WO2019179207A1

WO2019179207A1 - Novel urban rail traffic system

Info

Publication number: WO2019179207A1
Application number: PCT/CN2019/000045
Authority: WO
Inventors: 段绪松
Original assignee: 段绪松
Priority date: 2018-03-21
Filing date: 2019-03-05
Publication date: 2019-09-26
Also published as: CN208306642U

Abstract

Provided is a novel urban rail traffic system, comprising a plurality of rail traffic vehicles (100), an air running rail (200) matched with the plurality of rail traffic vehicles (100), and a traffic control system being in communication connection with the plurality of rail traffic vehicles (100) and the air running rail (200), wherein, the traffic control system comprises at least one background server (300), a plurality of sub-servers (400) and a plurality of clients (500), each sub-server (400) and each client (500) are both in communication connection with the background server (300), each sub-server (400) is also correspondingly in communication connection with the plurality of rail traffic vehicles (100) running on the near air running rail (200), and the two adjacent sub-servers (400) and the two adjacent rail traffic vehicles (100) are in communication connection with each other. The novel urban rail traffic system has the advantages of fast lane changing, stable and safe operation, short waiting time, no congestion, good taking environment, convenient operation, convenient and rapid traveling, low time mistaking rate, low labor lost rate and low manufacturing cost.

Description

A new type of urban rail transit system

Technical field

The invention relates to the technical field of air rail transit, in particular to a novel urban rail transit system.

Background technique

With the development of society, urbanization has become an important development direction, and urban traffic has become a major problem in the process of urbanization. Especially in cities with crowded traffic, this problem is more prominent. Therefore, the problem of traffic congestion and the difficulty of handling congestion has always been a hot issue in society. The mixed traffic congestion phenomenon in the city not only gives the inconvenience to the pedestrians, but also causes frequent traffic accidents.

The current urban transportation is mainly caused by rail transit and highway traffic. The rail transit is mainly subway, high-speed rail, light rail and modern trams. Such rail projects are large in quantity, time-consuming, high in engineering cost, and cost hundreds of millions of dollars. It also occupies a large number of places, construction and practical effects will affect the surrounding; while road traffic is mainly buses, private cars and taxis, buses are prone to errors, private cars are costly, and taxi charges are not guaranteed. Wrong time.

In response to this situation, there have been many similar airborne orbital design schemes at home and abroad, but they have not been effectively implemented and applied, and these airborne track design schemes and the above-mentioned urban traffic are actually solving the inconvenience of travellers. Especially in the peak hours of commuting, holidays, etc., there will be crowded problems in the traffic stations of various cities, or there are problems such as overcrowding or overloading in the compartments. Crowding will generally make people feel uncomfortable, especially when it is hot. In the summer, it is very easy to feel uncomfortable and crowded in the crowded compartment, and overloading is also very likely to cause traffic accidents.

Summary of the invention

The object of the present invention is to provide a new urban rail transit system with low cost, strong applicability, safe and reliable operation, effective relief of traffic pressure, and comfortable and convenient traveler.

In order to achieve the above object, the technical solution adopted by the present invention is: a novel urban rail transit system, comprising a plurality of traffic rail cars, and an air traffic track coordinated with the plurality of traffic rail cars, and a traffic control system for a traffic rail car and an air traffic track communication connection, the traffic control system comprising at least one background server, a plurality of sub-servers and a plurality of clients, each of the sub-servers and clients being associated with the background Server communication connection, each of the sub-servers also correspondingly communicates with a plurality of traffic rail cars traveling on the airway track in the vicinity thereof, and between the two adjacent sub-servers and between the two adjacent traffic rail cars Communication connection.

In the above technical solution, the traffic rail car comprises a suspended car, wherein 4-6 seats, a driving signal controller and an emergency power supply are arranged in the suspended car, in the suspended car A pair of vehicle doors are symmetrically arranged on the left and right sides, a pair of windows are symmetrically arranged on the front and rear sides of the suspended car, and a pair of row wheel devices and a pair of hangings are symmetrically arranged on the left and right sides of the top of the suspended car a wheel device and a pair of row wheel motors, a pair of the hanging wheel devices located on the left and right sides of the top of the suspended car are located between a pair of the row wheel devices on the left and right sides, in the hanging type A power-off brake device is disposed between the pair of the hanging wheel devices at the top of the carriage and on the left and right sides, and a first photoelectric sensing device is disposed on the top of each of the hanging wheel devices, and the row on each side The wheel device is electrically connected to the row wheel motor disposed on the same side, and the power-off brake device, the emergency power source, the traveling wheel motor, and the first photoelectric sensing device are electrically connected to the driving signal controller, each of which is Comment Railcar traffic signal controller corresponds to the traffic control system connected to the back-end server and the corresponding points communicating with the server

In the above technical solution, each of the row wheel devices includes a first bracket, a first baffle and two rows of wheels, and the first bracket is fixed on the top of the suspended car, the first baffle Fixing on the outer side of the first bracket, two of the row wheels are symmetrically disposed at two ends of the first bracket and located inside the first bracket, and each of the row wheels respectively passes through the first axle corresponding to the first axle a bracket is slidably coupled to each other, and a disc brake is further disposed on each of the wheels of the row of wheels, and a first spring ejector is disposed directly below each of the first axles. The minimum spring force of the first spring thimble is at least twice the sum of the gravity of the row wheel and the first wheel axle;

Each of the hanging wheel devices includes a second bracket, a second baffle and one or two hanging wheels, the second bracket is fixed on the top of the suspended car, and the second baffle is fixed at the The outer side of the second bracket, each of the hanging wheels is fixedly connected to the second bracket through the second axle;

When each of the hanging wheel devices includes a hanging wheel, the hanging wheel is disposed inside the corresponding second bracket and above the center of the two rows of wheels of the row wheel device disposed on the same side thereof;

When each of the hanging wheel devices comprises two hanging wheels, the two hanging wheels are symmetrically disposed on the inner sides of the two ends of the corresponding second brackets and are respectively arranged on the two rows of wheels of the row wheel device disposed on the same side thereof One-to-one correspondence;

The power-off brake device includes a second spring ejector pin and a hydraulic cylinder, the second spring thimble end is connected to the piston rod of the hydraulic cylinder, and the other end is a free movable end, and the hydraulic cylinder is fixed on the suspension Top of the car;

Each of the first photo sensing devices includes a first photosensor, a first photoelectric reflector, and a first photoreceiver, and a first photosensor is provided for transmitting a vehicle coded information. An infrared light emitting circuit, wherein the first photoreceiver is provided with an infrared light signal receiving circuit for receiving information with track position code, each of the first photoelectric sensing devices being fixed at a corresponding hanging The second stent tip of the wheel assembly.

In the above technical solution, a speed sensor is further disposed on each of the wheels of the row of wheels, and a hook fixed to the second bracket is further disposed under each of the hanging wheels and above the row of wheels. .

In the above technical solution, the airway track comprises a plurality of inverted T-shaped rail beams and a plurality of gantry rail columns for supporting the plurality of inverted T-shaped rail beams and spaced apart and spanning both sides of the road, and further comprising an interval For each platform on both sides of the road, each of the stations disposed on the same side of the road corresponds to all the links on the same side of the road for the return of the traffic car or the inverted T-track beam, in each station. One of the sub-servers is arranged correspondingly in the station.

In the above technical solution, the inverted T-shaped rail beam located in each traveling direction of the airway track includes an inverted T-shaped rail beam section for the straightness of the traffic railcar or/and a left turn for the traffic railcar. Inverted T-track beam section or/and inverted T-track beam section for right turn and inverted T-track beam section for traffic railcar entry and exit stations, each of said left or right turn inverted T-track The abutting portions of the beam section and the corresponding straight inverted T-shaped rail beam sections are respectively butted together by a bifurcated connecting piece, and each of the branching connecting pieces comprises a branching port signal controller and a forked port signal monitor , a fork protection cover, a forked inverted T-track beam section, a plurality of double-layer fixed guide wheels and a plurality of single-layer movable guide wheels, wherein the fork signal controller and the fork signal monitor are fixed In the furcation shield, the furcation shield cover is disposed directly above the outer periphery of the branching inverted T-shaped rail beam section, and the plurality of double-layer fixed guide wheels are respectively disposed in the branch The forks are inverted on both sides of the two ends of the T-shaped rail beam section and respectively with the side wall of the furcation shield or The wall is fixedly connected by a fixing rod, and the plurality of single-layer movable guiding wheels are symmetrically divided and disposed on both sides of the middle portion of the branching inverted T-shaped rail beam section and the two side walls of the branching fork shield are passed through the movable rod a sliding connection, corresponding to each of the movable rods, a guide wheel motor, a movable rod locker and a movable wheel limit sensor, each of the movable rod lockers corresponding to each The guide wheel motor is electrically connected, and each of the guide wheel motor and the movable wheel limit sensor is communicably connected with a corresponding branching port signal controller, and the branching port signal control corresponding to each of the branching connectors And the fork signal monitors are all communicatively connected with the sub-servers disposed in the corresponding stations near each of the bifurcated connectors, and each of the bifurcation signal monitors is driven to the inverted T-track beam near the same Each of the aforementioned traffic rail cars communicates with each other.

In the above technical solution, two power supply rails and two cover plates are respectively disposed on both sides of the vertical portion of each of the inverted T-shaped rail beams, and the vertical portion of each of the inverted T-shaped rail beams is provided. Two anti-collision bosses are respectively arranged on both sides of the interface with the horizontal portion, and a plurality of second photoelectric sensing devices are arranged at the bottom of each of the cover plates, and each of the inverted T-shaped rail beams is arranged The lower surface of the horizontal portion and the inverted T-shaped rail beam segment of each of the furcation ports correspond to the lower surface of the horizontal portion of the inverted T-shaped rail beam at the symmetry of the corresponding straight or left or right turn inverted T-shaped rail beam segments There are two chutes, and the lower surface of the horizontal portion of the inverted T-shaped rail beam of each of the forked inverted T-shaped rail beam segments is removed from the symmetrical portion of the inverted T-shaped rail beam segment corresponding to the straight or left or right turn There are two chutes at the same place, and the rest are flat surfaces, and the bottom surface of the trough is at the same height as the flat surface.

In the above technical solution, the second photoelectric sensing device includes a second photoelectric sensor, a second photoelectric reflecting plate and a second photoelectric receiver, and a second photoelectric sensor is provided with a track for transmitting An infrared light signal transmitting circuit for position coded information, wherein an infrared light signal receiving circuit for receiving vehicle coded information is provided in the second photoelectric receiver, and each of the second photoelectric sensing devices corresponds to a vicinity thereof A sub-server communication connection within the station.

In the above technical solution, each of the stations is a two-storey platform structure, the first floor of each of the stations is a convenience public service layer, and the second floor is an entrance and exit waiting floor, waiting at the entrance and exit station. a plurality of waiting rooms and a rest area are arranged in the floor, and one elevator to the first floor of the platform is respectively arranged on one side or both sides of the rest area, on both sides of each of the waiting rooms Correspondingly, an inner shielding door opposite to the rest area and an outer shielding door opposite to the air running track are respectively arranged, and one of the inner side of the inner side of the waiting room facing the rest area is provided for accessing A single passage of the waiting room has a pair of photoelectric counting sensors for measuring the current number of passengers on both sides of each of the single-channel entrances, and a passage is provided at each of the single-channel entrances. The entrance screen door is provided with a liquid crystal display for displaying the current passenger riding information in the floor of each of the waiting rooms facing the side of the rest area, in the floor of each of the waiting rooms There should be a weight sensor for weighing the current passenger, and there is a corresponding one on the left or right side of the inner screen door facing the side of the rest area of each of the waiting rooms for prompting the current number of passengers to be overloaded or currently The sound and light alarms of passengers with excessive weight, the inner screen door, the outer screen door, the photoelectric counting sensor, the channel entrance screen door, the liquid crystal display, the weight sensor and the sound and light alarm of each of the waiting rooms are all the same A sub-server communication connection within the matching station, each of the sub-servers being disposed within the first layer of the station to which it is matched.

Compared with the prior art, the advantages of the present invention are: (1) real-time monitoring of the current driving speed and driving position by setting a speed sensor on the traffic rail car, and (2) setting on the traffic rail car and the air traveling track. Photoelectric sensor, real-time detection and correction of the position information of the current traffic rail car on the airway, to ensure the safety of traffic between two adjacent railcars; (3) through the lower surface of the horizontal section of the track beam The chute ensures the safe operation of the traffic rail car on the airway, effectively avoiding accidents such as derailment, off-track, sloshing and rear-end collision; (4) setting a bifurcation connection at the rail beam at the left or right turn The utility model realizes the purpose of quickly turning to the orbit and ensures the safety of the orbital change; (5) the system of the invention has the advantages of simple operation, convenient and fast travel, greatly shortening the waiting time of waiting in the queue, and effectively avoiding the worry of the travellers. The anxiety caused by the accident, and the riding environment is good, by setting the right number of seats in the compartment and setting the occupant to the appropriate system through the system. Inner circle, effectively avoid the congestion problem in the compartment, ensure the safety of travel, while giving travelers body and mind to bring some comfort and pleasure.

DRAWINGS

1 is a system schematic diagram of a novel urban rail transit system of the present invention;

2 is a front elevational view showing an embodiment of a traffic rail car in the novel urban rail transit system of the present invention;

Figure 3 is a side view of Figure 2;

4 is a side view showing another embodiment of a traffic rail car in the novel urban rail transit system of the present invention;

Figure 5 is a plan view showing a first embodiment of the air traffic track at the branching intersection in the novel urban rail transit system of the present invention;

Figure 6 is a cross-sectional view taken along line A-A of Figure 4;

Figure 7 is a plan view showing a second embodiment of the air traffic track at the forked intersection in the novel urban rail transit system of the present invention;

Figure 8 is a cross-sectional view taken along line B-B of Figure 7;

Figure 9 is a plan view showing a third embodiment of the air traffic track at the forked intersection in the novel urban rail transit system of the present invention;

Figure 10 is a partial enlarged view of the power-off brake device of the traffic rail car of Figure 6 in an operating state;

Figure 11 is a partial enlarged view of the power-off brake device of the traffic rail car of Figure 6 in a non-operating state;

12 is a schematic diagram showing mutual monitoring of a first photoelectric sensing device disposed on an air travel track and a second photoelectric sensing device disposed on a traffic rail car in the novel urban rail transit system of the present invention;

Figure 13 is a plan view of the bifurcated connector of Figure 5;

Figure 14 is a bottom plan view of the bifurcated connector of Figure 5;

Figure 15 is a schematic cross-sectional view based on C-C in Figure 12;

Figure 16 is a schematic cross-sectional view based on D-D in Figure 12;

Figure 17 is a top plan view of the second layer of the platform of Figure 8;

Figure 18 is a top plan view based on each of the waiting rooms of Figure 17;

1, suspended car; 2, seat; 3, door; 4, window; 5 rows of wheel devices; 5-1, first bracket; 5-2, first baffle; 5-3, row wheels; -4, first axle; 5-5, disc brake; 6, hanging wheel device; 6-1, second bracket; 6-2, second baffle; 6-3, hanging wheel; 6-4, Second axle; 7, wheel motor; 8, power brake device; 8-1, second spring ejector; 8-2, hydraulic cylinder; 9, first spring ejector; 10, first photoelectric sensing device; 1, a first photoelectric sensor; 10-2, a first photoelectric reflector; 10-3, a first photoreceiver; 11, a hook;

100, traffic rail car; 200, air traffic track; 201, inverted T-track beam; 2011, straight inverted T-track beam section; 2012, left turn inverted T-track beam section; 2013, right turn inverted T-track beam Section; 2014, inbound and outbound inverted T-track section; 2015, forked joints; 2015a, protective cover; 2015b, split T-shaped track section; 2015c, fixed guide wheel; 2015d, movable guide wheel; 2015e , fixed rod; 2015f, movable rod; 2015g, movable rod locker; 202, gantry rail column; 203, power supply rail; 204, cover plate; 205, anti-collision boss; 206, second photoelectric sensing device; -1, second photoelectric sensor; 206-2, second photoelectric reflecting plate; 206-3, second photoelectric receiver; 207, chute; 300, background main server; 400, sub-server; 500, client; 600, platform; 601, waiting room; 601a, inner screen door; 601b, outer screen door; 602, rest area; 603, stairs; 604, single channel; 605, photoelectric counting sensor; 606, channel entrance screen door; 607, liquid crystal display; 608, sound and light alarm.

detailed description

In order to make the technical means, the creative features, the achievement of the object and the effect of the present invention easy to understand, the present invention will be further explained in conjunction with the accompanying drawings and specific embodiments.

As shown in FIG. 1 , a novel urban rail transit system provided by the present invention includes a plurality of traffic rail cars 100, and an air traffic track 200 for coordinating with a plurality of traffic rail cars 100, and a plurality of traffic tracks. The vehicle 100 and the airway track 200 are communicatively connected to the traffic control system. The traffic control system includes at least one backend server 300, a plurality of sub-servers 400, and a plurality of clients 500. Each of the sub-servers 400 and the client 500 and the back-end server 300 Communication connection, each sub-server 400 is also in communication with a plurality of traffic rail cars 100 traveling on the airborne track 200 in the vicinity thereof; between two adjacent sub-servers 400 and between two adjacent traffic rail vehicles 100 Each is in communication with each other. In practical applications, the client 500 is a taxi app application installed on the user's mobile phone.

As shown in FIG. 2 to FIG. 4, a specific application example of a traffic rail car is provided in the novel urban rail transit system of the present invention: each traffic rail car 100 includes a suspended car 1 in which the suspension The hanging car 1 is provided with 4 to 6 seats 2, a driving signal controller (not shown) and an emergency power supply (not shown), and are symmetrically arranged on the left and right sides of the suspended car 1 For the door 3, a pair of windows 4 are symmetrically arranged on the front and rear sides of the suspended car 1, and a pair of row wheel devices 5, a pair of hanging wheel devices 6 and one are symmetrically arranged on the left and right sides of the top of the suspended car 1 For the row wheel motor 7, a pair of hanging wheel devices 6 on the left and right sides are located between the pair of row wheel devices 5 on the left and right sides, and a pair of hanging wheel devices 6 on the top left and right sides of the suspended car 1 There is also a power-off brake device 8 , and a first photoelectric sensing device 10 is disposed on the top of each of the hanging wheel devices 6 , and the row wheel device 5 on each side is electrically connected to the row wheel motor 7 disposed on the same side. Power-off brake device 8, emergency power supply, traveling wheel motor 7 and first photoelectric induction device The set 10 is electrically connected to a signal controller disposed in the suspended car 1, and the driving signal controller of each of the traffic rail vehicles 100 is communicably connected to the background server 300 of the traffic control system and the corresponding sub-server 400.

Wherein, each row of wheel devices 5 includes a first bracket 5-1, a first baffle 5-2 and two rows of wheels 5-3, and the first bracket 5-1 is fixed on the top of the suspended compartment 1 A baffle 5-2 is fixed on the outer side of the first bracket 5-1, and two rows of wheels 5-3 are symmetrically disposed at two ends of the first bracket 5-1 and located inside the first bracket 5-1, and each row of wheels 5- 3 correspondingly connected to the first bracket 5-1 by the first axle 5-4, and a disc brake 5-5 is respectively arranged on the hub of each row of wheels 5-3. A first spring ejector pin 9 is disposed directly below the first axle 5-4, and the minimum spring force of the first spring thimble 9 is at least twice the sum of the gravity of the row wheel 5-3 and the first axle 5-4; The spring ejector pin 9 mainly serves to adjust the height of the traveling wheel 5-3, and is used to prevent the traveling wheel 5-3 and the traveling track from being well adhered due to the wear of the traveling wheel 5-3 and the running track, thereby affecting the speed control of the traveling. And the stability of driving;

Each of the hanging wheel devices 6 includes a second bracket 6-1, a second baffle 6-2, and one or two hanging wheels 6-3. The second bracket 6-1 is fixed on the top of the suspended car 1 . The second baffle 6-2 is fixed on the outer side of the second bracket 6-1, and each of the hanging wheels 6-3 is fixedly connected to the second bracket 6-1 through the second axle 6-4;

As shown in FIG. 3, when each of the hanging wheel devices 6 includes a hanging wheel 6-3, the hanging wheel 6-3 is disposed inside the corresponding second bracket 6-1 and is located on the same side of the row wheel device. 5 rows of wheels 5-3 above the center of the center;

As shown in FIG. 4, when each of the hanging wheel devices 6 includes two hanging wheels 6-3, the two hanging wheels 6-3 are symmetrically disposed on the inner sides of the corresponding second brackets 6-1 and respectively associated with them. The two rows of wheels 5-3 of the row wheel device 5 disposed on the same side are arranged in the next corresponding correspondence; the hanging wheel device 6 is mainly used for cooperating with the row wheel device 5 to guide and hook the suspended car 1 and Ensure the safe operation of the suspended car 1 on the road track;

As shown in FIG. 3, in the present invention, the power-off brake device 8 includes a second spring ejector pin 8-1 and a hydraulic cylinder 8-2, and one end of the second spring ejector pin 8-1 is connected to the piston rod of the hydraulic cylinder 8-2. The other end is a free movable end, and the hydraulic cylinder 8-2 is fixed on the top of the suspended car 1; as shown in FIG. 11, when the hydraulic cylinder 8-2 is energized, the piston rod of the hydraulic cylinder 8-2 will be pulled downward. The two spring thimbles 8-1 disengage the movable end of the second spring ejector 8-1 from the bottom of the traveling track, as shown in FIG. 10, when the hydraulic cylinder 8-2 is abnormally powered off, the hydraulic cylinder 8-2 The piston rod loses the downward pulling force, and the second spring thimble 8-1 returns to the original state under the action of its own resilience, so that the movable end of the second spring ejector 8-1 returns to the inverted T-shaped track of the air traveling track 200 again. The contact of the bottom surface of the horizontal portion of the beam serves the purpose of braking, and the disc brake 5-5 provided on the hub of each row of wheels 5-3 serves to slow down the brake.

As shown in FIG. 12, in the present invention, the first photosensor device 10 includes a first photosensor 10-1, a first photoelectric reflector 10-2, and a first photoreceiver 10-3, in the first photosensor. The device 10-1 is provided with an infrared light signal transmitting circuit for transmitting information with vehicle coded information, and a first optical receiver 10-3 is provided for receiving infrared light signal receiving information with track position coded information. The first photoelectric sensing device 10 is fixed to the top of the second bracket 6-1 of the hanging wheel device 6 corresponding thereto, and the first photoelectric sensing device 10 is used for the inverted T type disposed on the air traveling track 200. The second photoelectric sensing device 10 on the track beam cooperates to detect the position of the inverted T-shaped rail beam of the traffic rail vehicle 100 in the air travel track 200, thereby monitoring the relationship between the adjacent two traffic rail cars 100. Is it within safe driving distance?

As shown in FIG. 3 to FIG. 4, in the present invention, a speed sensor is respectively disposed on the hub of each row of wheels 5-3, below each of the hanging wheels 6-3 and above the traveling wheels 5-3. A hook 11 fixed to the second bracket 6-1 is also provided correspondingly; wherein the speed sensor is mainly used for detecting the current driving speed and the position of the traffic rail vehicle 100 in real time; the hook 12 is mainly used to prevent the left and right sides. When the traveling wheel 5-3 of the traveling wheel device 5 is disengaged from the matching air traveling track 200 due to a failure, the suspended car 1 is dropped from the air to cause a casualty accident or a device damage accident, thereby ensuring driving safety.

As shown in Figures 5, 7 and 9, the airway track 200 includes a plurality of inverted T-track beams 201 and a plurality of gantry frames for supporting the plurality of inverted T-track beams 201 and spaced apart and across the sides of the road. The rail column 202 further includes a plurality of stations 600 spaced apart on both sides of the road, wherein each of the stations 600 disposed on the same side corresponds to all the vehicles on the same side for returning or going to the traffic rail vehicle 100. The T-track beams 201 are connected in series, and one sub-server 400 is disposed correspondingly in each of the stations 600.

As shown in FIG. 5 to FIG. 9, the inverted T-shaped rail beam 201 located in each traveling direction of the airway track 200 includes a plurality of inverted T-shaped rail beam sections for the straight line of the traffic railcar 100 according to the actual road design planning requirements. 2011 or / and the inverted T-shaped rail beam section 2012 for the left turn of the traffic railcar 100 or / and the inverted T-shaped rail beam section 2013 for the right turn of the traffic railcar 100 and the pouring of the traffic railcar 100 into and out of the station T-track beam section 2014, in order to facilitate the rapid steering purpose of the traffic railcar 100 at the turning position of the airway track 200, at the intersection of each inverted T-track beam requiring a left turn or a right turn or an entry and exit station By means of a bifurcated joint 2015, the corresponding inverted or right-turned or in-out inverted T-shaped

track beam section

2012 or 2013 or 2014 is docked with the corresponding straight inverted T-shaped track beam section 2011;

As shown in FIG. 13 to FIG. 16, in the present invention, the furcation connector 2015 includes a fork signal controller (not shown), a fork signal monitor (not shown), and a fork. The mouth protection cover 2015a, the forked inverted T-shaped track beam section 2015b, the plurality of double-layer fixed guide wheels 2015c and the plurality of single-layer movable guide wheels 2015d, wherein the split-port signal controller and the split-port signal monitor are both It is fixed on the fork protection cover 2015a, and the fork protection cover 2015a is disposed directly above the periphery of the forked inverted T-shaped rail beam section 2015b, and a plurality of double-layer fixed guide wheels 2015c are respectively arranged on the fork-end inverted T-type Both sides of the rail beam section 2015b are respectively fixedly connected with the side wall or the top wall of the fork guard cover 2015a through the fixed rod 2015e, and the plurality of single-layer movable guide wheels 2015d are symmetrically divided into the split-port inverted T-shaped track beam section 2015b Both sides of the middle portion and the two side walls of the fork protection cover 2015a are slidably connected to the left and right by the movable rod 2015f, wherein each of the movable rods 2015f is correspondingly provided with a guide wheel motor (not shown). , a movable rod locker 2015g and a movable wheel limit sensor (not shown) Each movable rod locker 2015g is electrically connected to each of the guide wheel motors, and each of the guide wheel motor and the movable wheel limit sensor is communicably connected with a corresponding branching port signal controller, and each of the forked joints 2015 The corresponding bifurcation signal controller and the bifurcation signal monitor are all communicatively connected with the sub-server 400 disposed in the corresponding station 600 near each of the bifurcation connectors 2015, and each bifurcation signal monitor is driven by the same Each of the traffic rail cars 100 on the inverted T-track beam 201 is communicatively coupled thereto; wherein the split-port signal controller is mainly used to control the single-layer movable guide wheel 2015d to move left and right on the movable rod 2015f to the left or Swinging to the right to achieve the purpose of the orbit change, the fork signal monitor is mainly used to monitor whether the single-layer movable guide wheel 2015d completes the corresponding orbital operation according to the formation route requirement of the traffic rail car 100, the movable rod locker 2015g The movable rod 2015f is disposed on the two side walls of the furcation protection cover 2015a by the corresponding guide wheel motor, and the movable wheel limit sensor is used for sensing the movable guide wheel 2015d. Shift or right limit position, avoid activities guide wheel 2015d change too much.

As shown in FIG. 10 and FIG. 11, two power supply rails 203 and two cover plates 204 are respectively disposed on both sides of the vertical portion of each inverted T-shaped rail beam 201, and each inverted T-shaped rail beam 201 is provided. Two anti-collision bosses 205 are respectively disposed on the two sides of the vertical portion and the horizontal portion, and a plurality of second photoelectric sensing devices 206 are disposed at the bottom of each of the cover plates 204. The lower surface of the horizontal section of the track beam 201 and the inverted T-track section of each of the forked inverted T-shaped rail sections 2015b and the corresponding straight or left or right turn inverted T-shaped

rail beam section

2011 or 2012 or 2013 The lower surface of the horizontal portion of the beam is correspondingly provided with two sliding grooves 207, and the lower surface of the horizontal portion of the inverted T-shaped rail beam of each of the forked inverted T-shaped rail beam segments 2015b is removed and correspondingly straight or left or right. The inverted T-shaped track beam section is provided with two sliding grooves 207 at the symmetrical portion of the 2011 or 2012 or 2013, and the remaining portions are flat surfaces, and the groove bottom surface of the sliding groove 207 is at the same height as the flat surface. Each of the power supply rails 203 includes a positive contact power supply rail and a negative contact power supply rail, and the positive and negative contact power supply rails of each power supply rail 203 respectively correspond to the suspended passenger compartments disposed on the traffic rail vehicle 100. A row of wheel motors 7 at the top of the line is electrically connected by cable line contacts (not shown) to provide operating power for the traffic railcar 100 running on the airborne track, and each of the anti-collision bosses 205 is mainly used for Cooperating with the hanging wheel 6-3 of the hanging wheel device 6 at the top of the suspended car 1 of the traffic rail car 100 to prevent the hanging car 1 from shaking left and right;

Each of the second photosensors 206 includes a second photosensor 206-1, a second photoelectric reflector 206-2, and a second photoreceiver 206-3, and is disposed in the second photosensor 206-1. There is an infrared light signal transmitting circuit for transmitting information with track position code, and an infrared light signal receiving circuit for receiving vehicle coded information is provided in the second photoelectric receiver 206-3, each second The photoelectric sensing device 206 is in communication connection with the sub-server 400 in the corresponding station 600 in the vicinity thereof;

In actual practice, the number of the second photoelectric sensing devices 206 disposed on the air travel track 200 can be designed according to actual needs, and the distance between adjacent second photoelectric sensing devices 206 can also be actually designed, and each second photoelectric sensing device The infrared light signals with the track position coded information generated by the 206 are different from each other, and the track position code information corresponding to each of the second photoelectric sensing devices 206 is unique, and is disposed on each of the traffic rail cars 100. The infrared light signals with the vehicle code information sent by the first photoelectric sensing device 10 are also different from each other, and the vehicle code information corresponding to each of the first photoelectric sensing devices 10 is unique, so that it is set on the air traffic track. The second photoelectric sensing device 206 at the corresponding portion can be used to quickly identify and detect which current traffic rail vehicle 100 is passing through the portion when sensing the traffic vehicle 100 at the location, thereby determining the current time passing. Is the current traffic rail car 100 at the location at the location so that the current traffic track can be adjusted in time? 100 traveling state, to avoid affecting subsequent or normal driving forward the traffic of 100 rail cars.

As shown in FIG. 12, in order to set the application schematic of the airborne track 200 in the second photoelectric sensing device 206 and the first photoelectric sensing device 10 disposed on the traffic rail car 100:

When a certain traffic rail vehicle 100 is passing through the airway 200 at a certain time, the first photoelectric sensor 10-1 of the first photoelectric sensing device 10 disposed on the traffic rail vehicle 100 will issue a code with its own vehicle. The infrared light signal of the information is applied to the second photoelectric transmitting plate 206-2 and the second photoelectric receiver 206-3 of the second photoelectric sensing device 206 disposed on the air traveling track 200 there, and is disposed at the air traveling track 200. The second optical inductor 206 also emits an infrared light signal with its own track position coded information to the first photoemissive plate 10-2 and the first photoreceiver 10 on the traffic rail vehicle 100 currently passing through the track portion. -3, at this time, the second photoelectric transmitting board 206-2 receives an infrared light signal from the first photoelectric sensor 10-1, and returns an optical feedback signal to the first photoelectric sensor 10-1, the first photoelectric After receiving the infrared light signal from the second photoelectric sensor 206-1, the transmitting board 10-2 also returns an optical feedback signal to the second photoelectric sensor 206-1, so that the current traffic rail car can be set according to the current 100 on the first photoelectric sensor 10 where the provided air traffic rail 10 mutual induction between the mating means on the second photoelectric sensor 200 recognizes that a time of a vehicle 100 whether the traffic rail cars arrive at a predetermined position of the air traffic rail 200.

As shown in FIG. 8, each station 600 is a two-storey platform structure, the first floor of each station 600 is a convenience public service layer, and the second floor is an entrance and exit waiting layer, as shown in FIG. 17 and FIG. It is shown that a plurality of waiting rooms 601 and a rest area 602 are provided in the waiting area of the entrance and exit station, and one elevator 603 corresponding to the first floor of the platform 601 is respectively provided on one side or both sides of the rest area 602, at each The two sides of the waiting room 601 are respectively provided with an inner shielding door 601a opposite to the rest area 602 and an outer shielding door 601b opposite to the air traveling rail 200. The inner shielding door 601a faces the rest area 602 at the inner side of each waiting room 601. A single passage 604 for entering and exiting the waiting room 601 is provided in front of one side, and a pair of photoelectric counting sensors 605 for measuring the current number of passengers are provided on both sides of the entrance of each single passage 604, respectively. A passageway entrance door 606 is further provided at the entrance of the single passage 604, and a liquid crystal display for displaying the current passenger ride information is respectively arranged above the inner signal shielding door 601a of the side of the waiting room 601 facing the rest area 602. Screen 607, at Each of the floors of the waiting room 601 is provided with a weight sensor for weighing the current passenger, and a corresponding one of the left side or the right side of the inner screen door 601a facing the rest area 602 side of each waiting room 601 is provided. An audible and visual alarm 608 for prompting the current number of passengers to be overloaded or the current passenger weight is overweight, the inner screen door 601a of each waiting room 601, the outer screen door 601b, the photoelectric counter sensor 604, the channel entrance screen door 606, the liquid crystal display 607, the weight sensor and the sound and light alarm 608 are all connected by communication with the sub-server 400 in the station 600 corresponding thereto, and the sub-server 400 is disposed in the first layer of the station 600.

In practical applications, the track form of the airway track 200 can be designed in the form of a bidirectional single track as shown in FIG. 5, or in the form of a bidirectional double track as shown in FIG. 7, or as a two-way as shown in FIG. The multi-track form, when designed in the form of a bidirectional single track as shown in FIG. 5 or in the form of a bidirectional double track as shown in FIG. 7 or in the form of a bidirectional multi-track as shown in FIG. 9, when encountering an intersection or a T-junction The bidirectional monorail or bidirectional bi-orbit or bidirectional multi-track located in two running directions of vertical and horizontal vertical crossing are arranged in the upper and lower layers, and the remaining left or right turn curved heights are set in a gradually rising or falling manner to ensure All rail beams do not cross-interference in space, which affects the normal transit of traffic rail cars.

The specific operation process of the new urban rail transit system provided by the present invention is as follows:

The first step is to register the mobile APP client and complete the user real name authentication: the user first downloads the client with the new urban rail transit system application APP provided by the present invention to the user's mobile phone through the mobile phone, and completes the corresponding registration information of the individual, and Complete the real-name authentication, and then you can recharge or send a travel request to the system as needed;

The second step is to issue a travel request: before traveling, log in to the client of the new urban rail transit system application APP provided by the present invention, jump into the corresponding client interface, and then input the corresponding "travel time" and "departure site" "and the destination station" and other travel information to the mobile APP client, and finally wait for the system background server to reply;

The third step, the system replies to the travel request: when the system background server receives the corresponding passenger travel request, the system obtains the current geographic location of the traveler according to the global positioning function of the traveler's mobile phone, and then analyzes the internal query of the system. The corresponding travel information such as “departure site”, “near site”, “travel fee”, “with or without queue” and “estimated arrival time” are sent to the mobile phone of the traveler by SMS;

The fourth step is to confirm the starting station platform and the departure number: when the traveler receives the travel request information of the system reply, confirm the "departure site" information in the mobile application APP client, when the system background server receives the traveler After confirming the "departure site" information in the mobile APP client, the information is sent to the sub-server corresponding to the "departure site" confirmed by the pedestrian, and when the sub-server receives the travel request signal sent by the background server, the call is transferred. The idle traffic rail car near the “departure platform” arrives at the “departure station platform” and waits for the traveler, and the “vehicle number” and the “time to arrive at the departure station” of the idle traffic railcar that have been successfully transferred to it are by SMS. Sent to the mobile phone of the traveler;

The fifth step, the traveler arrives at the stop site and confirms the pit stop information: when the person arrives at the departure platform, open the “Urban Rail Transit System APP Client” in the mobile phone, and pass the corresponding two-dimensional scan code function in the APP client. Scan the QR code of the "departure station" and confirm that the traveler has successfully arrived at the "departure site" by the sub-server of the "departure station", and then the sub-server will reserve the corresponding "vehicle number" information for the traveler. To the LCD screen in the corresponding waiting room;

In the sixth step, the traveler finds the corresponding matching waiting room: the traveler finds the matching travel information displayed on the liquid crystal display of the corresponding waiting room according to the “vehicle number” information of the corresponding traffic rail car obtained in the fourth step. ;

The seventh step is to check the number and weight of the travellers and wait for the bus:

(1) When the scheduled traffic rail car has arrived at the designated "departure site" in advance, the traveler can enter the waiting room directly from the single passage outside the waiting car according to the matching waiting room found in the sixth step, and The number of travellers is verified by the photoelectric counter at the single-channel entrance. The total weight of the travellers is verified by the weight sensor installed in the floor of the waiting room. During the process of checking the number of passengers and the total weight, the following will occur. Three results:

(1) When the total number of passengers exceeds the upper limit of the number of passengers on the railcar, the sound and light alarms placed on the left or right side of the signal shielding door on the waiting room will sound an alarm to indicate the presence of personnel. The number is out of limits, and the channel entrance screen door and the waiting room interior side signal shielding door set at the entrance of the single channel are always on, until the total number of passengers in the waiting room is less than or equal to the passengers specified by the traffic rail car. When the upper limit of the number of people, the signal shielding door on the indoor side of the waiting room will be closed;

(2) When the total number of passengers does not exceed the upper limit of the number of passengers on the railcar, but the total weight of the traveller exceeds the upper limit of the load, then the left or right side of the signal shielding door on the waiting room is set at this time. The sound and light alarm will also sound an alarm, indicating that the weight of the personnel exceeds the limit. At the same time, the channel entrance screen door and the signal screen door of the waiting room are also turned on at the entrance of the single channel until the travel in the waiting room. When the total weight of the personnel is less than or equal to the upper limit of the load weight specified by the traffic rail car, the signal shielding door on the indoor side of the waiting room will be closed;

(3) When the total number of passengers and the total weight do not exceed the upper limit of the traffic railcar, and then confirm that all the passengers of the train are in the waiting room, then the signal shielding door inside the vehicle will be automatically closed. At the same time, the outer signal shielding door of the vehicle compartment and the door of the traffic rail car that is scheduled to arrive in advance will be simultaneously opened. At this time, the traveler can sequentially enter the traffic rail car through the outer signal shielding door of the waiting room through the door of the traffic rail car. In the carriage;

(2) When the scheduled traffic car has not arrived at the designated "departure site" in advance, the traveler may wait for the arrival of the scheduled traffic car in the corresponding waiting area according to the matching waiting room found in the sixth step. When the scheduled traffic rail car arrives at the designated "departure site", the three situations in the above (1) are processed;

The eighth step is to confirm that the traveller has completed the journey, and the journey begins. The timing is charged. After confirming that all the passengers have completed the journey, the outside signal shielding door of the waiting room will be automatically closed. At the same time, the traffic rail car is manually closed. The door, and open the mobile APP client, confirm the start of the trip, start timing charges;

The ninth step, arrive at the designated "destination platform", the end of the trip: When the traffic rail car arrives at the "destination platform" designated by the traveler, and stops, the journey ends, stop the time charge, and open the door of the traffic rail car and Specify the outer signal shielding door of the corresponding waiting room of the “destination platform”, the inner signal shielding door and the channel entrance shielding door at the entrance of the single channel. After the passengers of the train are finished, the door and waiting room of the traffic rail car The outer signal screen door, the inner signal screen door, and the channel entrance screen door at the entrance to the single channel are automatically closed.

In the following, the above description is only the embodiment of the present invention, and thus does not limit the scope of the patent of the present invention, and the equivalent structure or equivalent flow transformation made by using the description of the present invention and the contents of the drawings, or directly or indirectly applied to other The related technical fields are all included in the scope of patent protection of the present invention.

Claims

A novel urban rail transit system characterized by comprising a plurality of traffic rail cars (100), an air traffic track (200) cooperating with the plurality of traffic rail cars (100), and the plurality of A traffic control system in which a traffic rail car (100) and an air traffic track (200) are communicably connected, the traffic control system including at least one backend server (300), a plurality of sub-servers (400), and a plurality of clients (500), Each of the sub-servers (400) and the client (500) are in communication with the back-end server (300), and each of the sub-servers (400) corresponds to a vehicle traveling on the airborne track (200). A plurality of traffic rail cars (100) are communicably connected, and two adjacent sub-servers (400) and two adjacent traffic rail cars (100) are communicably connected to each other.
The new urban rail transit system according to claim 1, characterized in that the traffic rail car (100) comprises a suspended car (1), and 4 to 6 are arranged in the suspended car (1). a seat (2), a driving signal controller and an emergency power supply, a pair of door (3) symmetrically disposed on the left and right sides of the suspended car (1), two front and rear of the suspended car (1) A pair of windows (4) are laterally symmetrical, and a pair of row wheel devices (5), a pair of hanging wheel devices (6) and a pair of row wheels are symmetrically arranged on the left and right sides of the top of the suspended car (1). a motor (7), a pair of the hanging wheel devices (6) located on the left and right sides of the top of the suspended car (1) are located between a pair of the row wheel devices (5) on the left and right sides, There is also a power-off brake device (8) between the pair of the hanging wheel devices (6) at the top of the suspended car (1) and on the left and right sides, in each of the hanging wheel devices (6) The top is provided with a first photoelectric sensing device (10), and the row wheel device (5) on each side is electrically connected to the row wheel motor (7) disposed on the same side, and the power-off braking device (8) ), The emergency power supply, the traveling wheel motor (7), and the first photoelectric sensing device (10) are all electrically connected to the driving signal controller, and the driving signal controller of each of the traffic rail cars (100) corresponds to the traffic control The background server (300) of the system and the corresponding sub-server (400) are connected in communication.
A new urban rail transit system according to claim 2, characterized in that each of said row wheel means (5) comprises a first bracket (5-1), a first flap (5-2) and two a row wheel (5-3), the first bracket (5-1) is fixed on the top of the suspended car (1), and the first baffle (5-2) is fixed to the first bracket (5-1) outside, two of the row wheels (5-3) are symmetrically disposed at both ends of the first bracket (5-1) and located inside the first bracket (5-1), each of which The traveling wheel (5-3) is respectively connected to the first bracket (5-4) by sliding cooperation with the first bracket (5-1), and the wheel of each of the row wheels (5-3) There is also a disc brake (5-5) correspondingly disposed thereon, and a first spring thimble (9) is disposed directly below each of the first axles (5-4), the first spring thimble The minimum elastic force of (9) is at least twice the sum of the gravity of the row wheel (5-3) and the first wheel axle (5-4);

Each of the hanging wheel devices (6) includes a second bracket (6-1), a second baffle (6-2) and one or two hanging wheels (6-3), and the second bracket (6) -1) fixed on the top of the suspended car (1), the second baffle (6-2) being fixed outside the second bracket (6-1), each of the hanging wheels (6) -3) fixedly connected to the second bracket (6-1) through the second axle (6-4);

When each of the hanging wheel devices (6) includes a hanging wheel (6-3), the hanging wheel (6-3) is disposed inside the corresponding second bracket (6-1) and is located on the same side thereof Set the row wheel device (5) above the center of the two rows of wheels (5-3);

When each of the hanging wheel devices (6) includes two hanging wheels (6-3), the two hanging wheels (6-3) are symmetrically disposed on the inner sides of the corresponding second brackets (6-1) And the two rows of wheels (5-3) of the row wheel device (5) disposed on the same side of the same side are respectively arranged in the next corresponding setting;

The power-off brake device (8) includes a second spring thimble (8-1) and a hydraulic cylinder (8-2), and one end of the second spring thimble (8-1) corresponds to the hydraulic cylinder (8-2) The piston rod is connected, the other end is a free moving end, and the hydraulic cylinder (8-2) is fixed on the top of the suspended car (1);

Each of the first photo sensing devices (10) includes a first photosensor (10-1), a first photoelectric reflector (10-2), and a first photoreceiver (10-3), in the A photoelectric sensor (10-1) is provided with an infrared light signal transmitting circuit for transmitting information with vehicle code, and a first photo receiver (10-3) is provided for receiving An infrared light signal receiving circuit for track position encoding information, each of said first photoelectric sensing devices (10) being fixed to a top end of a second bracket (6-1) of the hanging wheel device (6) corresponding thereto.
A new urban rail transit system according to claim 3, characterized in that a speed sensor is respectively arranged on the hub of each of said row wheels (5-3), in each of said hanging wheels (6) -3) There is also a hook (11) fixed to the second bracket (6-1) above and below the row wheel (5-3).
The novel urban rail transit system of claim 1 wherein said airway track (200) includes a plurality of inverted T-track beams (201) and supports said plurality of inverted T-track beams (201) And a plurality of gantry rail columns (202) spaced apart and spanning both sides of the road, the airway track (200) further comprising a plurality of platforms (600) spaced apart on both sides of the road, each disposed on the same side of the road The stations (600) are correspondingly connected to all inverted T-shaped rail beams (201) for returning or going to the traffic railcar (100) on the same side of the road, at each of the stations (600) One of the sub-servers (400) is disposed correspondingly.
A new type of urban traffic track according to claim 5, characterized in that said inverted T-shaped rail beams (201) located in each direction of travel of said airway track (200) comprise a plurality of vehicles for use in traffic rail cars ( 100) Straight T-track section (2011) or/and several inverted T-track sections (2012) for the left-turn of the railcar (100) or / and right turn for the railcar (100) The inverted T-track section (2013) and several inverted T-track sections (2014) for the traffic railcar (100) access station, each of the left or right turn inverted T-track sections ( 2012 or 2013) and the corresponding straight inverted T-track section (2011) are respectively docked together by a bifurcated joint (2015), each of which contains bifurcation Port signal controller, fork signal monitor, fork guard (2015a), forked inverted T-track section (2015b), multiple double-layer fixed guide wheels (2015c) and multiple single-layer activities a guide wheel (2015d), the fork signal controller and the fork signal monitor are fixed on the fork guard (2015a), the fork guard ( 2015a) is disposed directly above the periphery of the bifurcated inverted T-shaped rail beam section (2015b), and the plurality of double-layer fixed guiding wheels (2015c) are respectively disposed on the inverted T-shaped rail beam section ( 2015b) both sides of the two ends and respectively fixedly connected with the side wall or the top wall of the furcation shield (2015a) by a fixing rod (2015e), the plurality of single-layer movable guiding wheels (2015d) are symmetrically divided The bifurcation port is inverted on both sides of the middle portion of the T-shaped rail beam segment (2015b) and is slidably connected to the left and right sides of the furcation port shield (2015a) through the movable rod (2015f), at each of the movable rods (2015f) correspondingly has a guide wheel motor, a movable rod locker (2015g) and a movable wheel limit sensor, each of the movable rod lockers (2015g) corresponding to each of the guides The wheel motor is electrically connected, and each of the guide wheel motor and the movable wheel limit sensor is communicably connected with a corresponding branching port signal controller, and the fork port signal corresponding to each of the branching connectors (2015) Both the controller and the fork signal monitor are connected to the sub-server (400) located in the corresponding station (600) near each of the fork connectors (2015). A letter connection, each of the fork signal monitors being in communicative connection with each of the traffic rail cars (100) traveling to an inverted T-track beam (201) adjacent thereto.
The novel urban traffic track according to claim 6, characterized in that: two power supply rails (203) and two are provided on both sides of the vertical portion of each of the inverted T-shaped rail beams (201). The cover plate (204) is provided with two anti-collision bosses (205) corresponding to each side of the intersection of the vertical portion and the horizontal portion of each of the inverted T-shaped rail beams (201). The bottom of the cover plate (204) is spaced apart from the cover by a plurality of second photoelectric sensing devices (206), and the lower surface of each horizontal portion of each of the inverted T-shaped rail beams (201) and each of the split ends are inverted The lower surface of the horizontal section of the inverted T-shaped rail beam at the symmetry of the T-shaped track beam section (2015b) and the corresponding straight or left-turn or right-turned inverted T-shaped rail beam section (2011 or 2012 or 2013) is provided with two The chute (207), the lower surface of the horizontal portion of the inverted T-shaped rail beam of each of the forked inverted T-shaped rail beam sections (2015b) is removed and the inverted T-shaped rail beam section corresponding to the straight or left or right turn (2011 or 2012 or 2013) The symmetrical portion is provided with two sliding grooves (207), and the remaining portions are flat surfaces, and the groove bottom surface of the sliding groove (207) is at the same height as the flat surface.
The novel urban traffic track according to claim 7, wherein said second photoelectric sensing device (206) comprises a second photoelectric sensor (206-1), a second photoelectric reflecting plate (206-2) and a a second photoreceiver (206-3), in the second photosensor (206-1), an infrared light signal transmitting circuit for transmitting information with track position encoding information, in the second photoelectric receiving An infrared light signal receiving circuit for receiving vehicle coded information is provided in the device (206-3), and each of the second photoelectric sensing devices (206) corresponds to a sub-server in a corresponding station (600) adjacent thereto ( 400) Communication connection.
The new urban traffic track according to claim 5, wherein each of said stations (600) is a two-storey platform structure, and the first floor of each of said stations (600) is a public welfare service. The second layer is an entry and exit waiting floor, and a plurality of waiting rooms (601) and a rest area (602) are arranged in the waiting area of the entrance and exit station, on one side or both sides of the rest area (602) Correspondingly, an elevator (603) is provided corresponding to the first floor of the platform (601), and an inner shielding door opposite to the rest area (602) is respectively disposed on each side of each of the waiting rooms (601) ( 601a) and an outer screen door (601b) opposite to the airway track (200), correspondingly disposed in front of the side of the inner screen door (601a) facing the rest area (602) of each of the waiting rooms (601) A single passage (604) for accessing the waiting room (601), corresponding to a pair of photoelectric counting sensors for measuring the current number of passengers on both sides of the entrance of each of the single passages (604) (605) a passage access screen door (606) is provided at the entrance of each of the single passages (604), facing each of the waiting rooms (601) A liquid crystal display (607) for displaying current passenger ride information is disposed above the inner screen door (601a) on the side of the interest zone (602), and is located in the floor of each of the waiting rooms (601). Correspondingly, a weight sensor for weighing the current passenger is provided, and the left side or the right side of the inner signal shielding door (601a) facing the side of the rest area (602) of each of the waiting rooms (601) is correspondingly provided. An audible and visual alarm (608) for prompting the current number of passengers to be overloaded or the current passenger weight is overweight, the inner screen door (601a), the outer screen door (601b), the photoelectric counting sensor of each of the waiting rooms (601) (604), the channel entrance screen door (606), the liquid crystal display (607), the weight sensor, and the sound and light alarm (608) are all in communication with the sub-server (400) in the matching station (600). Each of the sub-servers (400) is disposed within a first layer of a station (600) that is matched thereto.