WO2015131661A1 - 长超站台的轨道列车及其编组系统 - Google Patents

长超站台的轨道列车及其编组系统 Download PDF

Info

Publication number
WO2015131661A1
WO2015131661A1 PCT/CN2015/000137 CN2015000137W WO2015131661A1 WO 2015131661 A1 WO2015131661 A1 WO 2015131661A1 CN 2015000137 W CN2015000137 W CN 2015000137W WO 2015131661 A1 WO2015131661 A1 WO 2015131661A1
Authority
WO
WIPO (PCT)
Prior art keywords
ticket
train
station
door
section
Prior art date
Application number
PCT/CN2015/000137
Other languages
English (en)
French (fr)
Inventor
刘健
Original Assignee
刘健
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201410081949.9A external-priority patent/CN103863331A/zh
Priority claimed from PCT/CN2014/000229 external-priority patent/WO2015027658A1/zh
Application filed by 刘健 filed Critical 刘健
Priority to CN202111585468.8A priority Critical patent/CN114973429A/zh
Priority to CN201580005972.2A priority patent/CN106163897A/zh
Publication of WO2015131661A1 publication Critical patent/WO2015131661A1/zh

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic

Definitions

  • the present invention relates to a rail train and its marshalling system, and more particularly to a rail train of a long super-station and its marshalling system.
  • the reader/writer of the existing rail train ticketing system does not record the positioning function of the passenger within the pay zone; the existing ticket has no passenger positioning function within the pay zone.
  • the present invention designs a novel rail train and its marshalling system for the above problems. According to the technical solution of the present invention, it is possible to realize the fact that, without changing the length of the existing rail train platform, the passengers are not connected to other transport carriers, but by adding the side gateless cars to the existing rail trains, the passengers are connected from the sideless carriages.
  • the existing rail train marshalling car directly realizes the functions of the upper and lower platforms, thereby improving the capacity safely and effectively.
  • a rail train grouping wherein the rail train grouping is characterized in that: the station car, the waiting car and the off-site car are connected; the station car is connected to the waiting car or the station in both directions before or after two-way or one-way.
  • An outer car wherein, one side of the waiting car is coupled to the inner car; and the other side of the station is coupled to the outer car; the station is located within the station when the station stops, the station The waiting train stops at the inner side of the longitudinal long-end boundary of the platform, and the outer train stops when the station stops at the outer side of the longitudinal long-end boundary of the platform; the outer train of the station includes a side-free compartment;
  • the in-station car includes a plurality of cars; the off-site car includes a plurality of cars.
  • the function of the sideless door compartment is characterized by:
  • the side door compartments have no function of providing side doors for passengers to get on and off the platform;
  • the side-free door compartment is not separated from the odd-numbered station and the even-numbered station is parked outside the platform.
  • the railway train group comprises a train station, wherein the function of the train station is dedicated to the passengers who get off at the next stop, and wait for the parking platform and provide the passengers on the train. ;
  • the passengers in the train station do not borrow other rail trains that are structurally uncoupled from the train composition, and directly go up and down the platform.
  • the rail train grouping is configured such that a door or a wall is disposed between the waiting room car and the standard car in the structure, and the in-station car and the in-station car are isolated when functionally operating.
  • the railway train group wherein, technically, the technical feature of the waiting train is: the passenger train has no passenger seat.
  • the railway train group wherein, in structure, the train station is designed to be part of a train station and another part is a standard compartment.
  • the rail train is grouped, wherein the waiting car stops at the inner side of both ends of the platform when the parking is stopped.
  • the rail train grouping wherein the sum of the effective widths of the one-side doors of the waiting trains applicable to the subway train, the light rail train, and the intercity rail train is greater than 8 meters, and the double-side doors are effective
  • the sum of the widths is greater than 16 meters; the total number of single-sided doors of the waiting trains suitable for subway trains, light rail trains, and intercity rail trains is greater than six; applicable to train trains, high-speed trains, and the trains of the trains
  • the sum of the effective widths of the side doors is greater than 3 meters and the sum of the effective widths of the double doors is greater than 6 meters.
  • the railway train group comprises a train station, wherein: the door of the waiting train is an overlapping translation power door, and the adjacent door sheets are formed before and after the two adjacent doors of the vehicle are opened. Or multiple door pages overlap the side wall of the car.
  • the rail train grouping wherein the overlapping translation power gate overlaps, comprises: an inner sliding door power door, an outer sliding door power door, a built-in embedded door, and an outer swing door power door
  • the mutual selection of the external door power gates constitutes two or more door pages overlapping.
  • the railway train group comprises a train station, wherein: the door of the waiting station is a parallel door-column folding power door, and the parallel door-column folding power door is opened
  • the car is at an angle or vertical.
  • the rail train grouping wherein the parallel door-column folding power door opens inward, outward or upward when opened.
  • the railway train group comprises a train structure, wherein the train structure is a train carriage with a load-bearing column frame structure, and includes a cross beam capable of being used as an armrest, a side load-bearing column capable of being used as an armrest, and The central load-bearing column of the handrail, the central longitudinal beam and the reinforcing side longitudinal beam of the roof module, and the vehicle side module center longitudinal beam and the reinforcing side longitudinal beam, the side bearing column and the central load-bearing column coupling the roof module The side rails of the center rail and the roof module, and the side rails of the underbody module and the side panel reinforcement side rails.
  • the rail train group wherein the beam that can be used as an armrest, the side load-bearing column that can be used as an armrest, and the center load-bearing column that can be used as an armrest are made of solid material or aluminum alloy material, carbon fiber material.
  • the railway train group comprises a train station, wherein: the door between the waiting car and the sideless door is provided with a door for controlling the entrance and exit of the waiting room, and the door is a two-way door.
  • the railway train group wherein the door between the waiting car and the no-door car controls the entrance and exit of the waiting room, and the detecting device is configured to detect whether the waiting car is There are passengers.
  • the rail train grouping wherein the detecting device is connected to a switch that controls the two-way door of the access vehicle, and controls the opening or closing of the door.
  • the railway train group wherein at least one of the two-way access doors is a parallel juxtaposed overlapping door between the transitional no-door car or the non-side door car and the station car.
  • the door is equipped with an “anti-crowding program”: the opening of one door will inevitably close the other door or the two doors at the same time to achieve the function of controlling the passenger flow and preventing crowding; for example, the left door is for the passenger to enter from the transition without the side door.
  • the exit door of the station is located; the right door is set for the passenger to enter the transition door without the side door from the station of the station;
  • the anti-crowding procedure for the overlapping door is as follows:
  • the door of the station is closed, and when the car is driving, the right door is opened; the passenger enters the transition from the station of the station to the side without the side door;
  • the station of the station is replaced by a wall on the side of the compartment inside the station.
  • the wall has a longitudinal detector.
  • the detector includes a distance infrared detector, a distance detector, and the longitudinal detector points to the right door.
  • the side door is open, and there is a lateral detector at the left door of the transitional side doorless compartment; the longitudinal detector and the lateral detector jointly complete the detection of the passengers in the compartment, such as detecting passengers staying within one minute, that is, broadcasting or red light Passengers are urged to enter the transitional side-door compartment; as the elderly, children and patients are in the station, the passengers will soon enter the transitional side-door compartment, and when the passenger enters the transitional side-door compartment, the left-hand door is closed and the right-hand door is opened;
  • the passenger enters the carriage after the transition from the side door without the side door; in order to prevent crowding, the left door is closed, the parking is stopped, and the door of the station is opened; the passenger gets off; after getting off;
  • the passenger gets on the bus; at this time, in order to prevent crowding, the left door is closed and the right door is closed.
  • the railway train group comprises a side doorless car, and is characterized in that: the technical feature of the no-side door car is: the side door of the whole car without passengers getting on the platform.
  • said rail train grouping wherein, in the structure: the technical feature of the sideless door compartment comprises a sideless door compartment provided with at least one side emergency door.
  • the rail train group wherein the no-door car further comprises: a waiting station without a side door car, the waiting station having no side door car without a passenger seat.
  • the railway train group, wherein the side-free car can be changed into a sleeper car in a train passenger car.
  • the railway train group comprises a transitional side doorless vehicle, characterized in that: the sideless door compartment further comprises a transitional sideless door compartment, and the transitional sideless door compartment is in the length direction of the transitional sideless door compartment , with at least one section of partition.
  • the railway train group comprises a transitional sideless car with a two-way moving walkway, wherein: the two-way moving walkway is provided in the transitional non-side door compartment with the two-way moving walkway, and the moving walkway adopts Chain or belt type moving walkway.
  • the screen door of the railway train group includes a screen door of the train station, wherein: the effective width of the screen door corresponding to the parking position of the station is greater than or It is equal to the effective width of the door of the station.
  • the screen door of the railway train group has an overlapping door and a folding door, and a double or multiple overlapping door, in the screen door corresponding to the parking position of the waiting station.
  • the track door of the railway train group wherein an effective width of the screen door corresponding to the parking position of the station is greater than or equal to an effective width of the door of the station; the door is effective The width is greater than or equal to 8 meters.
  • the railway train group, the body material of the rail train, including the vehicle body material is characterized in that: the roof, the side wall, the end wall, the door page of the railway train group
  • the surface layer and the bottom layer of the car skin are made of carbon fiber to reduce the weight of the car
  • the beam, the load-bearing column and the horizontal handrail are made of carbon fiber in solid or hollow material to reduce the weight of the car and include the frame structure of the load-bearing column.
  • the rail train group an advertising light box, comprising an advertising light box of a tunnel space
  • the advertising light box of the tunnel space is provided with an advertisement in an out-of-window tunnel space corresponding to the parking position of the sideless door compartment A light box, the advertising light box comprising an advertisement having a lighting function.
  • a rail train ticket inspection system or a section ticket usage management method, is characterized by:
  • the station number of the whole line station is divided into at least two road sections; and the orbital train formation of the Changchao platform is divided into at least two passenger sections according to the corresponding relationship; the following is abbreviated as the orbital train formation by the track train group of the long super-station ;
  • the railroad train ticket checking system implements a section ticket use management method including a passenger section corresponding to the passenger train by the passenger station and/or the route section;
  • the rail train ticketing system includes an automatic ticket checking system, referred to as the AFC system.
  • the railroad train ticket checking system further includes the section ticket, and the section ticket as a boarding pass records the inbound ticket checking machine record that occurs when the passenger starts from purchasing the ticket to complete a complete trip, at least once.
  • the method for managing the use of the section ticket includes the issuance of the section ticket, and the issue mainly includes a section ticket code definition, a section ticket initialization, and an assignment of a section ticket; the section ticket is hereinafter referred to as a ticket.
  • the method for managing the use of the section ticket includes the track train ticketing system selling a section ticket; the section ticket is a section corresponding to the road section where the passenger's pit stop and/or destination belongs.
  • the section ticket includes a function of riding the boarding section corresponding to the rail train group in the road section.
  • the method for managing the use of the section ticket includes the automatic ticket checking system completing the assignment and sale of the section ticket through the terminal device; the terminal device comprises an automatic ticket vending machine and a semi-automatic ticket vending machine.
  • the railroad train ticket checking system further comprises: a section ticket, wherein the section ticket is characterized in that it comprises at least one of the following:
  • the section ticket including an IC card, a magnetic card, a mobile payment, and a mobile payment including an ISM.
  • the railroad train ticket checking system the section ticket is characterized by:
  • the section ticket printed with the ticket section includes: high-speed train, EMU train, train bus train, intercity light rail train, Maglev train, subway train, light rail train, subway train single ticket card, light rail train single ticket card.
  • the railroad train ticket checking system the section ticket is characterized by:
  • the ticket for writing and transmitting the passenger zone mark includes an IC card, a magnetic card, a mobile phone payment, and the mobile phone payment includes an ISM;
  • the IC card with IC card interval includes IC card with non-contact IC card city card with multiple uses;
  • a non-contact type IC card Further includes at least one of the following: a non-contact type IC card, a stored value card, a non-contact type IC card, a bank IC card, a CPU card, an M1 card, a magnetic card, a PASMO, a single ticket card, and a thin non-contact IC card included.
  • the rail train ticketing system and the method for managing the use of the section ticket include: adopting a method of “riding in the road section separately”: dividing the whole line station into at least two road sections according to the distance, and the track is The train formation is divided into at least two passenger zones by forward/backward two-way or one-way relationship corresponding to the route section, and the center of the train group is arranged in the entire train group by the farthest distance. At the farthest end, the most recent route is arranged in the middle of the entire train group;
  • the rail train ticketing system sells a section ticket; the section ticket includes selling the corresponding section ticket according to the passenger's pit stop and/or the route section to which the destination belongs;
  • the rail train ticketing system implements a ticket usage management method in which a passenger rides a section of the train corresponding to the train group by a section ticket.
  • the rail train ticketing system the method for managing the use of the section ticket; and the method of using the "odd station and the even station":
  • the rail train ticketing system sells a section ticket;
  • the section ticket includes the corresponding section ticket sold according to the passenger's pit stop and/or the route section to which the destination belongs;
  • the section is an odd number including at least one a section of the station and the even station;
  • the road section is a road section including at least one odd station and an even station;
  • the boarding section is a boarding section including at least one odd station and even station ;
  • the rail train ticketing system implements a ticket usage management method in which a passenger rides a section of the train corresponding to the train group by a section ticket.
  • a preferred automatic ticket checking system according to claim 30, referred to as AFC system
  • the structural features of the automatic fare collection system are:
  • the automatic fare collection system has at least four layers of architecture: a first layer, a central layer formed by a central computer system;
  • the second layer is the station floor composed of the station computer system
  • the third layer is the terminal layer composed of the station terminal equipment; the inbound ticket checking machine and the outbound ticket checking machine;
  • a reader/writer that is installed between the inbound ticket gate and the inbound ticket gate, wherein the reader is installed within the intersection of the pay zone
  • the ticket being coupled to the reader/writer; the reader implements data exchange with the ticket card and provides information,
  • the reader/writer and/or the ticket is coupled to the automatic fare collection system; and includes a connection between the reader/writer and/or the ticket and a ticket calculation unit of the automatic fare collection system; wherein
  • the automatic ticket checking system Preferably, the automatic ticket checking system
  • the method includes: adopting a road section mark for distinguishing different road sections, wherein the road section mark is a symbol, a number, a text, and a key indicating all the “ride section”;
  • a ride section mark is used, and the ride section mark is a symbol, a number, a character, and a key indicating "the ride section";
  • the road section mark is marked as a corresponding relationship with the boarding section
  • the function of including the boarding zone flag is set in the reader/writer for the position of the boarding section in which the ticket is recorded by the reader/writer.
  • the automatic fare collection system wherein the ticket includes an IC card, a magnetic card, a mobile phone payment, and the mobile phone payment includes an ISM; wherein the ticket includes a single ticket and a stored value truck ticket, A single ticket for the train station computer system using the ticketing method of the rail train grouping according to any one of claims 1 to 10, the single ticket carrying the train written by the train station computer system Interval marker.
  • the reader/writer of the automatic ticket checking system is installed between the inbound ticket checking machine and the outbound ticket checking machine, and further includes: a platform corresponding to the parking space of the riding section And/or in the compartment corresponding to the passenger zone, the reader/writer is provided with a passenger zone flag; the reader/writer is coupled to the ticket calculation unit of the automatic ticket checking system.
  • a reader/writer for the automatic ticket checking system wherein the function of the reader/writer is: the ticket is coupled with the reader/writer; the reader/writer realizes Determining data exchange between the ticket cards and providing information to enable the reader/writer and/or the ticket to be coupled to the automated fare collection system; the connection comprising the reader/writer and/or the ticket and the ticket Connecting the ticket calculation unit of the automatic ticket checking system; further comprising: a communication connection with a ticket calculation unit of the outbound ticket gate of the automatic ticket checking system; the automatic ticket checking system including the station computer system; The station ticket checker includes the reader of the outbound ticket gate.
  • the reader/writer of the automatic ticket checking system further comprises: the function of the reader/writer is: realizing the computing unit of the reader/writer and/or the ticket and the automatic ticket checking system Connection; a method for calculating the fare of the fare calculated by the passenger zone.
  • the automatic ticket checking system further comprises:
  • the ticket truck ticket is coupled to the reader/writer, the reader/writer implements data exchange with the ticket and provides information; the reader/writer implements data exchange with the ticket and provides information including passengers
  • the section information of the passenger ride; the section information of the passenger ride further includes at least one of the following: (1) the ride section mark of the passenger ride; and the station including the train corresponding to the train group parking space a boarding zone flag and/or boarding section information of the boarding zone flag in the train group; (2) a number of the ticket.
  • the automatic fare collection system wherein the ticket card is coupled to the reader/writer, further comprises: the ticket; the ticket has a function of recording the ride section mark.
  • the automatic fare collection system further comprises: the ticket having a function of locating a position of the passenger within the pay zone, recording and transmitting location information of the passenger within the pay zone.
  • the automatic fare collection system further comprises: the reader/writer has a function of locating a position of the passenger within the pay zone, and recording and transmitting the position information of the passenger within the pay zone.
  • the automatic ticket checking system further comprising the function of the outbound ticket checking machine reader: the function of the outbound ticket checking machine reader: the outbound ticket checking machine reader Loading at least one of the boarding zone markings of the information recorded in the ticket, and calculating the fare;
  • the calculated fare is compared with the memory content of the judgment department to obtain the fare: the first step is to determine whether there is a system ride zone mark, no system ride zone mark, and the fare marked by the existing systemless ride zone. The fare is specified; in the second step, it is judged whether there is a system ride section mark, and there is a system ride section mark, and the fare is calculated according to the fare prescribed by the existing system ride section.
  • the automatic ticket checking system, the reader/writer and/or the ticket are coupled to the automatic ticket checking system; further comprising:
  • the reader/writer and/or the ticket is coupled to the ticket calculation unit of the automatic fare collection system; wherein, further comprising: communicating with the ticket calculation unit of the outbound ticket gate;
  • Communication connection method includes: off-network system.
  • the automatic fare collection system includes the station computer system; the outbound ticket checking machine includes a reader/writer of the outbound ticket checking machine.
  • the automatic ticket checking system, the reader/writer and/or the ticket card ⁇ the ticket card is changed to a ticket> is coupled with the automatic ticket checking system; and further comprising:
  • the ticket transmits information to a ticket calculation unit of the station computer system; the information includes information of the passenger in a passenger zone;
  • the ticket transmits information to a ticket calculation unit of the station terminal device; the information includes information of the passenger in a passenger interval;
  • the ticket transmits information to a ticket calculation unit of the station computer system; the information includes information of the passenger in a passenger zone;
  • the station computer system includes a station terminal device; the automatic ticket checking system includes the station computer system; and the outbound ticket checking machine includes a reader/writer for an outbound ticket checking machine.
  • the automatic fare collection system further includes a off-network transmission mode
  • the software program sets the reader to include a bus-mounted reader/writer with a number (the present invention temporarily uses a digital amount) as a key, and Mark the bus zone to the zone ticket and mark the car zone; the digital amount does not have the monetary meaning, but only the key of the tag, the key can also be any value, or you can choose to subtract it from the outbound ticket checker.
  • the value of the digital amount; the key uses the digital amount, which is the reason why the reader is the bus reader, and any password is set by the central computer; the key is included in the outbound ticket checking machine and the key amount is equalized.
  • the automatic ticket checking system is coupled to the automatic ticket checking system by using a wireless communication system and a wired communication system; and further comprising:
  • the reader/writer and/or the ticket transmits information to a ticket calculation unit of the station computer system; the information includes information of the passenger in a passenger zone and/or a number of the ticket;
  • the automatic fare collection system includes the station computer system; the station computer system includes a station terminal device.
  • the subway AFC network system consists of three parts, namely the central host network system, the station host network system and the backbone network transmission system; the AFC system network transmits through the network, the central AFC system, the station AFC system, the automatic ticket vending machine,
  • the terminal device is connected with the terminal device such as the reader/writer; the station AFC host completes the transaction data processing upload and upload and control information; the terminal device completes the transaction data collection, and is managed by the station AFC host, which passes the station LAN. Network connection, And forwarding the data to the AFC central host through the dedicated backbone network; the control information includes the number of the ticket;
  • AFC system terminal device the reader/writer: used for information recording, the information record includes the inspection record of the passenger in the parking area of the station, or the parking section mark, and the main functions are recorded and/or the vehicle section mark, Network communication and data exchange with the station AFC application system; the station AFC application system includes an outbound ticket gate.
  • the wireless communication system and the wired communication system of the automatic fare collection system further include a memory, wherein the memory is coupled to the reader/writer and is in communication with the fare calculation unit;
  • the function of the memory is to store data obtained by coupling the reader/writer with the ticket card, and the data includes number data for recording the ticket card.
  • the memory is coupled to the reader/writer, and stores data and provides the fare calculation unit for use in real time;
  • the reader/writer and the ticket card couple, record the number of the ticket card, and transmit the boarding zone mark of the reader/writer and the ticket card number through a wireless communication system and a wired communication system.
  • Providing a memory of the station computer wherein the memory is a parking section mark dedicated to storing the reader/writer and a number of the ticket card, and is a ticket storage unit information storage and exchange center; the memory is stored in a storage unit;
  • the memory includes a reader/writer located in a line central computer, a station computer or an outbound ticket gate; the memory has a storage address; and is uploaded to a line central computer, a line central computer, and/or a line central computer, a line central computer The memory that is passed down to the various station computers of the line;
  • Memory Stores programs and data, is the information storage and communication center of the computer; the memory uses storage units as storage units, and each storage unit has a storage address;
  • each station computer is transmitted to the memory of the ticket calculation unit of the terminal device; when the passenger exits the card at the outbound ticket checking machine, the ticket calculation unit includes at least one press according to the method of the ticket calculation unit.
  • the reader/writer passes the wireless communication system and a wired communication system; uploads the information record to a storage unit, and the storage unit is connected to a fare calculation unit, and the function of the storage unit is to store the information record and real time A fare calculation unit is provided for comparison calculation.
  • the automatic fare collection system further includes a wireless communication system and a wired communication system;
  • the reader/writer is connected to the station computer through a station local area network, and the station computer is connected to each line central computer through a line local area network, each The central computer of the line is interconnected, and the central computer of each line is connected to the station computer through the line local area network, and the information of the reader/writer is released, and the station local area network includes a wireless local area network and a wired local area network;
  • the outbound ticket checking machine is connected to the line central computer through the station local area network, receives the reader/writer information issued by the line central computer, stores the information in the ticket calculation unit, and provides the outbound ticket checking machine in real time, After the record data of the ticket card swiped on the outbound ticket gate is combined, it is compared with the calculation method of the calculation unit, so that the fare of the passenger is obtained in real time according to the "Fare Regulation".
  • the station LAN network can be a dedicated station LAN network or borrow other station LAN networks.
  • a method for managing the use of a ticket for implementing the automatic fare collection system is a method for managing the use of a ticket for implementing the automatic fare collection system
  • the ticket issuance and use management of the automatic fare collection system mainly includes the ticket code definition, the ticket initialization, the valuation of the ticket, the management of the ticket, and the like.
  • the flow chart of the issuance and use management of the ticket is shown in Figure 5:
  • the process of issuance and use management the first step of the station ticketing system sells the ticket that can be marked with the "ride area correspondence" mark; the second step is to write the "inbound station number" by the inbound ticket checking machine; The third step is to brush the ticket at least once on the reader/writer of the platform corresponding to the passenger zone and the reader/writer in the passenger compartment, and record the passenger in the section ticket.
  • the carriage section of the carriage is marked, the fourth step is to check the ticket by the outbound ticket gate, and the ticket is further connected with the ticket calculation unit in the station computer, the ticket calculation unit in the station computer, the ticket calculation unit includes a ticket calculation method, and is pressed.
  • the automatic fare collection system the method of the ticket calculation unit, is characterized in that it comprises: a mark by the inbound ticket gate, at least one mark according to the ride section and or the number of the ticket card,
  • the mark of the outbound ticket gate gives the passenger's fare.
  • the automatic fare collection system the method of the ticket calculation unit,
  • the technical feature of the ticket calculation method further includes: the method of the ticket calculation unit is two parts: (1) the judgment part memorizes the content: according to the mark including the inbound ticket gate, at least one of the ride sections Marking and/or the number of the ticket card, the mark of the outbound ticket gate machine to calculate the fare of the passenger; (2) the real-time comparison between the memory content of the judgment part and the system riding section mark of the IC card; When the ticket card is swiped, the ticket calculation unit determines the comparison between the record information of the ticket card (the system ride section mark) and the memory content of the determination unit; and compares the comparison to the fare according to the station “Fare Regulation”.
  • the automatic fare collection system includes a ticket calculation unit method, and the technical feature of the method determination unit of the ticket calculation unit is:
  • system riding section mark includes a mark by the inbound ticket checking machine, at least one of the riding section mark and the number of the ticket card, and an inbound ticket checking machine mark;
  • the automatic fare collection system further includes: a determination unit that includes the ticket calculation unit method of the station computer system of the automatic ticket checking system; the station computer system includes a station terminal device, the ticket
  • the characteristics of the memory of the decision part of the calculation unit method are:
  • the one-to-one correspondence between the boarding zone marking and the fare of the inbound to outbound system of each line of the whole city rail train is listed as a procedure, and the determination of the whole city rail train as the fare calculation method of the fare calculating unit is used.
  • the memory content is set in the fare calculation unit.
  • the memory content of the determination unit of the whole city rail train is set in the fare calculation unit, and is used as a comparison with the system boarding zone flag of the ticket card when the card reader of the outbound ticket checking machine is swiped; when the ticket card is swiped
  • the fare calculation unit includes a reader/writer provided at the terminal floor check-in machine, or a ticket processing module;
  • the record information of the ticket card includes the system ride interval mark.
  • the automatic fare collection system further includes a ticket calculation unit of the station computer system of the automatic fare collection system, the station computer system includes a station terminal device; and a ticket calculation unit method is provided, the ticket
  • the technical features of the method of computing unit are:
  • Ticket calculation program All the inbound stations in the urban rail transit automatic ticket checking system + the above-mentioned boarding zone mark + the fare corresponding to the system boarding zone mark of the outbound station are listed as the ticket counting procedure , the ticket calculation program or the judgment department memorizes the content; and is set in the fare calculation unit, or the ticket processing module;
  • the outbound ticket checking machine reads the information recorded in the ticket used by the passenger and compares it with the memory content of the determining unit: in the first step, it is determined whether or not the boarding zone flag is present, and the boarding zone flag is not included. Calculate the fare according to the existing fare rules; in the second step, there is the above-mentioned passenger zone mark, and the fare is calculated according to the "Fare Rules" formulated by the station.
  • the "Fare Rules" includes the preferential price parameter table and the passenger zone. Distribution structure.
  • the automatic fare collection system wherein the ticket calculation unit of the station computer system further including the automatic fare collection system is provided with a ticket calculation unit method, the station computer system including a station terminal device; the ticket Computing unit
  • the ticket calculation method and fare table are uniformly formulated by the rail transit clearing system, and the ticket calculation method includes the memory content of the judgment department; and is transmitted to the central computer system of each line and the station computer system and related equipment including the ticket calculation unit. Reader with outbound ticket gate;
  • the method further includes setting the ticket counting method in at least one of the following systems: the ticket card includes a microprocessor unit CPU, an outbound ticket reader, a ticket processing module, an outbound ticket checking machine, a station computer system, and a central unit. Computer system and rail transit "one-pass" clearing system.
  • the ticket calculation method and fare table are uniformly issued and issued by the rail transit clearing system, and are distributed to the central computer system and the station computer system of each line.
  • a gate counting control gate is provided at a platform of a platform area corresponding to the parking position of the waiting station, and the parking compartment parking position or the preferential area is further included, wherein the preferential area is semi-closed.
  • Preferential zone or fully enclosed two preferential zones only enter the preferential area to swipe the card, the form of no confinement in the preferential area is a semi-closed preferential area; enter the preferential area to swipe the card, the discount zone can not be swiped, the gate sensor is out of time Onwards, the entering passengers are inaccessible, and the one-way free-passing gates are in the form of fully enclosed preferential zones; at least one of the readers is provided in each of the preferential zone platforms;
  • the method further includes installing the reader/writer in a station area corresponding to the parking position of the waiting station, the reader/writer is connected to the entrance gate, and the station area corresponding to the parking position of the waiting station is configured as There are gates out of the station that can not be swiped out of the station, and the station discount area can not enter without swiping the card;
  • the gate counting control gate further includes a counter installed in the entry gate, and the gate is closed when the counter reaches a predetermined number of people; the counter is cleared and recounted after each vehicle is turned on.
  • the gate counting control gate set by the station further comprises dividing the platform into an in-station car compartment and a preferential zone, wherein the preferential zone is a platform section corresponding to the parking spot of the station, that is, a long-distance passenger ride Car area; the bus area in the station is the middle and near-distance passenger car area, and the station area corresponding to the parking position of the station inside the station.
  • the preferential zone is a platform section corresponding to the parking spot of the station, that is, a long-distance passenger ride Car area
  • the bus area in the station is the middle and near-distance passenger car area
  • the gate counting control gate set by the platform further includes: the preferential area adopts a semi-closed preferential zone or a fully enclosed two preferential zones; only the preferential access zone is swiped, and the preferential zone has no gate
  • the form is a semi-closed concession area; when you enter the concession area, you can swipe the card in the preferential area. If the gate is inductive, the passenger will not be able to enter.
  • the one-way free-passing gate is in the form of a fully enclosed concession. Zone; at least one of the readers is provided in each of the preferential zone stations.
  • the gate setting control gate set by the platform further comprises: a counter installed in the access gate, the counter is provided with the number of passengers entering the gate, the number is limited to a reasonable range, and the counter is connected After the detector detects that the train is driving, the counter is cleared, the detector stops counting the counter, and then the counter is re-counted and continuously circulated; when the predetermined number of people exceeds, the entrance of the fully enclosed preferential area is opened. A red light or a buzzer sounds to inform the passenger that it is overloaded. Please take the follow-up train.
  • the gate counting control gate provided by the station further includes: the reader/writer is installed in a platform area corresponding to the parking position of the waiting station, and the reader is connected to the access gate
  • the station area corresponding to the parking position of the waiting station is configured to have a gate without exiting the card, and the preferential area of the station cannot be accessed without swiping the card.
  • a guiding picture electronic display screen the guiding picture electronic display screen, wherein the method further comprises: setting the instant scrolling of the station in the waiting station car and the sideless door car according to the preferential price parameter table and the car area distribution
  • the electronic display screen of the passenger section guide map formulated by the structural formula is used to mark the color of the passenger in the "passage section" displayed on the electronic display screen of the guide map when the passenger rides.
  • an orbital train signal system is for a train set of trains having a length exceeding a platform, further comprising a train consist of the train according to claim 1; the function of the train signal system is The track train length data in the signal system data of the track train grouping is based on the length of the off-street-free car outside the station based on the described train composition and the length of the train in the station.
  • the rail train signal system further comprises at least one train length in the rail train signal system data set as the rail train length data.
  • the rail train signal system further comprises the signal system comprising an automatic control system system and a peripheral general-purpose signal device, wherein at least one train length in the automatic control system data and/or the peripheral general-purpose signal device Set to the length of the rail train.
  • the rail train signal system wherein at least one of the data train lengths further including the train running route control technique is set to the rail train length.
  • FIG. 1-1 Distribution map of the trains and trains parked at the platform: There are 26 stations in the line; for the use of 18 cars:
  • the route interval is divided into; 2.3.4.5.6.7.8.9.10.11 stations are marked with the nearest road interval and white road interval; 12.13.14 stations are short-circuit interval and blue road interval mark; 15, 16, 17 stations The times are the shorter short-distance interval and the green road interval mark; the 18, 19, and 20 stations are the middle road interval and the green road interval mark; the 21, 22, and 23 stations are the middle road interval and the yellow road interval mark; 24.25.26
  • the station number is marked by the far road section and the orange road section;
  • the passenger zone is divided into; the 1, 2, 3, 4, 5, and 6 cars are the existing 6 cars in the platform, and the invention turns the first and sixth sections into the station, 7, 8, and 9. 10, 11, 12, 13, 14, 15, 16, 17, 18 are no side door compartments beyond the platform;
  • the standard map uses 26 stations. More or less than this number can be used to increase or decrease the distribution of each compartment.
  • the train attendants require passengers to check the tickets in the ticket color.
  • the medium and long-distance passengers cannot stay in the short-distance carriages.
  • the inner and outer car bodies of the car are painted in corresponding colors to facilitate the passenger to quickly find the seat of the car.
  • the passenger car of the station is no seat, and the passenger can not stop the car, which is a ticket-free car;
  • Random interval distribution structure 6 intervals: 2--11 station, white; 12--14 stations, Lan; 15--17 stations, Qing; 18--20 stations, green; 21--23 Station, yellow; 24-26 station, orange structure, abbreviated 10-3-3-3-3 structure;
  • the number of cars and the number of the nearest, short, short, midway, midway, long distance, and farthest cars are determined by the specific conditions of the local line passenger flow, and can not be prescribed.
  • Fig. 1 - 2 the standard diagram of the position of the terminal station, the side doorless carriage and the inner side of the platform end stopped at the end of the station in the train group: 1 waiting station stops at the inside of the platform end, 2 is It is the most important technical feature of the present invention that no side door car is parked outside the platform end and 3 is the inside of the station end.
  • Figure 1-3 Schematic diagram of train bus train grouping, distribution map of the bus stop parked at the platform: If there are 6 stations in the standard line: 36 cars are used:
  • the compartment section is divided into; 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18 is the platform
  • the invention will change the 1, 18 knots into the Houzhan carriage, (half of which is half of the carriages of the station, which are standard carriages), 19, 20, 21, 22, 23, 24, 25 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36 are no side door compartments beyond the platform; since it is a direct express train, the 19-36 section of the car without the side door can be changed to the platform.
  • Sleeper compartment used for "segmented lower station method", or "zone difference type lower station method"; 37 is platform length;
  • the road section is divided into; the 2.3 stations are marked by the nearest road section and the white road section; the 4th and 5th stations are the short-circuit section and the blue road section; the 6-station is the long-distance section and the red route section is marked;
  • the passenger zone is divided into; 7, 8, 9, 10, 11, and 12 are the nearest passenger zone, the white ride zone mark, and the white car; 2, 3, 4, 5, 6, 13, 14, 15
  • the 16th and 17th carriages are short-distance rides (Note: short-distance rides parked in the station under special circumstances on the ride), the blue ride section mark, and the blue car; 19, 20, 21, 22, 23 , 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36 cars are long-distance rides, red rides, red cars;
  • carriage interval distribution structure map "carriage interval distribution structure”; standard 4 intervals: (2-3) station, white---(4-5) station, Lan----(6) station , red; shorthand 2 - 2-1 red structure.
  • the passenger compartment is divided into; the 1, 2, 3, 4, 5, and 6 cars are the existing 6 cars in the platform, and the invention turns the 1 and 6 sections into the Houzhan carriage, 7, 8, 9, 10, and 11 12 is the no-door car that exceeds the platform.
  • the 2, 3, 4, and 5 car compartments are the nearest car zone, and the white car zone is marked with white cars.
  • the 7 and 10 cars are short-distance rides and the blue ride zone is marked.
  • the red ride zone is marked and 13 is the platform length.
  • the station is the nearest interval.
  • the corresponding passenger zone is the nearest passenger zone - the white car; the 12.13.14.15.16 station is corresponding to the short zone - the blue car; 17.18.19.20
  • the .21 station corresponding to the passenger zone is the middle passenger zone - yellow car; 22.23.24.25.26 station corresponding to the passenger zone is the farthest ride zone - red car;
  • carriage interval distribution structure map "carriage interval distribution structure”; standard 4 intervals: (1-11) white---(12-16) blue-----(17-21) yellow-- - (22-26) red; abbreviated 10 - 5-5-5 structural formula.
  • Figure 2-1 is a top view of the train compartment structure of the "bearing column frame structure" of the train station of the railway train station. It is a top view of the "bearing column frame structure” of the subway A-type vehicle with overlapping translational power gates.
  • the subway car is 22 meters long and translates.
  • the overlapping power door frame is 1.5 meters wide and the window width is 0.75 meters.
  • the total width of the nine door frames is 13.5 meters.
  • 1 is the center load-bearing column (and armrest)
  • 2 is the side load-bearing column (and armrest), which is the solid center load-bearing column and the side load-bearing column.
  • the support reinforcement is weakened due to the multi-door and the torsional strength is weakened.
  • the door frame 4 is the through-passage
  • 5 is the newly added central longitudinal beam
  • the roof is the central longitudinal beam of the roof, the vertical corresponds to the central longitudinal beam of the vehicle, and is connected by the central load-bearing column
  • the original car is leading to the station; the door is closed when the rail train is running; 7 is the pillar column reinforcement column; 8 is the horizontal roof beam at the roof, the bottom beam is at the bottom of the vehicle, the side load column is connected, and the side of the carriage is
  • the door pillar reinforcement column and the reinforcement side longitudinal beam are welded to form an annular support skeleton, which serves as a lateral reinforcement effect on the overall structure of the compartment door;
  • 9 is a newly added reinforcement side longitudinal beam, and the roof is a roof reinforcement side longitudinal beam, and the vertical corresponding
  • the side sill is strengthened for the bottom of the vehicle, and is connected by the side bearing column.
  • the side door frame has two vertical reinforcing columns and the reinforcing beam of the roof is welded.
  • the center load-bearing column, the side load-bearing column, the side load-bearing column and the reinforced side sill of the vehicle bottom, the reinforcing side bottom welding of the roof, and the bolt connection constitute the door body load-bearing structure.
  • the car is integrally reinforced to compensate for the overall tensile and torsional resistance of the car that appears when the door is widened.
  • 2-2 is an overlapping translational dynamic door of the railway train, with a built-in and exposed flat moving overlapping power door centered on the side wall of the compartment, and a built-in side wall of the carriage-exposed overlapping translational dynamic door, subway
  • 1.2 is the exposed translational dynamic door
  • 3.4 is the built-in translational dynamic door
  • 1.2.3.4 is combined to form the inner part - the side wall of the carriage - the exposed overlapping translational dynamic door
  • between the 2 and 3 is the side wall of the carriage, 5 It is closed.
  • the built-in and exposed sliding door sets make the sliding door width of the sliding door reach the widest width of the same moving car.
  • Figure 2-3 shows the main view of the A-type vehicle of the translational overlap door of the railway train.
  • 1 is the reinforcement of the transverse reinforcement of the upper door frame on the side of the carriage, which acts as a reinforcement for the upper door frame to compensate for the overall tensile and torsional resistance of the carriage lacking the side wall;
  • the side support column and the central support column are beam handrails and longitudinal beam handrails;
  • 2 is the roof longitudinal beam
  • 3 is the vehicle floor
  • 4 is the vehicle side longitudinal beam
  • 5 is the vehicle floor transverse support beam.
  • Figure 2-4 shows the built-in of the rail train - the side wall of the carriage - the side view of the exposed flat-moving overlapping power gate subway type A, 1 is the new roof center truss, and 2 is the roof transverse reinforcement beam 3.4 is the new roof reinforcement side longitudinal beam, 5 is the central load-bearing column (and armrest), 6.7 is the side load-bearing column (and armrest), 8 is the new underbody support center sill, and 9 is the car floor. 10.12 is a new under-reinforced side rail, 11 is the new center sill, 13 is the translation of the heavy-duty power door exposed door, 14 is the translation of the heavy-duty power door built-in door page, 15 is the beam handrail .
  • Figure 3-1 shows the top view of the train car structure of the load-bearing column frame structure of the rail train, which is the parallel type of the column-type vertical open power door of the subway type A; the parallel door column type vertical power mode, the column type vertical
  • the reinforcement structure of the 90-degree vertical door shaft door is 1.76 meters wide and the door column (built-in) is 0.18 meters wide. There are 12 doors and the total width of the door frame is 21.12 meters.
  • 3 is the reinforcement of the side door frame 10 ⁇ 20 cm reinforcing column and roof.
  • the beam phase welding, and the bottom of the vehicle is the corresponding welding of the bottom cross beam of the vehicle, forming an annular support skeleton, so that the whole car is reinforced to compensate for the overall tensile and torsional resistance of the car which appears when the door is widened.
  • 4 is 50 ⁇ 50 ⁇ 1 cm reinforced aluminum alloy at the four corners of the carriage
  • 5 is a 40 ⁇ 2 cm reinforced beam welded joint reinforcement side pillar in the middle of the carriage
  • 6 is a 20 ⁇ 1 cm reinforced longitudinal roof beam
  • the vertical correspondence is 20 ⁇ 2 cm.
  • Reinforced longitudinal sill The structure of the car is also used for the train train (including two floors), the train station, the EMU train station, the high-speed train station, the number of doors is increased, and the door width is larger).
  • Figure 3-2 is a top view of the subway type A car of the railway train, which is a top view of the parallel door axle vertical door axle door, 1.2 is the vertical door shaft opening door, 3.4 is the door closing state, the inner door frame is enclosed, and the adjacent two door columns are Union one.
  • Figure 3-3 is the main view of the 90-degree vertical door shaft door of the subway A-type parallel doorpost of the railway train, 1 is the top beam, 2 is the side reinforcement rib 20 ⁇ 1.5 cm, 2 is the side bearing column, the center bearing column It is a beam handrail and a longitudinal beam handrail; 3 is a car floor, 4 is a side rail side rail, and 5 is a 90 degree vertical door shaft door.
  • FIG. 4 shows the automatic fare collection system "special price parameter table and the distribution structure of the passenger zone":
  • Fig. 4 shows the implementation of the AFC system for the ticket sales of the trains in the train group with the train section of the waiting train:
  • the number of stations in this line has 26 stations, the number of road sections is divided into 4 road sections, the fare of passengers getting off at 2-11 stations is the original price; The fare is divided into two options:
  • the preferential price is divided into “special price”: the preferential price of 12-16 station is 0,50 yuan; the preferential price of 17-21 station is 1,00 yuan; the preferential price of 22-26 station is 1,50 yuan;
  • the preferential price is divided into “80% of the fare discount”: 80% of the 12-16 station discounted fare discount is 0,40 yuan; 17-21 station discounted fare discount percentage 80 is 0,80 yuan; 80-26 percent of the 22-26 station fare discount; preferential price is 1,10 yuan;
  • the price is divided into two options: (1) two of them are used; (2) both are used:
  • red ride interval indicating that the red ride interval with the station from top to bottom for the direction of the train, the order of the station changes; the red ride interval station with the station from the top Downward for the direction of the train, the sequential movement of the station;
  • carriage interval guide map electronic display means that as the station goes from top to bottom for the direction of the train, the order of the station changes;
  • the reader/writer includes a reader/writer equipped with an LED lamp, and the color of the LED lamp in the reader of the LED lamp is one color to the passenger zone to facilitate the passenger to swipe the card; thus the passenger guides the map according to the passenger zone in each car. Displaying the display screen, entering the corresponding car, and swiping the card on the reader/writer of the corresponding car;
  • the reader station of the preferential area station is equipped with the reader/writer (such as 1-4, 10, 1 corresponding station, 6 corresponding platform, 7 position) short carriage interval mark 0.01 yuan; the reader is set in the middle of the car (such as In the middle of the distance, the position of the reader is marked 0.02; in the long-distance ride section, the position of the reader (as shown in Figures 1-4, 12, and 9) 0.03; the credit card record of the passenger in different passenger zones; the transmission or recording of the reader/writer coupled with the IC card.
  • the reader/writer transmits his ride section mark to the IC card, and the IC card is recorded in the storage area.
  • the inbound ticket checking machine recorded on the IC card is marked as 2, and the second station is to get off at the 25th stop. It should be taken in the long-distance ride section and read in the long-distance ride section.
  • the original fare of 5,00 yuan minus the fare discount (red ride zone) 1,50 yuan 3,50 yuan.
  • a computer program that converts a total fare calculation (program) method into a sequence of coded instructions. Or the total fare calculation procedure.
  • the total fare calculation program is set in the automatic ticket checking system; the automatic ticket checking system has a five-tier structure: the first floor is the rail transit “one-pass” clearing system; the second layer is the central part of the central computer system of each line AFC system. The third layer is the station layer composed of the station computer system; the fourth layer is the terminal layer composed of the station terminal equipment.
  • the total fare calculation procedure is determined by the rail transit “one ticket pass” clearing system; the second pass is the central computer of each line; the third floor is the station computer; the fourth floor is the station terminal equipment outbound ticket checking machine.
  • the fare calculation program of the computer fare calculation unit the outbound ticket checking machine checks the boarding interval mark of the ticket card according to the actual outbound place, and sets the “special price parameter table and the distribution of the passenger interval according to the program of the automatic fare collection system”. "Structure”, confirm whether the station stop and the ticket number of the ticket card are consistent with the ticket number of the ticket, and the car fare is obtained according to the preferential price parameter set by the central computer in the same time.
  • the key amount is equal to the amount. ⁇
  • the reader/writer can be connected to a central computer of a station via a station local area network and connected to a storage of an outbound ticket gate; (or The storage is connected, the storage of the central computer of the line is finally connected to the storage of the outbound ticket checking machine, and the storage of the outbound ticket checking machine is finally connected to the computing unit of the outbound ticket checking machine.
  • the information uploaded by the reader/writer includes a unique card number of the IC and a boarding zone mark of the reader/writer, (or uploaded to a storage provided by a line central computer, and the storage device is connected
  • the storage of the ticket checking machine, the storage of the outbound ticket checking machine can store the information for 24 hours, and can be read by the computing unit of the outbound ticket checking machine at any time; when the IC card is swiped at the outbound ticket checking machine , the computer program of the outbound ticket gate will Calling out the information for comparison and matching; if the ticket without the information passes, the fare marked by the no-passage zone is marked; if the ticket with the information passes, it is marked by the passenger zone The fare is priced; the fare is processed and judged according to the "Fare Rules" formulated by the station, and the fare is obtained and recorded in the IC card. Finally connect the calculation unit of the outbound ticket gate.
  • the gate is connected to the station computer system through the station local area network, and receives the system operation parameters and the unique computer number of the IC card in the camp mode of the station computer system and the central computer system operating system command mode containing the program of the automatic ticket checking system. At the same time upload relevant ticket processing transactions and other data.
  • the reader/writer can have a wireless transmitting module through a station wireless local area network (located in a tunnel); the wireless communication network includes borrowing an existing wireless communication network, and wirelessly
  • the transmission method adopts the wireless transmission mode such as passenger information system (PIS) or ⁇ 3G ⁇ 4G ⁇ WIFI ⁇ , as long as it does not interfere with the ATC system, and can realize the on-board ticket checking machine (or POS of the wireless radio frequency reader).
  • PIS passenger information system
  • ⁇ 3G ⁇ 4G ⁇ WIFI ⁇ the wireless radio frequency reader
  • the boarding zone marking of the automatic fare collection system may use a key: "the boarding zone key of the system compartment" temporarily adopts a password system:
  • a key may be used, and the reader/writer uses a key according to the short, medium and far intervals of the road section ( Station confidentiality, self-design, tentative) 0.01 yuan, 0.02, 0.03, 0.09 instead of marking the ticket card to hit the car zone mark, the blue reader and bus ride zone mark setting key is 0.01 yuan; yellow reader and bus ride zone
  • the mark setting key is 0.02 yuan; the red reader/writer zone mark setting key is 0.03 yuan, and the card of the full color reader/writer zone mark setting key is 0.09 yuan can replace the other color ride zone mark card
  • the corresponding discount can be realized; the card with the key of the full-color reader/writer zone setting key of 0.09 yuan can replace the other color riding zone marking card to realize the corresponding discount; the outbound ticket checking machine determines the passenger "riding interval" according to the following procedure Marking color" or system riding section mark: that is
  • the outbound ticket checking machine checks the boarding zone mark of the ticket card according to the actual outbound place, and sets the “special price parameter table and the distribution structure of the boarding section according to the procedure of the automatic ticket checking system” to confirm the outbound location and If the ticket card is recorded in the ticket station, the station number and the boarding zone mark are the same. If they match, the car fare is obtained according to the preferential price parameter set by the central computer, and the key amount is equalized in the outbound ticket checking machine.
  • carriage interval distribution structure map "carriage interval distribution structure”; standard 4 intervals: (1-11) white---(12-16) blue-----(17-21) yellow-- - (22-26) red; abbreviated the structural formula of 10-5-5-5.
  • the reader/writer is arranged in an odd-numbered car or an odd-numbered car corresponding to a platform, in an even-numbered car or an even-numbered car corresponding to a platform, and an odd-numbered car or an odd-numbered car corresponding to a platform is marked as 1, and the even-numbered car or the even-numbered car corresponds to The platform of the platform is marked as 2;
  • the system ride interval is marked as the mark of the inbound ticket gate + the pass zone mark; or the system ride zone is marked as the mark of the inbound checker + the pass zone mark + the mark of the outbound ticket checker:
  • the passenger picks up the IC card at the third stop, and records the mark 3 of the check-in machine in the IC card storage area, and gets off at the 15th stop. Therefore, It is necessary to ride the boarding section of the platform corresponding to the odd-numbered car or the odd-numbered car, and brush the IC card on the reader/writer of the boarding section of the platform corresponding to the odd-numbered car or the odd-numbered car, and record the riding section in the IC card storage area as 1; in the outbound ticket gate and record the mark 15 of the outbound ticket gate in the IC card storage area, according to the fare calculation procedure:
  • the system ride interval is marked as the mark 3+ ride interval mark of the inbound ticket gate; or the system ride interval is marked as the mark 1+ ride interval mark of the inbound ticket checker + the mark 15 of the outbound ticket checker;
  • the reader/writer is provided in a platform corresponding to an odd number of cars or an odd number of cars, and a platform corresponding to an even number of cars or an even number of cars.
  • the outbound ticket checking machine checks the boarding zone mark of the ticket card according to the actual outbound place, and sets the station ⁇ fare rule according to the procedure of the automatic ticket checking system to confirm the exit ticket and the ticket card in the ticket card. Whether the inbound stop number and the passenger zone mark are the same, if they match, the car fare is obtained according to the preferential price parameter set by the central computer, and the key amount is equalized in the outbound ticket checker. ⁇
  • the communication modes of the reader/writer and the automatic ticket checking system are: a disconnection system, a wireless transmission system, and a wired transmission system.
  • the reader/writer is provided in the absence of the side door compartment, adopts the off-network system and the wireless transmission system; the reader/writer is arranged in the preferential area of the platform, and the off-network system, the wireless transmission system and the wired transmission system can be adopted, and the wired transmission system is preferred. .
  • the program embodiment of the automatic ticket checking system AFC described below mainly implements the communication mode of the off-network system of the line program of the automatic fare collection system.
  • the wireless transmission system and the wired transmission system are used for communication, but the communication method is different, and the reader/writer communicates with the outbound ticket checking machine, the station computer or the central computer system (or the line central computer system), and the transmitted content is transmitted.
  • the same as the recorded information of the IC card, the program slot of the automatic ticket checking system AFC is the same, and at the same time, the ticket clearing system of the central computer (or the rail transit "one ticket pass" clearing system);
  • the calculation block is the same.
  • the reader/writer in the pay zone or the inbound ticket gate and the station of the inbound ticket gate is coupled to the IC card; the IC card communicates with the automatic ticket checking system AFC, using the IC
  • the memory storage and transmission of the card includes at least one of the station station information (including the information of the boarding zone flag of the passenger station outside the station) and the information of the boarding zone mark.
  • the wireless transmission system of the program embodiment of the automatic fare collection system communicating the reader/writer of the preferential area station or the car using a wireless transmission function reader with the automatic ticket checking system AFC,
  • the technology is mature; at least one of the following includes the passenger station station information (including the information of the passenger zone marking of the passenger car outside the station) and the information of the passenger zone marking.
  • the wired transmission system of the program embodiment of the automatic ticket checking system communicates with the automatic ticket checking system AFC, and the technology is mature; At least one of the following includes the passenger station station information (including the information of the passenger zone marking of the passenger car outside the station) and the information of the passenger zone marking.
  • the fare calculation method of the fare calculation unit is programmed into a computer program, which is converted into a coded symbolized instruction sequence.
  • the fare calculation method of the fare calculation unit is compiled into a computer program: and the computer fare calculation program is set in the automatic fare collection system, wherein the computer fare calculation program is further included to be set in at least one of the following:
  • the automatic ticket checking system has a five-tier structure: the first floor is the “one-pass” clearing system for rail transit; the second layer is the central layer of the central computer system of each line AFC system; the third layer is composed of the station computer system. The station floor; the fourth floor is the terminal layer composed of the terminal equipment of the station.
  • the fare calculation (program) method including the fare calculation unit is set in the reader/writer of the terminal level check-in ticket machine or the (determination part memory content), and is set in the fare calculation unit, or the ticket processing module; ⁇ .
  • the automatic ticket gate is to read the information (period, section) recorded in the passenger's use ticket (IC), and the ticket calculation program.
  • the agreed boarding zone flag is set in the reader/writer so as to be credited to the IC card when coupled with the IC card.
  • the reader/writer is installed between the inbound ticket checking machine and the outbound ticket checking machine, and includes a platform corresponding to the parking space of the parking section (including a platform corresponding to the parking space of the waiting station or an odd or even parking space) Corresponding platform) and/or in the compartment corresponding to the passenger zone (including the sideless compartment or the odd or even compartment) for recording the position of the passenger between the inbound ticket gate and the outbound ticket gate;
  • the IC card is recorded when coupled with the IC card.
  • the reader/writer when the passenger uses the stored value card, the one-way ticket and the mobile wallet into the reader, the reader writes (including the interval ticket mark) transaction record in the card, and or The transaction of the save card is recorded in the reader/writer storage medium.
  • Both the inbound ticket gate and the outbound ticket gate are equipped with a stored value ticket reader and antenna.
  • the outbound ticket gate transmission device is also equipped with a small antenna single-pass ticket reader to complete the one-way ticket recovery. Read and write operations;
  • Outbound ticket checking machine The reader antenna is responsible for data communication and energy transmission in stored value tickets and one-way tickets, and the data in the ticket is uploaded to the storage unit through the reader for use in wireless and wired systems. :
  • inbound ticket gate into the card (including the passenger zone mark) inbound transaction record (or inbound ticket checker mark), and write the reader/writer in the card (including the interval travel mark) ( Or the reader tag, or use the stored value card, one-way ticket and mobile wallet unique card number) transaction record and outbound ticket checker transaction record (or called out ticket checker mark)
  • the fare calculation (program) method of the fare calculation unit is set in the reader/writer, and the following real-time record is judged on the reader: the inbound ticket gate is written in the card Enter (including the passenger zone mark) the inbound transaction record (or the inbound ticket checker mark), write the reader/writer in the card (including the ride zone mark) (or the reader mark, Or use a stored value card, one-way ticket and mobile wallet unique card number) transaction record and outbound ticket gate transaction record (or called out ticket checker mark)
  • Step 1 whether or not, the reader/writer is written into the passenger zone mark transaction record in the section ticket (stored value card, one-way ticket and mobile wallet);
  • Step 2 None, the reader/writer is written into the passenger zone mark transaction record in the section ticket (stored value card, one-way ticket and mobile wallet); the fare is calculated according to the existing ticket regulations; release.
  • the reader/writer is written into the passenger zone mark transaction record in the section ticket (stored value card, one-way ticket and mobile wallet);
  • the fare for the car is calculated; the fare is calculated according to the ticket price list and the distribution structure of the ride interval;
  • the reader/writer is written into the passenger zone mark transaction record in the section ticket (stored value card, one-way ticket and mobile wallet);
  • the mark of the outbound ticket gate is not marked by the specified outbound ticket gate, and is not released;
  • the fare is calculated; the fare is calculated according to the ticket fines that are not marked by the outbound ticket checking machine;
  • the fare of the Fuhe station is stipulated according to the fare regulations of the station, and the judgment result is sent to the reader, and the reader corrects the data information in the ticket through the antenna (writing process).
  • the fare calculation (program) method of the fare calculation unit at least one:
  • the fare of the car is calculated; the fare is calculated according to the ticket of the "special price parameter table and the distribution structure of the bus zone"; Release.
  • the ticket calculation unit of the automatic fare collection system according to the calculation method (program) of the ticket calculation unit, the calculation method (program) of the ticket calculation unit:
  • the reader/writer and the IC card transmit the recorded parking section mark and the number of the section ticket to the fare calculation unit of the automatic ticket checking system, and the calculation method of the fare calculation unit of the automatic ticket checking system ( program);
  • the calculation method (program) of the fare calculation unit of the automatic fare collection system the parking section mark (including the key) of the passenger car in the section ticket written by the inbound station number mark + the reader/writer + Outbound station mark, the passenger's outbound fare is obtained; or the passenger's outbound fare is obtained according to the preferential regulations or relevant regulations; the long-distance passengers who have not swiped the card are calculated according to the actual fare; Entering the door without the side door, causing congestion, swiping the ticket for the near-way ticket, or deducting a certain amount of tickets according to relevant regulations;
  • the first layer of the system is the “one-pass” clearing system for rail transit;
  • the second layer is the central layer of the central computer system of each line AFC system;
  • the third layer is the station layer composed of the station computer system;
  • FIG. 5 is a flow chart showing a ticket selling method of a rail train of a long super station in accordance with a first embodiment of the present invention, in which the car of the rail train of the long super station is divided into a first car zone and a second car.
  • the train station computer system includes the following steps S102 to S108.
  • Step S102 Receive initial station information and arrival station information.
  • the passenger When purchasing the train ticket of the long super station, the passenger needs to provide the initial station information and the arrival station information. For example, when the train station computer system sells the ticket through the automatic ticket vending machine, the human-machine interaction interface of the automatic ticket vending machine displays all the stations passing by the train. To the passenger, the passenger selects the corresponding starting station and the arriving station by clicking the human-computer interaction interface, so that the automatic ticket vending machine receives the starting station information and the arriving station information. For another example, when the train station computer system sells tickets through the manual ticket vending machine, the ticket seller inputs the initial station information and the arrival station information provided by the passenger to the manual ticket vending machine, and the manual ticket vending machine receives the initial station information and the arrival station information.
  • Step S104 Determine the starting station information and the road section corresponding to the arriving station information.
  • the start station information and the route section corresponding to the arrival station information are further determined.
  • Set the starting station information and arrival according to the predetermined rules The correspondence between the station information and the route section, after receiving the start station information and the arrival station information, can determine the start station information and the route section corresponding to the arrival station information.
  • the stations passing by the super-super-station rail train are numbered as odd-numbered stations and even-numbered stations in sequence.
  • the first boarding section is in the platform
  • the second boarding section is in the station.
  • the first ride interval is outside the platform
  • the second ride interval is in the platform
  • the route interval includes the first route section and the second route section, odd number
  • the platform corresponds to the first road interval
  • the even platform corresponds to the second road interval.
  • the step S104 includes:
  • Step S1042 It is judged according to the arrival station information that the station arriving at the station belongs to an odd platform or belongs to an even station.
  • Step S1044 When the station arriving at the station belongs to the odd station, the road section corresponding to the initial station information and the arrival station information is determined as the first road section.
  • Step S1046 When the station arriving at the station belongs to an even station, the road section corresponding to the initial station information and the arrival station information is determined to be the second road section.
  • the track train of the Changchao platform consists of an outbound train group located at the head and/or the tail of the train, an in-station train group located in the middle of the train, and a transitional car group between the out-of-station train group and the station train group.
  • the train grouping and transition car grouping in the station constitute the first passenger zone
  • the trains outside the station constitute the second passenger zone.
  • the second boarding section is outside the platform, and the road section includes a first road section and a second road section.
  • the step S104 includes:
  • Step S1042' The ride distance is determined based on the start station information and the arrival station information.
  • Step S1044' It is judged whether the riding distance is greater than or equal to a predetermined distance.
  • Step S1046' If the riding distance is greater than or equal to the predetermined distance, it is determined that the starting station information and the arriving station information correspond to the first road section.
  • Step S1048' If the boarding distance is less than the predetermined distance, it is determined that the starting station information and the arriving station information correspond to the second road section.
  • Step S106 Acquire a boarding zone flag corresponding to the determined road section.
  • different road sections correspond to different boarding zone markings
  • the boarding zone marking is further determined according to the determined road section, wherein the first road section corresponds to the first boarding zone flag, and the second road section corresponds to the second road section The second ride interval mark.
  • Step S108 Output a ticket carrying the acquired riding section mark.
  • the boarding zone flag is placed in the ticket, so that the ticket can carry the boarding zone flag, and the ticket carrying the acquired boarding zone flag is output, wherein, A ticket having a first ride section mark is used to ride the first ride section, and a ticket carrying the second ride section mark is used to ride the second ride section.
  • the ticket is a paper ticket
  • the parking zone mark includes a symbol, a number, a text, and/or a key
  • the step S108 includes:
  • Step S1082 The obtained riding section mark is printed on the paper ticket by a two-dimensional code or a barcode.
  • Step S1084 Output a paper ticket.
  • the ticket is a smart truck ticket, such as an IC card, a CPU card, an M1 card or a PASMO card
  • the ride interval mark includes a symbol, a number, a text, and/or a key
  • the step S108 includes:
  • Step S1082' Converting the boarding zone flag into an information form in which the smart truck ticket can be embedded.
  • Step S1084' Embed the boarding zone mark obtained after the conversion into a blank smart truck ticket, wherein the blank smart truck ticket does not include the boarding zone flag.
  • Step S1086' Output a smart truck ticket.
  • the full-line station station of the railway train station is divided into at least two road sections, for example, according to the distance of the boarding or according to the platform that arrives at the station. Dividing and dividing the rail train into at least two passenger zones.
  • the passenger zone mark corresponding to the passenger zone is carried in the ticket, so that the sold ticket is a section ticket corresponding to the route section. Passengers take the ticket of the different train sections of the rail train according to the section ticket.
  • FIG. 6 is a block diagram of a ticket checking system for a rail train of a long super station in accordance with a second embodiment of the present invention, in which the train of the rail train of the long super station is divided into a first ride section and a second ride. In the interval, when the track train of the long super station stops at the train platform, and the first ride interval is in the platform, the second ride interval is outside the platform.
  • the system includes the following four layers:
  • the first floor the central layer consisting of the central computer system of the train running line;
  • the second floor the station floor consisting of the train station computer system
  • the third layer the terminal layer consisting of the train station terminal equipment
  • the ticket includes a single ticket and a stored value truck ticket
  • the single ticket is a ticket output by the train station computer system using the ticket selling method of the long super station provided by the above-mentioned first embodiment, and thus the single ticket is carried.
  • the station terminal equipment located on the third floor includes an inbound ticket gate, an outbound ticket gate, and a reader/writer.
  • the inbound ticket checking machine is used to write the inbound station information into a single ticket and a stored value truck ticket.
  • the reader/writer is installed between the inbound ticket checking machine and the outbound ticket checking machine, and the reader/writer is installed at the corresponding platform of the car, or the reader/writer is installed in the car, and the reader/writer is used to match the car seated by the passenger.
  • the ride zone mark is written to the stored value truck ticket and the single ticket.
  • the outbound ticket gate is used to calculate the fare based on the outbound station information, the inbound station information in the stored value truck ticket, and the ride section mark, and deduct the amount of the stored value truck ticket based on the calculated fare.
  • the outbound ticket checking machine is also used to determine whether the gate is released based on the outbound station information, the inbound station information in the single ticket, the boarding zone flag written by the train station computer system, and the boarding zone flag written by the reader/writer. .
  • the train station terminal equipment located on the third floor further comprises an upper brake gate, the upper brake gate is arranged at the corresponding platform of the carriage, and is connected with the reader, and the reader is also used for judging the passenger’s ride.
  • the corresponding parking zone flag of the passenger compartment is consistent with the passenger zone marking written by the train station computer system carried by the single ticket, and controls the upper trafficting gate to be closed when the vehicle is inconsistent, so that the passenger rides the corresponding passenger compartment.
  • the track train of the long super station is a high-speed train, an EMU train, a train passenger train, an intercity light rail train, a maglev train or a subway train;
  • the ticket is an IC card, a CPU card, an M1 card or a PASMO card;
  • the writer is a reader corresponding to the ticket.
  • the invention discloses a non-side door compartment which is connected to at least one section of the train station which is parked outside the platform and is dedicated to the waiting and the upper and lower platform functions, and stops at least one section other than the platform when the vehicle stops outside the platform, and the non-side door compartment contains the emergency door without the side door.
  • a train formed by the super-super-station rail train;
  • the technical features of the side-door compartment are: the whole section has no side passengers up and down the door; and stops outside the platform when parking; the technical characteristics of the station compartment are: the connection without the side door compartment; and the parking is stopped within the platform;
  • the super-long-station railway train consists of a train station with no side door carriages; the long super-station railway train group does not contain other transport carriers for the auxiliary upper and lower stations, and the long super-station railway train group does not include the coupled passenger cars that assist the upper and lower stations; A method of directly descending from a train station without a side door to a platform.
  • the "grouping of the track trains of the long super station” is a new method of riding, in the method: in the case of the length of the existing rail train station, the front and rear two-way of the existing rail trains are grouped Or one-way increase of parking at least one section beyond the length of the platform stops outside the platform (including the ride by the road section) to remove the passengers from the upper and lower platform functions without the side door compartment, the passenger of the carriage passes through the through-pass one station in advance to remove the parking function
  • the passenger does not borrow other transport carriers, and the method is directly connected to the station from the station without the side door.
  • ⁇ minus: (The name of the invention "the grouping of the track trains of the long super station, the station, the side door compartment and the advertising light box” is a new method of riding, in the method: "On the existing rail train When the length of the platform is constant, the front and rear two-way or one-way of the existing rail train grouping is increased beyond the platform when parking at least one section exceeding the length of the platform (including pressing Take the passengers on the way to the upper and lower platform. There is no side door car. The passengers pass through the through-pass road one stop in advance to stop the ride function.
  • the train station (or mobile station) stops at the station, and in the train station, After the side door car and the entire train are simultaneously entering and stopping the platform, the passenger does not borrow other transport carriers, and the method is directly connected to the station platform from the terminal station without the side door car;
  • the rail train marshalling equipment of the super-station platform is designed, and its structural technical features are as follows:
  • the invention discloses a non-side door compartment which is connected to at least one section of the train station which is parked outside the platform and is dedicated to the waiting and the upper and lower platform functions, and stops at least one section other than the platform when the vehicle stops outside the platform, and the non-side door compartment contains the emergency door without the side door.
  • a train which constitutes a track train of a long super-station platform;
  • the technical features of the side-door compartment are: the whole section has no side passengers up and down the door; and stops outside the platform when parking; the technical characteristics of the station compartment are: the connection without the side door compartment; and the parking is stopped within the platform;
  • the track trains with long super-station on the structure include the trains without the side gates; the trains of the long super-station trains do not include other transport carriers that support the upper and lower stations, and the track trains of the long super-station
  • the rail train group also does not include a coupled car that assists the upper and lower stations.
  • the present invention is a new train formation; in the front and rear of the existing railway passenger train group, the two-way or one-way increase in the length of the platform beyond the length of the platform is respectively taken without the side door compartment, and the passenger of the carriage is advanced in advance through the through-passage
  • the method of entering the station and waiting for the train and the entire train to enter and stop the platform, and then to the platform; the "long-station railway train marshalling passenger transport system" (in the structure) is made by the platform
  • the present invention provides a new type of railway train grouping and ticketing, riding method and ticket checking method: track, signal, subway, light rail train grouped traction substation system capacitance, contact line cross-sectional area, tunnel lighting system according to new rail passenger car
  • track, signal, subway, light rail train grouped traction substation system capacitance, contact line cross-sectional area, tunnel lighting system according to new rail passenger car The need for train formation needs to be increased accordingly.
  • the passenger train operation system of the above-mentioned rail trains of the existing rail trains without the long super-station platform has been changed, and the Houzhan carriage and the sideless door compartment have been invented (the invention has no side door compartments without any special instructions, and the passenger cars have no side doors).
  • the train consists of a new function of the train; if the length of the existing platform is constant, the front and rear two-way or one-way of the existing trains are increased by more than the length of the platform. At least one complete side-door compartment of the "ride", the passenger of the carriage enters the train station one stop ahead of the through-passage, and enters and stops the platform at the same time after the train, the side-door carriage and the entire train are stopped at the platform.
  • Method; the present invention is a new method of orbital train formation in the structure, which is provided by the passenger station on the inner side of the two ends of the platform, and the passengers who are connected to the length of the platform via the through-passway are seated on the "street-by-way section".
  • FIG. 1-1 shows the train station grouping at the station position.
  • the passengers who get off the next station in the side-by-door compartment beyond the platform are concentrated in one stop.
  • the train stops at the station the passengers without the side gates of the platform are lowered to the platform.
  • the length of the platform is unchanged and the length of the train is unchanged, how to ensure the safety of passengers in the rail trains beyond the platform is solved. Quick down to the platform;
  • the technical feature of the present invention is to create a train grouping of a train station without a side door car; the technical feature of the present invention is to create a railway passenger train station; the technical feature of the present invention is to create a railway passenger car without a side door;
  • the length of the Chinese platform can be up to 8 cars; therefore, the length of the train outside the station is a concept of the interval bounded by the two ends of the platform, not just the compartment.
  • the number of sections, especially the length of the train beyond the boundary between the two ends of the platform, that is, the sideless carriages outside the limits of the two ends of the platform, and the non-sidedoor compartments are one or more sections of the carriages without side doors beyond the platform;
  • the length of the platform can be up to 18 cars.
  • the 18 cars are not within the platform, nor the length of the train outside the station. Therefore, the train group is not the automatic control ATC system for long-track trains; some stations have the longest length. It can accommodate 6 cars; the 7th car or the 7 cars are cars outside the platform, and also the length of the train outside the station, so the train is grouped into the automatic control ATC system of the long track train;
  • the non-side door compartment features no upper and lower passenger doors on the side of the operation, and contains the "plus: side” emergency door; and stops at the ends of the platform outside the boundary;
  • the foot pedals are concealed and obvious--hidden type; the pedals are usually collected at the bottom of the vehicle, and the emergency situation is unfolded. The passengers are hidden from the pedals to the ground; the pedals can also be placed in the upper half of the section, such as the co-operating station, and the lower half of the pedals are automatically extended when the door is retractable. Passengers get off the train, such as the existing long-distance co-mobile station, when the telescopic opening of the door is opened, the passenger's foot pedal is automatically extended.
  • the character of the train station is that it stops at the two ends of the platform and is connected with the non-side door compartment outside the boundary of the platform;
  • the long-track train is composed of a non-side door compartment that is connected by at least one section of the station outside the platform; According to the number of passengers, the number of compartments without side door compartments is selected; the parking lot is used for parking in the station where the passengers are provided with the space for the passengers to get on and off the platform waiting for the platform. There are no side passengers.
  • the front and rear passenger compartments are referred to as no side door compartments. No side door compartments can be equipped with emergency doors.
  • the existing technology can increase the length of the train from the inside of the platform to the outside of the platform, and solve the passengers outside the platform. Technical problems in the safety of the upper and lower stations;
  • the role of the Houzhan carriage solves the problem of making the multi-section non-side door compartments of the long super-station stand up and down in a short period of time;
  • the present invention discloses that the function of the station car is specifically for providing passengers of other cars to concentrate on and off the car;
  • the present invention discloses that the station of the station stops at the inner side of both ends of the platform length
  • the present invention discloses a train without a side door, which is structurally an entire door without a side passenger upper and lower door (excluding emergency, maintenance, etc.);
  • the present invention discloses that the entire car without the side door is parked outside the length of the platform;
  • the present invention discloses a method in which the passengers of the passenger compartment must all get off the vehicle;
  • the present invention discloses a side-free car that is connected to a station via a through-passage through a through-pass;
  • the present invention discloses that the train station, the side doorless car and the entire train arrive at the same time and stop in the platform;
  • the effect of the invention since the cabin capacity is increased by 2 times minus the vehicle comfort is large, that is, at least one time more than the existing group. At the same time, the passenger comfort is greatly increased.
  • the train station of the railway train functionally creates a compartment in which the passenger compartment of the passenger compartment is provided to provide passengers of other passenger compartments, and the passenger compartment has no seats, and the passenger compartment of the train station invents a passenger who will be the next stop and the next stop.
  • the rail train without the side door car changes the way that the passengers of the own car can only get off the platform of the car, and the method of each car having the side to get on and off the door, creating a car with no side access door of the car, the passenger must The method of getting off the other cars to play the role of people's mobility to achieve the capacity of the car.
  • the side train without the side door of the rail train changes the habit of mixing passengers of the train passenger cars in the past, and creates a way of ticketing by the road section, so that passengers with the same road section can ride in the same compartment, and reduce long-distance passengers to short-distance passengers. Obstruction.
  • the transitional sideless carriages can also be added to enable passengers to walk through the transitional no-side door compartments from the station of the station, so as to relieve the crowding of passengers.
  • the longitudinal partition in the middle of the two-way sidewalk has a "two-way channel single-page door opening".
  • the one-way door Only when the passengers on board the passengers are vacant, the one-way door will enter the sideless compartment.
  • the door is closed, and the door that enters the station is opened, and vice versa.
  • the door is located in the transitional side-door compartment, which is close to one-third of the carriage of the station, and is guarded to ensure that the passenger on board gets into the car without the side door. ;
  • a transitional side-free carriage with two-way moving walkways may be added, and the transitional side-free carriage with moving sidewalks has no seats, and the two-way walkway with moving walkways is installed.
  • the moving walkway adopts a chain-type or belt-type moving walkway with a longitudinal partition in the middle to separate the upper and lower passengers.
  • the longitudinal partition between the two-way sidewalk and the waiting station has a "two-way channel single-page opening";
  • At least one “two-way access door” is designed between the transitional no-door door compartment or the non-side door compartment and the Houzhan carriage, including parallel parallel overlapping doors.
  • the door is provided with “anti-crowding procedure”: forming one door, inevitably Close the other door or two doors at the same time to close the state, to control the passenger flow, to prevent crowding; if the left door is for the passenger to enter the terminal car from the transitional side door without the side door; set the right door for the passenger from the station The car enters the transition door without the side door compartment; the overlapping door anti-crowding procedure is as follows:
  • the station of the station is replaced by a wall on the side of the compartment inside the station.
  • the wall is about one meter high and the height of the waist is 20 cm apart.
  • the detector is equipped with a distance detector.
  • the detector includes distance infrared detector and distance heat detection.
  • the instrument, the longitudinal detector points to the right door, the left door is open, and there is a lateral detector at the left door of the transition door without the door; the longitudinal detector and the lateral detector jointly complete the detection of the passengers in the car, such as detection Passengers stay in one minute, that is, the broadcast or red light urging passengers to enter the transitional doorless car; as the elderly, children and patients are in the station, the passengers will soon enter the transitional doorless compartment and wait for passengers.
  • the side door car can be changed into a sleeper car, which can greatly improve the train passenger car comfort.
  • Figure 1-1 shows a new type of train consisting of a waiting carriage and a side-doorless carriage.
  • the train station on the inner side of the two ends of the platform is connected to the non-side door compartment outside the platform.
  • Figure 1-2 shows the Changchao of the present invention.
  • the standard parking position of the subway trains on the platform 1 is the waiting carriage, 2 is the sideless carriage, and 3 is the platform.
  • Inside the station is the waiting carriage, there is no side door outside the platform, and no side door is the whole section outside the platform.
  • the waiting train of the rail train changes the function and nature from the passenger car to the waiting car, or the mobile station.
  • the car has no seats, no ticket is sold, and the passengers in the line can exceed the front and rear of the platform.
  • the bus compartment of the bus can reach more than 12 knots.
  • the through-passage of the bus between the station and the original car in the station is separated by a door.
  • the passengers in the waiting room, the passengers in the side-car and the original passengers in the station are separately managed. Closed, the passengers in the waiting car and the original car in the station are prohibited from flowing, thus ensuring that the passengers in the waiting station do not have the next stop and can be used for cleaning and maintenance when the train is not running.
  • the rail train waiting room car is to make the passenger unobstructed to get on and off the vehicle, the main point is to maximize the existing door width to ensure that the overall tensile and torsional strength of the car and the existing car length remain unchanged, It can also be infinitely close to the length of the train compartment, that is, the state of the side wall without the car, that is, the sum of the door width is greatly increased compared with the existing door, and the subway type A car is increased by more than 8 meters from 8 sides on one side; Infinitely close to the car.
  • half of the station can be designed as a station, and the other half is still designed with the original car, plus: that is, still using standard car design, to form a dynamic group;
  • the Houzhan carriage can also be connected in two sections.
  • the side doorless car is invented, that is, the side door is removed from the existing car and becomes a car window, and the no side door car contains "plus: at least one" emergency door without side door car.
  • the present invention converts the car from the short, medium and far passengers to the no-door car by the "way between the sections" method;
  • the door opening mode of the station is 1.
  • the inverting translational power door of the rail train is invented. After the doors on the adjacent sides of the car are opened, the front and rear door pages are formed to be substantially equal to the width of the side wall of the car. And overlap, the overlap is as follows:
  • the front and rear door members are slightly equal and overlap; after the adjacent doors on the two sides of the compartment are opened, the front and rear door pages are substantially equal to the width of the side wall of the vehicle. And overlap; or 2 overlapping overlapping doors; overlapping type with inner sliding door power door, external sliding door power door, built-in embedded door, outer swing door power door, external door power door and other types of mutual matching Overlap:
  • the inner door is overlapped with the outer plug door
  • the inner door and the outer door overlap the power door
  • the inner sliding door and the outer swing door overlap the power door.
  • the outer sliding door and the outer exposed sliding door overlap the power door
  • the outer sliding door overlaps the outer swinging door with the outer swinging door
  • the outer sliding door overlaps the external door with the exposed external door
  • the outer swing door and the outer exposed swing door overlap the power door
  • the outer swing door and the outer exposed door overlap the power door
  • the external door and the exposed external door overlap the power door.
  • the inner door is overlapped with the inner sliding door
  • the inner sliding door and the built-in embedded door overlap the power door.
  • the same electronic control system is adopted, that is, the electric control electric door control system is used together; or the electronically controlled pneumatic door control system is used together, and the electronic control system of the car inside the station is also required. Consistent and coupled with the train vehicle control unit in the cab.
  • all the train lengths in the signal system of the railway train marshalling system are designed as the length of the train in the station plus the length of the train outside the station; the signal system SIG is automatically controlled
  • the system ATC system is composed of peripheral general signal equipment, and the design includes an automatic control system ATC system;
  • the automatic control of the track train ATC system referred to as "the rail train ATC system"
  • the invention refers to subway trains, light rail trains, maglev trains, high-speed railways (or high-speed trains, EMU trains), intercity light rail trains, commuter intercity light rail trains, and can be used for high-speed trains, unless otherwise specified.
  • the high-speed railway signal and control system used by the EMU is known as the advanced train control system ATCS, and the track train consists of double-layer rail trains.
  • the rail trains are the rail trains with side passengers on the platform.
  • the length of the rail train with no side passengers outside the platform is referred to as the "external rail train" length and the automatic control system ATC system.
  • the whole is composed of the rail train and the automatic control system ATC system; the signal system SIG
  • the invention comprises an automatic control system ATC system and a peripheral universal signal device, and the invention mainly refers to an automatic control system ATC system;
  • the ATC system consists of the train automatic monitoring system ATS, the train automatic protection system ATP, the train automatic operation system ATO and the computer interlocking system CI;
  • the automatic control ATC system of the existing rail train can perform hardware upgrade or software programming according to the length of the train formation or prepare a software new program to form the automatic control ATC system of the rail train; including: Westinghouse ATC, Siemens Siemens ATC, US&S ATC, AISTOM ATC, domestically tested quasi-mobile occlusion ATC system, Siemens CBTC system, Seltrac S40 CBTC system, SeltracCBTC system, Alstom's CBTC system, USSI's CBTC system, LCF300 CBTC system, CITYFLO -650 CBTC system, AISTOM CBTC system, Alcatel Alcatel CBTC system, Alstom Alstom CBTC system, high-speed railway CTCS-3 train control system, CTCS-2 train control system, etc.; Control systems, known as Advanced Train Control systems such as Advanced Train Control Systems (ATCS) and Advanced Railway Electronic Systems (ARES) in North America, European Train Control Systems (ETCS), Real-Time Tracking Automation Systems in France (ASTREE) ),
  • the technical features are: the automatic control of the existing rail train
  • the length of the train in the ATC system is composed of the length of the train in the station plus the length of the train outside the station and the automatic control system ATC system;
  • the length of the train outside the station is a section concept that is bounded by the two ends of the platform, and does not refer only to the number of sections of the train, especially the length of the train beyond the boundary between the two ends of the platform, that is, both ends of the platform. a section or more than a boundary without a side door;
  • the length of the rail train in the ATC system is to be reset to set the inherent data train length of the train itself to the length of the train; the performance is as follows:
  • the hardware upgrade includes train safety positioning, storage unit including database, mobile authorization limit LMA, mobile authorization limit LMA calculation function, writing software new program, etc.
  • the inherent data train length of the train itself is set to the length of the rail train;
  • the inherent data train length is set to the length of the rail train;
  • the length of the train in the ATO system system is set to the length of the rail train; according to the speed curve and the train position, the train driving and braking equipment are controlled, thereby controlling the train speed;
  • the train length in the system is set to the length of the rail train: it is divided into three types: centralized control type, centralized supervision and decentralized control type, and self-disciplined type;
  • the inherent data train length of the train itself in the positioning system is set to the length of the rail train: the long track train ATC system
  • the train safety positioning includes: using the track circuit to locate the train, using the axle counting device to locate the train, using the speed measuring to locate the train (including the wheel speed odometer method, Doppler radar method, speed measuring generator), transponder positioning, utilization Induction loop line positioning of the train, positioning of the train by wireless spread spectrum, use of inertial train positioning system, etc.; the train lengths in these train positioning systems are all set to the length of the rail train;
  • the in-vehicle device, the speed sensor, the radar, and the positioning transponder jointly determine the train position and report the position information to the ground ATP device, and the transmitted information including the train length and the like are all set to the length of the rail train;
  • the ground ATP device calculates a mobile authorization for the following train according to the position of the preceding vehicle and the status information of the line obstacle; wherein the inherent data train length of the train itself is set to the length of the railway train;
  • the train length parameters of all the positioning functions of the long-track train ATC system include the train positioning beacon transponder, the axle counting operator (or the microcomputer is used to form the axle counting host system ACE), and the track circuit train positioning (ie supervision)
  • the station function of the line), the trackside indicator ground signal, the on-board signal, the length of the train transmitted in the train positioning system function, etc. are all set to the length of the rail train;
  • the high-speed rail vehicle equipment acquires the position information of the train through the transponder.
  • the train length and the like transmitted in the train positioning system function are all set to the length of the rail train;
  • the in-vehicle device has a function of determining the train position, and the function is based on the ground transponder
  • the received information is used as a reference point to measure the train running distance by means of a speed measuring unit or the like to obtain a train position, wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the inherent data train length of the train itself in the storage unit is set to the length of the rail train: that is, the train length stored in the database storage unit is set to the length of the rail train; the track The train length parameter stored in all the storage units of the database storage unit of the train ATC system is set to the length of the train in the station plus the length of the train outside the station; that is, the data storage unit includes: a central controller storage unit, an ATC area controller storage unit or a vehicle ATC storage unit, data storage unit DSU database of CBTC system, embedded database, real-time database, such as: RTDB; high-speed rail data input and storage--that is, in-vehicle equipment records the input train length of the train,
  • the data storage unit increases the length of the rail train to the length of the train in the station plus the length of the train outside the station, and is set in a read-only database; because it is important data, the length of the rail train is increased in order to prevent loss or random change. Set the train length in the station plus the length of the train outside the station in the read-only database;
  • Target speed system The trackside equipment of the ATP system transmits the speed command information of the occlusion zone to the train.
  • an occlusion zone should be added as the protection zone; the train lengths in the system are all set to Length of rail train;
  • Target distance system train speed control is a speed curve, the ground equipment of the ATP system, the occupation information of the forward train to the train, the line data of the corresponding section, or the train operation permission LMA, the ATP system of the vehicle equipment, according to the train
  • the running target distance and the corresponding line data generate the speed curve of the train operation, ensure the running of the train, and do not exceed the running authority (distance) obtained by the train;
  • the train length in the system is set to the length of the rail train;
  • the inherent data train length of the train itself in the occlusion section system is set to the length of the rail train: the occlusion section system of the rail train ATC system, including the fixed occlusion system, the quasi-moving occlusion system, the mobile occlusion system,
  • the virtual occlusion system the inherent data train length of the train itself is set to the length of the rail train; the virtual occlusion system is not defined by a physical occlusion partition. Is defined by data control within the zone controller;
  • the inherent data train length of the train itself in the mobile authorization system established according to the occlusion interval principle is set to the length of the rail train: the mobile authorization of the "target-distance" control system of the long-track train ATC system, the mobile authorization limit LMA, The driving data of the high-speed railway train control system, the inherent data train length of the MA train itself is set to the length of the rail train;
  • the LMA algorithm for calculating the mobile authorization range of the ATC system of the railway train the MA generation algorithm for the driving permission of the high-speed railway train control system, the driving control (MA) generation of the CTCS-3-level train control system of the rail train and the CTCS-2 train control system Method; the inherent data train length of the train itself is set to the length of the rail train; because the calculated mobile authorization range LMA algorithm is different for different ATC system software; but each algorithm includes the train length, ie the train length is set to Including the length of the train in the longest station plus the length of the train outside the longest station;
  • the length of the closed section of the fixed-occlusion of the ATC system of the rail train is set to the length of the train in the longest station according to the length of the train of the longest super-station.
  • Unfavorable conditions such as the length of the train outside the longest station and the most unfavorable braking rate
  • the inherent data train length of the train itself in the computer interlock system is set to the length of the rail train: the length of the train in the computer interlocking computer of the long track train ATC system is set to the length of the rail train;
  • Lock function In response to commands from the ATS function, manage the control of the way, switch and signal, and provide the status information of the way, track circuit, switch and signal to the ATSATC function, interlocking, while satisfying the safety criteria at any time.
  • the function is implemented by the equipment on the side of the track;
  • Computer interlocking is a real-time control system with fault-safety performance using a microcomputer and other electronic and relay components.
  • the computer interlock uses a general-purpose industrial control microcomputer, and special software is used to realize the connection between the station signal, the switch, and the switch.
  • the processing of the interlocking relationship, and then outputting the action information to the execution unit realizes the control and supervision of the station signal device, wherein the condition of solidification in the computer, that is, the inherent data train length containing the train itself is set to the length of the rail train.
  • the inherent data train length of the train itself in the software program upgrade system is set to the length of the rail train: that is, the configuration setting in the software program design: the train length is set to the length of the rail train; the long rail train
  • the software program of the ATC system is upgraded to a program that matches and corresponds to the rail train, wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the inherent data train length of the train itself in the algorithm is set to the length of the rail train, such as: (train movement authorization LMA, its effective The coverage is from the rear of the train to the part of the train protection point.
  • LMA management is the core function of ATP. Its algorithm principle and design are especially important for complete control of the vehicle. ;) Tracking distance is a safe separation distance to ensure that there is no rear-end collision between trains under a series of unfavorable conditions; the train tracking distance is based on the maximum allowed speed, the current speed of the subsequent train, the end speed of the mobile authorization, and the line. Wait
  • the software program upgrade system has the following functions: safe driving speed, actual speed, mobile authorization limit LMA, positioning calculation method, database calculation to generate the safe position of the train, control host including calculation module, area controller ZC, data storage unit DSU; Vehicle controller VOBC, train autonomous speed measurement positioning calculation travel distance, permanent speed limit, CBTC system mobile authorization limit MA, interlock control PMI (computer interlocking unit), train operation interval control MAU (mobile authorization unit), High-speed rail vehicle safety computer VC, mobile blocking center RBC, train control center TCC, vehicle equipment safety computer VC, vehicle safety computer generated dynamic speed curve, CTCS-3 level control vehicle equipment generation speed mode curve, distance code system
  • ATC system From the ground to the car is the distance from the front target point and other data, the information transmitted by the on-board computer to the vehicle according to the ground, including the maximum speed limit of the interval, the distance of the target point, the allowable speed of the target point, and the storage on the vehicle unit. Calculate the shipment in real time, such as the inherent data train length of the train itself. Velocity
  • the movement authorization limit LMA of the train of the ATC system is the tail of the subsequent train until the tail of the preceding train, wherein the necessary data includes the length of the train whose train length is set to the long super station; that is, the principle of the mobile occlusion is used (Calculation)
  • Mobile Authorization Range LMA is the part of the line including the length of the train in the longest station plus the length of the train outside the longest station; the LMA algorithm for calculating the mobile authorization range of different ATC system software; but the train length setting in each algorithm For the length of the train in the longest station plus the length of the train outside the longest station; as a typical algorithm formula:
  • Different ATC system software can upgrade the ATC system software according to the train length, including the positioning calculation method and the mobile authorization limit LMA calculation method.
  • the train length is the longest train length in the train, and the train length is the longest. Train length in the station plus the length of the train outside the longest station
  • the in-vehicle device generates a static train speed curve according to the train data and the line data, and the in-vehicle device generates a dynamic train braking mode curve considering various restrictions of the train operation.
  • the inherent data train length of the train itself in the calculation module system of the software is set to the length of the rail train: the core of the area controller is the calculation module, wherein the condition of solidification in the computer contains the inherent data train length of the train itself. Set to the length of the rail train.
  • the calculation functions of ATC systems and different standard calculation modules of different manufacturers are different, but the calculation functions of ATC systems and different standard calculation modules of different manufacturers contain the inherent data train length of the train itself; the long track train ATC system and different standard calculation modules Calculation functions have columns
  • the inherent data train length of the vehicle itself is set to the length of the rail train;
  • the necessary data train length is set to the longest station train length plus the most Length of train outside the station;
  • the distance code ATC system transmits data from the ground to the vehicle, such as the distance from the front target point, and the information transmitted by the onboard computer to the vehicle according to the ground, including the maximum speed limit of the interval, the distance of the target point, and the allowable speed of the target point.
  • the inherent data train length of the train stored in the vehicle unit calculate the running speed curve in real time, and monitor the actual running speed of the train according to the curve; the vehicle controller calculates the running speed of the train according to the regional controller Software design and programming of curves.
  • the existing algorithm design can not meet the special nature of the long-track train automatic control ATC system security performance, in order to obtain good feasible safety performance, the algorithm must be adjusted, the algorithm can be adjusted to meet the safety requirements, that is, in the long-track train
  • the design algorithm for automatically controlling the length of the train in the ATC system computer the inherent data train length of the train itself is set to the length of the rail train;
  • the basic algorithm used in the programming process When designing the algorithm, the inherent data of the train itself in the algorithm: the length of the train is set to the length of the train of the long super-station, which is the length of the orbital train, such as: Train movement authorized LMA, its effective coverage is from the tail of the train to the line in front of the train protection point, the prior art does not include the length of the off-site train; LMA management as the core function of ATP, its algorithm principle and Design implementation is especially important for complete car control.
  • Tracking distance is a safe separation distance to ensure that there is no rear-end collision between trains under a series of unfavorable conditions; train tracking interval is the maximum allowable speed, subsequent train current speed, movement Calculated by the authorized end point speed, line and other information, the safe braking distance + the safety protection distance + the distance between the ATO protection points + the length of the preceding train.
  • train maximum permitted speed V max the subsequent train current speed Now the V, the braking acceleration a Save, security distance SD, and generally 55 to 60 m, the station preceding train train length L, the preceding train offsite train length L, the license update time t lmA; in the moving block system, there are three classical model:
  • train track spacing is determined from the maximum speed and protection according to the train track, moving block partition size of a mobile stop fixed; train track spacing interval S:
  • the ATP system software upgrade design algorithm includes: safe driving speed, actual speed, mobile authorization limit LMA, positioning calculation method, database calculation to generate the safe position of the train, control host including calculation module, area controller ZC, data storage unit DSU; Vehicle controller VOBC, train autonomous speed measurement positioning calculation travel distance, permanent speed limit, CBTC system mobile authorization limit MA, interlock control PMI (computer interlock) unit, train operation interval control MAU (mobile authorization unit), high-speed rail Vehicle equipment safety computer VC, mobile blocking center RBC, train control center TCC, vehicle equipment safety computer VC, vehicle safety computer generated dynamic speed curve, CTCS-3 level control vehicle equipment generation speed mode curve, distance code system ATC system from The ground is transmitted to the car with data such as the distance of the target point in front, and the information transmitted by the on-board computer to the vehicle according to the ground, including the maximum speed limit of the section, the distance of the target point, the allowable speed of the target point, and the storage in the vehicle unit.
  • the movement authorization limit LMA of the train of the ATC system is the tail of the subsequent train until the tail of the preceding train, wherein the necessary data includes the length of the train whose train length is set to the long super station; that is, the principle of the mobile occlusion is used (Calculation)
  • Mobile Authorization Range LMA is the part of the line including the length of the train in the longest station plus the length of the train outside the longest station; the LMA algorithm for calculating the mobile authorization range of different ATC system software; but the train length setting in each algorithm For the length of the train in the longest station plus the length of the train outside the longest station; as a typical algorithm formula:
  • Different ATC system software can upgrade the ATC system software according to the length of the train, including the positioning calculation method, the distance calculation method, and the mobile authorization limit LMA calculation method.
  • the train length is the longest train length in the station, and the train is set to the train.
  • Length is the length of the train in the longest station plus the length of the train outside the longest station
  • the in-vehicle device generates a static train speed curve according to the train data and the line data, and the in-vehicle device generates a dynamic train braking mode curve considering various restrictions of the train operation.
  • the orbital train ATC system (including the interlocking system) in the software computing module system of the train itself has the inherent data train length set to the rail train length: the core of the regional controller is the computing module, in which the computer
  • the conditions of curing that is, the inherent data train length containing the train itself, are set to the length of the rail train.
  • the calculation functions of ATC systems and different standard calculation modules of different manufacturers are different, but the calculation functions of ATC systems and different standard calculation modules of different manufacturers contain the inherent data train length of the train itself; the long track train ATC system and different standard calculation modules
  • the calculation function contains the inherent data of the train itself.
  • the train length is set to the length of the rail train;
  • the necessary data train length is set to the longest station train length plus the most Length of train outside the station;
  • the distance code ATC system transmits data from the ground to the vehicle, such as the distance from the front target point, and the information transmitted by the onboard computer to the vehicle according to the ground, including the maximum speed limit of the interval, the distance of the target point, and the allowable speed of the target point.
  • the inherent data train length of the train stored in the vehicle unit calculate the running speed curve in real time, and monitor the actual running speed of the train according to the curve; the vehicle controller calculates the running speed of the train according to the regional controller Software design and programming of curves.
  • the inherent data train length of the train itself based on the wireless communication CBTC system is set to the length of the railway train: the CBTC system is composed of the vehicle equipment, the ground equipment and the wireless transmission equipment DCS, and is composed based on the ATS and CI subsystem equipment.
  • the in-vehicle device comprises a control host, a speed sensor, a transponder antenna, a waveguide antenna and a free-wave antenna;
  • the control host comprises a calculation module, a communication module, etc.;
  • the ground device comprises a zone controller ZC and a data storage unit DSU;
  • the DSU system provides a transparent data transmission channel for each subsystem, consisting of in-vehicle wireless unit, trackside wireless device, station wireless access and management equipment; train positioning is based on the following information: the specific transponder in the line is detected; the train Receiving a message from each transponder containing an identification number; since the location of the associated transponder has been stored in the track database of the ATP in-vehicle device, the train can know its exact location in the line; the odometer and Radar measures the train position; according to the transponder detection accuracy, response Accuracy and displacement measurement accuracy, the system derives the train's maximum safe front end position, minimum safe rear end position and error value,
  • the data train length is set to the length of the rail train; the train position report is sent to the trackside area controller ZC; the ZC subsystem receives the non-safe position information, current speed, etc. of the train from the vehicle ATP device through the wireless network, and queries the database.
  • the necessary data train length is set to the longest station train length plus the longest station off train length; the control host's calculation module is solidified in the computer The condition that the intrinsic data train length containing the train itself is set to the length of the rail train;
  • Train self-speed measurement The speed of the train is measured by the speed sensor and Doppler radar installed on the train.
  • the system can calculate the travel distance and realize the continuous positioning of the train through the odometer and electronic map based on the initial position of the train. Use the transponder on the line to calibrate the train position to achieve precise positioning of the train, etc.
  • the necessary data train length is set to the longest train length and the longest train outside train length;
  • the onboard ATP will ensure that the actual speed of the train will not exceed the safe travel speed under any conditions (including faults);
  • the safe speed is determined by the following limiting factors: The permanent speed limit of the section specified by the ATP curve, the temporary speed limit of the section specified by the ATP curve; the permanent speed limit applicable to a specific train grade or configuration; the maximum speed of the safe stop of the train within the mobile authorization limit (ie including the actual speed) , safe driving speed, section permanent speed limit, section temporary speed limit, the maximum speed of the train to safely stop within the mobile authorization limit) calculation module, the necessary data train length is set to the longest station train length plus the longest station Outer train length;
  • Trains of different groups can run on the same line at the highest density: the online running train reports the specific position information of the train on the running line to the control center. This information is not the train group information, but the train head. The position and the tail are set length information, so trains of different groups can run on the same line at the highest density; the inherent data train length of the train itself is set to the length of the train;
  • All CBTC systems are software-based systems: the software program of the long-track train ATC system is to be upgraded to match the train length of the long super-station rail train and the one-to-one correspondence procedure, in which the train's own inherent data train
  • the length is set to the length of the rail train; that is, the configuration setting in the software programming: the train length is set to the length of the rail train; the software of different functional parts of the same CBTC system is different due to different software of different CBTC systems It is not necessary to describe them all, but each CBTC system is the necessary data parameter train length for the software and the software of the functional part of each CBTC system, that is, the inherent data train length of the train itself is set to the track. Train length
  • the wireless communication (Radio) based CBTC system is to illustrate the convenience of selecting Thales CBTC as the focus: other wireless communication CBTC system: Siemens CBTC system, Seltrac S40 CBTC system, Seltrac CBTC system, Alstom CBTC system, USSI CBTC system, LCF-300 CBTC system, CITYFLO-650 CBTC system, AISTOM CBTC system, Alcatel Alcatel CBTC system, Alstom Alstom CBTC system, the inherent data train of the train itself The length is set to the length of the rail train; and the necessary data parameter train length of the software having the same functional part in the CBTC system, that is, the inherent data train length of the train itself is set to the length of the rail train ;
  • the virtual occlusion system of the CBTC system is not defined by the physical occlusion partition, but by the database within the area controller; the mobile occluded line cancels the physical layer partition division, and the line is divided into one by one through the database.
  • line units each unit is between a few meters and a dozen meters in length, and the moving closed color partition is composed of a fixed number of units, the number of units may vary with the speed and position of the train, and the length of the partition is also dynamically changed; That is, the occlusion partition of the virtual occlusion system is defined by the database in the area controller, and the inherent data train length of the train itself in software design and programming is set to the length of the rail train;
  • the transponder (location beacon) reaches the azimuth in the line database.
  • the train itself automatically measures and calculates the distance traveled from the previous detection of the transponder, and determines the relative position of the train.
  • the train's own inherent data train length is set. It is defined as the length of the rail train; that is, the software design and programming of the automatic measurement and calculation of the train itself, wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the equipment subsystem of the CBTC system includes automatic train monitoring ATS system, data communication system DCS, regional controller ZC, and vehicle controller VOBC.
  • the control center ATS also has a database unit DSU; the inherent data train length of the train itself is set. For the length of the rail train;
  • the DCS ensures that any two connected subsystem nodes can communicate with each other: between the zone controller ZC and the zone controller ZC; Between the domain controller ZC and the vehicle controller VOBC; the train automatically monitors the ATS system between the zone controllers ZC; the train automatically monitors the ATS system and the vehicle controller VOBC; the train automatically monitors the ATS system and the database storage unit DSU; Between the storage unit DSU and the onboard controller VOBC; between the database storage unit DSU and the regional controller ZC; wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the core of the trackside equipment of the CBTC system is the zone controller ZC.
  • the zone controller ZC is equipped with a PMI (Computer Interlocking) unit for interlock control and a MAU (Mobile Authorization Unit) for train operation interval control; they are all modular structures. Reconfigurable, reprogrammable and extensible; the inherent data train length of the train itself is set to the length of the rail train; that is, the software design and programming of the train itself calculation module, in which the train itself is inherent The length of the data train is set to the length of the rail train;
  • each interlock station has an ATS workstation, which is redundantly connected to the data communication system; ATS workstation settings, different CBTC systems are different In some systems, all stations are equipped with ATS workstations, ATS workstations without station, only for the supervision of train operation; ATS workstations with stations can be used for supervision and control; the inherent data train length of the train itself All are set to the length of the rail train; that is, the software design and programming of the ATS workstation provided in each interlocking station, wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the axle In order to operate in the “backup mode”, the axle is also equipped with a axle counting device, a counting axis electronic unit signal and a sensor; a counting device evaluation unit is provided in the signal equipment room; the inherent data train length of the train itself is set. Determined to be the length of the rail train;
  • the on-board controller is modular in structure, reconfigurable, reprogrammable and expandable; the inherent data train length of the train itself is set to the length of the rail train; that is, the on-board controller is calculated in a modular structure Software design and programming of the module, wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the basic functions of the CBTC system can be seen in the information flow between the control center ATC, the area controller, the database storage unit, and the onboard controller;
  • the ATS system is responsible for the control of the train approach.
  • CBTC system it is the setting of the train running line. It is to set the running path of the train on the line, and the ATC system requests the incoming route to be sent to
  • the regional controller is automatically arranged by the interlocking PMI unit in the area controller according to the train running line and the interlocking conditions of the train position; the software design and programming of the ATS system, in which the train's own inherent data train The length is set to the length of the rail train;
  • the characteristic of the CBTC system is the automatic and accurate identification of the train at the line position. This is the basic information of the train operation control. Therefore, all communication trains are based on beacon and speed sensor information. Calculate the exact position of the line; and transmit the position information, including the position of the front and rear of the vehicle, to the regional controller and control center ATC in real time according to the transmission cycle; the inherent data train length of the train itself is set to The length of the rail train; that is, the software design and programming of the information of the onboard controller to the regional controller and the control center ATC, wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the vehicle controller calculates the speed curve of the train operation according to the LMA transmitted by the regional controller mobile authorization unit; at the same time, it also transmits information such as the train formation, the mobile authorization limit starting point and the end position where the train is being executed, and the inherent data of the train itself.
  • the length of the train is set to the length of the train; that is, the on-board controller calculates the software design and programming of the speed curve of the train according to the LMA transmitted by the regional controller mobile authorization unit, wherein the inherent data train length of the train itself is Set to the length of the rail train;
  • Automatic control of ATC system based on track circuit Therefore, automatic control of ATC system based on track circuit:
  • the present invention is convenient for selecting ATC system based on track circuit, including ATC, Siemens & ATC, US & SATC, AISTOM ATC Domestically tested quasi-mobile occlusion ATC system,
  • the ATS system at the management level uses more software methods to realize the safe operation of the train; the ATS system that transmits and receives various commands ensures the safe operation of the train, completes the train operation access control, speed air system and realizes the train interval control;
  • the vehicle ATP system receives the command information transmitted by the ATP equipment next to the track to perform the overspeed protection of the train. After the relevant information is verified, it is sent to the onboard ATO system to realize the sub-motion adjustment control of the train running speed;
  • Control mode of traffic scheduling ATC system control level: control center automatic mode, automatic transfer mode, control center centralized manual mode, station sub-motion control mode: station manual mode, the train's own inherent data train length is set to Said rail train length;
  • the inherent data train length of the train itself is set to the length of the rail train;
  • the distance code ATC system transmits data from the ground to the vehicle, such as the distance from the front target point, and the information transmitted by the onboard computer to the vehicle according to the ground, including the maximum speed limit of the interval, the distance of the target point, and the allowable speed of the target point.
  • the inherent data train length of the train stored in the vehicle unit calculate the running speed curve in real time, and monitor the actual running speed of the train according to the curve;
  • the vehicle controller calculates the running speed of the train according to the regional controller
  • the software design and programming of the curve wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the ATP system uses the track circuit to continuously send ATP data messages to the train; the ATP trackside unit acquires ATP commands from the "idle" conditions and interlocking conditions of each track circuit, and transmits them to each track circuit.
  • the rail is transported to the car ATP,
  • the command received by the vehicle ATP device includes at least a target speed (target distance); the vehicle ATP device calculates the train speed of the existing position through the data information;
  • Target speed and target distance ATP trackside equipment, assigns a “target distance” to trains within its control range and then generates corresponding codes from the track circuit to inform the train how many track segments are idle ahead; the vehicle ATP equipment receives The above information transmitted on the ground, in turn, calls the line data information in the memory to calculate the running speed of the train at any time and the longest distance that can be operated to ensure safe stopping before reaching the obstacle or restricted area;
  • the vehicle ATP device automatically detects the track segment where the train is located by receiving the message data; determines the absolute position of the train at the line by receiving the “positioning” beacon information set at the fixed position of the line; plus the train speed sensor
  • the calculated relative position of the train can basically locate the position of the train at the line, the running "target distance” received by the vehicle ATP equipment, compared with the position predicted by the train in real time, and the line stored in the vehicle ATP and ATO memory.
  • the data is joined to calculate the maximum safe distance or target distance of the train operation.
  • the vehicle ATP equipment calculates the train running speed in real time; the train can safely enter the idle track section behind the track section occupied by the preceding train; The real-time speed is continuously compared with the calculated allowable speed. If the real-time vehicle speed exceeds the allowable speed, the train automatically activates the emergency set-up;
  • the ATP system continuously transmits the information of the interlocking equipment and operation level, the line information, the distance of the front target point and the allowable speed information from the ground to the train through the track circuit, and is calculated by the onboard computer to obtain the currently allowed running speed, or
  • the target speed can also be calculated by the operation control center, transmitted to the train; the actual speed is measured by the on-board equipment, and the train speed is supervised accordingly, so that the train always runs at a safe speed; the software for calculating the speed curve of the train operation Design and programming, wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the track circuit-based ATC system is composed of a track circuit transmitting and receiving unit provided in the signal equipment room, a tuning unit disposed on the track side, and an onboard ATP device;
  • the vehicle ATP system calculates the train target speed in real time according to the data transmitted from the ATP receiving antenna and the pre-stored train speed limit data; this speed is compared with the actual train speed measured from the speed sensor, when the allowable speed is exceeded , start brake control;
  • ATP system Main functions of ATP system: detecting train position, train running interval, overspeed protection, temporary speed limit control, speed measuring distance, aligning parking control, door control; ATP self-system function of digital coded track circuit: ATP trackside function, ATP transmission function and ATP car function;
  • the ATP trackside function is responsible for the train operation safety interval control and generates messages, and completes the encoding and transmission of the train safety operation authorization message:
  • Train operation safety interval control train operation safety interval control function, keeping the minimum safety distance between trains.
  • the ATP system will issue the train operation authorization through the corresponding interface;
  • the operation authorization issued by the ATP trackside equipment is determined according to the selection and activation of the corresponding train safety stop point; the selection of the safe parking point depends on the state of the track section in the train running route; the track circuit based ATP system
  • the position gauge of the safe running stop point of the train basically corresponds to the demarcation point of the track section, which is determined in the design of the signal system; the data information is stored in the ATP trackside equipment, and the safe parking spot is selected. In fact, it provides a safe running distance for the train;
  • the position of the first train at the entrance of the track section is the safe parking spot of the follow-up train. This is the final position where the subsequent train must stop.
  • the safety parking point is set at the entrance of the next track section of the track section where the preceding train is located, and the minimum interval between the two trains must have the length of one track section to calculate the subsequent train running in each track zone.
  • the division of the occlusion zone of the trackside equipment of the ATP system and the determination of the safe interval of the train operation shall be carried out by train during the occlusion design process.
  • the simulation determines and is verified by the actual running of the train.
  • a protective section should be set to meet the safety protection distance; the safety protection distance involves signal system control mode, vehicle performance and other factors. It mainly depends on the speed of emergency braking under certain speed conditions.
  • the safety protection distance should increase the additional distance between the tail of the train and the rear axle of the vehicle.
  • the inherent data train length of the train itself is Set to the length of the rail train;
  • the main line has the interlocking system of the station, which uses computer interlocking; its control mode is mostly controlled by each computer interlocking system; the individual lines set the entire station interlocking system in the control center, and the control center Computer interlocking system centralized control, computer interlocking, software design and programming of the computer interlocking system of the control center, wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the vehicle ATP speed (distance) signal is the main signal of the vehicle; the vehicle signal should at least include the actual running speed of the train and the target speed ahead of the train; the software design and programming of the computer module, wherein the inherent data train length of the train itself is set Determined to be the length of the rail train;
  • Stepped braking mode According to the distance between the train and the preceding train, the whole braking distance is divided into several stages, and each blocking section completes the corresponding braking stage, so no blocking section is based on the distance from the preceding train. Determine the speed limit value; when the train speed is higher than the speed limit value, the train will automatically brake, so it is a lagging supervision mode, that is, supervising whether to overspeed at the occlusion exit. To ensure safety, a “protection section” must be established. Is the minimum interval between the follow-up train and the preceding train, at least one occlusion partition, software design and programming of the computer module, wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the ATP system based on the digital target track circuit to transmit the "target distance" system is classified as quasi-moving occlusion, which is obviously second to the mobile occlusion, and stronger than the fixed occlusion; the key is that the train can actively detect the position of the line like a mobile occlusion, however The braking point is still the demarcation point of the track circuit; therefore, the speed curve parking point of the subsequent train may be the entry point of the track section occupied by the preceding train; the parking interval is shortened accordingly without setting the "protection section"; Unlike mobile occlusion, it is not limited by the demarcation point of the track circuit.
  • the distance between the root distance and the preceding train is continuously trimmed and the running speed curve is calculated.
  • the division from the track segment can be Understand that it is a stepped brake mode, and it is fully equipped with distance control, so it is appropriate to incorporate a quasi-moving and blocking ATP system into the curve brake;
  • Speed limit divided into fixed speed limit, temporary speed limit, ballast section speed limit, safety line speed limit, etc. are confirmed in the design stage of the ATP system.
  • the fixed speed limit area information on the positive line is stored in the vehicle ATP.
  • the tracking interval of the train operation is no longer dependent on the division of the occlusion zone. This is due to the follow-up train tracking operation, and does not depend on several occlusion zones spaced from the preceding train. But depending on the distance between the preceding train and the braking distance; since it is not a mobile occlusion, the line is also divided into different lengths of the occlusion zone, but the interval between the trains is not separated by the occlusion zone (track circuit). According to the information transmitted to the train, the “road map” of the train is forwarded. This data is the same in the same line segment. Therefore, in the case of each track circuit separation point, the train cannot receive ATP information instantaneously.
  • the system can be understood as a quasi-moving occlusion; since the management of the train interval is converted into a vehicle-mounted intelligent system control, the train can According safe driving distance, driving pre-orders, so as to achieve the best track interval;
  • the vehicle ATP system is the key equipment to ensure the safe operation of the train. It cooperates with the ground ATP equipment to complete the reception and interpretation of the speed or distance signals, and achieve overspeed protection to ensure that the train does not exceed the speed specified by the “speed command”.
  • This function is performed by the overspeed controller CPU;
  • the overspeed controller CPU receives the speed limit from the system processing CPU and the actual speed information of the train from the speed sensor. If the actual speed of the train exceeds the ATP speed limit, the train will automatically adjust the speed; in the automatic mode, the train will automatically adjust the speed; Software design and programming, in which the inherent data train length of the train itself is set to the length of the rail train;
  • CTCS-3 train control system CTCS-2 train control system, etc.
  • high-speed railway signal and control system Known as Advanced Train Control systems such as Advanced Train Control Systems (ATCS) and Advanced Railway Electronic Systems (ARES) in North America, European Train Control System (ETCS), Real-Time Tracking Automation System (ASTREE) in France, Japan Computer and wireless train control system (CARAT), etc.
  • CTCS-3 level train control system CTCS -2 level control system as an example:
  • the CTCS-2 level on-board equipment safety computer VC is the core of the ATP device. It is responsible for collecting information from each module of the ATP, generating a brake mode curve and, if necessary, braking the train information through the fault-safe circuit to control the safe operation of the train;
  • the inherent data train length is set to the length of the rail train;
  • the CTCS-3 train control system includes ground equipment and vehicle equipment, and the ground equipment consists of mobile blocking center RBC, train control center TCC, ZPW-2000 (UM) series track.
  • Circuit, transponder including LEU
  • in-vehicle device security computer VC GSM-R wireless communication unit RTU, track circuit information receiving unit TCR, transponder information receiving module BTM, recording unit (JRU ⁇ DRU);
  • the length of the data train is set to the length of the rail train;
  • RBC generates driving licenses based on information such as track circuits and interlocking routes, including driving license MA, shortening driving license SMA, unconditional emergency parking message UEM, conditional emergency parking message CEM, and driving permission through RSM-R wireless communication system.
  • Temporary speed limit and line parameters are transmitted to CTCS-3 class vehicle equipment; at the same time, information such as position and train data transmitted by the vehicle is received through the GSM-R wireless communication system; wherein the inherent data train length of the train itself is set to the track train length;
  • the TCC receives the information of the track circuit and transmits it to the RBC through the interlock system.
  • the TCC has track code, transponder message storage and recall, inter-station security information transmission, and temporary speed limit function to meet the needs of the backup system;
  • the inherent data train length is set to the length of the rail train;
  • the transponder transmits information such as positioning and level conversion to the in-vehicle device, and transmits information such as line parameters and temporary speed limit to the in-vehicle device to meet the needs of the backup system; wherein the inherent data train length of the train itself is set to the length of the rail train. ;
  • the vehicle safety computer generates a dynamic speed curve according to the target distance continuous speed control mode according to the driving permission, line parameters, temporary speed limit and other information provided by the ground equipment and the EMU parameters, and monitors the safe operation of the train; wherein the inherent data train length of the train itself is Set to the length of the rail train;
  • the CTCS-3 control unit and the CTCS-2 control unit in the vehicle safety computer are independently set.
  • the CTCS-3 control unit is responsible for the core control function during the normal operation of the CTCS-3 line.
  • the CTCS-2 control unit is responsible for the core control function of the backup system. Wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the CTCS-3 train-in-car equipment is responsible for receiving ground data command information, generating a speed mode curve, monitoring train operation, and ensuring train operation safety; wherein the train's own inherent data train length is set to the train length;
  • the in-vehicle device can record the externally input train parameters, including the length of the train, the maximum allowable speed of the train, etc.: the inherent data train length of the train itself is set to the length of the train; that is, the configuration in the software program design Setting: the train length is set to the length of the rail train;
  • the in-vehicle device sends the driver's selection input and the confirmed data to the RBC through the GSM-R wireless communication system (train length, train intrinsic property data (train maximum allowable speed), registration of the in-vehicle equipment in the RBC, and periodic reporting to the RBC Train position, train speed, pick-up restriction information and text information; wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the in-vehicle device receives the driving permission (including the in-vehicle device identification number, the target distance, the target speed, and the delayed unlocking related information, the protection zone information), the emergency stop (unconditional emergency stop and conditional emergency stop), and the temporary limit. Speed and text information, etc.; wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the in-vehicle device acquires the position information of the train through the transponder; wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the vehicle-mounted equipment generates a static train speed curve based on the train data and the line data.
  • the static curve calculates the train allowable speed at all positions of the line in consideration of the line speed grade, the line allowable speed, and the train's speed limit; wherein the train's own inherent data train length is set. Set to be Said rail train length;
  • Dynamic curve calculation The vehicle equipment generates the dynamic train braking mode curve considering various restrictions of train operation.
  • the dynamic curve includes the common full braking curve and the emergency braking curve.
  • the formula and parameters for calculating the dynamic train braking mode curve are evaluated. Under the premise of ensuring safety, the braking curve should be optimized as much as possible to reduce the braking distance; wherein the train's own inherent data train length is set to the length of the rail train;
  • the in-vehicle device has the function of determining the position of the train.
  • the function is based on the information received by the ground transponder and uses this as a reference point to measure the train running distance by means of a speed measuring unit and the like to obtain the train position; Error; wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the vehicle equipment can test the running speed of the train in real time through the speed sensor mounted on the wheel and the radar installed in the vehicle body.
  • the speed measuring unit measures and logically inputs the input of the speed sensor and the radar to obtain the actual speed of the train, and Sending the train running speed to the host module; wherein the inherent data train length of the train itself is set to the length of the rail train;
  • the rail train automatic control ATC system of the present invention is referred to as “the rail train ATC system” (the invention refers to a subway train, a light rail train, a maglev train, a high-speed railway (or a high-speed train, an EMU) unless otherwise specified. Trains, intercity light rail trains, commuter intercity light rail trains; and rail trains with double-layer rail trains.
  • the rail trains with long hardware and super-station trains are the trains with side passengers on the platform.
  • the track train with no side passengers outside the platform is referred to as the "external train" length and the automatic control system ATC system.
  • the abbreviation of the super-station platform and the automatic control system ATC system is a whole;
  • the train safety positioning includes: using the track circuit to locate the train, using the axle counting device to locate the train, using the speed measuring to locate the train (including the wheel speed odometer method, Doppler radar method, speed measuring generator), transponder positioning, utilization Induction loops for train positioning, use of wireless spread spectrum to locate trains, use inertial train positioning systems; train lengths in these train positioning systems are train lengths in station train length plus station length rail train ATC system
  • the parameters include the train positioning beacon transponder, the axle counting operator (or the microcomputer to form the axle counting host system ACE), the track circuit train positioning (ie, the station function for supervising the line), the trackside indicator, the ground signal
  • the length of the train in the train positioning system function of the vehicle signal is the length of the rail train;
  • the train length parameter of all the storage units of the rail train ATC system is the train length in the station plus the train length outside the station; that is, the storage in the database storage unit: the train length storage is set to the length of the rail train; that is, the data storage unit, including Central controller storage unit, ATC area controller storage unit or vehicle ATC storage unit, DSU database, embedded database, real-time database, such as: RTDB; increase the length of the track train of the long super station to the train length of the station plus the station
  • the train length is set in the read-only database; because it is important data, in order to prevent loss or random change, the length of the train of the long super station is increased to the length of the train in the station plus the length of the train outside the station is set in the read-only database. ;
  • occlusion zone length for fixed occlusion is the length of the orbital train according to the longest super-station The length of the train in the longest station plus the length of the train outside the longest station, the most unfavorable braking rate and other unfavorable conditions.
  • the length of the train in the computer interlocking computer is the length of the train; the interlock function: in response to the command from the ATS function, under the premise of meeting the safety criteria at any time, the management of the control, the switch and the signal control will advance.
  • the status information of the road, track circuit, switch and signal is provided to the ATSATC function.
  • the interlock function is realized by the equipment of the branch side.
  • the computer interlock is composed of a microcomputer and other electronic and relay parts.
  • the real-time control system of performance; the computer interlock uses the general industrial control microcomputer, and the special software is used to realize the interlocking relationship between the station signal, the switch, the turnout, the logic operation and judgment of the interlock relationship; the system automatically collects and processes the signal Information about the machine, switch, and track circuit, input the driving control command and various information on the scene into the computer, and then process the interlocking relationship according to the conditions of curing in the computer, and then output the action information to the execution unit to realize the signal device to the station.
  • Control and supervision in which the conditions of curing within the computer contain the train
  • the inherent data train length of itself is the length of the rail train.
  • the software program of the rail train ATC system is upgraded to a program that matches and corresponds to the rail train, wherein the inherent data train length of the train itself is the length of the rail train;
  • each algorithm includes the length of the train, that is, the length of the train includes the length of the train in the longest station plus the length of the train outside the longest station;
  • the application software aspect of the track train ATC system is to modify the database, that is, the inherent data train length of the train itself stored in the storage unit (including the vehicle storage unit) and the arithmetic unit or algorithm function is the length of the rail train;
  • the automatic control ATC system of the existing rail trains can be upgraded according to the length of the train formation or the software new program and the super-station rail train to form a super-station train automatic control ATC system; including: Westinghouse ATC, Siemens ATC, US&S ATC, AISTOM ATC, domestically tested quasi-mobile occlusion ATC system, Siemens CBTC system, Seltrac S40 CBTC system, Seltrac CBTC system, Alstom's CBTC system, USSI's CBTC system, LCF-300 CBTC system, CITYFLO-650 CBTC system, AISTOM CBTC system, Alcatel Alcatel CBTC system, Alstom Alstom CBTC system, CTCS-3 level control system, CTCS-2 level control system, etc.
  • the train length in the railway train marshalling signal system is the length of the train of the railway train, that is, the length of the train in the station plus the length of the train without the side gate; and the length of the train in the signal system including the train train is the long super-station railway train Train length
  • the ATC system is composed of peripheral general-purpose signal devices, including an automatic control system ATC system and an interlocking system;
  • the rail train marshalling signal system can be mixed with the existing rail train marshalling signal system, at least one train length in the rail train signal system (including the train automatic control system and the interlocking system) is a long super platform.
  • the length of the train outside the station is a section concept that is bounded by the two ends of the platform, not just the number of sections of the train, especially the length of the train beyond the boundary between the two ends of the platform, that is, the two ends of the platform. (at least) one or more sections of the carriage without side doors;
  • the automatic control system for the railway train is designed, including the ATC system and the high-speed railway signal and automatic control system, which is commonly referred to as the advanced train control system ATCS.
  • the invention refers to the railway train in the station, that is, the railway train in the station is referred to as the “in-station track”.
  • the length of the train is plus the number of passengers on the side of the platform without the side passengers.
  • the length of the "external train" and the automatic control system ATC system form a whole; for short, the ATC system of the super-station railway train automatic control system;
  • the technical feature is: designing the length of the train in the automatic control system of the existing railway train as the length of the train in the station plus the length of the train outside the station to form one of the railway train signal subsystems, including an automatic control system;
  • the length of the train outside the station is a section concept that is bounded by the two ends of the platform, not just the number of sections of the train, especially the length of the train beyond the boundary between the two ends of the platform, that is, the two ends of the platform. At least one or more than one lane without a side door;
  • the length of the train is to be reset, and the inherent data train length of the train itself is set to the length of the train in the station plus the length of the train outside the station; the performance is as follows:
  • the train safety positioning, the storage unit, the storage unit containing data library, the data storage unit DSU database of the CBTC system, and the inherent data train length of the train itself of the embedded database are set as The orbital train length, the real-time database RTDB, and the inherent data of the train itself in the high-speed rail database;
  • the inherent data train length of the train itself in the blocking section system of the long super-station rail train ATC system is set to the length of the rail train:
  • the occlusion interval system of the track train ATC system, the inherent data train length of the train itself including the fixed occlusion system, the quasi-moving occlusion system, the mobile occlusion system, and the virtual occlusion system are all set to the length of the orbital train;
  • the virtual occlusion system is not Defined by the physical occlusion partition, is defined by the data control in the area controller;
  • Wireless ATC system uses a waveguide, a leaky cable, and a wireless space antenna.
  • the interlocking device has two types of equipment: centralized relay interlocking and computer interlocking; the computer interlocking uses the computer to perform logic operations on the operation command of the station attendant and the on-site monitoring equipment, and completes the signal, the switch and the approach. Interlock and control.
  • the relay concentration and the computer system contain the length of the train that is the length of the long super-station rail train.
  • grading speed control There are two types of speed control modes: grading speed control and speed-target distance mode curve control: the length of the train contained therein is the length of the long super-station rail train.
  • the grading speed control is based on an occlusion zone, and each occlusion zone is designed with a target speed, and it is necessary to determine whether the train is overspeed according to the defined speed regardless of the position of the train in the occlusion zone.
  • the train tracking interval of the grading speed control system is mainly related to the division of the occlusion zone, the performance and speed of the train, and the length of the occlusion zone is determined based on the worst performance train and combined with the line parameters.
  • the grading speed control can be divided into two types: stepped and segmented curve;
  • the segmented braking speed control curve given by the segmented curve train control device is determined according to the line parameters of each occlusion zone and the performance of the train itself.
  • the line parameters of the occlusion zone can be passed through the ground-to-vehicle information. It can also be stored in the vehicle signal device in advance by check.
  • the information transmitted by the ground equipment to the in-vehicle equipment is the speed, distance and line condition data of the next blocked partition, and no data is provided to the target point, so the data generated by the system is a hierarchical continuous braking mode curve. Since the brake speed control curve is given in segments, only one blocked zone line parameter is required at a time.
  • the length of the train included in the calculation of the segmented braking speed control curve is the length of the rail train
  • the train length included in the train tracking interval of the hierarchical speed control system is the length of the railway train
  • the length of the train included in the train tracking interval of the hierarchical speed control system is the length of the long super-station railway train; and the length of the train contained in the division of the closed partition is the length of the railway train.
  • Speed-target distance mode curve control The braking mode adopted by the speed-target distance mode curve control is a continuous one-time braking speed control mode, and the train braking curve is determined according to the target distance, the target speed and the performance of the train itself. The speed level of each occlusion partition is not set. In the continuous primary speed control mode, if the occlusion zone entrance occupied by the previous train is the tracking target point, it is the quasi-moving occlusion. If the tail of the front train is the tracking target point, it is the mobile occlusion; the subsequent train should be in the speed control curve. Driving and stopping at the allowable speed. The speed control curve is calculated based on the target speed of the train, the distance from the target point, and the weight, length, and braking performance of the train.
  • the length of the train contained therein is the length of the long super-station rail train.
  • the weight of the train itself is the weight of the long super-station rail train.
  • the length of the train contained in the CBTC system is the length of the rail train.
  • the basis of the CBTC system is “train positioning”. Only when the exact position of the train is determined can the relative distance of the train be calculated and the safety interval of the train can be guaranteed. Only when the exact position of the train is determined can the train be guaranteed according to the line conditions. Proper speed control.
  • the CBTC system measures the train position based on the speed measurement of the train itself and detects the ground transponder or other sensors, and queries the system database to realize the positioning of the train. Vehicle-to-ground communication and train positioning together constitute the two pillars of the CBTC system.
  • the Dispatch Control Center controls multiple station control centers (SCCs) to achieve control handover between adjacent SCCs.
  • GPS Global Positioning System
  • the OBE uses the wireless station to set the train position and speed through the base station BC.
  • the information is sent to the SCC.
  • the SCC periodically transmits information such as the target position, speed and line parameters to the following train through the BC.
  • the OBE selects the line parameters according to the running status (position, speed, working condition) of the preceding vehicle (curve , slope, etc.), the vehicle operating state, the train's own parameters (train length, traction weight, braking performance, etc.), using on-board calculation, ground SCC calculation or vehicle, ground calculation, and according to signal-safety principles, comparison, The way of selecting whether the train is expected to meet the train tracking interval at the end of an information cycle The requirements, in order to determine a reasonable driving strategy, to achieve high-speed, smooth operation of the train in the zone at optimal intervals.
  • the CBTC system structure is the focus of the present invention:
  • Typical CBTC systems should include: Automatic Arain Supervision (ATS), Database Storage Unit (DSU), Zone Controller (ZC), and Computer Interlocking (CI).
  • ATS Automatic Arain Supervision
  • DSU Database Storage Unit
  • ZC Zone Controller
  • CI Computer Interlocking
  • WE Wayside Equipment
  • VOBC Vehicle On Board Comtroller
  • DCS Data Communication System
  • the control center includes two parts: ZC and CI.
  • the whole system can be divided into two parts: CBTC ground equipment and CBTC vehicle equipment. Ground equipment and vehicle equipment are connected through data communication network to form the core of the system. Each system will realize CBTC system respectively. Required features.
  • the algorithm of the computer software of the track train "ATC system contains the inherent data of the train itself "train length", and the algorithm design is set to the length of the rail train: that is, the software program algorithm function design
  • the "train length” is set to the length of the rail train;
  • the inherent data train length is set to the length of the rail train;
  • Wireless communication uses three methods: waveguide, leaky cable and wireless space antenna;
  • the basis of the CBTC system is “train positioning”. Only when the exact position of the train is determined can the relative distance of the train be calculated and the safety interval of the train can be guaranteed. Only when the exact position of the train is determined can the train be guaranteed according to the line conditions. Proper speed control.
  • the CBTC system measures the train position based on the speed measurement of the train itself and detects the ground transponder or other sensors, and queries the system database to realize the positioning of the train. Vehicle-to-ground communication and train positioning together constitute the two pillars of the CBTC system.
  • the main function of the ATS system is to display the train running status and equipment status within the control range in the control center.
  • the ATS system includes operator workstations, timetable workstations, training workstations and other corresponding equipment and networks.
  • the main function of the CI system is to supervise and directly control the switch, track section, signal machine and other outdoor equipment, to achieve the correct interlocking relationship between the various devices, to ensure the safe operation of the train; to provide effective protection for the wrong operation from the equipment Ability; able to handle the approach and cancel the approach according to the beginning and end of the approach.
  • the ZC system needs to generate various mobile authorization MAs for trains located within the ZC control area based on various status information and data information received from VOBC, CI, ATS, and DSU, and timely transmit them to the onboard VOBC equipment through the DCS system to control the train. run.
  • the on-board computer of the train cooperates with a tachometer, a degree sensor, an accelerometer (for measuring distance speed, speed and acceleration) and a trackside positioning transponder to achieve accurate positioning of the train.
  • the data storage unit DSU is a subsystem used to complete data management of the entire CBTC system, and the database will include a static database, a dynamic database, a configuration database, a parameter database, and the like.
  • the security and importance of the database is obvious, so it must be implemented with a redundant design that is as secure and reliable as the ZC and CI devices.
  • the control center can dynamically calculate the maximum braking distance of the train according to the real-time speed and position of the train. Length of train plus This maximum braking distance and a certain protective distance behind the train form a virtual partition that moves with the train. By ensuring a safe distance before and after the train, two adjacent moving occlusion sections can be advanced simultaneously at very small intervals, at which time the train can operate at higher speeds and at smaller intervals. )
  • the communication method it can be divided into 1) point type ATC system: the in-vehicle device of the point type ATC system receives the signal information of the signal point or the marker point, receives the train speed and the brake information, and outputs the control command and displays it to the driver.
  • the ground transponder transmits information such as the allowable speed, target speed, target distance, line gradient, and signal number of each signal point to the train.
  • Speed code system Using the frequency division method, the frequency shift track circuit is used, that is, different frequencies are used to represent different allowable speeds.
  • the control center transmits the maximum allowable speed of the train directly to the vehicle through the information transmission medium. This type of system is relatively simple in terms of information transmission and on-board information processing, and the speed classification is stepped.
  • a series of basic data such as the distance from the ground to the front target point of the vehicle, and the on-board computer according to various information from the ground (including the maximum speed limit of the interval, the distance of the target point, the allowable speed of the target point, The slope of the interval line, etc.) and the inherent data of the train itself stored in the on-board unit (such as train length, common brake and emergency brake braking rate, speed measurement and ranging information, etc.) calculate the allowable speed curve in real time, and According to this curve, the actual running speed of the train is monitored.
  • the main equipment of the train control system using the inter-rail cable is the control center equipment, the trackside equipment, and the in-vehicle equipment; it is to transmit information by using the cable laid between the rails.
  • the position of the train can be determined by the cross-configuration of the inter-rail cable. Whenever the train crosses the intersection of the cable, the position of the train is determined by detecting the change in the polarity of the signal and counting.
  • the control center stores the fixed data of the line (such as line gradient, curve half-way, ballast position, position and length of the ring segment, etc.).
  • the interlock system transmits the signal display and the switch position of the line to the control center, and the train will also The train speed, train length, and load capacity are transmitted to the control center via cables. Based on these data, the control center computer calculates the allowable speed of the train at this time, and then transmits the cable to the corresponding train on the line to control the train. This method can be used to command all running trains by the control center, but if the control center fails, it will lead to full lineage. Another method is that the control center and the interlocking system transmit information such as the line and the target speed to the train through the cable, and the train computer calculates the allowable speed to control the train.
  • Wireless ATC system The ground encoder generates coded information, and transmits data such as train speed, slope, and distance to the train through the antenna. The information is processed by the in-vehicle processing unit, the train target speed is calculated, and the train is controlled.
  • the ATC that realizes the data transmission of a vehicle with a wireless channel is a real mobile occlusion.
  • Wireless communication uses a waveguide, a leaky cable, and a wireless space antenna.
  • the length of the train contained therein is the length of the rail train.
  • Wireless ATC system uses a waveguide, a leaky cable, and a wireless space antenna.
  • the emergency door the lower folding door can be used as a ladder for the passenger to get off the emergency, and the upper part is the left and right folding doors. Under the emergency door or using a ladder.
  • the emergency door is located on the side of the door without the side door, and the emergency door has a lower hinge door to be used as a ladder, that is, a ladder is made inside the door page for the passenger to get off to the ground in an emergency, and the upper part is a left and right folding door.
  • the emergency door contains the following or a ladder for the passenger to get off to the ground in case of emergency.
  • the interlocking device has two types of equipment: centralized relay interlocking and computer interlocking; the computer interlocking uses the computer to perform logic operations on the operation command of the station attendant and the on-site monitoring equipment, and completes the signal, the switch and the approach. Interlock and control.
  • the length of the train contained in the computer system is the length of the rail train.
  • step speed control There are two types of speed control modes: step speed control and speed-target distance mode curve control:
  • the grading speed control is based on an occlusion zone, and each occlusion zone is designed with a target speed, and it is necessary to determine whether the train is overspeed according to the defined speed regardless of the position of the train in the occlusion zone.
  • the train tracking interval of the grading speed control system is mainly related to the division of the occlusion zone, the performance and speed of the train, and the length of the occlusion zone is determined based on the worst performance train and combined with the line parameters.
  • the grading speed control can be divided into two types: stepped and segmented curve;
  • the segmented braking speed control curve given by the segmented curve train control device is determined according to the line parameters of each occlusion zone and the performance of the train itself.
  • the line parameters of the occlusion zone can be passed through the ground-to-vehicle information. It can also be stored in the vehicle signal device in advance by check.
  • the information transmitted by the ground equipment to the in-vehicle equipment is the speed, distance and line condition data of the next blocked partition, and no data is provided to the target point, so the data generated by the system is a hierarchical continuous braking mode curve. Since the brake speed control curve is given in segments, only one blocked zone line parameter is required at a time.
  • the length of the train included in the calculation of the segmented braking speed control curve is the length of the rail train
  • the train length included in the train tracking interval of the hierarchical speed control system is the length of the railway train
  • the length of the train included in the train tracking interval of the hierarchical speed control system is the length of the long super-station railway train; and the length of the train contained in the division of the closed partition is the length of the railway train.
  • Speed-target distance mode curve control The braking mode adopted by the speed-target distance mode curve control is a continuous one-time braking speed control mode, and the train braking curve is determined according to the target distance, the target speed and the performance of the train itself. The speed level of each occlusion partition is not set. In the continuous primary speed control mode, if the occlusion zone entrance occupied by the previous train is the tracking target point, it is the quasi-moving occlusion. If the tail of the front train is the tracking target point, it is the mobile occlusion; the subsequent train should be in the speed control curve. Driving and stopping at the allowable speed. The speed control curve is calculated based on the target speed of the train, the distance from the target point, and the weight, length, and braking performance of the train.
  • the length of the train contained therein is the length of the long super-station rail train.
  • the weight of the train itself is the weight of the long super-station rail train.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)

Abstract

一种长超站台的轨道列车及其编组系统，包括：站内车厢包括多节车厢，其中站内车厢被配置成，当轨道列车停靠在站台时，站内车厢停靠在站台之内或与站台对应，以及无侧门车厢，无侧门车厢在所述站内车厢的前、后双向或单向与站内车厢联接，包括至少一节车厢且没有供乘客上下车的侧门，并且无侧门车厢的长度与站内车厢的长度之和大于所述站台的长度，其中无侧门车厢被配置成，当轨道列车编组停靠在站台时，无侧门车厢停靠在站台以外，无侧门车厢内的乘客经由站内车厢直接下到所述站台上，无侧门车厢无侧面乘客上下门，可以实现在现有轨道列车站台长度不变的情况下，安全有效地提升运力。

Description

长超站台的轨道列车及其编组系统 技术领域
本发明涉及轨道列车及其编组系统，更具体而言，涉及长超站台的轨道列车及其编组统。
背景技术
由于加长站台长度受到地理位置的特殊条件限制无法实现，所以在站台长度不变的情况下，只有增加列车长度，但要使旅客能安全的上下到站台的问题一直没有解决；
基于以上原因，现有轨道客车列车信号系统中的所有列车长度均指站内列车长度；
现有轨道列车售检票系统的读写器，没有记载乘客在付费区以内的位置的定位功能；现有车票没有乘客在付费区以内位置的定位功能。
发明内容
本发明针对以上问题设计了一种新颖的轨道列车及其编组系统。根据本发明的技术方案，可以实现在现有轨道列车站台长度不变的情况下，不借用其他运输载体而是通过向现有轨道列车编组增加无侧门车厢，而使乘客从联接无侧门车厢的现有轨道列车编组车厢直接实现上下站台的功能，从而安全有效地提升运力.
一种轨道列车编组，所述轨道列车编组的特征是：由站内车厢、候站车厢和站外车厢联接组成；所述站内车厢前、后双向或单向联接所述候站车厢或所述站外车厢；其中，所述候站车厢一面联接所述站内车厢；和、或所述站候站车厢另一面联接所述站外车厢；所述站内车厢停站时位于站台的以内，所述站候站车厢停站时位于站台纵向长端界的内侧，所述站台外车厢停站时位于站台纵向长端界的外侧；所述站台外车厢包含无侧门车厢；
所述站内车厢包括多节车厢；所述站外车厢包括多节车厢，
优选的，所述无侧门车厢的功能的特征在于：
当所述轨道列车编组停靠站台时，无侧门车厢没有供乘客上下站台的侧门的功能；
无侧门车厢内的乘客经由所述站内车厢直接下到所述站台上；
所述无侧门车厢是不分奇数站和偶数站停靠在站台以外。
优选的，所述的轨道列车编组，包括侯站车厢，其特征是：所述侯站车厢功能是专用于下一个停车站下车的乘客集中等侯停车站台和提供上车乘客上车的车厢；
其中，所述侯站车厢内的乘客不借用其他与所述轨道列车编组在结构上不相联接的轨道列车车厢，直接上下站台。
优选的，所述的轨道列车编组，其中，在结构上所述候站车厢与所述标准车厢之间设置有门或墙，在功能上运营时将站内车厢和站内车厢相隔离。
优选的，所述的轨道列车编组，其中，在结构上，所述侯站车厢的技术特征是：侯站车厢没有乘客座位。
所述的轨道列车编组，其中，在结构上，所述侯站车厢设计为部分是侯站车厢，另一部分为标准车厢的车厢。
优选的，所述的轨道列车编组，其中，所述候站车厢停车时停在站台两端的内侧。
优选的，所述的轨道列车编组，其中，适用于地铁列车、轻轨列车、城际轨道列车的所述候站车厢的单侧车门的有效宽度的总合大于8米，并且双侧车门的有效宽度的总合大于16米；适用于地铁列车、轻轨列车、城际轨道列车的所述候站车厢的单侧门总个数大于6个；适用于火车列车、高速列车所述候站车厢的单侧车门的有效宽度的总合大于3米，并且双侧车门的有效宽度的总合大于6米。
优选的，所述的轨道列车编组，包括侯站车厢，其特征是：所述侯站车厢的车门是重叠平移动力门，车厢相邻两侧门在开启时相邻门页形成前、后两个或多个门页与车侧墙重叠。
优选的，所述的轨道列车编组，其中，所述重叠平移动力门的重叠组合方式，包括：内塞拉门动力门、外塞拉门动力门、内藏嵌入式车门、外摆门动力门、外挂门动力门的相互选配的组成两个或多个门页重叠。
优选的，所述的轨道列车编组，包括侯站车厢，其特征是：所述侯站车厢的车门是并联门柱式折页动力门，所述并联门柱式折页动力门在打开时与车厢成一定角度或垂直。
优选的，所述的轨道列车编组，其中，所述并联门柱式折页动力门在打开时向内、向外或向上开。
优选的，所述的轨道列车编组，包括侯站车厢结构，其特征是：所述车厢结构为承重柱框架结构的列车车厢，包括能够用作扶手的横梁、能够用作扶手的侧承重柱和能够用作扶手的中心承重柱、车顶模块的中心纵梁和加强侧纵梁、和车底模块中心纵梁和加强侧纵梁，所述侧承重柱和中心承重柱联接所述车顶模块的中心纵梁和车顶模块的加强侧纵梁、和所述车底模块中心纵梁和车底模块加强侧纵梁。
优选的，所述的轨道列车编组，其中，所述能够用作扶手的横梁、能够用作扶手的侧承重柱和能够用作扶手的中心承重柱采用实心材质或铝合金材质、碳纤维材质。
优选的，所述的轨道列车编组，包括侯站车厢，其特征是：所述候站车厢与无侧门车厢之间设有控制进出候站车厢的门，所述门为双向通道门。
优选的，所述的轨道列车编组，其中，所述候站车厢与无侧门车厢之间设有的控制进出候站车厢的门包括检测装置，所述检测装置用来检测所述候站车厢是否有乘客。
优选的所述的轨道列车编组，其中，所述检测装置与控制进出候站车厢的所述双向通道门的开关连接，控制门的开或关。
优选的，所述的轨道列车编组，其中，所述的轨道列车编组的过渡无侧门车厢或无侧门车厢与侯站车厢之间设有至少一个所述双向通道门为平行并列重叠门，所述门设有“防拥挤程序”：形成开一门，必然关另一门或两门同时关等状态，达到控制客流，起防拥挤的功能；如设左侧门为旅客从过渡无侧门车厢进入侯站车厢下车门；设右侧门为旅客从侯站车厢进入过渡无侧门车厢上车门；重叠门防拥挤程序如下：
第1步，旅客全上车后，侯站车厢门关，开车时，右侧门开；旅客从侯站车厢进入过渡无侧门车厢；
第2步，旅客全进入过渡无侧门车厢后，右侧门关，左侧门开；旅客从过渡无侧门车厢进入侯站车厢；
第3步，侯站车厢在靠站内车厢一侧的贯通道被墙代替，墙上有纵向检测仪，检测仪含距离红外线检测仪、距离热检测仪，纵向检测仪指向右侧门关，左侧门开处，在过渡无侧门车厢左侧门开处有横向检测仪；纵向检测仪与横向检测仪共同完成对车厢旅客的检测，如检测一分钟内有旅客停留，即广播或红灯亮督促旅客进入过渡无侧门车厢；由于老人、小孩和病人乘坐在站内车厢，旅客很快会进入过渡无侧门车厢，等旅客进入过渡无侧门车厢后，左侧门关，右侧门开；
第4步，旅客从过渡无侧门车厢全进入侯站车厢后；为防拥挤，左侧门关，停车，侯站车厢门开；旅客下车；下车完后；
第5步，旅客上车；此时，为防拥挤，左侧门关，右侧门关。
优选的，所述的轨道列车编组，包括无侧门车厢，其特征是：在结构上：无侧门车厢的技术特征是：整节车厢无乘客上下站台的侧门。
优选的，所述的轨道列车编组，其中，在结构上：无侧门车厢的技术特征是包含设有至少一个侧面应急门的无侧门车厢。
优选的，所述的轨道列车编组，其中，所述无侧门车厢进一步包括：候站无侧门车厢，所述候站无侧门车厢无乘客坐位。
优选的，所述的轨道列车编组，其中，所述无侧门车厢在火车客车列车可变为卧铺车厢。
优选的，所述的轨道列车编组，包括过渡无侧门车厢，其特征是：所述无侧门车厢进一步包括过渡无侧门车厢，所述过渡无侧门车厢在与所述过渡无侧门车厢的长度方向一至，设有至少为一节的隔断。
优选的所述的轨道列车编组，包括有双向自动人行道的过渡无侧门车厢，其特征是：其中，所述有双向自动人行道的过渡无侧门车厢内设置有双向自动人行道，所述自动人行道采用含链条式或皮带式自动人行道。
优选的，所述的轨道列车编组的屏蔽门，包括侯站车厢的屏蔽门，其特征是：所述侯站车厢的屏蔽门在与侯站车厢停车位置对应的屏闭门的有效宽度大于或等于侯站车厢门的有效宽度。
优选的所述的轨道列车编组的屏蔽门，其中，在与所述侯站车厢停车位置对应的屏闭门的有重叠门、折页门，含两重或多重重叠门。
优选的，所述的轨道列车编组的屏蔽门，其中，在与所述侯站车厢停车位置对应的屏闭门的有效宽度大于或等于侯站车厢门的有效宽度；所述屏闭门的有效宽度大于或等于8米。
优选的，所述的轨道列车编组，一种轨道列车的车体材料，包括车体材料，其特征是：所述其中，所述轨道列车编组的车顶、侧墙、端墙、门页的车厢蒙皮的面层和底层材质采用碳纤维，以减轻车厢重量；横梁、承重柱、横扶手采用实心或空心材质采用碳纤维，以减轻车厢重量，含承重柱框架结构。
优选的所述的轨道列车编组，一种广告灯箱，包括隧道空间的广告灯箱，其特征是：所述隧道空间的广告灯箱，在与所述无侧门车厢停车位置对应的窗外隧道空间设置有广告灯箱，所述广告灯箱包括具有照明功能的广告。
优选的，一种轨道列车售检票系统，或称区间车票使用管理方法，所述轨道列车售检票系统的特征是：
将全线路车站站次划分为至少两个路途区间；并将长超站台的轨道列车编组按对应关系的划分为至少两个乗车区间；以下将长超站台的轨道列车编组简称为轨道列车编组；
所述轨道列车售检票系统实行含按乘客的进站地和/或目的地所属的所述路途区间乘坐所述轨道列车编组对应的乗车区间的区间车票使用管理方法；
轨道列车售检票系统包含自动售检票系统，简称AFC系统。
优选的，所述的轨道列车售检票系统，进一步包括所述区间车票，所述区间车票作为乘车凭证记载了乘客从购票开始至完成一次完整行程所发生的进站检票机记录、至少一次所述读写器的记录、出站检票机记录；所述读写器的记录包含记录乗车区间标记。
优选的，所述区间车票的使用管理方法包含所述区间车票的发行，发行主要包括区间车票编码定义、区间车票初始化、区间车票的赋值发售；区间车票以下简称为车票。
优选的，所述区间车票的使用管理方法包含所述轨道列车售检票系统出售区间车票；所述区间车票是含按乘客的进站地和/或目的地所属的所述路途区间出售对应的所述区间车票，并且，所述区间车票含有按所述路途区间乘坐所述轨道列车编组对应的乗车区间的功能。
优选的，所述区间车票的使用管理方法包含自动售检票系统通过终端设备完成所述区间车票的赋值和发售；终端设备包含自动售票机、半自动售票机。
优选的，所述的轨道列车售检票系统，进一步包括：区间车票，所述区间车票其特征是：包括以下中的至少一个：
(1)印有所述乘车区间标记的区间车票；
(2)记写、传输所述乘车区间标记的区间车票，所述区间车票包含IC卡、磁卡、手机支付、手机支付含ISM。
优选的，所述的轨道列车售检票系统，所述区间车票其特征是：
印有所述乘车区间标记的区间车票包含：高铁列车、动车组列车、火车客车列车、城际轻轨列车、 磁悬浮列车、地铁列车、轻轨列车、地铁列车单乘票卡、轻轨列车单乘票卡。
优选的，所述的轨道列车售检票系统，所述区间车票其特征是：
记写、传输所述乘车区间标记的区间车票包含IC卡、磁卡、手机支付，手机支付含ISM；
其中含IC卡区间车票含IC卡含多次使用的非接触式IC卡城市一卡通；
进一步包括以下其中的至少一个：包含有非接触式IC卡，储值卡、非接触式IC卡城市一卡通、银行IC卡，CPU卡、M1卡、磁卡、PASMO、单乗票卡含薄型非接触式IC卡在内。
优选的，所述轨道列车售检票系统，区间车票使用管理方法；包括含采用按“路途区间分别乘坐”的方法：按路途远近将全线路车站划分为至少两个路途区间，并将所述轨道列车编组以列车编组的中心向前、后双向或单向按与所述路途区间对应的关系划分为至少两个乘车区间，并使最远途所述乘车区间按排在整列列车编组的最远端，最近途所述乘车区间按排在整列列车编组的中间部；
所述轨道列车售检票系统出售区间车票；所述区间车票含按乘客的进站地和/或目的地所属的所述路途区间出售对应的所述区间车票；
所述轨道列车售检票系统实行乘客按区间车票乘坐所述轨道列车编组对应的乗车区间的车票使用管理方法。
优选的，所述轨道列车售检票系统，区间车票使用管理方法；包括采用按“奇数站次与偶数站次”的方法：
所述轨道列车售检票系统出售区间车票；所述区间车票含按乘客的进站地和/或目的地所属的所述路途区间出售对应的所述区间车票；所述区间是包括至少一个的奇数站次与偶数站次的区间；所述路途区间是包括至少一个的奇数站次与偶数站次的路途区间；所述乘车区间是包括至少一个的奇数站次与偶数站次的乘车区间；
所述轨道列车售检票系统实行乘客按区间车票乘坐所述轨道列车编组对应的乗车区间的车票使用管理方法。
优选的一种实施权利要求30的自动售检票系统，简称AFC系统
所述自动售检票系统结构特征是：
所述自动售检票系统至少有四层架构：第一层，线路中央计算机系统构成的中央层；
第二层，是车站计算机系统组成的车站层；
第三层，为车站终端设备组成的终端层；进站检票机、出站检票机；
读写器，所述读写器安装在进站检票机与进站检票机之间，既所述读写器安装在付费区交接处以内，以及
车票，所述车票与所述读写器耦合；所述读写器实现与所述票卡之间的数据交换并提供信息，
所述读写器和/或所述车票与所述自动售检票系统联接；含所述读写器和/或所述车票与所述自动售检票系统的车票计算单元的联接；其中，进一步包括与所述自动售检票系统的出站检票机的车票计算单元的通信连接；所述自动售检票系统含所述车站计算机系统；出站检票机含出站检票机的读写器。
优选的，所述的自动售检票系统，
进一步包括为区分不同路途区间采用了路途区间标记，所述路途区间标记是一切表示“乗车区间”的符号、数字、文字、密钥；
为区分不同乗车区间采用了乗车区间标记，所述乗车区间标记是一切表示“乗车区间”的符号、数字、文字、密钥；
所述路途区间标记与所述乗车区间标记为对应关系；
进一步包括所述乗车区间标记的功能是设置在所述读写器，用于所述读写器记录所述车票的在乗车区间的位置。
优选的，所述自动售检票系统，其中，所述车票，所述车票包含IC卡、磁卡、手机支付，手机支付含ISM；其中，所述车票包括单次车票和储值卡车票，所述单次车票为所述列车车站计算机系统采用权利要求1至10中任一项所述轨道列车编组的售票方法输出的车票，所述单次车票携带有所述列车车站计算机系统写入的乘车区间标记。
优选的，所述自动售检票系统的所述读写器，所述读写器安装在进站检票机与出站检票机之间，进一步包括：包括与所述乘车区间停车位对应的站台和/或在所述乘车区间对应的车厢中，所述读写器设置有乘车区间标记；所述读写器与所述自动售检票系统的车票计算单元联结。
优选的，一种用于根据权利要求40所述自动售检票系统的读写器，所述读写器的功能是：所述车票与所述读写器耦合；所述读写器实现与所述票卡之间的数据交换并提供信息，实现所述读写器和/或所述车票与所述自动售检票系统联接；所述联接含所述读写器和/或所述车票与所述自动售检票系统的车票计算单元的联接；其中，进一步包括与所述自动售检票系统的出站检票机的车票计算单元的通信连接；所述自动售检票系统含所述车站计算机系统；出站检票机含出站检票机的读写器。
优选的，所述自动售检票系统的所述读写器，进一步包括：所述读写器的功能是：实现所述读写器和/或所述车票与所述自动售检票系统的计算单元联接；实现按乘车区间计算票价的票价计算方法。
优选的，所述自动售检票系统，进一步包括：
所述票卡车票与所述读写器耦合，所述读写器实现与车票之间的数据交换并提供信息；所述读写器实现与车票之间的数据交换并提供信息，信息包括乘客乘车的区间信息；所述乘客乘车的区间信息进一步包括以下中的至少一个：(1)乘客乘车的所述乘车区间标记；含与所述列车编组停车位对应的站台的所述乘车区间标记和/或所述列车编组中的所述乘车区间标记的乘车区间信息；(2)所述车票的编号。
优选的，所述自动售检票系统，其中，所述票卡与所述读写器耦合，进一步包括：所述车票；所述车票具有记栽所述乘车区间标记的功能。
优选的，所述自动售检票系统，进一步包括：所述车票具有对乘客在付费区以内的位置的定位、记载和传送乘客在付费区以内的位置信息的功能。
优选的，所述的自动售检票系统，进一步包括：所述读写器有对乘客在付费区以内的位置的定位、记载和传送乘客在付费区以内的位置信息的功能。
优选的，50，根据权利要求40，所述自动售检票系统，其中，进一步包括所述出站检票机读写器的功能：出站检票机读写器的功能：出站检票机读写器包含对所述车票中所记录的信息的至少一个所述乘车区间标记进行读取，计算票价；
计算票价含与判定部记忆内容进行对比，从而得出票价：第一步，判断有无系统乘车区间标记，无系统乘车区间标记，按现有无系统乘车区间标记的票价规定计票价；第二步，判断有无系统乘车区间标记，有系统乘车区间标记，按现有有系统乘车区间标记的票价规定计票价。
优选的，所述自动售检票系统，所述读写器和/或所述车票与所述自动售检票系统联接；进一步包括：
所述读写器和/或所述车票与所述自动售检票系统的车票计算单元联接；其中，进一步包括与出站检票机的车票计算单元通信连接；
通信联接方式含：脱网系统。
所述自动售检票系统含所述车站计算机系统；出站检票机含出站检票机的读写器。
优选的，所述自动售检票系统，所述读写器和/或所述票卡〈票卡改为车票〉与所述自动售检票系统联接；进一步包括：
在脱网系统；
所述车票给所述车站计算机系统的车票计算单元传输信息；所述信息包含所述乘客在乘车区间的信息；
所述车票给所述车站终端设备的车票计算单元传输信息；所述信息包含所述乘客在乘车区间的信息；
所述车票给所述车站计算机系统的车票计算单元传输信息；所述信息包含所述乘客在乘车区间的信息；
所述车站计算机系统含车站终端设备；所述自动售检票系统含所述车站计算机系统；出站检票机含出站检票机的读写器。
优选的，所述自动售检票系统，其中，进一步包括脱网系统传输方式，软件程序设置读写器含公交车载读写器以数字(本发明暂以数字金额)金额做为密钥，做为乘车区间标记给区间车票打乗车区间标记；数字金额不起货币意义，只是做为标记的密钥，密钥也可用任意数值，或可选择最后在出站检票机计算时再减去等数字金额数值；其密钥采用数字金额，是读写器为公交车读写器的原因，由中央计算机中设置任意密码；包含在出站检票机再将密钥数字金额等额补齐。
优选的，所述自动售检票系统，所述读写器与所述自动售检票系统联接采用无线通信系统和有线通信系统；进一步包括：
在无线通信系统和有线通信系统；
所述读写器和/或所述车票给所述车站计算机系统的车票计算单元传输信息；所述信息包含所述乘客在乘车区间的信息和/或所述车票的编号；
所述自动售检票系统含所述车站计算机系统；所述车站计算机系统含车站终端设备。
55，根据权利要求54，所述自动售检票系统，进一步包括：
所述无线通信系统和有线通信系统；
AFC网络通信系统：地铁AFC网络系统由三部分组成，即中心主机网络系统、车站主机网络系统和骨干网络传输系统；AFC系统网络通过网络传输，将中心AFC系统、车站AFC系统、自动售票机、进出闸机和所述读写器等终端设备连接起来；车站AFC主机完成交易数据处理上传和控制信息的上传和下传；终端设备完成交易数据的采集，由车站AFC主机管理，它通过车站局域网络连接， 并通过专用骨干网络将数据转发到AFC中心主机；控制信息包含所述车票的编号；
AFC系统终端设备：所述读写器：用于信息记录，所述信息记录含乘客在车站付费区的检查记录和、或乘车区间标记，主要功能有记录和、或乘车区间标记，能与车站AFC应用系统进行网络通信和数据交换；车站AFC应用系统含出站检票机。
优选的，所述自动售检票系统的无线通信系统和有线通信系统，其中，进一步包括存储器，所述存储器一面与所述读写器联接通信，一面与所述票价计算单元联接通信；
所述存储器的功能是存储所述读写器与所述票卡偶合所得到的数据，数据含记录所述票卡的编号数据。所述存储器一面与所述读写器联接通信，一面将数据存储并实时提供所述票价计算单元使用；
所述读写器与所述票卡偶和，记录所述票卡的编号，并将所述读写器的乘车区间标记和所述票卡的编号，通过无线通信系统和有线通信系统传输给站台计算机的存储器，所述存储器为专用于存储所述读写器的乘车区间标记和所述票卡的编号，是车票计算单元信息存储和交流中心；存储器以存储单元为存储单位；所述存储器包含设在线路中央计算机、车站计算机或出站检票机的读写器；所述存储器有存储地址；并上传到线路中央计算机，线路中央计算机，和/或通过线路中央计算机，线路中央计算机，下传到线路的各个车站计算机的所述存储器；
(注：存储器：存储程序和数据，是计算机各个信息存储和交流中心；存储器以存储单元为存储单位，每个存储单元有一个存储地址；)
各个车站计算机的所述存储器下传到终端设备的车票计算单元所述存储器；当乘客出站在出站检票机刷卡时，车票计算单元根据：所述车票计算单元的方法按包含至少一个按进站检票机的标记+所述乗车区间标记和或所述票卡的编号+出站检票机的标记计算得＝乘客的票价；
所述读写器通过所述无线通信系统和有线通信系统；将所述信息记录上传到存储单元，所述存储单元与票价计算单元连接，存储单元的功能是存储所述信息记录，并实时提供票价计算单元，进行对比计算。
优选的，所述自动售检票系统，其中，进一步包括无线通信系统和有线通信系统；所述读写器通过车站局域网网络连接到车站计算机，车站计算机通过线路局域网网络连接到各线路中央计算机，各线路中央计算机互联，并且各线路中央计算机通过线路局域网网络连接到车站计算机，下达的所述读写器的信息，车站局域网网络含无线局域网网络和有线局域网网络；
所述出站检票机通过车站局域网网络连接到线路中央计算机，接收线路中央计算机下达的所述读写器信息，存入车票计算单元的所述存储器，并提供所述出站检票机实时调用，于所述出站检票机上刷的所述票卡的记录数据进行组合后，与计算单元的计算方法对比，从而实时按《票价规定》得出乘客的票价。
其中车站局域网网络，可以是专用车站局域网网络，或借用其他车站局域网网络。
优选的，一种实施所述自动售检票系统的车票的使用管理方法；
所述自动售检票系统的所述车票发行及使用管理主要包括所述车票编码定义、所述车票初始化、所述车票的赋值发售、所述车票的管理等。所述车票的发行及使用管理流程图如图5所示：
发行及使用管理的流程：第一步车站售票系统出售可记写“乘车区间对应”标记的所述车票；第二步通过进站检票机刷所述车票记写“进站站次”；第三步在所述乘车区间对应的站台的所述读写器和或所述乘车区间车厢里所述读写器上刷至少一次所述车票，并在区间车票中记写乘客所乘车厢的乘车区间标记，第四步出站检票机刷卡，进一步所述车票与车站计算机中的车票计算单元连接，车站计算机中的车票计算单元，车票计算单元含设置有车票计算方法，并按车站制定的票价规定，得出票价计入所述票卡，车站计算机含出站检票机的读写器；发行及使用管理既乘客乘坐票价清算的流程，乘车区间标记含符号或密钥。
优选的，所述自动售检票系统，所述车票计算单元的方法，其技术特征是：包含按进站检票机的标记、至少一个按所述乗车区间标记和或所述票卡的编号、出站检票机的标记得出乘客的票价。
优选的，所述自动售检票系统，所述车票计算单元的方法，
其中，进一步包括所述车票计算方法的技术特征是：所述车票计算单元的方法为两部分：(1)判定部记忆内容：按包含按进站检票机的标记、至少一个所述乗车区间标记和/或所述票卡的编号、出站检票机的标记计算得出乘客的票价；(2)判定部记忆内容与所述IC卡的系统乘车区间标记的进行实时对比判定；当所述票卡刷卡时，车票计算单元将所述票卡的记录信息(系统乘车区间标记)与判定部记忆内容的对比判定；对比对比一至按车站《票价规定》计票价。
优选的，所述自动售检票系统，其中，设置有车票计算单元方法，所述车票计算单元的方法判定部记忆内容的技术特征是：
系统乘车区间标记，所述系统乘车区间标记包含按进站检票机的标记、至少一个所述乗车区间标记和或所述票卡的编号、出站检票机的标记；
系统乘车区间标记与票价成为的一一对应关系组成判定部记忆内容。优选的，所述自动售检票系统，其中，进一步包括所述自动售检票系统的所述车站计算机系统的车票计算单元方法的判定部记忆内容；所述车站计算机系统含车站终端设备，所述车票计算单元方法的判定部记忆内容的特征是：
将全城市轨道列车的各个线路的进站到出站的系统乘车区间标记与票价的一一对应关系列为程序，做为票价计算单元的票价计算方法的全城市轨道列车的判定部记忆内容设置在票价计算单元。
全城市轨道列车的判定部记忆内容设置在票价计算单元，作为与出站检票机的读写器刷卡时，与所述票卡的系统乘车区间标记的对比判定；当所述票卡刷卡时，车票计算单元将所述票卡的记录信息与判定部记忆内容的对比判定，设置在票价计算单元含设置在终端层出站检票机的读写器，或称车票处理模块；所述票卡的记录信息含系统乘车区间标记。
优选的所述自动售检票系统，其中，进一步包括所述自动售检票系统的所述车站计算机系统的车票计算单元，所述车站计算机系统含车站终端设备；设置有车票计算单元方法，所述车票计算单元的方法的技术特征是：
车票记算程序：将全部城市轨道交通自动售检票系统中的所有进站站次+所述乘车区间标记+到出站站次的系统乘车区间标记对应的票价列为车票记算程序，车票记算程序或称判定部记忆内容；并设置在票价计算单元，或称车票处理模块；
出站检票机是对乘客使用票卡中所记录的信息进行读取，与判定部记忆内容进行对比判定：第一步，判断有无所述乘车区间标记，无所述乘车区间标记，按现有票价规定计算票价；第二步，有所述乘车区间标记，按车站制定的《票价规定》计算票价，《票价规定》含《优惠价参数表及乗车区间分布结构式》。
优选的，所述自动售检票系统，其中，进一步包括所述自动售检票系统的所述车站计算机系统的车票计算单元设置有车票计算单元方法，所述车站计算机系统含车站终端设备；所述车票计算单元 的方法的技术特征是：
车票记算方法和票价表由轨道交通清分系统统一制定，车票记算方法包含判定部记忆内容；并下传到各线路中央计算机系统及车站计算机系统及相关设备含车票记算单元上，含出站检票机的读写器；
其中，进一步包括将车票记算方法设置在以下其中至少一个系统中：票卡含微处理器单元CPU、出站检票机的读写器、车票处理模块、出站检票机、车站计算机系统、中央计算机系统和轨道交通“一票通”清分系统。
车票记算方法和票价表由轨道交通清分系统统一制定发布，并下发到各线路中央计算机系统及车站计算机系统。
优选的，一种在所述侯站车厢停车位置对应的站台区域的站台设置的闸机计数控制门，所述侯站车厢停车位置或称优惠区，其中，进一步包括所述优惠区采用半封闭式优惠区或全封闭式两种优惠区；只有进入优惠区刷卡，出优惠区无闸机的形式属半封闭式优惠区；进入优惠区刷卡，出优惠区可不刷卡，闸机感应有人出时就开，进入的旅客无法进入，既单向自由通行的闸机的形式属全封闭式优惠区；在每个所述优惠区站台至少设一台所述读写器；
其中，进一步包括在与所述侯站车厢停车位置对应的站台区域安装有所述读写器，所述读写器与进入闸机相连接，所述侯站车厢停车位置对应的站台区域配置为出站有闸机可不刷卡出站，站台优惠区不刷卡不能进入；
闸机计数控制门，进一步包括在所述进入闸机装有计数器，所述计数器达到预定人数时就控制闸机门关闭；每次车开后所述计数器清零，重新计数。
优选的，所述站台设置的闸机计数控制门，进一步包括将站台分为站内车厢乘车区和优惠区，所述优惠区是与侯站车厢停车位置对应的站台区间，即远途旅客乘车区；站内车厢乘车区即中、近途旅客乘车区，乘坐的站内车厢停车位置对应的站台区间。
优选的，所述站台设置的闸机计数控制门，其中，进一步包括所述优惠区采有半封闭式优惠区或全封闭式两种优惠区；只有进入优惠区刷卡，出优惠区无闸机的形式属半封闭式优惠区；进入优惠区刷卡，出优惠区可不刷卡，闸机感应有人出时就开，进入的旅客无法进入，既单向自由通行的闸机的形式属全封闭式优惠区；在每个所述优惠区站台至少设一台所述读写器。
优选的，所述站台设置的闸机计数控制门，其中，进一步包括在所述进入闸机装有计数器，计数器设置了进入闸机的乘客的数量，数量限制在合理范围数，并计数器联接有探测仪；探测仪在探测到列车开车后，计数器清零，探测仪停止计数器的计数工作，随后又恢复计数器的重新计数，不断循环；超过预定人数时，全封闭式优惠区的进入口闸机会亮红灯或蜂鸣器响告诉旅客已超载，请乘坐后续列车。
优选的，所述站台设置的闸机计数控制门，其中，进一步包括在与所述侯站车厢停车位置对应的站台区域安装有所述读写器，所述读写器与进入闸机相连接，所述侯站车厢停车位置对应的站台区域配置为出站有闸机可不刷卡出站，站台优惠区不刷卡不能进入。
优选的，一种引导图电子显示屏，所述引导图电子显示屏，其中，进一步包括在所述侯站车厢、无侧门车厢设有本站即时滚动按《优惠价参数表及乗车区间分布结构式》制定的乗车区间引导图电子显示屏，乗客乗车时以乗客“路途区间”在所述引导图电子显示屏显示的“乗车区间”标记色乗车。
优选的，一种根据权利要求1的轨道列车信号系统，用于长度超出站台的的轨道列车编组，进一步包括含根据权利要求1所述的轨道列车编组；所述轨道列车信号系统的功能是，轨道列车编组的信号系统数据中的轨道列车长度数据，采用基于所述的轨道列车编组的站外无侧门车厢的长度与站内车厢的长度总合。
优选的，所述的轨道列车信号系统，其中，进一步包括所述轨道列车信号系统数据中的列车长度至少有一个设定为所述轨道列车长度数据。
优选的，所述轨道列车信号系统，其中，进一步包括所述信号系统包括自动控制系统系统与外围通用信号设备，所述自动控制系统数据中和/或外围通用信号设备中的列车长度至少有一个设定为所述轨道列车长度。
优选的，所述的轨道列车信号系统，其中，进一步包括列车运行进路控制技术的数据列车长度至少有一个设定为所述轨道列车长度。
附图说明
图1-1停在站台的轨道列车编组乗车区间分布图：线路共有26个站；为采用18节车厢：
如线路共有26个车站：既1.2.3.4.5.6.7.8.9.10.11.12.13.14.15.16.17.18.19.20.21.22.23.24.25.26站次，既为采用18节车厢：轨道列车的车站次路途区间——乘车区间——票色——车厢色(或有密钥0.01)对应图，
(1)路途区间分为；2.3.4.5.6.7.8.9.10.11站次为最近路途区间、白路途区间标记；12.13.14站次为短路途区间、兰路途区间标记；15、16、17站次为较短路途区间、青路途区间标记；18、19、20站次为中路途区间、绿路途区间标记；21、22、23站次为较中路途区间、黄路途区间标记；24.25.26站次为远路途区间、橙路途区间标记；
(2)乗车区间分为；1、2、3、4、5、6节车厢是站台内现有的6节车厢，发明将1、6节变为侯站车厢，7、8、9、10、11、12、13、14、15、16、17、18为超出站台的无侧门车厢；
2、3、4、5节车厢最近乗车区间、白乗车区间标记、白票色、白车厢；7和13是20过度无侧门车厢；8、14节车厢为21短途乗车区间、兰乗车区间标记、兰票色、兰车厢(或有密钥0.01)；9、15节车厢为22较短途乗车区间、青乗车区间标记是青票色、青车厢(或有密钥0.02)；10、16节车厢为23中途乗车区间、绿乗车区间标记、绿票色、绿车厢(或有密钥0.03)；11、17节车厢为24较中途乗车区间、黄乗车区间标记、黄票色、黄车厢(或有密钥0.05)；12、18节车厢为25远途乗车区间、红乗车区间标记、红票色、红车厢(或有密钥0.06)，19为站台长度；
标准图用26个站台，多出或少于该数量可酌情增减分布各车厢，列车乘务员要求旅客按票色对车厢查票，中、远途旅客不可在短途车厢停留。并以对应色彩涂该车厢内、外厢体，以方便旅客快速找到车厢入座，侯站车厢为无座位，乗客不可停流车厢，是不售票车厢；
“乗车区间分布结构式”；6个区间：2--11站、白；12---14站、兰；15--17站、青；18---20站、绿；21--23站、黄；24--26站、橙的结构式，简写10-3-3-3-3-3的结构式；
车厢数量多少和最近途、短途、较短途、中途、较中途、远途、最远途车厢的划分以当地线路客流量具体情况确定车厢客流量分配，不可规定一律。
图1——2中，所述轨道列车编组中停在站台一端头的侯站车厢、无侧门车厢与站台端头内侧三者位置标准示意图：1侯站车厢停在站台端头内侧，2是无侧门车厢停在站台端头外侧，3是站台端头内侧，是本发明的最重要技术特征。
图1-3，火车客车列车编组示意图，停在站台的乗车区间分布图：如标准线路共有6个站：为采用36节车厢：
如标准线路共有6个站：车厢区间分为；1、2、3、4、5、6、7、8、9、10、11、12、13、14、15、16、17、18是站台内现有的18节车厢，发明将1、18节变为侯站车厢，(既一半为侯站车厢一半为标准车厢的侯站车厢)，19、20、21、22、23、24、25、26、27、28、29、30、31、32、33、34、35、36为超出站台的无侧门车厢；由于是直达快车所以19-36节车厢超出站台的无侧门车厢可全变为卧铺车厢；用于“节梯式下站法”，或叫“区差式下站法”；37为站台长度；
(1)路途区间分为；2.3站次为最近路途区间、白路途区间标记；4、5站次为短路途区间、兰路途区间标记；6站次为远路途区间、红路途区间标记是；
(2)乗车区间分为；7、8、9、10、11、12为最近乗车区间、白乗车区间标记、白车厢；2、3、4、5、6、13、14、15、16、17节车厢是短途乗车区间(注：该乗车区间上特殊情况下停在站内的短途乗车区间)、兰乗车区间标记、兰车厢；19、20、21、22、23、24、25、26、27、28、29、30、31、32、33、34、35、36节车厢为远途乗车区间、红乗车区间标记、红车厢；
本线路《车厢区间分布结构图》：“乗车区间分布结构式”；标准4个区间：(2-3)站、白---(4-5)站、兰----(6)站、红；简写2——2-1红的结构式。
图1-4停在站台的所述轨道列车编组乗车区间分布图：线路共有26个站；为采用12节车厢：
乗车区间分为；1、2、3、4、5、6节车厢是站台内现有的6节车厢，发明将1、6节变为侯站车厢，7、8、9、10、11、12为超出站台的无侧门车厢，2、3、4、5节车厢最近乗车区间、白乗车区间标记是白车厢；7、10节车厢为短途乗车区间、兰乗车区间标记是兰车厢，(7、10节车厢也可变为过度无侧门车厢)8、11节车厢为中途乗车区间、黄乗车区间标记是黄车厢，9、12节车厢为远途乗车区间、红乗车区间标记，13为站台长度。
1.2.3.4.5.6.7.8.9.10.11.12.13.14.15.16.17.18.19.20.21.22.23.24.25.26站次，
2.3.4.5.6.7.8.9.10.11站次为最近区间对应乗车区间是最近乗车区间-白车厢；12.13.14.15.16站次对应乗车区间是短乗车区间-兰车厢；17.18.19.20.21站次对应乗车区间是中乗车区间-黄车厢；22.23.24.25.26站次对应乗车区间是最远乗车区间---红车厢；
本线路《车厢区间分布结构图》：“乗车区间分布结构式”；标准4个区间：(1-11)白---(12-16)兰----(17-21)黄---(22-26)红；简写10——5-5-5的结构式。
图2-1所述轨道列车侯站车厢的“承重柱框架结构”的列车车厢结构俯视图，是地铁A型车重叠平移动力门的车厢“承重柱框架结构”俯视图，地铁车厢长22米，平移重叠动力门框宽1.5米，窗宽0.75米，共9个门门框宽总合是13.5米。1是中心承重柱(兼扶手)，2是侧承重柱(兼扶手)，是实心中心承重柱和侧承重柱，起支撑加固因多门而因起车厢抗拉，抗扭强度的减弱，3是门框，4是贯通道，5是新增加的中心纵梁；在车顶是车顶中心纵梁，垂直对应为车底中心纵梁，由中心承重柱联接；6是贯通道设有一门，通向站内原车厢；轨道列车运行时门处于关闭状态；7是门柱加强柱；8在车顶是横顶梁，在车底是车底横梁，由侧承重柱联接，并和车厢侧的门柱加强柱、加强侧纵梁焊接形成环形支撑骨架，起到对车厢门整体的结构横向加固作用；9是新增加的加强侧纵梁，在车顶是车顶加强侧纵梁，垂直对应为车底加强侧底梁，由侧承重柱联接，侧门框有两竖加强柱和车顶的加强梁相焊接。中心承重柱、侧承重柱、侧承重柱和车底加强侧底梁、车顶加强侧底焊接、螺栓连接构成门体承重结构。使车厢整体加固，以弥补加宽门而出现的车厢整体抗拉，抗扭力的减少。
图2-2为所述轨道列车的重叠平移动力门，以车厢侧墙为中心线的内藏、外露平移动重叠动力门，内藏——车厢侧墙——外露重叠平移动力门，地铁A型车俯视图，1.2为外露平移动力门，3.4为内藏平移动力门，1.2.3.4共同组成内藏——车厢侧墙——外露重叠平移动力门，2和3之间为车厢侧墙，5是关门状态。此内藏、外露平移门组使平移门的开门宽度总合达到同车厢长平移动动力门的最宽。
图2-3为所述轨道列车的平移重叠门地铁A型车主视图，1是车厢侧上门框加固横筋，起加固上门框作用，弥补缺少侧壁的车厢整体抗拉，抗扭力的减少；在侧支撑柱、中心支撑柱处是横梁扶手、纵梁扶手；2是车顶纵梁，3是车底板，4是车底纵梁，5是车地横支撑梁。
图2-4为所述轨道列车的内藏——车厢侧墙——外露平移动重叠动力门地铁A型车侧视图，1是新增的车顶中心枞梁，2是车顶横加强梁，3.4是新增的车顶加强侧纵梁，5是中心承重柱(兼扶手)，6.7是侧承重柱(兼扶手)，8是新增的车底支撑中心底梁，9是车厢底板，10.12是新增的车底加强侧纵梁，11是新增的车底中心枞梁，13是平移重跌动力门外露门页，14是平移重跌动力门内藏门页，15是横梁扶手。
图3-1所述轨道列车的承重柱框架结构的列车车厢结构俯视图，是地铁A型车并联门柱柱式竖开动力门方式一；并联门柱柱式竖开动力方式一，柱式竖开动力90度竖门轴门的车厢加固结构图，门框宽1.76米，门柱(内藏)宽0.18米，共12个门，门框宽总合是21.12米。1中心承重柱，2侧承重柱，与车底的底梁和车顶的加固梁焊结，起到对车厢整体的结构加固作用，3是侧门框10×20公分加强柱和车顶的加强梁相焊接，和车底是车底横底梁对应焊接，形成环形支撑骨架，使车厢整体加固，以弥补加宽门而出现的车厢整体抗拉，抗扭力的减少。4是车厢四角的50×50×1公分加固铝合金，5是车厢中部是40×2公分加固梁焊联加固侧柱，6为20×1公分加固纵顶梁，垂直对应为20×2公分的加固纵底梁。(该车厢结构也用于火车列车(含两层)侯站车厢，动车组列车侯站车厢，高铁列车侯站车厢，门数相应增加，优点门宽较大)。
图3-2为所述轨道列车的地铁A型车俯视图，是并联门柱竖门轴门车厢俯视图，1.2是竖门轴外开门，3.4是门关状态，内包门框，相邻两门柱并联合一。
图3-3是所述轨道列车的地铁A型车并联门柱90度竖门轴门主视图，1是顶梁，2是侧面加固筋20×1.5公分，2在侧承重柱、中心承重柱处是横梁扶手、纵梁扶手；3是车底板，4是车底侧纵梁，5是90度竖门轴门。
《优惠价参数表及乗车区间分布结构式》说明：如图4.
图4所述自动售检票系统《优惠价参数表及乗车区间分布结构式》说明：
一，图4是有候站车厢的乘车区间的列车编组的《优惠价参数表及乗车区间分布结构式》在所述轨道列车售检票的AFC系统的实施列：
以北京地铁1号线为例，本线路站次的数量有26个站次、路途区间的划分数量为4个路途区间，2-11站内下车乘客票价按原价；12以上站下车乘客票价按优惠价，优惠价分为两种选择：
(1)优惠价分为“优惠价”：12-16站优惠价为0,50元；17-21站优惠价为1,00元；22-26站优惠价为1,50元；
(2)优惠价分为“票价折扣的百分之80”：12-16站优惠价票价折扣的百分之80为0,40元；17-21站优惠价票价折扣的百分之80为0,80元；22-26站票价折扣的百分之80；优惠价为1,10元；
优惠价分为两种选择：(1)两种任意一种选用；(2)两种都选用：
优惠价两种都选用：在多次刷卡的线路设计中如4次刷卡，按规定应刷4次卡，乘客只刷了3次就只按价票价折扣的百分之80计算。
图4《优惠价参数表及乗车区间分布结构式》具体格式说明：
1，第一横列“乗车区间分布结构式10白----5兰---5黄----5红；”说明是4个乗车区间的乗车区间分布结构式10白----5兰---5黄----5红；是北京1号线具体线路人为规定：4个乗车区间的“乗车区间分布结构式”；
2，竖列“站次”，表示站次从上向下为列车前进方向，站次的按顺序的递变；1站次——15站次——26站次；
3，竖列“白乗车区间”，表示白乗车区间随着站次从上向下为列车前进方向，站次的按顺序的递变；白乗车区间站次随着站次从上向下为列车前进方向，站次的按顺序的递变；
4，竖列“兰乗车区间”，表示兰乗车区间随着站次从上向下为列车前进方向，站次的按顺序的递变；兰乗车区间站次随着站次从上向下为列车前进方向，站次的按顺序的递变；
5，竖列“黄乗车区间”，表示黄乗车区间随着站次从上向下为列车前进方向，站次的按顺序的递变；黄乗车区间站次随着站次从上向下为列车前进方向，站次的按顺序的递变；
6，竖列“红乗车区间”，表示红乗车区间随着站次从上向下为列车前进方向，站次的按顺序的递变；红乗车区间站次随着站次从上向下为列车前进方向，站次的按顺序的递变；
7，乗车区间引导图电子显示屏(简称“显示屏”)：表示随着站次从上向下为列车前进方向，站次的按顺序的递变；
读写器含装有LED灯的读写器，LED灯的读写器中的LED灯颜色与乘车区间色一至，以方便乘客刷卡；如此乘客按各个车厢中的的乗车区间引导图电子显示屏的显示，进入对应车厢，在对应车厢的所述读写器上刷卡；
8，横行“原票价”指在站内车厢乘坐乘客的票价；
9，横行“票价折扣”指在站外无侧门车厢乘坐乘客的优惠票价；实际票价＝原票价-票价折扣；
10，横行“票价折扣的百分之80”指在站外无侧门车厢乘坐乘客的优惠票价；实际票价＝原票价-票价折扣的百分之80；“票价折扣的百分之80”指“票价折扣”X百分之80＝0,50元X百分之80＝0,40元；1,00元X百分之80＝0,80元；1,50X百分之80＝1,10元；
具体实施方式：《1》所述自动售检票系统计算机票价计算单元的票价计算程序：
(1)以脱网系统为例：采用4个乘车区间；按乘车区间近途乘车区间，不刷卡，所以无乘车区间标记；短、中、远3个乘车区间标记0.01元、0.02、0.03、0.09代替标记给票卡打乘车区间标记；既站内近途乘车区间无所述读写器(如图1-4，2、3、4、5、的位置)，在优惠区站台设所述读写器(如图1-4，10、1对应站台、6对应站台、7的位置)短乘车区间标记0.01元；在中途车厢设的所述读写器(如图1-4，11、8的位置)的中途乘车区间标记0.02；在远途乘车区间所述读写器的(如图1-4，12、9的位置)远途乘车区间标记0.03；乘客在不同乘车区间的刷卡记录；是所述读写器与所述IC卡偶合的传输或记录。所述读写器将他的乘车区间标记传输给所述IC卡，所述IC卡记录在存储区。
(2)系统乘车区间标记为进站检票机的标记+乗车区间标记；也可系统乘车区间标记为进站检票机的标记+乗车区间标记+出站检票机的标记：
(3)系统乘车区间标记与站台制定的票价规定(本例以北京1号线为例《优惠价参数表及乗车区间分布结构式》)一一对应；
(4)写出系统乘车区间标记编为所述自动售检票系统设置有票价计算单元的票价计算(程序)方法的一一对应表；
如：第2站次进站，在所述IC卡记录的进站检票机的标记为2，到第25站下车，应在远途乘车区间乘坐并在远途乘车区间所述读写器的(如图1-4，第12、9的位置)远途乘车区间标记0.03；
系统乘车区间标记进站检票机的标记为2+所述读写器的远途乘车区间标记0.03+出站检票机的标记一一对应表《优惠价参数表及乗车区间分布结构式》得出原票价5,00元减票价折扣(红乘车区间)1,50元＝3,50元。
.........
(5)写出每一个进站检票机与出站检票机的系统乘车区间标记与站台制定的票价规定(本例以北京1号线为例《优惠价参数表及乗车区间分布结构式》)一一对应；包括未有乗车区间标记的票价规定；编为所述自动售检票系统的总票价计算(程序)方法的；
将总票价计算(程序)方法转换成代码化指令序列的计算机程序。或称将总票价计算程序。
总票价计算程序设在自动售检票系统；自动售检票系统有五层架构：第一层，是轨道交通“一票通”清分系统；第二层，为各线路AFC系统中央计算机系统构成的中央层；第三层，是车站计算机系统组成的车站层；第四层，为车站终端设备组成的终端层。
(6)总票价计算程序由轨道交通“一票通”清分系统；以次传下为各线路中央计算机；第三层，是车站计算机；第四层，为车站终端设备出站检票机。
(7)当乘客出站时，在出站检票机刷卡，出站检票机读取IC卡记录：进站检票机的标记+乗车区间标记+出站检票机的标记：既对比系统乘车区间标记在所述自动售检票系统的总票价计算程序；如一至时，按所述自动售检票系统的总票价计算程序；得出票价，记入IC卡，开闸机；不一至时，关闸机，按车站制定的规定执行后，开闸机；
计算机票价计算单元的票价计算程序：出站检票机按实际出站地，核对票卡的乗车区间标记，根据所述自动售检票系统的程序设置《优惠价参数表及乗车区间分布结构式》，确认出站地与票卡记入票卡的进站站次、乗车区间标记是否一致，一致时根据中央计算机设定的优惠价参数得车票价，在出站检票机再将密钥金额等额补齐。》
具体实施方式<2>优选地，在有线系统，可将所述读写器通过车站局域网与车站中央计算机连接，并与出站检票机的的储存器连接；(或采用与线路中央计算机设置有储存器连接，所述线路中央计算机的储存器最后连接出站检票机的的储存器)，所述出站检票机的的储存器最后连接出站检票机的计算单元。将所述读写器上传的信息，所述信息含所述IC的唯一卡号和所述读写器的乘车区间标记，(或上传给线路中央计算机设置的储存器，所述储存器连接出站检票机的所述储存器)，所述出站检票机的储存器可以储存所述信息24小时，供出站检票机的计算单元随时读取；当所述IC卡在出站检票机刷卡时，出站检票机的计算机程序会 调出所述信息，进行对比和匹配；如没有所述信息的车票通过时，按无乘车区间标记的票价记价；如有所述信息的车票通过时，按有乘车区间标记的票价记价；既并按车站制定的《票价规定》处理和判段票价，得出票价，并记入所述IC卡。最后连接出站检票机的的计算单元。
闸机通过车站局域网与车站计算机系统连接，接收系统运营参数及车站计算机系统和中央计算机系统的运计算机系统运营模式命令含所述自动售检票系统的程序的营模式中的IC卡的唯一卡号。同时上传有关的车票处理交易等数据。》
具体实施方式<3>优选地，在无线系统，可将所述读写器有无线发送模块，通过车站无线局域网(设在隧道内的)；无线通信网包含借用现有的无线通信网，无线传输方式采用有乘客信息系统(PIS)或\3G\4G\WIFI\等无线传输方式，只要不对ATC系统行成干扰的无线传输方式，并可实现无线射频读写器的车载检票机(或POS机等)系统与自动售检票系统AFC的接口和无线传输通信的方式；或设立专用的车站无线局域网，可将所述读写器通过车站无线局域网与车站中央计算机连接，并与出站检票机的的储存器；以后的程序与有线系统相同。
具体实施方式<4>优选地，在脱网系统，所述自动售检票系统的乗车区间标记可采用密钥：“系统车厢的乗车区间密钥”暂采用密码体制：
(1)在所述自动售检票系统的程序和所述读写器中设置乗车区间标记可采用密钥，按路途区间短、中、远3个区间，所述读写器以密钥(车站保密、自设、暂定)0.01元、0.02、0.03、0.09代替标记给票卡打乗车区间标记，兰读写器乗车区间标记设置密钥为0.01元；黄读写器乗车区间标记设置密钥为0.02元；红读写器乗车区间标记设置密钥为0.03元，打全色读写器乗车区间标记设置密钥为0.09元的卡可代替其他颜色乗车区间标记卡实现对应的优惠；打全色读写器乗车区间标记设置密钥为0.09元的卡可代替其他颜色乗车区间标记卡实现对应的优惠；出站检票机按以下程序确定乘客“乗车区间标记色”或称系统乗车区间标记：即兰乘客乗车区间标记色或称系统乗车区间标记，＝进站检票机记写的“进站站次”+0.01元、黄乘客乗车区间标记色或称系统乗车区间标记，＝进站检票机记写的“进站站次”+0.02元、红乘客乗车区间标记色或称系统乗车区间标记，＝进站检票机记写的“进站站次”+0.03元、全色乘客乗车区间标记色＝进站检票机记写的“进站站次”+0.09元；<减：全色乘客乗车区间标记色＝进站检票机记写的“进站站次”+0.09元>
(2)0.01元---0.09元不起货币意义，只是代替乗车区间标记的密钥，密钥也可用任意数值，或可最后在出站检票机计算时再减去等额数值；其密钥采用金额，是读写器为公交车读写器的原因，由中央计算机中设置任意密码；在出站检票机再将密钥金额等额补齐；
(3)出站检票机按实际出站地，核对票卡的乗车区间标记，根据所述自动售检票系统的程序设置《优惠价参数表及乗车区间分布结构式》，确认出站地与票卡记入票卡的进站站次、乗车区间标记是否一致，一致时根据中央计算机设定的优惠价参数得车票价，在出站检票机再将密钥金额等额补齐。
本线路《车厢区间分布结构图》：“乗车区间分布结构式”；标准4个区间：(1-11)白---(12-16)兰----(17-21)黄---(22-26)红；简写10-5-5-5的结构式。
具体实施方式：《5》
所述读写器设在奇数车厢或奇数车厢对应的站台、设在偶数车厢或偶数车厢对应的站台，奇数车厢或奇数车厢对应的站台的乗车区间标记为1、在偶数车厢或偶数车厢对应的站台乗车区间标记为2；
系统乘车区间标记为进站检票机的标记+乗车区间标记；也可系统乘车区间标记为进站检票机的标记+乗车区间标记+出站检票机的标记：
乘客在第3站次进站刷IC卡，并记录进站检票机的标记3在IC卡存储区，到第15站次下车，所以， 应乘坐奇数车厢或奇数车厢对应的站台的乗车区间，并在奇数车厢或奇数车厢对应的站台的乗车区间的读写器上刷IC卡，并在IC卡存储区记录乗车区间标记为1；在出站检票机的并记录出站检票机的标记15在IC卡存储区，根据票价计算程序：
系统乘车区间标记为进站检票机的标记3+乗车区间标记；也可系统乘车区间标记为进站检票机的标记1+乗车区间标记+出站检票机的标记15；其对应的票价为3.00元-0.50元＝2.50元
(1)乘客进站检票机刷卡，
(2)再在所述读写器设在奇数车厢或奇数车厢对应的站台、设在偶数车厢或偶数车厢对应的站台
(3)乘客进站检票机刷卡，
(4)出站检票机按实际出站地，核对票卡的乗车区间标记，根据所述自动售检票系统的程序设置车站<票价规定》，确认出站地与票卡记入票卡的进站站次、乗车区间标记是否一致，一致时根据中央计算机设定的优惠价参数得车票价，在出站检票机再将密钥金额等额补齐。》
具体实施方式：《6》
所述自动售检票系统的程序：
所述读写器与所述自动售检票系统的通信方式有：脱网系统、无线传输系统和有线传输系统。
所述读写器设在无侧门车厢时采用脱网系统、无线传输系统；所述读写器设在站台优惠区可采用脱网系统、无线传输系统和有线传输系统，以有线传输系统为优选。
(1)因为脱网系统节约成本的明显优势，也为方便说明，以下所述自动检票系统AFC的程序实施例，主要是以所述自动售检票系统线路程序的脱网系统的通信方式的实施例为主；
采用无线传输系统和有线传输系统通信方式，只是提供通信方式不同，由所述读写器与出站检票机、站台计算机或中央计算机系统(或称：线路中央计算机系统)通信传输，所传输内容一样，既与所述IC卡的记录的信息相同，所述自动检票系统AFC的程序厢同，同时，在中央计算机的票务清分系统(或称轨道交通“一票通”清分系统)；的车票计算摸块相同。
在付费区内或进站检票机与进站检票机的站台或车厢的所述读写器与所述IC卡耦合；所述IC卡与所述自动检票系统AFC的进行通信，采用所述IC卡的存储器存储、传输以下至少其中之一包含乘客的车站站次信息(含乘坐站外车厢的乘车区间标记的信息)、乘车区间标记的信息。
(2)所述自动售检票系统的程序实施例的无线传输系统：将优惠区站台或车厢的所述读写器采用无线传输功能的读写器与所述自动检票系统AFC的进行通信，其技术已成熟；传输以下至少其中之一包含乘客的车站站次信息(含乘坐站外车厢的乘车区间标记的信息)、乘车区间标记的信息。
(3)所述自动售检票系统的程序实施例的有线传输系统：将站台所述读写器采用有线传输功能的读写器与所述自动检票系统AFC的进行通信，其技术已成熟；传输以下至少其中之一包含乘客的车站站次信息(含乘坐站外车厢的乘车区间标记的信息)、乘车区间标记的信息。
具体实施：<7>
所述自动售检票系统的具体实施步骤：
(1)票价计算单元的票价计算方法编成计算机程序，既转换成代码化的符号化指令序列。
先将票价计算单元的票价计算方法；编为计算机程序：并将计算机票价计算程序设置在自动售检票系统，其中，进一步包括所述计算机票价计算程序设置在以下中的至少一个：
自动售检票系统有五层架构：第一层，是轨道交通“一票通”清分系统；第二层，为各线路AFC系统中央计算机系统构成的中央层；第三层，是车站计算机系统组成的车站层；第四层，为车站终端设备组成的终端层，
含将票价计算单元的票价计算(程序)方法设置在终端层出站检票机的读写器<或称(判定部记忆内容)，并设置在票价计算单元，或称车票处理模块；》。
自动检票机是对乘客使用车票(IC)中所记录的信息(期间，区段)进行读取，与车票记算程序
(判定部记忆内容)进行对比：第一步，判断有无所述乘车区间标记，无所述乘车区间标记，按现有票价规定计算票价；第二步，有所述乘车区间标记，按车站制定的《票价规定》(如：《优惠价参数表及乗车区间分布结构式》，)计算票价。》
(2)所述读写器中设置约定的乘车区间标记，以便在与所述IC卡偶合时记入所述IC卡。
(3)所述读写器安装在进站检票机与出站检票机之间，包括与所述乘车区间停车位对应的站台(含候站车厢停车位对应的站台或奇、偶数停车位对应的站台)和/或在所述乘车区间对应的车厢中(含无侧门车厢或奇、偶数车厢)，用于记载乘客在进站检票机与出站检票机之间的位置；以便在与所述IC卡偶合时记入所述IC卡。
(4)进站检票机：乘客使用储值卡，单程票和手机钱包进站检票时，检票机在卡内写入进站交易记录，且保存卡的交易记录于检票机存储介质。
(5)所述读写器：乘客使用储值卡，单程票和手机钱包进所述读写器时，所述读写器在卡内写入(含区间乘车标记)交易记录，且或保存卡的交易记录于所述读写器存储介质。
进站检票机及出站检票机都装有一个储值票读写器及天线，另外，出站检票机传输装置中还装有一个小天线的单程票读写器，用以完成单程票回收时的读写操作；
(6)出站检票机：读写器天线负责储值票和单程票中的数据通讯和能量传输，将车票中数据通过读写器上传到存储单元，用于在无线、有线系统。：
将进站检票机在卡内写入(含乘车区间标记)进站交易记录(或称进站检票机标记)、将所述读写器在卡内写入(含区间乘车标记)(或称所述读写器标记，或使用储值卡，单程票和手机钱包唯一卡号)交易记录和出站检票机交易记录(或称出站检票机标记)
由读写器对车票中数据进行判断后，将票价计算单元的票价计算(程序)方法设置在读写器，读写器上与以下实时记录判断：将进站检票机在卡内写入(含乘车区间标记)进站交易记录(或称进站检票机标记)、将所述读写器在卡内写入(含乘车区间标记)(或称所述读写器标记，或使用储值卡，单程票和手机钱包唯一卡号)交易记录和出站检票机交易记录(或称出站检票机标记)
(7)票价计算单元的票价计算(程序)方法：
第1步，有无、将所述读写器在区间车票(储值卡，单程票和手机钱包)内写入乘车区间标记交易记录；
第2步，无、将所述读写器在区间车票(储值卡，单程票和手机钱包)内写入乘车区间标记交易记录；按现有车票规定计车票价；放行。
第3步，有、将所述读写器在区间车票(储值卡，单程票和手机钱包)内写入乘车区间标记交易记录；
按所述规定的车票规定计车票价；含按《优惠价参数表及乗车区间分布结构式》的车票规定计车票价；放行。
第4步，有、将所述读写器在区间车票(储值卡，单程票和手机钱包)内写入乘车区间标记交易记录；
出站检票机的标记不在规定的出站检票机的标记的，不放行；
按所述规定的车票规定计车票价；含按不在规定的出站检票机的标记的的车票规定罚款来计车票价后；放行。
付合车站票价规定按车站票价规定执行，把判断结果下发给读写器，读写器通过天线对车票中数据信息进行修改(写卡过程)。
(8)票价计算单元的票价计算(程序)方法：最少包含一个：
将所述读写器在区间车票(储值卡，单程票和手机钱包)内写入乘车区间标记交易记录；
按所述规定的车票规定计车票价；含按《优惠价参数表及乗车区间分布结构式》的车票规定计车票价； 放行。
具体实施：<8>
所述自动售检票系统的车票计算单元，按车票计算单元的计算方法(程序)，所述车票计算单元的计算方法(程序)：
所述读写器和或所述IC卡将记录的乘车区间标记与区间车票的编号传输给所述自动售检票系统的票价计算单元，自动售检票系统的票价计算单元的计算方法(程序)；
所述自动售检票系统的票价计算单元的计算方法(程序)：根据进站站次标记+读写器记写的区间车票中的乘客所乘车厢的乗车区间标记(含密钥)+出站站次标记，得出乘客的出站票价；或含根据优惠规定或相关规定得出乘客的出站票价；未刷卡的远途乘客按实际票价计算；为防制近途旅客进入无侧门车厢，造成拥挤，对近途车票刷卡，或将根据相关规定得出扣一定金额车票；
所述自动售检票系统的票价计算单元的计算方法(程序)：
(1)，无读写器记写的区间车票中的乘客所乘车厢的乗车区间标记(含密钥)，按现有票价计算单元的计算方法(程序)；
(2)，有读写器记写的区间车票中的乘客所乗车厢的乗车区间标记(含密钥)，所述车票计算单元的计算方法(程序)；
(3)，或含根据优惠规定或相关规定得出乘客的出站票价；
(4)，开闸门；
(5)，记入IC卡存储器；并存入出站检票机，称为车站终端设备，上传自动售检票AFC系统的车票计算单元，(含车票计算单元的计算方法)设于自动售检票AFC系统的含第一层，是轨道交通“一票通”清分系统；第二层，为各线路AFC系统中央计算机系统构成的中央层；第三层，是车站计算机系统组成的车站层；
(6)，未刷卡的远途乘客按实际票价计算；
(7)，为防制近途旅客进入无侧门车厢，造成拥挤，对近途车票刷卡，或将根据相关规定得出扣一定金额车票；》
具体实施方式9
下面结合附图和具体实施方式对本发明做进一步说明。需要指出的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
实施例1
图5是根据本发明第一实施例的长超站台的轨道列车的售票方法的流程图，该实施例中的长超站台的轨道列车的车厢被划分为第一乘车区间和第二乘车区间，当长超站台的轨道列车停在列车站台，且第一乘车区间在站台内时，第二乘车区间在站台外，该方法可应用于长超站台的轨道列车的售检票系统中的列车车站计算机系统，如图1所示，该方法包括如下的步骤S102至步骤S108。
步骤S102：接收起始车站信息和到达车站信息。
乘客在购买长超站台的轨道列车车票时，需要提供起始车站信息和到达车站信息，例如列车车站计算机系统通过自动售票机售票时，自动售票机的人机交互界面将列车经过的所有车站显示给乘客，乘客通过点击人机交互界面选择相应的起始车站和到达车站，从而自动售票机接收到起始车站信息和到达车站信息。又如，列车车站计算机系统通过人工售票机售票时，售票员将乘客提供的起始车站信息和到达车站信息输入至人工售票机，则人工售票机接收到起始车站信息和到达车站信息。
步骤S104：确定起始车站信息和到达车站信息对应的路途区间。
无论列车车站计算机系统以何种方式接收到接收起始车站信息和到达车站信息，在该步骤中，进一步确定起始车站信息和到达车站信息对应的路途区间。按照预定的规则，设置起始车站信息和到达 车站信息与路途区间的对应关系，从而在接收到起始车站信息和到达车站信息后，就可确定起始车站信息和到达车站信息对应的路途区间。
例如，长超站台的轨道列车所经过的站台按顺序被编号为奇数站台和偶数站台，当长超站台的轨道列车停在奇数站台时，第一乘车区间在站台内，第二乘车区间在站台外，当长超站台的轨道列车停在偶数站台时，第一乘车区间在站台外，第二乘车区间在站台内，并且路途区间包括第一路途区间和第二路途区间，奇数站台对应第一路途区间，偶数站台对应第二路途区间。
该步骤S104包括：
步骤S1042：根据到达车站信息判断到达车站的站台属于奇数站台或属于偶数站台。
步骤S1044：当到达车站的站台属于奇数站台时，确定起始车站信息和到达车站信息对应的路途区间为第一路途区间。
步骤S1046：当到达车站的站台属于偶数站台时，确定起始车站信息和到达车站信息对应的路途区间为第二路途区间。
又如，长超站台的轨道列车由位于列车头部和/或尾部的站外车厢编组、位于列车中部的站内车厢编组、位于站外车厢编组与站内车厢编组之间的过渡车厢编组构成，其中，站内车厢编组和过渡车厢编组构成第一乘车区间，站外车厢编组构成第二乘车区间，长超站台的轨道列车停在任意的列车站台时，第一乘车区间均在站台内，第二乘车区间均在站台外，并且路途区间包括第一路途区间和第二路途区间，当乘车距离大于或等于预定距离时，起始车站信息和到达车站信息对应第一路途区间，当乘车距离小于预定距离时，起始车站信息和到达车站信息对应第二路途区间。
该步骤S104包括：
步骤S1042′：根据起始车站信息和到达车站信息确定乘车距离。
步骤S1044′：判断乘车距离是否大于或等于预定距离。
步骤S1046′：若乘车距离大于或等于预定距离，则确定起始车站信息和到达车站信息对应第一路途区间。
步骤S1048′：若乘车距离小于预定距离，则确定起始车站信息和到达车站信息对应第二路途区间。
步骤S106：获取与确定的路途区间相对应的乘车区间标记。
其中，不同的路途区间对应不同的乘车区间标记，在该步骤中，根据确定的路途区间进一步确定乘车区间标记，其中，第一路途区间对应第一乘车区间标记，第二路途区间对应第二乘车区间标记。
步骤S108：输出携带有获取到的乘车区间标记的车票。
在步骤S106中获取到乘车区间标记后，将乘车区间标记置入车票中，以使车票能够携带乘车区间标记，并将携带有获取到的乘车区间标记的车票输出，其中，携带有第一乘车区间标记的车票用于乘坐第一乘车区间，携带有第二乘车区间标记的车票用于乘坐第二乘车区间。
优选地，该车票为纸质车票，乘车区间标记包括符号、数字、文字和/或密钥，则该步骤S108包括：
步骤S1082：将获取到的乘车区间标记通过二维码或条形码印制在纸质车票上。
步骤S1084：输出纸质车票。
优选地，该车票为智能卡车票，例如IC卡、CPU卡、M1卡或PASMO卡，乘车区间标记包括符号、数字、文字和/或密钥，则该步骤S108包括：
步骤S1082′：将乘车区间标记转换为智能卡车票可嵌入的信息形式。
步骤S1084′：将转换后得到的乘车区间标记嵌入空白的智能卡车票，其中，空白的智能卡车票不含乘车区间标记。
步骤S1086′：输出智能卡车票。
在该实施例提供的长超站台的轨道列车的售票方法中，将轨道列车所经产站的全线路车站站次划分为至少两个路途区间，例如按照乘车距离划分或按照到达车站的站台划分，并将轨道列车划分为至少两个乘车区间，在出售车票时，将与乘车区间相对应的乘车区间标记携带在车票中，以使出售的车票是与路途区间对应的区间车票，乘客按区间车票乘坐轨道列车的不同乘车区间的车厢。
实施例2
图6是根据本发明第二实施例的长超站台的轨道列车的售检票系统的框图，该实施例中的长超站台的轨道列车的车厢被划分为第一乘车区间和第二乘车区间，当长超站台的轨道列车停在列车站台，且第一乘车区间在站台内时，第二乘车区间在站台外，如图2所示，该系统包括以下四层架构：
第一层，由列车运行线路中央计算机系统构成的中央层；
第二层，由列车车站计算机系统构成的车站层；
第三层，由列车车站终端设备组成的终端层；
第四层，车票，
其中，车票包括单次车票和储值卡车票，该单次车票是由列车车站计算机系统，采用上述实施例1所提供的长超站台的轨道列车的售票方法输出的车票，因而单次车票携带有列车车站计算机系统写入的乘车区间标记。
优选地，位于第三层的车站终端设备包括进站检票机、出站检票机和读写器。其中，进站检票机用于将进站车站信息写入单次车票和储值卡车票。读写器安装在进站检票机与出站检票机之间，包括读写器安装在车厢对应的站台处，或者读写器安装在车厢中，该读写器用于将乘客所乘坐的车厢对应的乘车区间标记写入储值卡车票和单次车票。出站检票机用于根据出站车站信息、储值卡车票中的进站车站信息和乘车区间标记计算票价，并根据计算得到的票价扣除储值卡车票的金额。出站检票机还用于根据出站车站信息、单次车票中的进站车站信息、列车车站计算机系统写入的乘车区间标记、读写器写入的乘车区间标记确定闸机是否放行。
进一步优选地，位于第三层的列车车站终端设备还包括上车闸机，上车闸机设置于车厢对应的站台处，与读写器相连接，读写器还用于判断乘客所乘坐的车厢对应的乘车区间标记与单次车票携带的列车车站计算机系统写入的乘车区间标记是否一致，并在不一致时控制上车闸机关闭，以使乘客乘坐对应的车厢。
在该实施例中，长超站台的轨道列车为高铁列车、动车组列车、火车客车列车、城际轻轨列车、磁悬浮列车或地铁列车；车票为IC卡、CPU卡、M1卡或PASMO卡；读写器是与车票相对应的读写器。
具体实施方式
发明了由停车时停在站台以内专用于等侯和上下站台功能的侯站车厢联接超出站台以外的停车时停在站台以外的至少一节的的无侧门车厢，无侧门车厢含有应急门无侧门车厢，构成的长超站台轨道列车所述轨道列车编组；
在结构上：无侧门车厢的技术特征：是整节车厢无侧面乗客上下门；并停车时停在站台以外；侯站车厢的技术特征：是联接无侧门车厢；并停车时停在站台以内；在结构上长超站台轨道列车编组含侯站车厢联接无侧门车厢；长超站台轨道列车编组不包含其他辅助上下站台的运输载体，长超站台轨道列车编组也不包含辅助上下站台的耦合车厢；从联接无侧门车厢的侯站车厢直接下到站台的方法。优选地，“长超站台的轨道列车的编组”是一种新的乘车方法，在方法上：在现有轨道列车站台长度不变的情况下，使现有轨道列车编组的前、后双向或单向增加超出站台长度的至少一节的停车时停在站台以外(含按路途区间分别乘坐)去掉乘客上下站台功能无侧门车厢，该车厢旅客经贯通道提前一站进入去掉乘坐功能的停车时停在站台以内侯站车厢，并在侯站车厢、无侧门车厢和整列列车同时进、停站台后，旅客不借用其他运输载体，从联接无侧门车厢的侯站车厢直接下到站台的方法；优选地，<减：(本发明名称“长超站台的轨道列车的编组，侯站、无侧门车厢及广告灯箱”是一种新的乘车方法，在方法上：》在现有轨道列车站台长度不变的情况下，使现有轨道列车编组的前、后双向或单向增加超出站台长度的至少一节的停车时停在站台以外(含按路途区间分别乘坐)去掉乘客上下站台功能无侧门车厢，该车厢旅客经贯通道提前一站进入去掉乘坐功能的停车时停在站台以内侯站车厢(或称移动站台)，并在侯站车厢、无侧门车厢和整列列车同时进、停站台后，旅客不借用其他运输载体，从联接无侧门车厢的侯站车厢直接下到站台的方法；
优选地，为实施本发明方法，设计了长超站台的轨道列车所述轨道列车编组设备，其在结构上技术特征：
发明了由停车时停在站台以内专用于等侯和上下站台功能的侯站车厢联接超出站台以外的停车时停在站台以外的至少一节的的无侧门车厢，无侧门车厢含有应急门无侧门车厢，构成的长超站台的轨道列车所述轨道列车编组；
在结构上：无侧门车厢的技术特征：是整节车厢无侧面乗客上下门；并停车时停在站台以外；侯站车厢的技术特征：是联接无侧门车厢；并停车时停在站台以内；在结构上长超站台的轨道列车所述轨道列车编组含侯站车厢联接无侧门车厢；长超站台的轨道列车所述轨道列车编组不包含其他辅助上下站台的运输载体，长超站台的轨道列车所述轨道列车编组也不包含辅助上下站台的耦合车厢。)
优选地，本发明是一种新的列车编组；在现有轨道客车列车编组的前、后双向或单向增加超出站台长度的按路途区间分别乘坐无侧门车厢，该车厢旅客经贯通道提前一站进入侯站车厢，并在侯站车厢和整列列车进、停站台后，下到站台的方法；本发明“长超站台的轨道列车编组客运系统”(在结构上)是由在站台长的两端内侧的轨道客车列车的侯站车厢，经贯通道连接超出站台长度的按路途区间分别乘坐的无侧门车厢，构成长度超出站台长的客车列车动态编组；
优选地，本发明一种新的轨道列车编组及售票、乘车方法及检票方法：轨道、信号、地铁、轻轨列车编组的牵引变电站系统电容、接触线截面积、隧道照明系统按新增轨道客车列车编组的需要做对应增加。改变了现有轨道列车没有长超站台的轨道列车所述轨道列车编组的客车运营系统，同时发明了由侯站车厢和无侧门车厢(本发明在无特殊说明时无侧门车厢皆指客车无侧门车厢)联接构成的新功能的列车编组；在现有站台长度不变的情况下，对现有轨道列车编组的前、后双向或单向增加超出站台长度的乘客(含按“路途区间分别乘坐”乘坐)的至少一节完整的无侧门车厢，该车厢乗客经贯通道提前一站进入侯站车厢，并在侯站车厢、无侧门车厢和整列列车同时进、停站台后，下到站台的方法；本发明在结构上是新的轨道列车编组方法，由在站台长的两端内侧的侯站车厢，经贯通道连接超出站台长度的乘客按“路途区间分别乘坐”乘坐的无侧门车厢，构成长度超出站台长的轨道列车车厢的动态编组；达到扩运能目的，技术突破点是发明了长度超出站台长的轨道列车编组，如图1-1，图1-2所示是轨道列车编组在站台位置，在列车运行中，让超出站台的无侧门车厢中下一站下车的乗客提前一站集中到侯站车厢，在整列列车停站时，使超出站台的无侧门车厢的旅客下到站台，在站台长度不变，车厢长度不变情况下，解决了怎样让超出站台的轨道列车车厢中旅客安全、快速的下到站台上问题；
本发明的技术特征是创造了侯站车厢联接无侧门车厢的列车编组；本发明的技术特征是创造了轨道客车列车侯站车厢；本发明的技术特征是创造了轨道客车列车无侧门车厢；
特别注意的是：由于各国站台长度标准不一致，中国站台长度最长可容为8节车厢；所以，本发明中站外列车长度是一个以站台的两端为界限的区间概念，而不单指车厢的节数，特指超出站台两端界限以外区间的列车长度，即站台两端界限以外的无侧门车厢，无侧门车厢是超出站台以外的一节或一节以上的无侧门的车厢；各别站台长度最长可容为18节车厢，这18节车厢只要是在站台以内，也不算站外列车长度，所以该列车编组不算长轨道列车的自动控制ATC系统；有的站台长度最长可容为6节车厢；第7节车厢或7节车厢以上是在站台以外的车厢，也算站外列车长度，所以该列车编组算长轨道列车的自动控制ATC系统；
无侧门车厢特征是运营时无侧面上、下乗客门，含有《加：侧面》应急门；并停在站台两端为界限以外的区间；
应急门对应的车厢地板处设有旅客应急上下车的脚踏板或脚踏梯，脚踏板有隐避式和明显--隐避式两种；脚踏板平时收在车底，紧急情况展开，使旅客从脚踏板下到地面是隐避式；脚踏板也可在明显处上半节如共交车下站脚踏板，脚踏板下半节为活动伸缩式开门时自动伸开供旅客下车，如现有长途共交车下站的活动伸缩式开门时自动伸开供旅客脚踏板，
侯站车厢特征是停在站台两端为界限以内，并与超出站台两端为界限以外的无侧门车厢相联接；
长轨道列车所述轨道列车编组是由侯站车厢联接超出站台以外的至少一节的无侧门车厢构成；可根 据客流多少选择无侧门车厢的车厢节数；由停车时停站内用于乘坐专门提供旅客上下站台等候站台的空间的侯站车厢联接停车时停在站台外的无侧面旅客上下站台门车厢组成，无侧面旅客上下站台门车厢简称无侧门车厢，无侧门车厢可按装有应急门等；安现有技术可以将列车长度从站台内车厢增加到站台外车厢，解决了站台外车厢的旅客在1分种内安全的上下站台的技术难题；
无侧门车厢的作用解决了站台内车厢乘坐空间不足的难题；
侯站车厢的作用解决了短时间内使长超站台的多节无侧门车厢上下站台的难题；
本发明长超站台的轨道列车所述轨道列车编组(在结构上)技术特征：
(1)本发明公开了侯站车厢的功能是专门用于提供其他车厢的乗客集中上下车的车厢；
(2)本发明公开了侯站车厢停在站台长的两端内侧；
(3)本发明公开了无侧门列车车厢，在结构上是整节车厢无侧面乗客上下门(不含应急、维修等门)；
(4)本发明公开了无侧门车厢整节车厢停在位于超出站台长度之外；
(5)本发明公开了该车厢乗客必须全部从其他车厢下车方法；
(6)本发明公开了侯站车厢经贯通道联接超出站台的无侧门车厢；
(8)本发明公开了侯站车厢、无侧门车厢和整列列车同时到达、停在站台内；
(9)轨道、信号、地铁、轻轨列车编组的牵引变电站系统电容、接触线截面积、隧道照明系统按新增轨道客车列车编组的需要做对应增加。
本发明效果：由于车厢容量增加2倍减去车舒适度大幅度，即至少比现有编组增加1倍人次。同时旅客乗车舒适度大幅度增加。
优选地，所述轨道列车侯站车厢在功能上创造了本车厢专提供其他车厢乗客下车的车厢，侯站车厢无座位，侯站车厢发明了一种将下一站下站乗客和不下站乗客分开乘坐车厢的方法。
优选地，轨道列车无侧门车厢改变了一往本车厢乗客只能从本车厢下站台的方法，及每节车厢必有侧上下车门的方法，创造本车厢无侧上下车门的车厢，乗客必从其他车厢下车方法，发挥人的流动性达到车厢增容的目的。
优选地，轨道列车无侧门车厢改变了过去轨道客车列车车厢乗客混乘的习惯，创造了按路途区间售票乘车厢的办法，使路途区间相同的乗客乗坐相同车厢，减少远途乗客对短途旅客阻碍。
(1)在无侧门车厢与侯站车厢之间，也可增加过渡无侧门车厢，使乗客从侯站车厢步行通过过渡无侧门车厢，起缓解人流拥挤作用，过渡无侧门车厢无座位，只有双向人行道，禁止乗客停留此车厢，中间有纵向隔断，将上、下车乗客分开，一条人行道专门供下车用，另一条人行道专门供上车用，上、下车乗客各行其道，乘客单向行走，减少拥堵，再进、出无侧门车厢；过渡无侧门车厢双向人行道中间纵向隔断有“双向通道单页开门”，只有当上车乗客誊空侯站车厢时，单向门将进入无侧门车厢的门关上，将进入侯站车厢的门打开，反之亦然，此门大概位于过渡无侧门车厢靠近侯站车厢的三分之一处，有人监守，保证上车乘客上车马上进入无侧门车厢；
(2)在侯站车厢与过渡无侧门车厢之间，还可增加了内装有双向自动人行道的过渡无侧门车厢，内装有自动人行道的过渡无侧门车厢无座位，内装有自动人行道的双向道人行道；自动人行道采用含链条式或皮带式自动人行道，中间有纵向隔断，将上、下车乗客分开，双向人行道与侯站车厢的中间纵向隔断有“双向通道单页开门”；
(3)过渡无侧门车厢或无侧门车厢与侯站车厢之间设计有门至少一个“双向通道门”，含平行并列重叠门，此门设有“防拥挤程序”：形成开一门，必然关另一门或两门同时关等状态，达到控制客流，起防拥挤的功能；如设左侧门为旅客从过渡无侧门车厢进入侯站车厢下车门；设右侧门为旅客从侯站车厢进入过渡无侧门车厢上车门；重叠门防拥挤程序如下：
1)乘客全上车后，侯站车厢门关，开车时，右侧门开；旅客从侯站车厢进入过渡无侧门车厢；
2)乘客全进入过渡无侧门车厢后，右侧门关，左侧门开；旅客从过渡无侧门车厢进入侯站车厢；
3)侯站车厢在靠站内车厢一侧的贯通道被墙代替，墙上与人体腰部齐高约一米高并列隔20公分设有纵向检测仪，检测仪含距离红外线检测仪、距离热检测仪，纵向检测仪指向右侧门关，左侧门开处，在过渡无测门车厢左侧门开处有横向检测仪；纵向检测仪与横向检测仪共同完成对车厢旅客的检测，如检测一分钟内有旅客停留，即广播或红灯亮督促旅客进入过渡无测门车厢；由于老人、小孩和病人乘坐在站内车厢，旅客很快会进入过渡无测门车厢，等旅客
进入过渡无侧门车厢后，左侧门关，右侧门开；
4)乘客从过渡无侧门车厢全进入候站车厢后；为防拥挤，左侧门关，停车，侯站车厢门开；旅客下车；下车完后；
5)乘客上车；此时，为防拥挤，左侧门关，右侧门关。
(4)火车客车列车乗车方式：可将无侧门车厢变为卧铺车厢，能极大提高火车客车列车舒适度。
图1-1发明了一种新型包含有候站车厢和无侧门车厢的列车编组，将站台两端内侧的侯站车厢连接超出站台外的无侧门车厢，如图1-2是本发明长超站台的地铁列车编组的标准停车位置；1是候站车厢，2是无侧门车厢，3是站台。站台内是候站车厢，站台外是无侧门车厢，无侧门车厢是整节在站台外位置。
优选地，轨道列车的候站车厢是将功能、性质从乘座车厢变为等侯车厢，或叫移动站台，本车厢无座位，不售票，线路乗客多时可超出站台前面和后面双向增连多节客车车厢，地铁可达12节以上，侯站车厢和站内原车厢连接的贯通道装有一门相隔，为将候站车厢、无侧门车厢乘客和站内原车厢乘客分开管理，列车工作时间此门关闭，禁止候站车厢和站内原车厢内乗客流动，从而保证候站车厢没有下一站不下车的乗客，列车不运行时可用于清洁和维护等通道。优选地，轨道列车候站车厢为使旅客无阻碍上下车，要点是将现有门宽总合在保证车厢整体抗拉、抗扭强度与现有车厢长度不变的情况下，最大限度扩大，还可无限接近列车车厢长度，即最长达到无车厢侧墙的状态，即门宽总合比现有门大幅增大，地铁A型车从单侧8米，增大大于8米；还可无限接近车厢长。
优选地，对乘客较少的线路，侯站车厢可设计一半是侯站车厢，另一半仍用原车厢设计《加：，即仍用标准车厢设计》，形成动态编组；对乘客较多的线路，侯站车厢也可两节联接。
优选地，发明了无侧门车厢，即在现有车厢去掉侧门，变为车窗，无侧门车厢含有《加：至少一个》应急门无侧门车厢。
优选地，本发明将车厢从短、中、远乘客混乘车法变为无侧门车厢按“路途区间分别乗坐”法乘车；
优选地，图2-2，侯站车厢的门开启方式1、发明了轨道列车的重叠平移动力门—车厢相邻两侧门在开启后，形成前、后两门页与车厢侧墙宽基本相等并重叠，重叠方式如下：
优选地，轨道列车车厢相邻两侧门在开启后，形成前、后两门页人略相等并重叠；车厢相邻两侧门在开启后，形成前、后两门页与车侧墙宽基本相等并重叠；或2重叠以上的重叠门；重叠型式含内塞拉门动力门、外塞拉门动力门、内藏嵌入式车门、外摆门动力门、外挂门动力门等型式的相互选配的重叠：
(1)以车厢侧墙为中心线的内藏、外露重叠平移动力门：
内藏嵌入式车门与外塞拉门重叠动力门；
内藏嵌入式车门与外挂式车门重叠动力门；
内藏嵌入式车门与外摆门重叠动力门；
内塞拉门与外塞拉门重叠动力门；
内塞拉门与外挂门重叠动力门；
内塞拉门与外摆门重叠动力门。
(2)以车厢侧墙为最里层的外露、再外露重叠平移动力门：
外塞拉门与再外露塞拉门重叠动力门；
外塞拉门与再外露外摆门重叠动力门；
外塞拉门与再外露外挂门重叠动力门；
外摆门与再外露外摆门重叠动力门；
外摆门与再外露外挂门重叠动力门；
外挂门与再外露外挂门重叠动力门。
(3)以车厢侧墙为最外层的内藏、、再内藏重叠平移动力门；
内塞拉门与内塞拉门重叠动力门；
内藏嵌入式车门与内藏嵌入式车门重叠动力门；
内塞拉门与内藏嵌入式车门重叠动力门。
在同一列车编组中，不同类型车门重叠门时，采用相同的电控控制系统，即共同采用电控电动门控制系统；或共同采用电控气动门控制系统，也要和站台内车厢电控系统一致，并与在驾驶室列车车辆控制单元联接。
优选地，为防止长超站台的轨道客车列车编组的追尾，所述轨道列车编组系统的信号系统中的所有的列车长度设计为站台内轨道列车长度加站外列车长度；信号系统SIG由自动控制系统ATC系统与外围通用信号设备组成，本设计含自动控制系统ATC系统；
本设计所述轨道列车自动控制ATC系统，简称“所述轨道列车ATC系统”
(本发明在无特殊说明时轨道列车皆指地铁列车、轻轨列车、磁悬浮列车、高速铁路(或高铁列车、动车组列车)、城际轻轨列车、通勤城际轻轨列车；并可用于高铁列车、动车组采用的高速铁路信号与控制系统，通称为先进列车控制系统ATCS、轨道列车含双层轨道列车)由硬件所述轨道列车即由站台内有侧面旅客上下门的轨道列车简称“站内轨道列车”长度加站台外无侧面旅客上下门的轨道列车简称“站外轨道列车”长度和自动控制系统ATC系统组成一个整体；简称由所述轨道列车和自动控制系统ATC系统组成一个整体；信号系统SIG由自动控制系统ATC系统与外围通用信号设备组成，本发明主要是指自动控制系统ATC系统；
ATC系统由列车自动监控系统ATS、列车自动防护系统ATP、列车自动运行系统ATO和计算机联锁系统CI构成；
现有轨道列车的自动控制ATC系统都可根据列车编组的长度进行硬件升级改造或编写软件新程序与所述轨道列车组成所述轨道列车自动控制ATC系统的选型；包括有：西屋ATC、西门子Siemens的ATC、US&S ATC、AISTOM ATC、国产试验型准移动闭塞ATC系统、西门子的CBTC系统、Seltrac S40 CBTC系统、SeltracCBTC系统、阿尔斯通的CBTC系统、USSI的CBTC系统、LCF300型CBTC系统、CITYFLO-650型CBTC系统、AISTOM CBTC系统、阿尔卡特Alcatel的CBTC系统、阿尔斯通Alstom的CBTC系统、高速铁路的CTCS-3级列控系统、CTCS-2级列控系统等；含高速铁路信号与控制系统，通称为先进列车控制系统(Advanced Train Control systems)如北美的先进列车控制系统(ATCS)和先进铁路电子系统(ARES)，欧洲列车控制系统(ETCS)，法国的实时追踪自动化系统(ASTREE)，日本的计算机和无线列车控制系统(CARAT)等，高速铁路信号与控制系统。ATC系统的控制模式，在各个城市的不同线路有不同的称呼，但其控制方式的内容，以上轨道列车自动控制ATC系统基本上大同小异；由硬件轨道列车即由站台内轨道列车长度加站外列车长度和自动控制系统ATC系统组成一个整体；根据不同的应用条件，可选择相匹配的ATC系统或CBTC系统和接口电路；
技术特征是：将现有轨道列车的自动控制ATC系统中的列车长度由站台内轨道列车长度加站外列车长度和自动控制系统ATC系统组成一个整体；
特别注意的是：本发明中站外列车长度是一个以站台的两端为界限的区间概念，而不单指车厢的节数，特指超出站台两端界限以外区间的列车长度，即站台两端界限以外的一节或一节以上的无侧门的车厢；
所述轨道列车的自动控制ATC系统中轨道列车长度的要重新设定即将其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；表现在以下方面：
进行硬件升级改造有列车安全定位、储存单元含数据库、移动授权极限LMA、移动授权极限LMA计算函数、编写软件新程序等其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
在动车组的列车安全定位、储存单元、储存单元含数倨库单元、ATP车载设备、地面列控中心TCC、联锁IXL、地面电子单元LEU、ZPW2000和无线闭塞中心RBC等其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
(1)ATO系统系统中的列车长度均设定为所述轨道列车长度；根据速度曲线和列车位置，控制列车驱动、制动设备，进而控制列车速度；
(2)ATS系统的监督控制方式系统中的列车长度均设定为所述轨道列车长度：分为3种类型：集中控制型、集中监督分散控制型、自律分散型；
(3)定位系统中的列车自身的固有数据列车长度均设定为所述轨道列车长度：长轨道列车ATC系统的 列车安全定位中包括：利用轨道电路对列车定位、利用计轴器对列车定位、利用测速对列车定位(含轮速里程表法、多普勒雷达法、测速发电机)、应答器定位、利用感应环线对列车定位、利用无线扩频对列车定位、利用惯性列车定位系统等；这些列车定位系统中的列车长度均设定为所述轨道列车长度；
在CBTC系统中，车载设备、速度传感器、雷达以及定位应答器共同判定列车位置，并将位置信息报告给地面ATP设备，其所传输的信息含列车长度等均设定为所述轨道列车长度；地面ATP设备将根据前车的位置和线路障碍物的状态信息为后行列车计算移动授权；其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
长轨道列车ATC系统的所有定位功能器中所的列车长度参数即含列车定位信标应答器、计轴运算器(或采用微型计算机构成计轴器主机系统ACE)、轨道电路列车定位(即监督线路的站用功能)、轨旁指示标志地面信号机、车载信号这些列车定位系统功能器中所传输的列车长度等均设定为所述轨道列车长度；
高铁车载设备通过应答器获取列车的位置信息这些列车定位系统功能器中所传输的列车长度等均设定为所述轨道列车长度；车载设备具有确定列车位置的功能，该功能是依据地面应答器收到的信息并以此为基准点通过测速单元等设备测量列车运行距离来获得列车位置其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
(4)储存单元(含数据库)中的列车自身的固有数据列车长度均设定为所述轨道列车长度：即数据库储存单元中储存的列车长度储存设定为所述轨道列车长度；所述轨道列车ATC系统的数据库储存单元所有储存单元中储存的列车长度参数设定为站台内列车长度加站台外列车长度；即数据储存单元包括：含中心控制器储存单元、ATC区域控制器储存单元或车载ATC储存单元、CBTC系统的数据存储单元DSU数据库、嵌入式数据库、实时数据库、如：RTDB等；高铁数据输入和存储--即车载设备记录外部输入的列车参数列车长度、
数据储存单元将所述轨道列车长度增加为站内列车长度再加上站外列车长度，并设在只读数据库中；因为是重要数据，为防丢失或随意变更，所以，所述轨道列车长度增加设定为站内列车长度再加上站外列车长度设在只读数据库中；
(5)ATP系统的列车运行间隔控制方式中的列车自身的固有数据列车长度均设定为所述轨道列车长度：
目标速度制式：ATP系统的轨旁设备向列车传送该闭塞分区的速度指令信息，对于采用出口速度控制的系统，应增加一个闭塞分区作为保护区段；系统中的列车长度均设定为所述轨道列车长度；
目标距离制式：列车速度控制为一条速度曲线，ATP系统的地面设备，向列车转输前行列车的占用信息、相应区间的线路数据、或允许列车运行权限LMA，ATP系统的车载设备，按照列车运行的目标距离和相应的线路数据，生成列车运行的速度曲线，确保列车的运行，不超过列车所获得的运行权限(距离)；系统中的列车长度均设定为所述轨道列车长度；
(6)闭塞区间系统中的列车自身的固有数据列车长度均设定为所述轨道列车长度：所述轨道列车ATC系统的闭塞区间系统、含固定闭塞系统、准移动闭塞系统、移动闭塞系统、虚拟闭塞系统其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；虚拟闭塞系统不是由物理上的闭塞分区定义的。是由区域控制器内数据控制来定义；
按闭塞区间原理制定的移动授权系统中的列车自身的固有数据列车长度均设定为所述轨道列车长度：长轨道列车ATC系统的“目标-距离”控制系统的移动授权、移动授权极限LMA、高速铁路列控系统的行车许可MA列车自身的固有数据列车长度均设定为所述轨道列车长度；
所述轨道列车ATC系统的计算移动授权范围LMA算法、高速铁路列控系统的行车许可MA生成算法、轨道列车CTCS-3级列控系统与CTCS-2级列控系统的行车许可(MA)生成方法；中的列车自身的固有数据列车长度均设定为所述轨道列车长度；因为不同ATC系统软件的计算移动授权范围LMA算法不同；但每种算法都包括列车长度，即列车长度设定为包括最长站内列车长度加最长站外列车长度；
所述轨道列车ATC系统的在固定闭塞的闭塞分区长度是按最长超站台的轨道列车长度设定为最长站内列车长度加
最长站外列车长度、最不利制动率等不利条件设计；
(7)列车运行进路控制技术(联锁)为了确保有岔中间站和折返站的进路安全，在道岔的两端还设置了地面信号机；信号机、道岔、进路三者之间，存在一定的相互制约关系，称之为联锁关系；
计算机联锁系统中的列车自身的固有数据列车长度均设定为所述轨道列车长度：长轨道列车ATC系统的计算机联锁计算机内固化的条件列车长度等设定为所述轨道列车长度；联锁功能：响应来自ATS功能的命令，在随时满足安全准则的前提下，管理进路、道岔和信号的控制，将进路、轨道电路、、道岔和信号的状态信息提供给ATSATC功能，联锁功能由分部在轨旁的设备来实现；
计算机联锁是用微型计算机和其他一些电子、继电器件组成具有故障-安全性能的实时控制系统；计算机联锁采用通用的工业控制微机，由专用软件来实现车站信号机、道岔、道岔间的联锁关系，进行联锁关系的逻辑运算和判断；系统自动采集并处理信号机、道岔、轨道电路的信息，把行车控制命令和现场的各种信息输入计算机，再根据计算机内固化的条件，进行联锁关系的处理，然后输出动作信息至执行单元，实现对车站信号设备的控制和监督，其中的计算机内固化的条件即含有列车自身的固有数据列车长度设定为所述轨道列车长度。
(8)软件程序升级系统中的列车自身的固有数据列车长度均设定为所述轨道列车长度：即软件程序设计中的配置设定：列车长度设定为所述轨道列车长度；长轨道列车ATC系统的软件程序升级为与所述轨道列车相匹配和一一对应的程序，其中列车自身的固有数据列车长度设定为所述轨道列车长度；
即在进行程续设计过程中所使用的基本算法，在设计算法时，将算法中的列车自身的固有数据列车长度设定为所述轨道列车长度，如：(列车移动授权LMA，它的有效覆盖范围是从该列车的车尾起到列车前方防护点的这部分线路，现有技术不含站外列车长度；LMA管理作为ATP的核心功能，其算法原理和设计实现对完全控车尤为重要；)追踪间隔距离是确保在一系列不利情况下，仍能保证列车之间不发生追尾的安全间隔距离；列车追踪间隔距离是根据最大允许车速，后续列车当前速度，移动授权的终点速度、线路等
软件程序升级系统在设计算法时有：安全行驶速度、实际速度、移动授权极限LMA、定位计算法、数据库计算生成列车的安全位置、控制主机包括计算模块、区域控制器ZC、数据存储单元DSU；、车载控制器VOBC、列车自主测速定位计算走行距离、永久限速、CBTC系统的移动授权极限MA、联锁控制的PMI(计算机联锁)单元、列车运行间隔控制的MAU(移动授权单元)、高铁的车载设备安全计算机VC、移动闭塞中心RBC、列控中心TCC、车载设备安全计算机VC、车载安全计算机生成动态速度曲线、CTCS-3级列控车载设备生成速度模式曲线、距离码制式ATC系统从地面传至车上的是前方目标点的距离等数据，车载计算机根据地面传至车上的信息，包括区间的最大限速、目标点的距离、目标点的允许速度，以及储存在车载单元内的列车自身的固有数据列车长度等，实时地计算出运行速度曲线，并按此曲线对列车的实际运行速度进行监控；车载控制器根据区域控制器计算出列车运行的速度曲线的软件设计和编程
所述轨道列车ATC系统后续列车的移动授权极限LMA，是后续列车的尾部直至前行列车的尾部，其中必要数据包括列车长度设定为长超站台的轨道列车长度；即用移动闭塞原理设定(计算)移动授权范围LMA是这部分线路包括设定为最长站内列车长度加最长站外列车长度；不同ATC系统软件的计算移动授权范围LMA算法不同；但每种算法中列车长度设定为最长站内列车长度加最长站外列车长度；如典型的算法公式：
不同ATC系统软件可根据列车长度对ATC系统软件进行升级，包括定位计算法、移动授权极限LMA计算法，即将现在列车长度为最长站内列车长度，设定为或生级为列车长度为最长站内列车长度加最长站外列车长度
车载设备根据列车数据和线路数据生成静态列车速度曲线、车载设备考虑列车运行的各种限制生成动态列车制动模式曲线，
在软件的计算模块系统中的列车自身的固有数据列车长度均设定为所述轨道列车长度：区域控制器的核心是计算模块，其中的计算机内固化的条件即含有列车自身的固有数据列车长度设定为所述轨道列车长度。不同厂家的ATC系统及不同制式计算模块的计算函数不同，但不同厂家的ATC系统及不同制式计算模块的计算函数都含有列车自身的固有数据列车长度；长轨道列车ATC系统及不同制式计算模块的计算函数都含有列 车自身的固有数据列车长度设定为所述轨道列车长度；
包括实际速度、安全行驶速度、区段永久限速、区段临时限速、使列车在移动授权限制内安全停车的最大速度计算模块其中的必要数据列车长度设定为最长站内列车长度加最长站外列车长度；
距离码制式ATC系统从地面传至车上的是前方目标点的距离等数据，车载计算机根据地面传至车上的信息，包括区间的最大限速、目标点的距离、目标点的允许速度，以及储存在车载单元内的列车自身的固有数据列车长度等，实时地计算出运行速度曲线，并按此曲线对列车的实际运行速度进行监控；车载控制器根据区域控制器计算出列车运行的速度曲线的软件设计和编程。
现有算法设计不能满足长轨道列车的自动控制ATC系统特殊性质的安全性能，为了获得好的可行的安全性能，必须对算法进行调整，算法经过调整后才能达到安全要求，即在长轨道列车的自动控制ATC系统计算机里涉及列车长度的设计算法中，将其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
既在进行程序设计过程中所使用的基本算法，在设计算法时，将算法中的列车自身的固有数据：列车长度设定为长超站台的列车长度，既所述轨道列车长度，如：(列车移动授权LMA，它的有效覆盖范围是从该列车的车尾起到列车前方防护点的这部线路，现有技术不含站外列车长度；LMA管理作为ATP的核心功能，其算法原理和设计实现对完全控车尤为重要)追踪间隔距离是确保在一系列不利情况下，仍能保证列车之间不发生追尾的安全间隔距离；列车追踪间隔距离是最大允许车速，后续列车当前速度，移动授权的终点速度、线路等信息计算出的，安全制动距离+安全保护距离+ATO防护点之间距离+前行列车长度。设列车最大允许速度Vmax，后续列车当前速度V后Now，制动加速度a减，安全保护距离SD，一般取55到60米，前行列车的站内列车长度L内、前行列车的站外列车长度L外，授权更新时间tlmA；在移动闭塞系统里，有以下三种经典的模型：
(1)移动空间闭塞模式：即列车追踪间隔是根据追踪列车最大速度和保护距离决定，移动闭塞分区按固定的大小不停移动；列车追踪间隔距离S间隔为：
现在的：
Figure PCTCN2015000137-appb-000001
修改后的：
Figure PCTCN2015000137-appb-000002
(2)移动空间闭塞模式：即前行列车和后续列车通过线路上任何点的时间间隔总是固定的，与行驶速度无关，也就是列车按照固定一个间隔时间进行追踪；列车追踪间隔距离S间隔为：
现在的：
Figure PCTCN2015000137-appb-000003
修改后的：
Figure PCTCN2015000137-appb-000004
(3)相对距离闭塞模式：即列车追踪间隔距离是根据追踪列车的当前速度和保护距离决定，移动闭塞分区大小不停的变化；列车追踪间隔距离S间隔为：
现在的：
Figure PCTCN2015000137-appb-000005
修改后的：
Figure PCTCN2015000137-appb-000006
ATP系统软件升级在设计算法有：安全行驶速度、实际速度、移动授权极限LMA、定位计算法、数据库计算生成列车的安全位置、控制主机包括计算模块、区域控制器ZC、数据存储单元DSU；、车载控制器VOBC、列车自主测速定位计算走行距离、永久限速、CBTC系统的移动授权极限MA、联锁控制的PMI(计算机联锁)单元、列车运行间隔控制的MAU(移动授权单元)、高铁的车载设备安全计算机VC、移动闭塞中心RBC、列控中心TCC、车载设备安全计算机VC、车载安全计算机生成动态速度曲线、CTCS-3级列控车载设备生成速度模式曲线、距离码制式ATC系统从地面传至车上的是前方目标点的距离等数据，车载计算机根据地面传至车上的信息，包括区间的最大限速、目标点的距离、目标点的允许速度，以及储存在车载单元内的列车自身的固有数据列车长度等，实时地计算出运行速度曲线，并按此曲线对列车的实际运行速度进行监控；车载控制器根据区域控制器计算出列车运行的速度曲线的软件设计和编程
所述轨道列车ATC系统后续列车的移动授权极限LMA，是后续列车的尾部直至前行列车的尾部，其中必要数据包括列车长度设定为长超站台的轨道列车长度；即用移动闭塞原理设定(计算)移动授权范围LMA是这部分线路包括设定为最长站内列车长度加最长站外列车长度；不同ATC系统软件的计算移动授权范围LMA算法不同；但每种算法中列车长度设定为最长站内列车长度加最长站外列车长度；如典型的算法公式：
不同ATC系统软件可根据列车长度对ATC系统软件进行升级，包括定位计算法、距离计算法、移动授权极限LMA计算法，即将现在列车长度为最长站内列车长度，设定为或生级为列车长度为最长站内列车长度加最长站外列车长度
车载设备根据列车数据和线路数据生成静态列车速度曲线、车载设备考虑列车运行的各种限制生成动态列车制动模式曲线，
所述轨道列车ATC系统(含联锁系统)在软件的计算模块系统中的列车自身的固有数据列车长度均设定为所述轨道列车长度：区域控制器的核心是计算模块，其中的计算机内固化的条件即含有列车自身的固有数据列车长度设定为所述轨道列车长度。不同厂家的ATC系统及不同制式计算模块的计算函数不同，但不同厂家的ATC系统及不同制式计算模块的计算函数都含有列车自身的固有数据列车长度；长轨道列车ATC系统及不同制式计算模块的计算函数都含有列车自身的固有数据列车长度设定为所述轨道列车长度；
包括实际速度、安全行驶速度、区段永久限速、区段临时限速、使列车在移动授权限制内安全停车的最大速度计算模块其中的必要数据列车长度设定为最长站内列车长度加最长站外列车长度；
距离码制式ATC系统从地面传至车上的是前方目标点的距离等数据，车载计算机根据地面传至车上的信息，包括区间的最大限速、目标点的距离、目标点的允许速度，以及储存在车载单元内的列车自身的固有数据列车长度等，实时地计算出运行速度曲线，并按此曲线对列车的实际运行速度进行监控；车载控制器根据区域控制器计算出列车运行的速度曲线的软件设计和编程。
(9)列车运行自动控制ATC系统分为基于轨道电路的列车运行自动控制ATC系统和基于无线通信CBTC系统
基于无线通信CBTC系统中的列车自身的固有数据列车长度均设定为所述轨道列车长度：CBTC系统由车载设备、地面设备及无线传输设备DCS组成，并与ATS、CI子系统设备共同组成基于CBTC的信号系统；其中车载设备包括控制主机、速度传感器、应答器天线、波导天线及自由波天线；控制主机包括计算模块、通信模块等；地面设备包括区域控制器ZC和数据存储单元DSU；无线DSU系统为各子系统提供一个透明的数据传输通道，由车载无线单元、轨旁无线设备、车站无线接入和管理设备组成；列车定位基于以下信息：地检测到线路中特定的应答器；列车接收到每个应答器发出的报文，其中包含一个识别号；因相关应答器的位置已在ATP车载设备的轨道数据库中存储，由此列车可以知道它在线路中的确切位置；里程计和雷达测量列车位置；根据应答器检测精确度、应答器安装精确度以及位移测量精确度，系统导出列车的最大安全前端位置、最小安全后端位置以及误差值，用它来描述一个列车位置，含有列车自身的固有 数据列车长度设定为所述轨道列车长度；列车位置报告发送到轨旁区域控制器ZC；ZC子系统通过无线网络接收来自车载ATP设备的列车非安全位置信息、当前速度等，并通过查询数据库的方式将相关信息提供给数据库，由数据库计算生成列车的安全位置等其中的必要数据列车长度设定为最长站内列车长度加最长站外列车长度；控制主机的计算模块其中的计算机内固化的条件即含有列车自身的固有数据列车长度设定为所述轨道列车长度；
列车自主测速定位：通过安装在列车上的速度传感器和多普勒雷达来测量列车的速度，系统可以计算走行距离，在列车初始位置的基础上通过里程计和电子地图实现列车的持续定位，并利用线路上的应答器对列车位置进行校准以实现列车的精确定位等其中的必要数据列车长度设定为最长站内列车长度加最长站外列车长度；
超速防护：在安全制动模式下确立、监督及执行ATP曲线时，车载ATP会确保在任何条件下(包括故障)列车的实际速度都不会超过安全行驶速度；安全速度由一下限制因素决定：ATP曲线规定的区段永久限速，ATP曲线规定的区段临时限速；适用于特定列车等级或配置的永久限速；使列车在移动授权限制内安全停车的最大速度等(即包括实际速度、安全行驶速度、区段永久限速、区段临时限速、使列车在移动授权限制内安全停车的最大速度)计算模块其中的必要数据列车长度设定为最长站内列车长度加最长站外列车长度；
不同编组(不同长度)的列车可以以最高的密度，运行于同一线路：在线运行列车都向控制中心报告列车在运行线路的具体位置信息，该信息并不是列车的编组信息，而是列车的头部位置和尾部为置的长度信息，所以不同编组的列车可以以最告的密度，运行于同一条线路；其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
所有的CBTC系统是软件为基础的系统：长轨道列车ATC系统的软件程序要升级设定为与长超站台的轨道列车的列车长度相匹配和一一对应的程序，其中列车自身的固有数据列车长度设定为所述轨道列车长度；即软件程序设计中的配置设定：列车长度设定为所述轨道列车长度；由于不同CBTC系统的软件不同，同一CBTC系统的不同功能部分的软件也不同，不可一一尽述，但每一CBTC系统是软件和每一CBTC系统的功能部分的软件都具备的必要数据参数列车长度，即其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
所以，基于无线通信(Radio)的CBTC系统：本发明为说明方便选用泰雷兹公司的CBTC作为重点：其他无线通信CBTC系统：西门子的CBTC系统、Seltrac S40 CBTC系统、Seltrac CBTC系统、阿尔斯通的CBTC系统、USSI的CBTC系统、LCF-300型CBTC系统、CITYFLO-650型CBTC系统、AISTOM CBTC系统、阿尔卡特Alcatel的CBTC系统、阿尔斯通Alstom的CBTC系统、其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；以及该CBTC系统中具有同类功能部分的软件所具备的必要数据参数列车长度，即其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
CBTC系统的虚拟闭塞系统，不是由物理上的闭塞分区定义的，而是由区域控制器内数据库来定义；移动闭塞的线路取消了物理层次的分区划分，而将线路分成了一个个通过数据库预先定义的线路单元；每个单元长度为几米到十几米之间，移动闭色分区由以定数量的单元组成，单元的数目可随列车的速度和位置而变化，分区的长度也是动态变化的；即由区域控制器内数据库来定义虚拟闭塞系统的闭塞分区的，其软件设计和编程中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
应答器(定位信标)在线路数据库中达到方位，列车本身自动测量、计算自前一个探测到应答器起，已行驶的距离，确定列车的相对位置；其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；即列车本身自动测量、计算的软件设计和编程，其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
CBTC系统的设备子系统有列车自动监控ATS系统、数据通信系统DCS、区域控制器ZC、车载控制器VOBC，控制中心ATS还设置了数据库单元DSU；其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
DCS确保相连的任何两个子系统节点之间都可以相互通信：区域控制器ZC与区域控制器ZC之间；区 域控制器ZC与车载控制器VOBC之间；列车自动监控ATS系统于区域控制器ZC之间；列车自动监控ATS系统与车载控制器VOBC之间；列车自动监控ATS系统与数据库存储单元DSU；数据库存储单元DSU与车载控制器VOBC之间；数据库存储单元DSU与区域控制器ZC之间；其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
CBTC系统的轨旁设备核心是区域控制器ZC，区域控制器ZC配有用于联锁控制的PMI(计算机联锁)单元和列车运行间隔控制的MAU(移动授权单元)；它们都是模块化结构，具有可再配置、可再编程和可扩展性；其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；即列车本身计算模块的软件设计和编程，其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
所有区域控制器和数据通信系统骨干网连接都是冗余连接；每个联锁车站设有一个ATS工作站，该工作站与数据通信系统冗余连接；ATS工作站的设置，不同的CBTC系统不尽相同，有的系统所有的车站都配置ATS工作站，无站岔的ATS工作站权限，只是用于列车运行的监督；有岔站的ATS工作站可用于的监督和控制；其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；即每个联锁车站设有的ATS工作站的软件设计和编程，其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
为了“后备模式”运行的需要，另外在线路上还配备了计轴器、计轴电子单元信号机和传感器；在信号设备室设有计轴评估单元；其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
车载控制器是模块化结构，具有可再配置、可再编程和可扩展性；其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；即车载控制器是模块化结构中计算模块的软件设计和编程，其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
CBTC系统的基本功能可看出控制中心ATC、区域控制器、数据库存储单元、车载控制器之间信息流；
各个子系统的功能分配：ATS系统负责列车进路的控制，对CBTC系统而言，就是列车运行线的设置，是设定列车在线路的运行路经，ATC系统的请求进路指令，发送至区域控制器，由区域控制器中的联锁PMI单元，根据列车运行线，以及列车所在位置等联锁条件，自动排列进路；ATS系统的软件设计和编程，其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
车载控制器至区域控制器及控制中心ATC的信息：CBTC系统的特性是列车在线路位置的自动准确识别，这是列车运行控制的基础信息，所以，所有的通信列车根据信标和速度传感器信息计算在线路的精确位置；并按传送周期将此位置信息，包括车头和车尾的位置，实时地传送给区域控制器及控制中心ATC；其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；即车载控制器至区域控制器及控制中心ATC的信息的软件设计和编程，其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
车载控制器根据区域控制器移动授权单元传送的LMA，计算出列车运行的速度曲线；同时还要传送列车编组、列车正在执行的移动授权极限起点和终点位置等信息；其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；即车载控制器根据区域控制器移动授权单元传送的LMA，计算出列车运行的速度曲线的软件设计和编程，其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
传送列车编组、列车正在执行的移动授权极限起点和终点位置等信息的软件设计和编程，其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
基于轨道电路的列车运行自动控制ATC系统：所以，基于轨道电路的列车运行自动控制ATC系统：本发明为说明方便选用基于轨道电路的ATC系统，含西屋ATC、西门子Siemens的ATC、US&SATC、AISTOM ATC、国产试验型准移动闭塞ATC系统、
位于管理级的ATS系统，较多的采用软件方法实现列车安全运行指挥；发送和接收各种命令的ATS系统确保列车的运行安全，完成列车运行进路控制、速度空制和实现列车间隔控制；车载ATP系统，接收轨旁ATP设备传递的指令信息，进行列车运行超速防护，相关信息经校验后，送至车载ATO系统，实现列车运行速度的子动调整控制；
行车调度的控制方式：ATC系统控制等级：控制中心全自动模式、自动调动模式、控制中心集中人工模式、车站子动控制模式：车站人工模式其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
速度码制式的ATP系统其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
距离码制式ATC系统从地面传至车上的是前方目标点的距离等数据，车载计算机根据地面传至车上的信息，包括区间的最大限速、目标点的距离、目标点的允许速度，以及储存在车载单元内的列车自身的固有数据列车长度等，实时地计算出运行速度曲线，并按此曲线对列车的实际运行速度进行监控；车载控制器根据区域控制器计算出列车运行的速度曲线的软件设计和编程，其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
列车自动超速防护：ATP系统利用轨道电路，向列车连续地发送ATP数据报文；ATP轨旁单元，从各个轨道电路“空闲”条件和联锁条件，获取ATP指令，传送至各个轨道电路，通过钢轨传送至车载ATP，
车载ATP设备接收的指令至少包括目标速度(目标距离)；车载ATP设备通过此数据信息，计算现有位置的列车运许速度；
目标速度和目标距离：ATP轨旁设备，向其控制范围内的列车分配一个“目标距离”再由轨道电路生成相应的代码，告知列车运行前方有多少个轨道区段空闲；车载ATP设备接收到地面传送的上述信息，进而调用存储器里的线路数据信息，计算出列车任何时刻的运行速度和可以运行的最远距离，以确保在抵达障碍物或限制区之前安全停车；
车载ATP设备通过接收的报文数据，自动检测列车所在的轨道区段；通过接收到设置于线路固定位置的“定位”信标信息，确定列车在线路的绝对位置；再加上通过列车速度传感器计算出的列车相对位置，可基本精确地定位列车在线路的位置，车载ATP设备接收到的运行“目标距离”，与列车实时推算的位置相比较，与保存在车载ATP和ATO存储器中的线路数据相接合，推算出列车运行的最大安全距离或目标距离，车载ATP设备实时地计算出列车运行速度；列车就能安全地进入先行列车所占用的轨道区段后方的空闲轨道区段；运行列车的实时速度不断与计算出来的允许速度进行比较，如果实时车速超过允许速度，列车自动启用紧急置动；
ATP系统不断将联锁设备和操作层面的信息、线路信息、前方目标点的距离和允许速度信息等，从地面通过轨道电路传至列车，由车载计算机计算，得到当前所允许的运行速度，或也可由运行控制中心计算出目标速度，在传至列车；由车载设备测得实际速度，依此来对列车速度进行监督，使列车始终在安全速度下运行；计算出列车运行的速度曲线的软件设计和编程，其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
基于轨道电路的ATC系统，由设于信号设备室的轨道电路发送、接收单元、设于轨旁的调谐单元、及车载ATP设备组成；
车载ATP系统，根据ATP接收天线传来的数据，与预先存储的列车限速等数据，实时计算出列车目标速度；将此速度与来自速度传感器测得的列车实际速度相比较，超出允许速度时，启动制动控制；
ATP系统主要功能：检测列车位置、列车运行间隔、超速防护、临时限速控制、测速测距、对位停车控制、车门控制；以数字编码轨道电路的ATP自系统功能为：ATP轨旁功能、ATP传输功能和ATP车载功能；
ATP轨旁功能负责列车运行安全间隔控制并生成报文，完成对列车安全运行授权许可报文的编码和发送：
列车运行安全间隔控制：列车运行安全间隔控制功能，保持列车之间的最小安全距离，当列车运行进路经联锁系统建立，通过相应接口，ATP系统才会发出列车运行授权；
由ATP轨旁设备发出的运行授权，根据相应的列车安全停车点的选择和激活而定；安全停车点的的选择，依赖于列车运行进路内轨道区段的状态；基于轨道电路的ATP系统中，列车运行安全停车点的位置计，基本上对应于轨道区段分界点，这在信号系统的设计中予以确定；这些数据信息保存在ATP轨旁设备中，列车安全停车点的选定，实际上为列车提供了安全运行距离；
以“目标速度”制式的ATP系统为例，先行列车在轨道区段入口处的位置，就是后续列车的安权停车点，这是后续列车必须停车的决对位置，为了提高安全系数，实际上将安全停车点设置于先行列车所在轨道区段的后一个轨道区段的入口处，先后两列车之间的最小间隔必须有一个轨道区段的长度，以此来计算后续列车运行于各个轨道区段的目标速度；
ATP系统轨旁设备闭塞分区的划分，以及列车运行安全间隔的确定，在闭塞设计过程中应通过列车运行 模拟确定，并经列车实际运行校验，为保证行车安全，在安全防护地点运行方向的前方，还应设置防护区段，满足安全防护距离；安全防护距离涉及信号系统控制方式、车辆性能等因素，主要取决于一定的速度条件下，满足紧急制动的距离，在列车跟踪运行的情况下，安全防护距离应增加列车尾部与车辆后轴的附加距离，其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
正线有岔站的联锁系统，采用计算机联锁；其控制模式，多数采用由各个有岔的计算机联锁系统控制；个别线路将全线的车站联锁系统集中设置于控制中心，由控制中心的计算机联锁系统集中控制，计算机联锁、控制中心的计算机联锁系统的软件设计和编程，其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
车载ATP速度(距离)信号，是行车的主体信号；车载信号至少应包括列车实际运行速度和和列车运行前方的目标速度；计算机模块的软件设计和编程，其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
阶梯式制动模式：根据列车与先行列车的距离，将整个制动距离分为几个阶段完成，每个闭塞分区完成对应的制动阶段，所以没个闭塞分区根据与前行列车的距离来确定限速值；当列车速度高于限速值时，列车自动制动，所以是滞后监督方式，即在闭塞出口处才监督是否超速，为确保安全，必须设制“防护区段”，也就是后续列车与先行列车之间的最小间隔，至少有一个闭塞分区，计算机模块的软件设计和编程，其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
(曲线式制动：基于通信的列车自动控制系统---CBTC系统，采用的就是曲线式制动；曲线式制动的前提是按“目标距离”制动；线路上运行的所有列车，自动检测在线路的具体位置，并将此位置传送至控制中心，控制中心根据列车的运行条件，计算列车运行的“移动授权”---运行距离，列车收到控制中心发来的包括距离在内的数据报文信息，计算出列车运行的速度曲线，使列车一直保持在安全高速运行的环境；信息传输分为有线和无线方式，CBTC系统控制中心向列车传输的信息，必须包括列车运行进路内的线路地图、该区域的允许速度、目标距离、目标速度等；显然基于移动闭塞的CBTC系统，列车与控制中心之间一直在双向交换信息，不断更新列车运行的“目标距离”，确保列车运行的安全间隔；
基于数字编码轨道电路传输“目标距离”制式的ATP系统，归纳为准移动闭塞，显然它次于移动闭塞，而强于固定闭塞；关键是列车能够象移动闭塞那样，主动检测在线的位置，然而其制动点仍然是轨道电路的分界点；所以后续列车的速度曲线停车点，可为先行列车所占用的轨道区段的入口点；不用设置“防护区段”相应地缩短了行车间隔；它又不象移动闭塞那样，不受轨道电路分界点的限制，根距与先行列车距离，不断修整、计算运行的速度曲线；因此，对于准移动闭塞的ATP系统，从轨道区段的划分，可理解成为阶梯式制动模式，而它完全具备距离控制的能力，所以将准移动闭塞的ATP系统纳入曲线式制动是合适的；)
速度限制：分为固定限速、临时限速、道岔区段限速、安全线限速等在ATP系统的设计阶段预以确认，正线线路上的这些固定限速区信息，储存于车载ATP\ATO自系统，计算机模块的软件设计和编程，其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
基于“距离定位”制式的AIP子系统，其列车运行的追踪间隔，不再依赖于闭塞分区的划分，这是由于后续列车的追踪运行，并不是取决于与先行列车之间间隔几个闭塞分区，而是取决于与先行列车之间应大于制动距离；由于它还不是移动闭塞，线路也划分不同长度的闭塞分区，但是列车之间的间隔，不是以闭塞分区(轨道电路)的分隔为依据，向列车传送的信息是列车前行的“进路地图”，这个数据在同一线区段是相同的，所以，列车在每一个轨道电路分隔点，万一瞬时收不到ATP信息，也不会导致紧急停车；对其先行列车和后续列车之间，可以不必设置用于防护的闭塞分区，也不会产生追尾现象；后续列车可以驶抵先行列车所在的闭塞分区的分隔点，这种制式可以理解为准移动闭塞；由于将列车间隔的管理，转化为车载智能系统控制，所以列车可以根据安全行驶距离，预制行驶命令，从而到达最佳的追踪间隔时间；
其计算机模块的软件设计和编程，其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
车载ATP系统，是确保列车运行安全的关键设备，它与地面ATP设备相配合，完成速度或距离信号的接收和解译，实现超速防护，保证列车不会超出“速度命令”所规定的速度，该功能由超速控制器CPU来完成； 超速控制器CPU接收来自系统处理CPU的限制速度和来自速度传感器的列车实际速度信息，如列车的实际速度超出ATP限速出现超速状态，在自动模式下，列车将自动调整速度；其计算机模块的软件设计和编程，其中列车自身的固有数据列车长度均设定为所述轨道列车》长度；
(10)在高铁系统中的列车自身的固有数据列车长度均设定为所述轨道列车长度：CTCS-3级列控系统、CTCS-2级列控系统等；含高速铁路信号与控制系统，通称为先进列车控制系统(Advanced Train Control systems)如北美的先进列车控制系统(ATCS)和先进铁路电子系统(ARES)，欧洲列车控制系统(ETCS)，法国的实时追踪自动化系统(ASTREE)，日本的计算机和无线列车控制系统(CARAT)等，高速铁路信号与控制系统，其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；本发明以CTCS-3级列控系统、CTCS-2级列控系统为例说明：
CTCS-2级车载设备安全计算机VC是ATP装置的核心，负责从ATP各个模块搜集信息，生成制动模式曲线，必要时通过故障-安全电路向列车制动信息，控制列车安全运行；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；CTCS-3级列控系统包括地面设备和车载设备，地面设备由移动闭塞中心RBC、列控中心TCC、ZPW-2000(UM)系列轨道电路、应答器(含LEU)；车载设备安全计算机VC、GSM-R无线通信单元RTU、轨道电路信息接收单元TCR、应答器信息接收模块BTM、记录单元(JRU\DRU)；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
RBC根据轨道电路、联锁进路等信息生成行车许可即包括行车许可MA、缩短行车许可SMA、无条件紧急停车消息UEM、有条件紧急停车消息CEM；并通过RSM-R无线通信系统将行车许可，临时限速、线路参数传输给CTCS-3级车载设备；同时通过GSM-R无线通信系统接收车载发送的位置和列车数据等信息；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
TCC接收轨道电路的信息，并通过联锁系统传送给RBC；同时，TCC具有轨道编码、应答器报文储存和调用、站间安全信息传输、临时限速功能，满足后备系统需要；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
应答器向车载设备传输定位和等级转换等信息，同时，向车载设备传送线路参数和临时限速等信息，满足后备系统需要；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
车载安全计算机根据地面设备提供的行车许可、线路参数、临时限速等信息和动车组参数，按照目标距离连续速度控制模式生成动态速度曲线，监控列车安全运行；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
车载安全计算机中的CTCS-3控制单元和CTCS-2控制单元独立设置，CTCS-3控制单元负责在CTCS-3线路正常运行时核心控制功能，CTCS-2控制单元负责后备系统的核心控制功能；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
CTCS-3级列控车载设备负责接收地面数据命令信息，生成速度模式曲线，监控列车运行，保证列车运行安全；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
数据输入和存储：车载设备能够记录外部输入的列车参数，包括列车长度、列车最大允许速度等：其中列车自身的固有数据列车长度均设定为所述轨道列车长度；即软件程序设计中的配置设定：列车长度设定为所述轨道列车长度；
信息接收及发送：车载设备通过GSM-R无线通信系统向RBC发送司机选择输入和确任的数据(列车长度、列车固有性质数据(列车最大允许速度)车载设备在RBC的注册，定期向RBC报告列车位置、列车速度，接车限制性信息以及文本信息；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
车载设备接收RBC发送的行车许可(包括车载设备识别号、目标距离、目标速度以及可能包括的延时解锁相关信息、防护区信息)，紧急停车(无条件紧急停车和有条件紧急停车)、临时限速以及文本信息等；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
车载设备通过应答器获取列车的位置信息；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
车载设备根据列车数据和线路数据生成静态列车速度曲线，静态曲线考虑线路速度等级、线路允许速度、列车的限制速度等计算得到线路所有位置的列车允许速度；其中列车自身的固有数据列车长度均设定为所 述轨道列车长度；
动态曲线计算：车载设备考虑列车运行的各种限制生成动态列车制动模式曲线，动态曲线包括常用全制动曲线和紧急制动曲线；计算动态列车制动模式曲线的公式和参数经过评估，在保证安全的前提下尽量优化制动曲线，减少制动距离；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
列车定位：车载设备具有确定列车位置的功能，该功能是依据地面应答器收到的信息并以此为基准点通过测速单元等设备测量列车运行距离来获得列车位置；计算列车位置时考虑测速设备的误差；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
速度的测量：车载设备通过安装在车轮上的速度传感器和安装在车体的雷达能够实时测试列车运行速度，测速单元把速度传感器和雷达的输入进行测量和逻辑运算，得到列车的实际速度，并把列车运行速度送主机模块；其中列车自身的固有数据列车长度均设定为所述轨道列车长度；
本发明所述轨道列车自动控制ATC系统，简称“所述轨道列车ATC系统”(本发明在无特殊说明时轨道列车皆指地铁列车、轻轨列车、磁悬浮列车、高速铁路(或高铁列车、动车组列车)、城际轻轨列车、通勤城际轻轨列车；并轨道列车含双层轨道列车)由硬件长超站台的轨道列车即由站台内有侧面旅客上下门的轨道列车简称“站内轨道列车”长度加站台外无侧面旅客上下门的轨道列车简称“站外轨道列车”长度和自动控制系统ATC系统组成一个整体；简称由长超站台的轨道列车和自动控制系统ATC系统组成一个整体；
列车安全定位中包括：利用轨道电路对列车定位、利用计轴器对列车定位、利用测速对列车定位(含轮速里程表法、多普勒雷达法、测速发电机)、应答器定位、利用感应环线对列车定位、利用无线扩频对列车定位、利用惯性列车定位系统；这些列车定位系统中的列车长度等均为站内列车长度加站长轨道列车ATC系统的所有定位功能器中的列车长度参数即含列车定位信标应答器、计轴运算器(或采用微型计算机构成计轴器主机系统ACE)、轨道电路列车定位(即监督线路的站用功能)、轨旁指示标志、地面信号机、车载信号这些列车定位系统功能器中的列车长度等均为所述轨道列车长度；
所述轨道列车ATC系统的所有储存单元的列车长度参数为站台内列车长度加站台外列车长度；即数据库储存单元中储存：列车长度储存设定为所述轨道列车长度；即数据储存单元、含中心控制器储存单元、ATC区域控制器储存单元或车载ATC储存单元、DSU数据库、嵌入式数据库、实时数据库、如：RTDB；将长超站台的轨道列车长度增加为站内列车长度再加上站外列车长度，并设在只读数据库中；因为是重要数据，为防丢失或随意变更，所以，长超站台的轨道列车长度增加为站内列车长度再加上站外列车长度设在只读数据库中；
固定闭塞、移动闭塞、“目标-距离”控制系统的移动授权、移动授权极限LMA、高速铁路列控系统的行车许可MA、在固定闭塞的闭塞分区长度是按最长超站台的轨道列车长度为最长站内列车长度加最长站外列车长度、最不利制动率等不利条件设计。
计算移动授权范围LMA算法、(长轨道列车CTCS-3级列控系统与CTCS-2级列控系统的行车许可(MA)生成方法；)高速铁路列控系统的行车许可MA生成算法中的列车自身的固有数据列车长度为所述轨道列车长度；
计算机联锁计算机内固化的条件列车长度等为所述轨道列车长度；联锁功能：响应来自ATS功能的命令，在随时满足安全准则的前提下，管理进路、道岔和信号的控制，将进路、轨道电路、、道岔和信号的状态信息提供给ATSATC功能，联锁功能由分部在轨旁的设备来实现；计算机联锁是用微型计算机和其他一些电子、继电器件组成具有故障-安全性能的实时控制系统；计算机联锁采用通用的工业控制微机，由专用软件来实现车站信号机、道岔、道岔间的联锁关系，进行联锁关系的逻辑运算和判断；系统自动采集并处理信号机、道岔、轨道电路的信息，把行车控制命令和现场的各种信息输入计算机，再根据计算机内固化的条件，进行联锁关系的处理，然后输出动作信息至执行单元，实现对车站信号设备的控制和监督，其中的计算机内固化的条件即含有列车自身的固有数据列车长度为所述轨道列车长度。
所述轨道列车ATC系统的软件程序升级为与所述轨道列车相匹配和一一对应的程序，其中列车自身的固有数据列车长度为所述轨道列车长度；
将其中软件程序升级、重新编写为与所述轨道列车相匹配和一一对应的程序，
不同ATC系统软件的计算移动授权范围LMA算法不同；但每种算法都包括列车长度，即列车长度包括最长站内列车长度加最长站外列车长度；
所述轨道列车ATC系统的应用软件方面要修改数据库即储存在储存单元(含车载储存单元)和运算单元或算法函数中的的列车自身的固有数据列车长度为所述轨道列车长度；
具体实施方式：
现有轨道列车的自动控制ATC系统都可根据列车编组的长度进行硬件升级改造或编写软件新程序与长超站台的轨道列车组成长超站台的轨道列车自动控制ATC系统；包括有：西屋ATC、西门子Siemens的ATC、US&S ATC、AISTOM ATC、国产试验型准移动闭塞ATC系统、西门子的CBTC系统、Seltrac S40 CBTC系统、Seltrac CBTC系统、阿尔斯通的CBTC系统、USSI的CBTC系统、LCF-300型CBTC系统、CITYFLO-650型CBTC系统、AISTOM CBTC系统、阿尔卡特Alcatel的CBTC系统、阿尔斯通Alstom的CBTC系统、CTCS-3级列控系统、CTCS-2级列控系统等
所述轨道列车编组信号系统中的列车长度为所述轨道列车列车长度，即由站内列车长度加站外无侧门车厢列车长度；并含火车列车的信号系统中的列车长度为长超站台轨道列车列车长度；
即为防止长超站台的轨道客车列车编组的追尾，长超站台轨道列车的编组信号子系统中的所有的列车长度设计为站台内轨道列车长度加站外列车长度；信号系统SIG由自动控制系统ATC系统与外围通用信号设备组成，含自动控制系统ATC系统及联锁系统；
由于所述轨道列车编组信号系统可以和现有的轨道列车编组信号系统混合使用，所以，在轨道列车信号系统(含列车自动控制系统及联锁系统)数据中至少有一组列车长度为长超站台轨道列车列车长度；即为长超站台轨道列车信号系统；
特别注意的是：本设计中站外列车长度是一个以站台的两端为界限的区间概念，而不单指车厢的节数，特指超出站台两端界限以外区间的列车长度，即站台两端界限以外的(至少)一节或一节以上的无侧门的车厢；
设计了所述轨道列车自动控制系统，含ATC系统及高速铁路信号与自动控制系统，通称为先进列车控制系统ATCS；本发明由硬件所述轨道列车》即由站台内的轨道列车简称“站内轨道列车”长度加站台外无侧面旅客上下门的轨道列车简称“站外轨道列车”长度和自动控制系统ATC系统组成一个整体；简称由长超站台轨道列车自动控制系统ATC系统；
技术特征是：将现有轨道列车的自动控制系统中的列车长度设计为站台内轨道列车长度加站外列车长度组成一个所述轨道列车信号子系统，含自动控制系统；
特别注意的是：本设计中站外列车长度是一个以站台的两端为界限的区间概念，而不单指车厢的节数，特指超出站台两端界限以外区间的列车长度，即站台两端界限以外的至少一节或一节以上的无侧门的车厢；
所述轨道列车的自动控制系统中轨道列车长度的要重新设定即将其中的列车自身的固有数据列车长度均设定为站台内列车长度加站台外列车长度；表现在以下方面：
在所述轨道列车的硬件设计中：将列车安全定位、储存单元、储存单元含数倨库、CBTC系统的数据存储单元DSU数据库、嵌入式数据库的列车自身的固有数据列车长度均设定为所述轨道列车长度、实时数据库RTDB、高铁数据库的列车自身的固有数据；长超站台轨道列车ATC系统的闭塞区间系统中的列车自身的固有数据列车长度均设定为所述轨道列车长度：(所述轨道列车ATC系统的闭塞区间系统、含固定闭塞系统、准移动闭塞系统、移动闭塞系统、虚拟闭塞系统其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；虚拟闭塞系统不是由物理上的闭塞分区定义的，)是由区域控制器内数据控制来定义；移动授权极限LMA、移动授权极限LMA计算函数、编写软件新程序等其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；计算机联锁系统中的列车自身的固有数据列车长度均设定为所述轨道列车长度：目标距离控制模式也称连续式一次制动速度控制模式中的列车自身的固有数据列车长度均设定为所述轨道列车长度：以下通信方式其中含有的列车长度为长超站台轨道列车的长度。
1)点式ATC：
2)连续式ATC：1)利用轨道电路的连续式ATC系统：
(1)速度码系统：
(2)距离码系统：
2)利用轨间电缆的连续式ATC系统：
3)无线式ATC系统：无线通信采用波导管、漏泄电缆和无线空间天线方式。
紧急制动、列车位置、速度；线路联锁：TBTC\CBTC系统中的闭塞区段长度中的列车长度、CBTC系统中的记录功能、远程诊断和监测功能的其中含有的列车长度为长超站台轨道列车的长度。
联锁设备有继电集中联锁和计算机联锁两类设备；计算机联锁利用计算机对车站值班员的操作命令和现场监控设备表示信息进行逻辑运算后，完成对信号机、道岔及进路的联锁和控制。其中继电集中联锁和计算机系统含有的列车长度为长超站台轨道列车的长度。
速度控制模式分为两种：分级速度控制和速度-目标距离模式曲线控制：其中含有的列车长度为长超站台轨道列车的长度。
1)分级速度控制是以一个闭塞分区为单位，每个闭塞分区设计一个目标速度，无论列车在该闭塞分区中什么位置都需要根据限定的速度判定列车是否超速。分级速度控制系统的列车追踪间隔主要与闭塞分区的划分、列车的性能和速度有关，而闭塞分区的长度是以最坏性能的列车为依据并结合线路参数来确定的。分级速度控制又可分为阶梯式和分段曲线式两种；
分段曲线式列车控制设备给出的分段的制动速度控制曲线是根据每一个闭塞分区的线路参数和列车自身的性能计算而定，闭塞分区的线路参数可以通过地对车信息实施传数，也可事先在车载信号设备中存储通过核对取得。地面设备传送给车载设备的信息是下一个闭塞分区的速度、距离和线路条件数据，没有提供至目标点的全部数据，所以系统生成的数据是分级连续制动模式曲线。因为制动速度控制曲线是分段给出的，每次只需一个闭塞分区线路参数。
其中分段的制动速度控制曲线的计算中含有的列车长度为所述轨道列车长度；
其中分级速度控制系统的列车追踪间隔中含有的列车长度为所述轨道列车长度；
其中分级速度控制系统的列车追踪间隔中含有的列车长度为长超站台轨道列车的长度；以及闭塞分区的划分中含有的列车长度为所述轨道列车长度。
2)速度-目标距离模式曲线控制：速度-目标距离模式曲线控制采取的制动模式为联续式一次制动速度控制方式，根据目标距离、目标速度及列车本身的性能确定列车制动曲线，不设定每个闭塞分区速度等级。连续式一次速度控制模式，如果以前行列车占用的闭塞分区入口为追踪目标点，则为准移动闭塞，若以前方列车的尾部为追踪目标点，则为移动闭塞；后续列车应在速度控制曲线容许速度下行驶、停车，该速度控制曲线是根据列车的目标速度、距目标点的距离及列车自身重量、长度、制动性能等参数计算出来的。
其中含有的列车长度为长超站台轨道列车的长度。列车自身重量为长超站台轨道列车的重量。
CBTC系统中含有的列车长度为所述轨道列车长度。
CBTC系统的基础是“列车定位”，只有确定了列车的准确位置，才能计算出列车的相对距离，保证列车的安全间隔；也只有确定了列车的准确位置，才能保证根据线路条件，对列车进行恰当的速度控制。CBTC系统依据列车本身的测速测距和探测地面应答器或其他传感器对列车位置的测量，并查询系统数据库，实现列车的定位。车-地通信和列车定位共同构成CBTC系统的两大支柱。
(CBTC系统的基本原理：调度控制中心(DCC)控制多个车站控制中心(SCC)，实现相邻SCC之间控制交接。通过管辖范围内的多个基站(BC)与覆盖范围内的车载设备(OBE)实时双向联系。列车在区段内运行时，通过全球定位系统(GPS)、查询应答器或里程计装置等实现列车位置和速度的测定，OBE利用无线通过基站BC将列车位置、速度信息发送给SCC。SCC通过BC周期地将目标位置、速度及线路参数等信息发送给后行列车。OBE收到信息后，根据前车运行状态(位置、速度、工况)线路参数(弯道、坡度等)、本车运行状态、列车自身参数(列车长度、牵引重量、制动性能等)，采用车上计算、地面SCC计算或车、地面同时计算，并根据信号-安全原则，比较、选择的方式，预期列车在一个信息周期末的状态能否满足列车追踪间隔 的要求，从而确定合理的驾驶策略，实现列车在区段内高速、平稳地以最优间隔运行。
CBTC系统结构是本发明的重点：
一般典型的CBTC系统应当包括：列车自动监控系统(Automatic Arain Supervision，ATS)、数据库存储单元(Database Storage Unit，DSU)、区域控制器(Zone Controller，ZC)、计算机联锁(Computer Interlocking，CI)轨旁设备(Wayside Equipment，WE)车载控制器(Vehicle On Board Comtroller，VOBC)和数据通信系统(Data Communication System，DCS包括骨干网、网络交换机、无线接入点及车载移动无线设备等，其中区域控制中心包括ZC和CI两部分。整个系统可以划分为CBTC地面设备和CBTC车载设备两大部分，地面设备和车载设备通过数据通信网络连接起来，构成系统的核心。各个系统将分别实现CBTC系统所要求的功能。)
所述轨道列车》ATC系统(含联锁系统)的计算机软件的算法中含有列车自身的固有数据“列车长度”的算法设计中均设定为所述轨道列车长度：即软件程序算法函数设计中的“列车长度”设定为所述轨道列车》长度；
在动车组的列车安全定位、储存单元、储存单元含数倨库单元、ATP车载设备、地面列控中心TCC、联锁IXL、地面电子单元LEU、ZPW2000和无线闭塞中心RBC等其中的列车自身的固有数据列车长度均设定为所述轨道列车长度；
无线通信采用波导管、漏泄电缆和无线空间天线三种方式；
CBTC系统的基础是“列车定位”，只有确定了列车的准确位置，才能计算出列车的相对距离，保证列车的安全间隔；也只有确定了列车的准确位置，才能保证根据线路条件，对列车进行恰当的速度控制。CBTC系统依据列车本身的测速测距和探测地面应答器或其他传感器对列车位置的测量，并查询系统数据库，实现列车的定位。车-地通信和列车定位共同构成CBTC系统的两大支柱。
2.系统功能
1)ATS系统
ATS系统的主要功能是在控制中心显示控制范围内列车运行状态及设备状态。根据CBTC系统的要求，ATS系统中设置包括操作员工作站、时刻表工作站、培训工作站和其他相应的设备和网络等。
2)CI系统
CI系统的主要功能是监督和直接控制道岔、轨道区段、信号机和其他室外设备，实现各个设备之间的正确联锁关系，保证列车运行安全；对于来自设备的错误操作，具备有效的防护能力；能够根据进路的始端、终端办理进路、取消进路。
3)ZC系统
ZC系统需要根据从VOBC、CI、ATS和DSU接收到各种状态信息和数据信息，为位于ZC控制区域范围内的列车生成移动授权MA，并及时通过DCS系统发送给车载VOBC设备以控制列车的运行。
4)VOBC系统
在VOBC中，为确保安全，列车必须对自身位置和运行方向进行精确判定。
为判定位置，列车的车载计算机与转速计、度传感器、加速度计(用于测量距离速度、速度和加速度)及轨旁定位应答器共同合作，实现列车的准确定位。
5)DSU系统
在CBTC系统中，列车定位将不再依据轨道电路，而是由车载本身来实现，这样就需要地面和车载同时拥有一个统一的数据来实现整个系统的调度和协调统一。数据存储单元DSU即是用来完成整个CBTC系统数据管理的子系统，该数据库将包括静态数据库、动态数据库、配置数据库、参数数据库等。在CBTC系统中。数据库的安全性和重要性是显而易见的，因此必须采取冗余设计来实现，其安全可靠的级别等同与ZC和CI设备。
以上所列举的仅是CBTC系统的典型结构，实际的系统可能由于不同的设备提供商、不同的工程需要而有所差异。
移动闭塞技术：控制中心可根据列车实时的速度和位置动态计算列车的最大制动距离。列车的长度加 上这一最大制动距离并在列车后方加上一定的防护距离，便组成一个与列车同布移动的虚拟分区。由于保证了列车前后的安全距离，两个相邻的移动闭塞分区就能以很小的间隔同时前进，这时列车能以较高的速度和较小的间隔运行。)
按通信方式可分为1)点式ATC系统：点式ATC系统的车载设备接收信号点或标志点的应答器信息，还接收列车速度和制动信息，输出控制命令并向司机显示。地面应答器向列车传送每一信号点的允许速度、目标速度、目标距离、线路坡度、信号机号码等信息。
2)连续式ATC系统：
1)利用轨道电路的连续式ATC系统：
(1)速度码系统：使用频分制方法，采用的是移频轨道电路，即用不同的频率来代表不同的允许速度。由控制中心通过信息传输媒体将列车最大允许速度直接传至车上，这类制式在信息传递与车上信息处理方面比较简单，速度分级是阶梯式的。
(2)距离码系统：采用的信息电码存在多样性和复杂性，所以必须使用时分制数字电码方式，按协议来组成各种信息。采用数字音频轨道电路，是目前使用较广泛的ATC，我国大多数城市采用这种系统。
距离码系统从地面传至车上的前方目标点距离等一系列基本数据，车载计算机根据从地面传列车的各种信息(包括区间的最大限速、目标点的距离、目标点的允许速度、区间线路的坡度等)以及储存在车载单元内的列车自身的固有数据(如列车长度、常用制动及紧急制动的制动率、测速及测距信息等)实时计算出允许速度曲线，并按此曲线对列车的实际运行速度进行监控。
2)利用轨间电缆的连续式ATC系统：采用轨间电缆的列车控制系统主要设备有控制中心设备、轨旁设备、和车载设备；是利用轨间铺设的电缆传输信息。利用轨间电缆的交叉配置可实现列车的定位，每当列车驶过电缆的交叉点，通过检测信号极性的变化及计数来确定列车的位置。控制中心储存了线路的固定数据(如线路坡度、曲线半经、道岔位置、环形区段的位置与长度等)联锁系统将线路的信号显示、道岔位置等信息传递给控制中心，列车也将其列车速度、列车长度、载重量等通过电缆传给控制中心。控制中心计算机根据这些数据计算出列车此时的允许速度，再经电缆传给线路上行驶的相应列车，对列车实现控制。这种方法可由控制中心统一指挥所有运行列车，但如果控制中心故障将导致全线瘫痪。另一种方法是控制中心和联锁系统将线路、目标速度等信息通过电缆传输给列车，由列车计算机计算其允许速度对列车实现控制。
3)无线式ATC系统：地面编码器生成编码信息，将列车限制速度、坡度、距离等数据通过天线发送到列车上。由车载处理单元对信息进行处理，计算出列车目标速度，对列车进行控制。用无线通道实现地一车数据传输的ATC才是实现真正意义的移动闭塞。无线通信采用波导管、漏泄电缆和无线空间天线方式。
以下其中含有的列车长度为所述轨道列车长度。
1)点式ATC：
2)连续式ATC：1)利用轨道电路的连续式ATC系统：
(1)速度码系统：
(2)距离码系统：
2)利用轨间电缆的连续式ATC系统：
3)无线式ATC系统：无线通信采用波导管、漏泄电缆和无线空间天线方式。
包括：紧急制动、列车位置、速度；线路联锁：TBTC\CBTC系统中的闭塞区段长度中的列车长度、CBTC系统中的记录功能、远程诊断和监测功能中的列车长度；
应急门，下部往下折页门可做梯子，供旅客应急时下车，上部为左、右折页门。应急门下或采用梯子。应急门设在无侧门车厢的侧面，应急门含下部往下折页门可做梯子，即在门页内面做梯子，供旅客应急时下车到地面，上部为左、右折页门。应急门含下面或采用梯子，供旅客应急时下车到地面。
联锁设备有继电集中联锁和计算机联锁两类设备；计算机联锁利用计算机对车站值班员的操作命令和现场监控设备表示信息进行逻辑运算后，完成对信号机、道岔及进路的联锁和控制。其中计算机系统含有的列车长度为所述轨道列车长度。
速度控制模式分为两种：分级速度控制和速度-目标距离模式曲线控制：
1）分级速度控制是以一个闭塞分区为单位，每个闭塞分区设计一个目标速度，无论列车在该闭塞分区中什么位置都需要根据限定的速度判定列车是否超速。分级速度控制系统的列车追踪间隔主要与闭塞分区的划分、列车的性能和速度有关，而闭塞分区的长度是以最坏性能的列车为依据并结合线路参数来确定的。分级速度控制又可分为阶梯式和分段曲线式两种；
分段曲线式列车控制设备给出的分段的制动速度控制曲线是根据每一个闭塞分区的线路参数和列车自身的性能计算而定，闭塞分区的线路参数可以通过地对车信息实施传数，也可事先在车载信号设备中存储通过核对取得。地面设备传送给车载设备的信息是下一个闭塞分区的速度、距离和线路条件数据，没有提供至目标点的全部数据，所以系统生成的数据是分级连续制动模式曲线。因为制动速度控制曲线是分段给出的，每次只需一个闭塞分区线路参数。
其中分段的制动速度控制曲线的计算中含有的列车长度为所述轨道列车长度；
其中分级速度控制系统的列车追踪间隔中含有的列车长度为所述轨道列车长度；
其中分级速度控制系统的列车追踪间隔中含有的列车长度为长超站台轨道列车的长度；以及闭塞分区的划分中含有的列车长度为所述轨道列车长度。
2)速度-目标距离模式曲线控制：速度-目标距离模式曲线控制采取的制动模式为联续式一次制动速度控制方式，根据目标距离、目标速度及列车本身的性能确定列车制动曲线，不设定每个闭塞分区速度等级。连续式一次速度控制模式，如果以前行列车占用的闭塞分区入口为追踪目标点，则为准移动闭塞，若以前方列车的尾部为追踪目标点，则为移动闭塞；后续列车应在速度控制曲线容许速度下行驶、停车，该速度控制曲线是根据列车的目标速度、距目标点的距离及列车自身重量、长度、制动性能等参数计算出来的。
其中含有的列车长度为长超站台轨道列车的长度。列车自身重量为长超站台轨道列车的重量。

Claims (81)

  1. 一种轨道列车编组，所述轨道列车编组的特征是：所述站内车厢前、后双向或单向联接所述候站车厢或所述站外车厢；其中，所述站候站车厢联接在所述站内车厢和所述站台外车厢之间；所述候站车厢停站时位于站台长端界的内侧，所述站台外车厢停站时位于站台长端界的外侧；其中，所述站台外车厢至少有一次连续奇数站和偶数站停在位于站台长端界的外侧；
    所述站内车厢包括多节车厢；所述站外车厢包括至少一节车厢。
    所述站台外车厢或包含无侧门车厢。
  2. 根据权利要求1所述无侧门车厢的功能的特征在于：
    当所述轨道列车编组停靠站台时，无侧门车厢没有供乘客上下站台的侧门的功能；
    无侧门车厢内的乘客经由所述站内车厢直接下到所述站台上；
    所述无侧门车厢是不分奇数站和偶数站停靠在站台以外。
  3. 根据权利要求1，所述的轨道列车编组，包括侯站车厢，其特征是：所述侯站车厢功能是专用于下一个停车站下车的乘客集中等侯停车站台和提供上车乘客上车的车厢；
    其中，所述侯站车厢内的乘客不借用其他与所述轨道列车编组在结构上不相联接的轨道列车车厢，直接上下站台。
  4. 根据权利要求3所述的轨道列车编组，其中，在结构上所述候站车厢与所述标准车厢之间设置有门或墙，在功能上运营时将站内车厢和站内车厢相隔离。
    《减：5.根据权利要求3所述的轨道列车编组，其中，在结构上，所述侯站车厢的技术特征是：侯站车厢没有乘客座位。
    《减：6.根据权利要求3所述的轨道列车编组，其中，在结构上，所述侯站车厢设计为部分是侯站车厢，另一部分为标准车厢的车厢。
  5. 根据权利要求2所述的轨道列车编组，其中，所述候站车厢停车时停在站台两端的内侧。
  6. 根据权利要求1所述的轨道列车编组，其中，适用于地铁列车、轻轨列车、城际轨道列车的所述候站车厢的单侧车门的有效宽度的总合大于8米，并且双侧车门的有效宽度的总合大于16米；适用于地铁列车、轻轨列车、城际轨道列车的所述候站车厢的单侧门总个数大于6个；适用于火车列车、高速列车所述候站车厢的单侧车门的有效宽度的总合大于3米，并且双侧车门的有效宽度的总合大于6米。
  7. 根据权利要求8所述的轨道列车编组，包括侯站车厢，其特征是：所述侯站车厢的车门是重叠平移动力门，车厢相邻两侧门在开启时相邻门页形成前、后两个或多个门页与车侧墙重叠。
  8. 根据权利要求9所述的轨道列车编组，其中，所述重叠平移动力门的重叠组合方式，包括：内塞拉门动力门、外塞拉门动力门、内藏嵌入式车门、外摆门动力门、外挂门动力门的相互选配的组成两个或多个门页重叠。
  9. 根据权利要求8所述的轨道列车编组，包括侯站车厢，其特征是：所述侯站车厢的车门是并联门柱式折页动力门，所述并联门柱式折页动力门在打开时与车厢成一定角度或垂直。
  10. 根据权利要求11所述的轨道列车编组，其中，所述并联门柱式折页动力门在打开时向内、向外或向上开。
  11. 根据权利要求2所述的轨道列车编组，包括侯站车厢结构，其特征是：所述车厢结构为承重柱框架结构的列车车厢，包括能够用作扶手的横梁、能够用作扶手的侧承重柱和能够用作扶手的中心承重柱、车顶模块的中心纵梁和加强侧纵梁、和车底模块中心纵梁和加强侧纵梁，所述侧承重柱和中心承重柱联接所述车顶模块的中心纵梁和车顶模块的加强侧纵梁、和所述车底模块中心纵梁和车底模块加强侧纵梁。
  12. 根据权利要求13所述的轨道列车编组，其中，所述能够用作扶手的横梁、能够用作扶手的侧承重柱和能够用作扶手的中心承重柱采用实心材质或铝合金材质、碳纤维材质。
  13. 根据权利要求1所述的轨道列车编组，包括侯站车厢，其特征是：所述候站车厢与无侧门车厢之间设有控制进出候站车厢的门，所述门为双向通道门。
  14. 根据权利要求15所述的轨道列车编组，其中，所述候站车厢与无侧门车厢之间设有的控制进出候站车厢的门包括检测装置，所述检测装置用来检测所述候站车厢是否有乘客。
  15. 根据权利要求16所述的轨道列车编组，其中，所述检测装置与控制进出候站车厢的所述双 向通道门的开关连接，控制门的开或关。
  16. 根据权利要求17所述的轨道列车编组，其中，所述的轨道列车编组的过渡无侧门车厢或无侧门车厢与侯站车厢之间设有至少一个所述双向通道门为平行并列重叠门，所述门设有“防拥挤程序”：形成开一门，必然关另一门或两门同时关等状态，达到控制客流，起防拥挤的功能；如设左侧门为旅客从过渡无侧门车厢进入侯站车厢下车门；设右侧门为旅客从侯站车厢进入过渡无侧门车厢上车门；重叠门防拥挤程序如下：
    第1步，旅客全上车后，侯站车厢门关，开车时，右侧门开；旅客从侯站车厢进入过渡无侧门车厢；
    第2步，旅客全进入过渡无侧门车厢后，右侧门关，左侧门开；旅客从过渡无侧门车厢进入侯站车厢；
    第3步，侯站车厢在靠站内车厢一侧的贯通道被墙代替，墙上有纵向检测仪，检测仪含距离红外线检测仪、距离热检测仪，纵向检测仪指向右侧门关，左侧门开处，在过渡无侧门车厢左侧门开处有横向检测仪；纵向检测仪与横向检测仪共同完成对车厢旅客的检测，如检测一分钟内有旅客停留，即广播或红灯亮督促旅客进入过渡无侧门车厢；由于老人、小孩和病人乘坐在站内车厢，旅客很快会进入过渡无侧门车厢，等旅客进入过渡无侧门车厢后，左侧门关，右侧门开；
    第4步，旅客从过渡无侧门车厢全进入侯站车厢后；为防拥挤，左侧门关，停车，侯站车厢门开；旅客下车；下车完后；
    第5步，旅客上车；此时，为防拥挤，左侧门关，右侧门关。
  17. 根据权利要求1所述的轨道列车编组，包括无侧门车厢，其特征是：在结构上：无侧门车厢的技术特征是：整节车厢无乘客上下站台的侧门。
  18. 根据权利要求19所述的轨道列车编组，其中，在结构上：无侧门车厢的技术特征是包含设有至少一个侧面应急门的无侧门车厢。
  19. 根据权利要求19所述的轨道列车编组，其中，所述无侧门车厢进一步包括：候站无侧门车厢，所述候站无侧门车厢无乘客坐位。
  20. 根据权利要求19所述的轨道列车编组，其中，所述无侧门车厢在火车客车列车可变为卧铺车厢。
  21. 根据权利要求19所述的轨道列车编组，包括过渡无侧门车厢，其特征是：所述无侧门车厢进一步包括过渡无侧门车厢，所述过渡无侧门车厢在与所述过渡无侧门车厢的长度方向一至，设有至少为一节的隔断。
  22. 根据权利要求23所述的轨道列车编组，包括有双向自动人行道的过渡无侧门车厢，其特征是：其中，所述有双向自动人行道的过渡无侧门车厢内设置有双向自动人行道，所述自动人行道采用含链条式或皮带式自动人行道。
  23. 一种实施权利要求1的所述的轨道列车编组的屏蔽门，包括侯站车厢的屏蔽门，其特征是：所述侯站车厢的屏蔽门在与侯站车厢停车位置对应的屏闭门的有效宽度大于或等于侯站车厢门的有效宽度。
  24. 根据权利要求25所述的轨道列车编组的屏蔽门，其中，在与所述侯站车厢停车位置对应的屏闭门的有重叠门、折页门，含两重或多重重叠门。
  25. 根据权利要求26所述的轨道列车编组的屏蔽门，其中，在与所述侯站车厢停车位置对应的屏闭门的有效宽度大于或等于侯站车厢门的有效宽度；所述屏闭门的有效宽度大于或等于8米。
  26. 根据权利要求1所述的轨道列车编组，一种轨道列车的车体材料，包括车体材料，其特征是：所述其中，所述轨道列车编组的车顶、侧墙、端墙、门页的车厢蒙皮的面层和底层材质采用碳纤维，以减轻车厢重量；横梁、承重柱、横扶手采用实心或空心材质采用碳纤维，以减轻车厢重量，含承重柱框架结构。
  27. 根据权利要求1所述的轨道列车编组，一种广告灯箱，包括隧道空间的广告灯箱，其特征是：所述隧道空间的广告灯箱，在与所述无侧门车厢停车位置对应的窗外隧道空间设置有广告灯箱，所述广告灯箱包括具有照明功能的广告。
  28. 一种轨道列车售检票系统，或称区间车票使用管理方法，所述轨道列车售检票系统的特征是：
    将全线路车站站次划分为至少两个路途区间；并将长超站台的轨道列车编组按对应关系的划分为至少两个乗车区间；以下将长超站台的轨道列车编组简称为轨道列车编组；
    所述轨道列车售检票系统实行含按乘客的进站地和/或目的地所属的所述路途区间乘坐所述轨道列车编组对应的乗车区间的区间车票使用管理方法；
    轨道列车售检票系统包含自动售检票系统，简称AFC系统。
  29. 根据权利要求30，所述的轨道列车售检票系统，进一步包括所述区间车票，所述区间车票作为乘车凭证记载了乘客从购票开始至完成一次完整行程所发生的进站检票机记录、至少一次所述读写器的记录、出站检票机记录；所述读写器的记录包含记录乗车区间标记。
  30. 根据权利要求30，所述区间车票的使用管理方法包含所述区间车票的发行，发行主要包括区间车票编码定义、区间车票初始化、区间车票的赋值发售；区间车票以下简称为车票。
  31. 根据权利要求30，所述区间车票的使用管理方法包含所述轨道列车售检票系统出售区间车票；所述区间车票是含按乘客的进站地和/或目的地所属的所述路途区间出售对应的所述区间车票，并且，所述区间车票含有按所述路途区间乘坐所述轨道列车编组对应的乗车区间的功能。
  32. 根据权利要求30，所述区间车票的使用管理方法包含自动售检票系统通过终端设备完成所述区间车票的赋值和发售；终端设备包含自动售票机、半自动售票机。
  33. 根据权利要求34，所述的轨道列车售检票系统，进一步包括：区间车票，所述区间车票其特征是：包括以下中的至少一个：
    (1)印有所述乘车区间标记的区间车票；
    (2)记写、传输所述乘车区间标记的区间车票，所述区间车票包含IC卡、磁卡、手机支付、手机支付含ISM。
  34. 根据权利要求35，所述的轨道列车售检票系统，所述区间车票其特征是：
    印有所述乘车区间标记的区间车票包含：高铁列车、动车组列车、火车客车列车、城际轻轨列车、磁悬浮列车、地铁列车、轻轨列车、地铁列车单乘票卡、轻轨列车单乘票卡。
  35. 根据权利要求36，所述的轨道列车售检票系统，所述区间车票其特征是：
    记写、传输所述乘车区间标记的区间车票包含IC卡、磁卡、手机支付，手机支付含ISM；
    其中含IC卡区间车票含IC卡含多次使用的非接触式IC卡城市一卡通；
    进一步包括以下其中的至少一个：包含有非接触式IC卡，储值卡、非接触式IC卡城市一卡通、银行IC卡，CPU卡、M1卡、磁卡、PASMO、单乗票卡含薄型非接触式IC卡在内。
  36. 根据权利要求30，所述轨道列车售检票系统，区间车票使用管理方法；包括含采用按“路途区间分别乘坐”的方法：按路途远近将全线路车站划分为至少两个路途区间，并将所述轨道列车编组以列车编组的中心向前、后双向或单向按与所述路途区间对应的关系划分为至少两个乘车区间，并使最远途所述乘车区间按排在整列列车编组的最远端，最近途所述乘车区间按排在整列列车编组的中间部；
    所述轨道列车售检票系统出售区间车票；所述区间车票含按乘客的进站地和/或目的地所属的所述路途区间出售对应的所述区间车票；
    所述轨道列车售检票系统实行乘客按区间车票乘坐所述轨道列车编组对应的乗车区间的车票使用管理方法。
  37. 根据权利要求30，所述轨道列车售检票系统，区间车票使用管理方法；包括采用按“奇数站次与偶数站次”的方法：
    所述轨道列车售检票系统出售区间车票；所述区间车票含按乘客的进站地和/或目的地所属的所述路途区间出售对应的所述区间车票；所述区间是包括至少一个的奇数站次与偶数站次的区间；所述路途区间是包括至少一个的奇数站次与偶数站次的路途区间；所述乘车区间是包括至少一个的奇数站次与偶数站次的乘车区间；
    所述轨道列车售检票系统实行乘客按区间车票乘坐所述轨道列车编组对应的乗车区间的车票使用管理方法。
  38. 一种实施权利要求30的自动售检票系统，简称AFC系统
    所述自动售检票系统结构特征是：
    所述自动售检票系统至少有四层架构：第一层，线路中央计算机系统构成的中央层；
    第二层，是车站计算机系统组成的车站层；
    第三层，为车站终端设备组成的终端层；进站检票机、出站检票机；
    读写器，所述读写器安装在进站检票机与进站检票机之间，既所述读写器安装在付费区交接处以内，以及
    车票，所述车票与所述读写器耦合；所述读写器实现与所述票卡之间的数据交换并提供信息，
    所述读写器和/或所述车票与所述自动售检票系统联接；含所述读写器和/或所述车票与所述自动售检票系统的车票计算单元的联接；其中，进一步包括与所述自动售检票系统的出站检票机的车票计算单元的通信连接；所述自动售检票系统含所述车站计算机系统；出站检票机含出站检票机的读写器。
  39. 根据权利要求40所述的自动售检票系统，
    进一步包括为区分不同路途区间采用了路途区间标记，所述路途区间标记是一切表示“乗车区间”的符号、数字、文字、密钥；
    为区分不同乗车区间采用了乗车区间标记，所述乗车区间标记是一切表示“乗车区间”的符号、数字、文字、密钥；
    所述路途区间标记与所述乗车区间标记为对应关系；
    进一步包括所述乗车区间标记的功能是设置在所述读写器，用于所述读写器记录所述车票的在乗车区间的位置。
  40. 根据权利要求40，所述自动售检票系统，其中，所述车票，所述车票包含IC卡、磁卡、手机支付，手机支付含ISM；其中，所述车票包括单次车票和储值卡车票，所述单次车票为所述列车车站计算机系统采用权利要求1至10中任一项所述轨道列车编组的售票方法输出的车票，所述单次车票携带有所述列车车站计算机系统写入的乘车区间标记。
  41. 根据权利要求40，所述自动售检票系统的所述读写器，所述读写器安装在进站检票机与出站检票机之间，进一步包括：包括与所述乘车区间停车位对应的站台和/或在所述乘车区间对应的车厢中，所述读写器设置有乘车区间标记；所述读写器与所述自动售检票系统的车票计算单元联结。
  42. 一种用于根据权利要求40所述自动售检票系统的读写器，所述读写器的功能是：所述车票与所述读写器耦合；所述读写器实现与所述票卡之间的数据交换并提供信息，实现所述读写器和/或所述车票与所述自动售检票系统联接；所述联接含所述读写器和/或所述车票与所述自动售检票系统的车票计算单元的联接；其中，进一步包括与所述自动售检票系统的出站检票机的车票计算单元的通信连接；所述自动售检票系统含所述车站计算机系统；出站检票机含出站检票机的读写器。
  43. 根据权利要求44，所述自动售检票系统的所述读写器，进一步包括：所述读写器的功能是：实现所述读写器和/或所述车票与所述自动售检票系统的计算单元联接；实现按乘车区间计算票价的票价计算方法。
  44. 根据权利要求44，所述自动售检票系统，进一步包括：
    所述票卡车票与所述读写器耦合，所述读写器实现与车票之间的数据交换并提供信息；所述读写器实现与车票之间的数据交换并提供信息，信息包括乘客乘车的区间信息；所述乘客乘车的区间信息进一步包括以下中的至少一个：(1)乘客乘车的所述乘车区间标记；含与所述列车编组停车位对应的站台的所述乘车区间标记和/或所述列车编组中的所述乘车区间标记的乘车区间信息；(2) 所述车票的编号。
  45. 根据权利要求44，所述自动售检票系统，其中，所述票卡与所述读写器耦合，进一步包括：所述车票；所述车票具有记栽所述乘车区间标记的功能。
  46. 根据权利要求47，所述自动售检票系统，进一步包括：所述车票具有对乘客在付费区以内的位置的定位、记载和传送乘客在付费区以内的位置信息的功能。
  47. 根据权利要求47，所述的自动售检票系统，进一步包括：所述读写器有对乘客在付费区以内的位置的定位、记载和传送乘客在付费区以内的位置信息的功能。
  48. 根据权利要求40，所述自动售检票系统，其中，进一步包括所述出站检票机读写器的功能：出站检票机读写器的功能：出站检票机读写器包含对所述车票中所记录的信息的至少一个所述乘车区间标记进行读取，计算票价；
    计算票价含与判定部记忆内容进行对比，从而得出票价：第一步，判断有无系统乘车区间标记，无系统乘车区间标记，按现有无系统乘车区间标记的票价规定计票价；第二步，判断有无系统乘车区间标记，有系统乘车区间标记，按现有有系统乘车区间标记的票价规定计票价。
  49. 根据权利要求40，所述自动售检票系统，所述读写器和/或所述车票与所述自动售检票系统联接；进一步包括：
    所述读写器和/或所述车票与所述自动售检票系统的车票计算单元联接；其中，进一步包括与出站检票机的车票计算单元通信连接；
    通信联接方式含：脱网系统。
    所述自动售检票系统含所述车站计算机系统；出站检票机含出站检票机的读写器。
  50. 根据权利要求51，所述自动售检票系统，所述读写器和/或所述票卡<票卡改为车票>与所述自动售检票系统联接；进一步包括：
    在脱网系统；
    所述车票给所述车站计算机系统的车票计算单元传输信息；所述信息包含所述乘客在乘车区间的信息；
    所述车票给所述车站终端设备的车票计算单元传输信息；所述信息包含所述乘客在乘车区间的信息；
    所述车票给所述车站计算机系统的车票计算单元传输信息；所述信息包含所述乘客在乘车区间的信息；
    所述车站计算机系统含车站终端设备；所述自动售检票系统含所述车站计算机系统；出站检票机含出站检票机的读写器。
  51. 根据权利要求51，所述自动售检票系统，其中，进一步包括脱网系统传输方式，软件程序设置读写器含公交车载读写器以数字(本发明暂以数字金额)金额做为密钥，做为乘车区间标记给区间车票打乗车区间标记；数字金额不起货币意义，只是做为标记的密钥，密钥也可用任意数值，或可选择最后在出站检票机计算时再减去等数字金额数值；其密钥采用数字金额，是读写器为公交车读 写器的原因，由中央计算机中设置任意密码；包含在出站检票机再将密钥数字金额等额补齐。
  52. 根据权利要求40，所述自动售检票系统，所述读写器与所述自动售检票系统联接采用无线通信系统和有线通信系统；进一步包括：
    在无线通信系统和有线通信系统；
    所述读写器和/或所述车票给所述车站计算机系统的车票计算单元传输信息；所述信息包含所述乘客在乘车区间的信息和/或所述车票的编号；
    所述自动售检票系统含所述车站计算机系统；所述车站计算机系统含车站终端设备。
  53. 根据权利要求54，所述自动售检票系统，进一步包括：
    所述无线通信系统和有线通信系统；
    AFC网络通信系统：地铁AFC网络系统由三部分组成，即中心主机网络系统、车站主机网络系统和骨干网络传输系统；AFC系统网络通过网络传输，将中心AFC系统、车站AFC系统、自动售票机、进出闸机和所述读写器等终端设备连接起来；车站AFC主机完成交易数据处理上传和控制信息的上传和下传；终端设备完成交易数据的采集，由车站AFC主机管理，它通过车站局域网络连接，并通过专用骨干网络将数据转发到AFC中心主机；控制信息包含所述车票的编号；
    AFC系统终端设备：所述读写器：用于信息记录，所述信息记录含乘客在车站付费区的检查记录和、或乘车区间标记，主要功能有记录和、或乘车区间标记，能与车站AFC应用系统进行网络通信和数据交换；车站AFC应用系统含出站检票机。
  54. 根据权利要求55，所述自动售检票系统的无线通信系统和有线通信系统，其中，进一步包括存储器，所述存储器一面与所述读写器联接通信，一面与所述票价计算单元联接通信；
    所述存储器的功能是存储所述读写器与所述票卡偶合所得到的数据，数据含记录所述票卡的编号数据。所述存储器一面与所述读写器联接通信，一面将数据存储并实时提供所述票价计算单元使用；
    所述读写器与所述票卡偶和，记录所述票卡的编号，并将所述读写器的乘车区间标记和所述票卡的编号，通过无线通信系统和有线通信系统传输给站台计算机的存储器，所述存储器为专用于存储所述读写器的乘车区间标记和所述票卡的编号，是车票计算单元信息存储和交流中心；存储器以存储单元为存储单位；所述存储器包含设在线路中央计算机、车站计算机或出站检票机的读写器；所述存储器有存储地址；并上传到线路中央计算机，线路中央计算机，和/或通过线路中央计算机，线路中央计算机，下传到线路的各个车站计算机的所述存储器；
    (注：存储器：存储程序和数据，是计算机各个信息存储和交流中心；存储器以存储单元为存储单位，每个存储单元有一个存储地址；)
    各个车站计算机的所述存储器下传到终端设备的车票计算单元所述存储器；当乘客出站在出站检票机刷卡时，车票计算单元根据：所述车票计算单元的方法按包含至少一个按进站检票机的标记+所述乗车区间标记和或所述票卡的编号+出站检票机的标记计算得＝乘客的票价；
    所述读写器通过所述无线通信系统和有线通信系统；将所述信息记录上传到存储单元，所述存储单元与票价计算单元连接，存储单元的功能是存储所述信息记录，并实时提供票价计算单元，进行对比计算。
  55. 根据权利要求56，所述自动售检票系统，其中，进一步包括无线通信系统和有线通信系统；所述读写器通过车站局域网网络连接到车站计算机，车站计算机通过线路局域网网络连接到各线路中央计算机，各线路中央计算机互联，并且各线路中央计算机通过线路局域网网络连接到车站计算机，下达的所述读写器的信息，车站局域网网络含无线局域网网络和有线局域网网络；
    所述出站检票机通过车站局域网网络连接到线路中央计算机，接收线路中央计算机下达的所述读写器信息，存入车票计算单元的所述存储器，并提供所述出站检票机实时调用，于所述出站检票机上刷的所述票卡的记录数据进行组合后，与计算单元的计算方法对比，从而实时按《票价规定》得出乘客的票价。
    其中车站局域网网络，可以是专用车站局域网网络，或借用其他车站局域网网络。
  56. 一种实施所述自动售检票系统的车票的使用管理方法；
    所述自动售检票系统的所述车票发行及使用管理主要包括所述车票编码定义、所述车票初始化、所述车票的赋值发售、所述车票的管理等。所述车票的发行及使用管理流程图如图3所示：
    发行及使用管理的流程：第一步车站售票系统出售可记写“乘车区间对应”标记的所述车票；第二步通过进站检票机刷所述车票记写“进站站次”；第三步在所述乘车区间对应的站台的所述读写器和或所述乘车区间车厢里所述读写器上刷至少一次所述车票，并在区间车票中记写乘客所乘车厢的乘车区间标记，第四步出站检票机刷卡，进一步所述车票与车站计算机中的车票计算单元连接，车站计算机中的车票计算单元，车票计算单元含设置有车票计算方法，并按车站制定的票价规定，得出票价计入所述票卡，车站计算机含出站检票机的读写器；发行及使用管理既乘客乘坐票价清算的流程，乘车区间标记含符号或密钥。
  57. 根据权利要求58，所述自动售检票系统，所述车票计算单元的方法，其技术特征是：包含按进站检票机的标记、至少一个按所述乗车区间标记和或所述票卡的编号、出站检票机的标记得出乘客的票价。
  58. 根据权利要求59，所述自动售检票系统，所述车票计算单元的方法，
    其中，进一步包括所述车票计算方法的技术特征是：所述车票计算单元的方法为两部分：(1)判定部记忆内容：按包含按进站检票机的标记、至少一个所述乗车区间标记和/或所述票卡的编号、出站检票机的标记计算得出乘客的票价；(2)判定部记忆内容与所述IC卡的系统乘车区间标记的进行实时对比判定；当所述票卡刷卡时，车票计算单元将所述票卡的记录信息(系统乘车区间标记)与判定部记忆内容的对比判定；对比对比一至按车站《票价规定》计票价。
  59. 根据权利要求59，所述自动售检票系统，其中，设置有车票计算单元方法，所述车票计算单元的方法判定部记忆内容的技术特征是：
    系统乘车区间标记，所述系统乘车区间标记包含按进站检票机的标记、至少一个所述乗车区间标记和或所述票卡的编号、出站检票机的标记；
    系统乘车区间标记与票价成为的一一对应关系组成判定部记忆内容。
  60. 根据权利要求61，所述自动售检票系统，其中，进一步包括所述自动售检票系统的所述车站计算机系统的车票计算单元方法的判定部记忆内容；所述车站计算机系统含车站终端设备，所述车票计算单元方法的判定部记忆内容的特征是：
    将全城市轨道列车的各个线路的进站到出站的系统乘车区间标记与票价的一一对应关系列为程序，做为票价计算单元的票价计算方法的全城市轨道列车的判定部记忆内容设置在票价计算单元。
    全城市轨道列车的判定部记忆内容设置在票价计算单元，作为与出站检票机的读写器刷卡时，与所述票卡的系统乘车区间标记的对比判定；当所述票卡刷卡时，车票计算单元将所述票卡的记录信息与判定部记忆内容的对比判定，设置在票价计算单元含设置在终端层出站检票机的读写器，或称车票处理模块；所述票卡的记录信息含系统乘车区间标记。
  61. 根据权利要求55，所述自动售检票系统，其中，进一步包括所述自动售检票系统的所述车站计算机系统的车票计算单元，所述车站计算机系统含车站终端设备；设置有车票计算单元方法，所述车票计算单元的方法的技术特征是：
    车票记算程序：将全部城市轨道交通自动售检票系统中的所有进站站次+所述乘车区间标记+到出站站次的系统乘车区间标记对应的票价列为车票记算程序，车票记算程序或称判定部记忆内容；并设置在票价计算单元，或称车票处理模块；
    出站检票机是对乘客使用票卡中所记录的信息进行读取，与判定部记忆内容进行对比判定：第一步，判断有无所述乘车区间标记，无所述乘车区间标记，按现有票价规定计算票价；第二步，有所述乘车区间标记，按车站制定的《票价规定》计算票价，《票价规定》含《优惠价参数表及乗车区间分布结构式》。
  62. 根据权利要求56，所述自动售检票系统，其中，进一步包括所述自动售检票系统的所述车站计算机系统的车票计算单元设置有车票计算单元方法，所述车站计算机系统含车站终端设备；所述车票计算单元的方法的技术特征是：
    车票记算方法和票价表由轨道交通清分系统统一制定，车票记算方法包含判定部记忆内容；并下传到各线路中央计算机系统及车站计算机系统及相关设备含车票记算单元上，含出站检票机的读写器；
    其中，进一步包括将车票记算方法设置在以下其中至少一个系统中：票卡含微处理器单元CPU、出站检票机的读写器、车票处理模块、出站检票机、车站计算机系统、中央计算机系统和轨道交通“一票通”清分系统。
    车票记算方法和票价表由轨道交通清分系统统一制定发布，并下发到各线路中央计算机系统及车站计算机系统。
  63. 一种在所述侯站车厢停车位置对应的站台区域的站台设置的闸机计数控制门，所述侯站车厢停车位置或称优惠区，其中，进一步包括所述优惠区采用半封闭式优惠区或全封闭式两种优惠区；只有进入优惠区刷卡，出优惠区无闸机的形式属半封闭式优惠区；进入优惠区刷卡，出优惠区可不刷卡，闸机感应有人出时就开，进入的旅客无法进入，既单向自由通行的闸机的形式属全封闭式优惠区；在每个所述优惠区站台至少设一台所述读写器；
    其中，进一步包括在与所述侯站车厢停车位置对应的站台区域安装有所述读写器，所述读写器与进入闸机相连接，所述侯站车厢停车位置对应的站台区域配置为出站有闸机可不刷卡出站，站台优惠区不刷卡不能进入；
    闸机计数控制门，进一步包括在所述进入闸机装有计数器，所述计数器达到预定人数时就控制闸机门关闭；每次车开后所述计数器清零，重新计数。
  64. 根据权利要求65，所述站台设置的闸机计数控制门，进一步包括将站台分为站内车厢乘车区和优惠区，所述优惠区是与侯站车厢停车位置对应的站台区间，即远途旅客乘车区；站内车厢乘车区即中、近途旅客乘车区，乘坐的站内车厢停车位置对应的站台区间。
  65. 根据权利要求65，所述站台设置的闸机计数控制门，其中，进一步包括所述优惠区采用半封闭式优惠区或全封闭式两种优惠区；只有进入优惠区刷卡，出优惠区无闸机的形式属半封闭式优惠区；进入优惠区刷卡，出优惠区可不刷卡，闸机感应有人出时就开，进入的旅客无法进入，既单向自由通行的闸机的形式属全封闭式优惠区；在每个所述优惠区站台至少设一台所述读写器。
  66. 根据权利要求65，所述站台设置的闸机计数控制门，其中，进一步包括在所述进入闸机装有计数器，计数器设置了进入闸机的乘客的数量，数量限制在合理范围数，并计数器联接有探测仪；探测仪在探测到列车开车后，计数器清零，探测仪停止计数器的计数工作，随后又恢复计数器的重新计数，不断循环；超过预定人数时，全封闭式优惠区的进入口闸机会亮红灯或蜂鸣器响告诉旅客已超载，请乘坐后续列车。
  67. 根据权利要求65，所述站台设置的闸机计数控制门，其中，进一步包括在与所述侯站车厢停车位置对应的站台区域安装有所述读写器，所述读写器与进入闸机相连接，所述侯站车厢停车位置对应的站台区域配置为出站有闸机可不刷卡出站，站台优惠区不刷卡不能进入。
  68. 一种轨道列车售检票系统其特征在于，
    轨道列车售检票系统用于长超站台的轨道列车编组简称所述轨道列车编组，所述轨道列车编组被划分至少两个乘车区间被划分至少两个乘车区间，包含划分为第一乘车区间和第二乘车区间，当所述轨道列车编组停在列车站台，且所述第一乘车区间在站台内时，所述第二乘车区间在站台外，所述方法包括：
    接收起始车站信息和到达车站信息；
    确定所述起始车站信息和所述到达车站信息对应的路途区间，其中，所述路途区间包括第一路途区间和第二路途区间；
    获取与确定的路途区间相对应的乘车区间标记，其中，所述第一路途区间对应第一乘车区间标记，所述第二路途区间对应第二乘车区间标记；
    输出携带有获取到的乘车区间标记的车票，或称区间车票，其中，携带有所述第一乘车区间标记的车票用于乘坐所述第一乘车区间，携带有所述第二乘车区间标记的车票用于乘坐所述第二乘车区间。
  69. 根据权利要求70，所述轨道列车售检票系统其特征在于，
    所述轨道列车编组所经过的站台按顺序被编号为奇数站台和偶数站台，当所述轨道列车编组停在所述奇数站台时，所述第一乘车区间在站台内，所述第二乘车区间在站台外，当所述轨道列车编组停在所述偶数站台时，所述第一乘车区间在站台外，所述第二乘车区间在站台内；
    所述奇数站台对应所述第一路途区间，所述偶数站台对应所述第二路途区间，
    确定所述起始车站信息和所述到达车站信息对应的路途区间包括：
    根据所述到达车站信息判断到达车站的站台属于所述奇数站台或属于所述偶数站台；
    当所述到达车站的站台属于所述奇数站台时，确定所述起始车站信息和所述到达车站信息对应的路途区间为所述第一路途区间；以及
    当所述到达车站的站台属于所述偶数站台时，确定所述起始车站信息和所述到达车站信息对应的路途区间为所述第二路途区间。
  70. 根据权利要求70，所述轨道列车售检票系统，其特征在于，
    所述轨道列车编组由位于列车头部和/或尾部的站外车厢编组《减：编组》、位于列车中部的站内车厢、位于所述站外车厢与所述站内车厢之间的过渡车厢构成，其中，所述站外车厢和所述过渡车厢构成所述第二乘车区间，所述站内车厢构成所述第一乘车区间，所述长超站台的轨道列车停在任意的列车站台时，所述第一乘车区间均在站台内，所述第二乘车区间均在站台外；
    当乘车距离付合第一路途区间预定距离时，所述起始车站信息和所述到达车站信息对应所述第一路途区间，当所述乘车距离付合第二路途区间预定距离时，所述起始车站信息和所述到达车站信息对应所述第二路途区间，
    所述路途区间与长超站台的轨道列车编组的所述乗车区间按对应关系；确定所述收起始车站信息和所述到达车站信息对应所述第二路途区间或对应所述第一路途区间。
  71. 根据权利要求70至72，中任一项所述轨道列车售检票系统，其特征在于，所述车票为纸质车票，所述乘车区间标记包括符号、数字、文字和/或密钥，输出携带有获取到的乘车区间标记的车票包括：
    将所述获取到的乘车区间标记通过二维码或条形码印制在所述纸质车票上；
    输出所述纸质车票。
  72. 根据权利要求70至72，中任一项所述轨道列车售检票系统》，其特征在于，所述车票为智能卡车票，所述乘车区间标记包括符号、数字、文字和/或密钥，输出携带有获取到的乘车区间标记的车票包括：
    将所述乘车区间标记转换为所述智能卡车票可存储的信息形式；
    将转换后得到的所述乘车区间标记存储的所述智能卡车票，其中，输出所述智能卡车票。
    所述轨道列车售检票系统出售储值卡车票，所述储值卡车票含城市一卡通。
  73. 一种轨道列车自动售检票系统，其特征在于，
    所述轨道列车编组的车厢被划分至少两个乘车区间，包含划分为第一乘车区间和第二乘车区间，当所述长超站台的轨道列车停在列车站台，且所述第一乘车区间在站台内时，所述第二乘车区间在站台外，当所述轨道列车编组停在列车站台，且所述第一乘车区间在站台内时，所述第二乘车区间在
    站台外，所述系统包括以下四层架构：
    第一层，由线路中央计算机系统构成的中央层；
    第二层，由车站计算机系统构成的车站层；
    第三层，由车站终端设备组成的终端层；
    第四层，车票，其中，所述车票包括单次车票和储值卡车票，所述单次车票为所述列车车站计算机系统采用权利要求1至5中任一项所述轨道列车编组的售票方法输出的车票，所述单次车票携带有所述列车车站计算机系统写入的乘车区间标记。
  74. 根据权利要求75，所述轨道列车自动售检票系统》，其特征在于，所述车站终端设备包括进站检票机、出站检票机和读写器，
    所述进站检票机用于将进站车站信息写入所述单次车票和所述储值卡车票；
    所述读写器安装在所述进站检票机与所述出站检票机之间，用于将乘客所乘坐的车厢对应的乘车区间标记写入所述储值卡车票和所述单次车票；
    所述出站检票机用于根据出站车站信息、所述储值卡车票中的进站车站信息和乘车区间标记计算票价，并根据计算得到的票价扣除所述储值卡车票的金额；
    所述出站检票机还用于根据出站车站信息、所述单次车票中的进站车站信息、所述列车车站计算机系统写入的乘车区间标记、所述读写器写入的乘车区间标记确定闸机是否放行。
  75. 根据权利要求76，所述轨道列车自动售检票系统，其特征在于，所述读写器安装在所述进站检票机与所述进站检票机之间包括：
    所述读写器安装在车厢对应的站台处；所述读写器安装在车厢中；
    所述读写器是与所述车票相对应的读写器。
  76. 根据权利要求77，所述轨道列车自动售检票系统，其特征在于，
    所述轨道列车编组为高铁列车、动车组列车、火车客车列车、城际轻轨列车、磁悬浮列车或地铁列车；
    所述车票为IC卡、CPU卡、M1卡或PASMO卡；
    所述轨道列车售检票系统出售储值卡车票，所述储值卡车票含城市一卡通。
  77. 一种引导图电子显示屏，所述引导图电子显示屏，其中，进一步包括在所述侯站车厢、无侧门车厢设有本站即时滚动按《优惠价参数表及乗车区间分布结构式》制定的乗车区间引导图电子显示屏，乗客乗车时以乗客“路途区间”在所述引导图电子显示屏显示的“乗车区间”标记色乗车。
  78. 一种用于权利要求1所述轨道列车信号系统，用于长度超出站台的的轨道列车编组，进一步包括含根据权利要求1所述的轨道列车编组；所述轨道列车信号系统的功能是，轨道列车编组的信号系统数据中的轨道列车长度数据，采用基于所述的轨道列车编组的站外无侧门车厢的长度与站内车厢的长度总合。
  79. 根据权利要求75，80，所述的轨道列车信号系统，其中，进一步包括所述轨道列车信号系统数据中的列车长度至少有一个设定为所述轨道列车长度数据。
  80. 根据权利要求81，所述轨道列车信号系统，其中，进一步包括所述信号系统包括自动控制系统系统与外围通用信号设备，所述自动控制系统数据中和/或外围通用信号设备中的列车长度至少有一个设定为所述轨道列车长度。
  81. 根据权利要求82，所述的轨道列车信号系统，其中，进一步包括列车运行进路控制技术的数据列车长度至少有一个设定为所述轨道列车长度。
PCT/CN2015/000137 2014-03-07 2015-03-06 长超站台的轨道列车及其编组系统 WO2015131661A1 (zh)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202111585468.8A CN114973429A (zh) 2014-03-07 2015-03-06 一种轨道列车自动售检票系统
CN201580005972.2A CN106163897A (zh) 2014-03-07 2015-03-06 长超站台的轨道列车及其编组系统

Applications Claiming Priority (32)

Application Number Priority Date Filing Date Title
CN201410081949.9A CN103863331A (zh) 2014-03-07 2014-03-07 长超站台的轨道列车编组
CN201410081947.X 2014-03-07
CN201410081949.9 2014-03-07
CN201410081947 2014-03-07
CN201410084479.1 2014-03-10
CN201410084479 2014-03-10
CN201410084488 2014-03-10
CN201410084474 2014-03-10
CN201410084472 2014-03-10
CN201410084477 2014-03-10
PCT/CN2014/000229 WO2015027658A1 (zh) 2013-08-26 2014-03-10 长超站台的轨道列车编组，候站、无侧门车厢及广告灯箱
CNPCT/CN2014/000229 2014-03-10
CN201410084472.X 2014-03-10
CN201410084488.0 2014-03-10
CN201410084477.2 2014-03-10
CN201410084474.9 2014-03-10
CN201410253963.2 2014-06-10
CN201410253963 2014-06-10
CN201410363924 2014-07-29
CN201410363924.8 2014-07-29
CN201410363916.3 2014-07-29
CN201410363916 2014-07-29
CN201410377712.5 2014-08-04
CN201410377712 2014-08-04
CN201510074955 2015-02-08
CN201510074955.6 2015-02-08
CN201510066403 2015-02-10
CN201510066403.0 2015-02-10
CN201510069213 2015-02-11
CN201510069212 2015-02-11
CN201510069212.X 2015-02-11
CN201510069213.4 2015-02-11

Publications (1)

Publication Number Publication Date
WO2015131661A1 true WO2015131661A1 (zh) 2015-09-11

Family

ID=54054517

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2015/000137 WO2015131661A1 (zh) 2014-03-07 2015-03-06 长超站台的轨道列车及其编组系统

Country Status (2)

Country Link
CN (2) CN106163897A (zh)
WO (1) WO2015131661A1 (zh)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109688585A (zh) * 2018-12-28 2019-04-26 卡斯柯信号有限公司 应用于列车监控系统的车地无线通信加密方法与装置
CN110008486A (zh) * 2018-01-05 2019-07-12 上海申通地铁集团有限公司 轨道交通闭塞设备数据提取方法
CN110705200A (zh) * 2019-09-30 2020-01-17 中铁第四勘察设计院集团有限公司 区间轨道电路分割方法及装置
CN111994134A (zh) * 2020-09-04 2020-11-27 中国国家铁路集团有限公司 一种基于到发线运用的列车到达追踪间隔时间压缩方法
CN112508034A (zh) * 2020-11-03 2021-03-16 精英数智科技股份有限公司 货运列车故障检测方法、装置及电子设备
CN113377032A (zh) * 2021-06-09 2021-09-10 王海涛 悬挂式轨道交通系统的控制系统及运行控制方法
CN113408859A (zh) * 2021-05-26 2021-09-17 上海工程技术大学 一种考虑客流管控措施的城市轨道交通线路客流与列车匹配方法
CN113879362A (zh) * 2021-10-19 2022-01-04 上海电气泰雷兹交通自动化系统有限公司 一种地铁逃生平台的控制方法
CN114613184A (zh) * 2022-02-07 2022-06-10 中铁大桥勘测设计院集团有限公司武汉分公司 一种客运站房站智能站台地面显示系统

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112109776B (zh) * 2020-08-25 2022-06-17 通号城市轨道交通技术有限公司 一种列车海量数据处理装置及处理方法
CN114228792B (zh) * 2021-12-23 2024-06-04 交控科技股份有限公司 基于全自动运行的虚拟保护区段的停车方法和装置

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5431111A (en) * 1992-11-27 1995-07-11 Abb Henschel Waggon Union Gmbh Railborne vehicle
CN101872494A (zh) * 2009-04-22 2010-10-27 上海易悠通信息科技有限公司 二维码火车票及其发售和验票与检票管理系统
CN103112461A (zh) * 2013-01-24 2013-05-22 侯庆生 长度超出站台的地铁列车编组
CN103523058A (zh) * 2013-10-15 2014-01-22 广州杰赛科技股份有限公司 地铁响应处理设备的调节方法及系统
CN103847753A (zh) * 2014-03-07 2014-06-11 刘健 长超站台的轨道列车编组的侯站车厢制造
CN103847754A (zh) * 2014-03-07 2014-06-11 刘健 长超站台的轨道列车编组的过渡无侧门车厢制造
CN103847752A (zh) * 2014-03-07 2014-06-11 刘健 长超站台的轨道列车无侧门车厢制造
CN103863331A (zh) * 2014-03-07 2014-06-18 刘健 长超站台的轨道列车编组
WO2015027356A1 (zh) * 2013-08-26 2015-03-05 Liu Jian 长度超出站台的轨道列车编组方法
WO2015027666A1 (zh) * 2013-08-26 2015-03-05 Liu Jian 长超站台的轨道列车及其编组系统

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4841871A (en) * 1984-04-19 1989-06-27 Leibowitz Martin Nick Modular transportation system with aerodynamic lift augmented traction vehicles
FR2658467A1 (fr) * 1990-02-21 1991-08-23 Arnaud Jean Augmentation de debit d'un reseau comportant un troncon central et deux embranchements.
CN103318185B (zh) * 2012-03-21 2019-08-23 王哲 一种地铁或轻轨超长列车编组运行和站台长度确定的方法
CN103273924B (zh) * 2013-05-17 2017-01-25 韩斐迪 一种高架微型轨道自动公交系统

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5431111A (en) * 1992-11-27 1995-07-11 Abb Henschel Waggon Union Gmbh Railborne vehicle
CN101872494A (zh) * 2009-04-22 2010-10-27 上海易悠通信息科技有限公司 二维码火车票及其发售和验票与检票管理系统
CN103112461A (zh) * 2013-01-24 2013-05-22 侯庆生 长度超出站台的地铁列车编组
WO2015027356A1 (zh) * 2013-08-26 2015-03-05 Liu Jian 长度超出站台的轨道列车编组方法
WO2015027658A1 (zh) * 2013-08-26 2015-03-05 Liu Jian 长超站台的轨道列车编组，候站、无侧门车厢及广告灯箱
WO2015027666A1 (zh) * 2013-08-26 2015-03-05 Liu Jian 长超站台的轨道列车及其编组系统
CN103523058A (zh) * 2013-10-15 2014-01-22 广州杰赛科技股份有限公司 地铁响应处理设备的调节方法及系统
CN103847753A (zh) * 2014-03-07 2014-06-11 刘健 长超站台的轨道列车编组的侯站车厢制造
CN103847754A (zh) * 2014-03-07 2014-06-11 刘健 长超站台的轨道列车编组的过渡无侧门车厢制造
CN103847752A (zh) * 2014-03-07 2014-06-11 刘健 长超站台的轨道列车无侧门车厢制造
CN103863331A (zh) * 2014-03-07 2014-06-18 刘健 长超站台的轨道列车编组

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110008486A (zh) * 2018-01-05 2019-07-12 上海申通地铁集团有限公司 轨道交通闭塞设备数据提取方法
CN110008486B (zh) * 2018-01-05 2024-02-02 上海申通地铁集团有限公司 轨道交通闭塞设备数据提取方法
CN109688585A (zh) * 2018-12-28 2019-04-26 卡斯柯信号有限公司 应用于列车监控系统的车地无线通信加密方法与装置
CN109688585B (zh) * 2018-12-28 2023-10-13 卡斯柯信号有限公司 应用于列车监控系统的车地无线通信加密方法与装置
CN110705200B (zh) * 2019-09-30 2022-04-26 中铁第四勘察设计院集团有限公司 区间轨道电路分割方法及装置
CN110705200A (zh) * 2019-09-30 2020-01-17 中铁第四勘察设计院集团有限公司 区间轨道电路分割方法及装置
CN111994134A (zh) * 2020-09-04 2020-11-27 中国国家铁路集团有限公司 一种基于到发线运用的列车到达追踪间隔时间压缩方法
CN112508034A (zh) * 2020-11-03 2021-03-16 精英数智科技股份有限公司 货运列车故障检测方法、装置及电子设备
CN112508034B (zh) * 2020-11-03 2024-04-30 精英数智科技股份有限公司 货运列车故障检测方法、装置及电子设备
CN113408859A (zh) * 2021-05-26 2021-09-17 上海工程技术大学 一种考虑客流管控措施的城市轨道交通线路客流与列车匹配方法
CN113408859B (zh) * 2021-05-26 2022-05-20 上海工程技术大学 一种考虑客流管控措施的城市轨道交通线路客流与列车匹配方法
CN113377032A (zh) * 2021-06-09 2021-09-10 王海涛 悬挂式轨道交通系统的控制系统及运行控制方法
CN113377032B (zh) * 2021-06-09 2022-09-27 王海涛 悬挂式轨道交通系统的控制系统及运行控制方法
CN113879362A (zh) * 2021-10-19 2022-01-04 上海电气泰雷兹交通自动化系统有限公司 一种地铁逃生平台的控制方法
CN113879362B (zh) * 2021-10-19 2024-04-23 上海电气泰雷兹交通自动化系统有限公司 一种地铁逃生平台的控制方法
CN114613184A (zh) * 2022-02-07 2022-06-10 中铁大桥勘测设计院集团有限公司武汉分公司 一种客运站房站智能站台地面显示系统

Also Published As

Publication number Publication date
CN114973429A (zh) 2022-08-30
CN106163897A (zh) 2016-11-23

Similar Documents

Publication Publication Date Title
US10843713B2 (en) Railroad train with length more than platform and its marshalling system
WO2015131661A1 (zh) 长超站台的轨道列车及其编组系统
JP2016536203A5 (zh)
CN107284471B (zh) 一种基于车车通信的cbtc系统
CN104925067B (zh) 一种轨道列车售检票系统的车票管理办法
CN108146471B (zh) 采用基于车车通信的cbtc系统应对潮汐客流的运行方法
CN107161178A (zh) 一种悬挂式列车在车辆段内位置的自动追踪系统及方法
CN106428028A (zh) 网格状悬挂式空中城市公交运输系统
Cuppi et al. High density European Rail Traffic Management System (HD-ERTMS) for urban railway nodes: The case study of Rome
CN204586871U (zh) 长超站台的轨道列车编组系统
KR102061045B1 (ko) 궤도열차의 역무 자동화 시스템
WO2015131660A1 (zh) 长超站台的轨道列车售检票系统
CN201932156U (zh) 高架与地下传送带公交系统
CN110203214A (zh) 一种智能交通运输系统及其工作方法
CN112907116B (zh) 一种游乐项目的多辆无轨车的调度方法及系统
CN100457517C (zh) 单人车厢高架轨道列车交通系统
CN113788045B (zh) 基于动态多目标优化控制的有轨电车信号控制系统与方法
Liu et al. High-Speed Railway Transportation Organization
CN116811919A (zh) 超站台城市轨道列车的站台上乘客监视系统
Stanger An Evaluation of Los Angeles’s Orange Line Busway
Diamond BQX Streetcar-Learning From Other Projects
CN116811920A (zh) 超站台城市轨道列车的站台上乘客监视系统
CN116142257A (zh) 一种列车控制系统
CN116654060A (zh) 山地轨道交通列车控制系统
Joos Light transit to combat congestion

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 15759139

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 15759139

Country of ref document: EP

Kind code of ref document: A1