只须选择方向即可见车就上，继而前后移动随车转线，直达网内任意两站之间。
根据图论，连通图的端点为1度，终端站只有上落乘客；中途站为2度顶点，多出双向过站乘客；三岔站为3度顶点，多出大小转弯各三向过站乘客。由此推算，在连通图n度顶点设站所枢纽的通行路线为n(n-1)程；三岔站6程，四岔站12程，五岔站20程，六岔站30程，八岔站56程…
借鉴于海运的支线驳船(feeder line)，我们将至少两种轨型联网换乘称为多元集散(polybasic feeder-ship)，其中较轻型轨线称为集散支线。既有轻轨集散地铁或地铁集散高铁只能双层立交成十字或三层立交成雪花形。
双层Y3T三岔道或y3t/Y3T三岔道错角60°立交如图18中心构成六岔雪花枢纽或二元雪花枢纽；在同样两层空间内枢纽30行程，是十字枢纽站的2.5倍；其中12程直达，是十字站的3倍。
纽约、香港地铁设有同轨型同向月台换乘，可用B-BF-F或B-B/F-F简示。本案图1中轴和图28的b-BF-f则表示两种轨型在同向月台换乘。
将图1-T8/T16放大如图10可见，地铁或轻轨YT三岔站与城际快轨BF线立交构成多元烛台形枢纽；连同中心十字站享有b-BF-f二元换乘集散。
图2的4V+或4VX岔道不仅单层而且中空；应用于独轨在快轨立交十字的空档内穿插、编织联网，既便捷换乘又节省空间与造价。
图27显示挂轨利用隧道顶或高架底的反路面与快轨重叠，在快轨的十字空档上下坡4V+递转；除多边月台P1/3/5/7外，挂轨还停靠上层p2/6、下层p4/8循环换乘；轻/快轨编织联网，构成二元风筝换乘枢纽。
图28显示独轨的中空4VX岔道与快轨立交十字编织联网，构成二元米字八岔枢纽；节度8程直达、4程bf1/3/5/7循环换乘、8程b-BF-f同向月台换乘等，共56行程，近五倍于十字站；所占空间仍在两层内。
图16-BF2/4/6/8放大风筝岔道用于城际快轨；BF1/3/5/7则复式放大4VX岔道用于郊区快轨（RER）；两者各生成一组“个”形角如Ge所示。显然四“个”形撇捺相连为四段单行道，增设轻轨内环c1-3便补充返程；再放大“个”形角如图17-BF8/bF6/BF4/Bf2可见其中含有一组立交的Yv递转道；称为二元“个”形四岔道，节度5程直达，7程换乘。
二元Yv岔道或“个”形岔道与往返线立交又生成多元“大”形五岔枢纽（7程直达13程换乘）或“木”形六岔枢纽（9程直达21程换乘）如图16-Da/Mu，放大如图17-BF8/ bF7/bF6/Bf2/Bf1或全图。
图1内方环放大如图3及图15可见Bf与bF端口之间轻/快轨合成的双向路段，称为Bf=bF二元不对称往返路段。设快轨2’+/班只停多岔站，轻轨1’-/班兼停小站（图15半圆点），集散客采取bF退进或Fb进退换乘。虽然轻/快轨运量、车速与班次迥异，但在四角快/快轨循环换乘为主，四边轻/快轨进退换乘为辅的条件下，仍保持多元集散的总体流量均衡。
多元集散各轨型通常统一靠右行如图1或靠左行如英日。难免例外的现状是欧亚大陆城际铁路靠左行而多数城市轨线靠右行。图12将轻轨c1嵌入左行制快轨4YX四角交叉岔道(BF1/3/5/7)，生成四角4YXv二元枢纽及四边的二元三道平行路段FBf=bFB；其内侧含有Bf=bF不对称往返。轻轨c1与快轨4X在四角二元递转及循环换乘，在四边Fb或bF进退换乘集散。如此内环c1同样可由nc内环组合如图1-3c取代，改善覆盖面。
以递转岔道包括变轨岔道和递转辙岔道为核心或关键节点，接轨至少三段往返双线，即构成有枝图的半程折返循环线。其中至少部分车辆在至少三个终端之间半程折返循环；如图1-2的中空4-nV线，图4/图9的树形线，图11-16的多角互通线，以及图1-T1/T3/T5/T7/T9/T11/T13的8YT环放线。
既有地铁环线(circle line)由逆/顺时针双环线一环套一环组成，我们称为A/C环线；既有城轨线网通常以1-3A/C+nBF不接轨立交联网。
本案的无枝图循环网却一环套数环A/nC(左行制C/nA)，以内环组合取代内环；车辆全免折返(no-return)在各站各段均衡循环。
图9外围虚线将E2/W2终端改造为YT三岔站，接轨两侧终端连成外环使六终端消失；同向C1-4环靠环，逆向套外环A，合成A/4C平面的环线组合网；树形有枝图演变为网状无枝图，所有车辆全免折返在A/4C循环。
图18是缆车的A/2C’ 循环网；其中的C’1和C’2各含有三个同向的开口小环呈三叶状，两个自交内环合成一个内环组合。本案将自身立交生成至少三个同绕向开口小环的扭曲单环线定义为自交内环。8字环只生成两个开口小环而且绕向互逆，尽管自身立交也不符合本案的自交内环。
图19的A/C’组合虽然一环套一环，但类似橙子横剖面的六瓣状C’长于外环，包含C’-1/2/3/4/5/6六个同绕向开口小环。图25的蝶状C’也包含C’-1/2/3/4四个同向开口小环。它们在雪花或十字状路段自补往返，构成内环组合。
图23的内环组合含有一个蝶状自交内环C’1和一个同向内环C2；图1中心的轻轨内环组合含有一个蝶状自交内环c’1和两个同向内环c2/c3。
图1在经纬十字2BF线、4V循环线和8YT环放线的基础上增设大外环，两侧接轨T1-16终端并改造为YT三岔站，便将四线兼并为A/4C循环网；其中C’3-5都是自交内环，C2为同向内环，另一同向内环C1被轻轨3c内环组合取代；网内所有车辆循环于所有站点和路段，提供更多直达行程。
在图1的T1-16终端预设T形辙可为后续改造YT三岔站铺垫基础，单头列车在右T肩倒车折向左T肩，再二次折返始发；构成T2Z过渡终端站。如前述，尽管T2Z外形同图7，但在改为YT三岔站之前d3~m1不成立。
循环网与A/C环线的主要区别在于内环组合。它们既可内分或外贴，又能二方(图23)或四方(图25)或六方连续(图18-19)成为复式内环组合，共用同一大外环；用于集散快轨的中空岔道(图1-3c/图12-c1)还省略外环。
既有地铁BF线2’/班已到极限密度；根据日本经验唯有环线免折返可减至72” /班。仅此一项，循环网便将饱和车密及运力提升了80%。
特殊轨型如挂轨或特殊交通如缆车擅长转弯爬坡，却不易或不能转辙；采用循环网不仅扩大连网规模，而且节省环形折返的空间设施。图15-c1/c4/c5轻轨内单环各自嵌入城际和郊区快轨的中空岔道，构成三个全免折返循环的集散支网(feeder-network)；经由K形辙接轨又兼并为一个错角多边形内环组合，亦即一个3c集散支网。在“个/大/木”枢纽中，轻轨同样穿插快轨空挡编织联网。
在图1-A/4C快轨循环网中心嵌入轻轨3c集散支网，显然改善闹市区覆盖。若用图1-3c取代图15-c1又合成c’1/c2-5的5c循环支网；除配套两种快轨循环线集散外，轻轨也能独自转入、旋出于闹市和远郊之间。
在图19上层Y3V岔道中心设置三向变轨转盘如图20-BF1/3/5，构成递转盘岔道。调度三向来车同步递转通过转盘，各留下末节车厢于转盘内；转盘携三车逆时针（俯视）偏转120°大转弯后，三车驶出转盘等候下次三列。三向转盘用于六岔道如全图19-20，BF1/3/5三端来车各留末节车厢随转盘偏转60°直行，等候BF2/4/6三端来车，如此两组交替六向递转辙。
图21的双向转盘用于平交十字岔道，双向来车末节随转盘偏转90°大转弯，分经纬两组交替四向递转辙。上述地面转盘用于跨轨递转辙显然更便捷，而用于常规轨型的三、四或六岔道也能缩小其占地空间。
挂轨的悬挂转盘呈锅盖状如图22。无论地面或悬挂转盘、双道或三道转盘，其盘面轨道或盘底轨槽均须长于单节车厢，并吻合盘外缘轨道或轨槽。
将图23和图25部分4v+岔道改为递转盘岔道如图24和图26，经纬轻轨即可交替转辙直行或大转弯重组。高峰时段固盘免转如图24和图26可增加直行bf主线的车次密度；而至少两端转盘俱断的bf或t2v或4v路段应变为2s双梭线或3s三梭线或4s四梭线。在3-4s线的3-4路段等时距的条件下，其核心多岔站y3v或t2v或4v仍可循环换乘；只需3-4列车同步始发、交会、梭式折返，便在多岔站同步靠左停或靠右停交替。
独轨线/网的外围终端利用至少双道转盘折返，同样提高效率、节省空间，还为后续改建多岔站扩张循环线/网铺垫基础。

Claims (10)

  1. 一种可持续循环轨道线网，包括以多岔站点覆盖的递转岔道作为循环线/网的核心或关键节点；设计循环路由减免红灯、优化调度，均衡增强车流密度，多元集散扩展覆盖面；满足列车运营中分合互通重组，乘客随车转线或便捷换乘；同时降低轨道线网的建设与运营成本。
  2. 根据权利要求1所述的可持续循环轨道线网，其特征在于：所述的递转岔道是双向双线接轨的至少三岔道，含有至少一组至少三向递转道；所述的递转道由至少三个双向端口的返线递次转为小转弯侧双向端口的往线构成循环。
  3. 根据权利要求1或2所述的可持续循环轨道线网，其特征在于：所述的多岔站点是覆盖递转岔道的车站或一组分站，包括覆盖二元递转岔道或二元换乘枢纽的车站或一组分站；所述的二元换乘枢纽含有至少两种轨型和至少一组至少一种轨型的至少三向递转道。
  4. 根据权利要求1或2所述的可持续循环轨道线网，其特征在于：所述的循环线/网包括半折返循环线和免折返循环网；所述的循环线可由所述的递转岔道接轨外围终端成环，兼并为所述的循环网；所述的循环线由至少一个递转岔道接轨至少三段往返双道，至少部分车辆在至少三个终端半程折返循环；所述的循环网含有至少一个内环组合；所述的内环组合可二方或四方或六方连续，含有至少两个同向内环，或含有至少一个自交内环，或含有至少一个自交内环和至少一个同向内环；所述的自交内环含有至少三个开口的同向小环。
  5. 根据权利要求2所述的可持续循环轨道线网，其特征在于：所述的递转岔道包括二元递转岔道，由两种轨型的递转道合成递转循环；所述的递转道可以是复式单行道，构成月牙形站场或双连月牙形站场；所述的月牙形站场单行贯通，场内各道平行免交叉，于月牙入口端分岔，出口端并岔固定不变，月牙大弧度长边设站台道，小弧度短边设越站快道，月牙当中各道设为车辆段。
  6. 根据权利要求2所述的可持续循环轨道线网，其特征在于：所述的递转岔道包括变轨三岔道和递转辙岔道；所述的变轨三岔道包括二元变轨三岔道，含有至少一道分并连岔道；所述的递转辙岔道含有至少一组至少三向全部嵌有分并连岔道的递转道；所述的分并连岔道定向单行，始于双向端口的返线分岔、止于另一双向端口的往线并岔，所连接的分并两道岔夹角外指并杜绝逆行。
  7. 根据权利要求2所述的可持续循环轨道线网，其特征在于：所述的递转岔道包括递转盘岔道；所述的递转盘岔道含有至少一个变轨转盘，并具备至少一种固盘免转模式；所述的变轨转盘可以是地面转盘或锅盖状悬挂转盘，可以是双向双道转盘或三向三道转盘，其盘面的轨道或盘底的轨槽均长于单节车厢；当网内若干递转盘岔道设定为固盘免转模式时，至少两端俱断的双向双线路段或至少三岔双向双线路段应变为至少双梭线，并不干扰网内其它交通。
  8. 根据权利要求3所述的可持续循环轨道线网，其特征在于：所述的多岔站点内设有多边月台；所述的多边月台是至少三边上落客的月台，可以是单层或错层或跃层或错层连通的多边月台；当至少三向至少一种轨型列车以首尾贴近形态停靠所述的多边月台或一组分站内的一组多边月台时，乘客可以门对门循环换乘。
  9. 根据权利要求4所述的可持续循环轨道线网，其特征在于：所述的循环线/网包括用于多元集散的循环支线和循环支网；所述的循环支线与干线立交或编织联网，派生二元换乘枢纽；所述的循环支网是套嵌于干线的内环或内环组合，派生二元递转岔道或二元换乘枢纽和不对称往返路段；所述的二元换乘枢纽含有至少一组至少一种轨型的至少三向递转道；所述的不对称往返路段是两种轨型的至少双道双向平行路段。
  10. 根据权利要求6所述的可持续循环轨道线网，其特征在于：所述的分并连岔道仅限于所述的递转岔道范围内，因其船闸式结构而具有“分并俱通、分通并断、分断并通、分并俱断”四种扳道方式；所述的变轨三岔道或递转辙岔道除交替扳道外，还具备至少一种固辙免扳模式；在所述的固辙免扳模式期间，“分并俱断”的分并连岔道仍可驻车备用或应变为梭线，并不干扰岔道内其它交通。
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