WO2023174192A1

WO2023174192A1 - Urban rail transit station platform and picking up/dropping off method

Info

Publication number: WO2023174192A1
Application number: PCT/CN2023/080983
Authority: WO
Inventors: 王哲
Original assignee: 王哲
Priority date: 2022-03-13
Filing date: 2023-03-13
Publication date: 2023-09-21
Also published as: CN116750017A; CN116750016A

Abstract

An urban rail transit station platform and a picking up/dropping off method, relating to the field of rail transit. The platform is an island platform or a split island platform. The platform comprises a combined area and a conventional area, and the combined area comprises an adjacent area and a non-adjacent area. A connection channel exists between the adjacent areas on two sides of at least one combined area in the platform, and the connection channel is used for passengers to enter the adjacent area on the other side from the adjacent area on one side. The connection channel can be used for realizing coupling picking-up/dropping-off. In at least one adjacent area of the combined area, the end boundary of at least one section of area Q is an entry only type, exit only type, entry/exit type or no entry type boundary. The selection range of at least one section of area P comprises a passenger dropping-off area, a passenger picking-up area, a double-passenger area, a non-passenger area, and a passenger-free area. The area Q and the area P can be overlapped.

Description

Urban rail transit station platforms and boarding and alighting methods

Technical field

The invention relates to a rail transit station platform and a boarding and alighting method, which are used for lines containing combination areas in the station platform and belong to the field of rail transit.

Background technique

In the platform level of a subway or light rail station, especially the underground platform level, equipment and management rooms occupy a considerable length.

Section 8.3.3 of the GB50157-2003 "Subway Design Code" stipulates: "The equipment and management rooms installed at both ends of the platform level can be included in the calculated length of the platform if necessary, but they should not exceed half the length of a car and must not invade. The calculated width of the side platform should be such that the distance from the stairwell should be no less than 8m." Section 9.3.3 of GB 50157-2013 "Subway Design Code" stipulates: "The equipment and management rooms set up at both ends of the platform level can be extended It should be within the calculated length of the platform, but the extended length should not exceed the length of one vehicle, and the distance from the stairway or passage entrance should not be less than 8m..." The new version of the specification has invaded the equipment management room into the calculation of the platform. The extension length of the length range has been broadened from the original length of 0.5 cars to the length of 1 car.

Judging from the actual situation of the existing station, the calculated length of the platform is the length of the train plus the parking error. Even if the equipment and management rooms at each end are included in the calculation range of the platform, the length reaches 1 car length. The equipment management room outside the calculated length range of the platform still occupies a large length of the platform level, and the total length of both ends is usually 2 to 5 cars long. The invention provides a solution that can increase the length of the train without lengthening the length of the station platform level.

technical problem

How to increase the length of train formations without increasing the total length of the station, how to shorten the length of time for passengers to board and unload passengers, and the length of time to enter and exit the area to avoid continuing the number of passengers stranded in the area. Increase.

In order to solve these problems, the following technical solutions are proposed.

Contents of the invention

An urban rail transit station island platform or separated island platform, the characteristics of which include:

(1) The entire platform includes combination areas and regular areas;

(2) The combination area is divided into an end combination area and a non-end combination area, and the station includes at least one end combination area or/and at least one non-end combination area;

(3) The combination area includes the area adjacent to the train and the area not adjacent to the train. The area adjacent to the train is located on both sides of the platform;

(4) There is at least one combination area with the following characteristics in the entire platform. In this combination area, there is at least one connecting channel between the areas adjacent to the trains on both sides of the platform.

further,

There is at least one such combination area in the entire platform, and the vehicle-facing area on at least one side of the combination area has the following characteristics A or/and B:

(1) The characteristic A is,

The dividing line between the traffic-side area and the non-traffic-side area is one of the following:

a. A straight line parallel to the edge of the platform,

b. A straight line that is not parallel to the edge of the platform,

c. A continuous polyline formed by connecting two or more straight segments,

d.Curve,

e. A line formed by connecting straight segments and curved segments;

(2) The characteristic B is,

The width of the adjacent area is equal at all locations; or,

There are at least two positions where the width of the adjacent area is unequal.

Further, in at least one end combination area of the platform, at least one adjacent area contains an area Z with the following characteristics:

(i) Passengers are permitted in any part of said Zone Z,

(ii) The length of the area Z exceeds the length of one carriage;

Preferably, the length of the area Z adjacent to the vehicle is 1 to 2 car lengths, or 2 to 3 vehicle lengths, or greater than 3 car lengths; preferably, the length of the area Z is equal to the area adjacent to the vehicle where it is located. length.

Furthermore, there is at least one cross-section with the following characteristics in at least one adjacent vehicle area in at least one end combination area of the platform, the width of the cross-section is 0.8~1.2m, or 1.2~1.5m , or 1.5~1.8m, or 1.8~2.5m, or greater than 2.5m.

Furthermore, the island platform is part of a hybrid platform.

Further, the height of the top plate of the connecting channel is lower than the height of the roof of the platform layer, and there is a gap between the top plate of the connecting channel and the top plate of the platform layer, which is used as an air channel to connect the equipment rooms on both sides of the connecting channel.

further,

There is at least one combination area in the entire platform that has the following characteristics W1; the characteristic W1 is that among the upstream or/and downbound approach areas in the combination area, at least one approach area has the following characteristics W2; The characteristic W2 is that in the area adjacent to the vehicle, there are one or more sections with the following characteristics W3; the feature W3 is that if any one of the one or more sections is selected, it is recorded as Area P, then area P has the following characteristics:

At least within a period of time, among the trains that stop at the side of the platform where the area P is located, the relationship pattern between at least one train, the area P and the boarding and alighting behavior is one of the following:

(1) Mode A, (download only)

For trains parked on the side of the platform where the area P is located, there are carriages facing the entire length of the area P; the carriages facing the area P are only allowed to drop off passengers, not board them. ;

For the region P, the train is called a Class A train of region P;

(2)Mode B, (lower quality)

For trains parked on the side of the platform where the area P is located, there are carriages facing the entire length of the area P; although the train corresponding to the area P is allowed to board and unload passengers, it must be based on The number of people getting off the bus determines the number of people allowed to get on the bus;

For the region P, the train is called a Class B train of the region P;

(3)Mode C, (up only)

For trains parked on the side of the platform where the area P is located, there are carriages facing the entire length of the area P; the section of the train corresponding to the area P is only allowed to board passengers, but is not allowed to disembark;

For the region P, the train is called a Category C train of region P;

(4)Mode D, (double passengers)

For trains parked on the side of the platform where the area P is located, there are carriages facing the entire length of the area P; the train corresponding to the area P is allowed to both board and unload passengers;

For the region P, the train is called a Class D train of the region P;

(5) Mode E, (non-customer)

For trains parked on the side of the platform where the area P is located, there are carriages facing the entire length of the area P; the train corresponding to the area P is neither allowed to board nor disembark passengers. , but passengers are allowed to appear in the area P;

For the region P, the train is called an E-class train of the region P;

(6) Mode F, (no car)

For trains parked on the side of the platform where the area P is located, there is no carriage or door facing any part of the area P. Passengers cannot be boarded or unloaded in the area P, but passengers are allowed Appear in said area P;

For the region P, the train is called a Category F train of region P.

(7)Mode G (zero customer)

For a train parked on the side of the platform where area P is located, there are carriages in the train facing the entire length of area P. Passengers cannot appear in area P. Therefore, passengers cannot be boarded or boarded in area P. drop off passengers;

For the region P, the train is called a category G train of region P.

Furthermore, at least within the said time period, the trains stopping at the side of the platform where the area P is located have the following characteristics:

(1) Any train is one of the following: Class A train, Class B train, Class C train, Class D train, Class E train, Class F train, Class G train in area P;

(2) Any two trains are the same type of train;

The meaning of the same type of trains is that the two trains are both Category A, or both Category B, or both Category C, or both Category E, or both Category F, or both Category G trains.

Further, at least within the said time period, among the trains stopping at the side of the platform where the area P is located, at least two adjacent trains have the following characteristics:

(1) Each of the two adjacent trains is one of the following, a class A train, a class B train, a class C train, a class D train, a class E train, or a class F train in area P;

(2) These two adjacent trains are not the same type of trains.

Further, at least within the said time period, among the trains that stop on the side of the platform where the area P is located, at least three trains that stop in sequence have the following characteristics:

(1) Each of these three adjacent trains is one of the following: Class A train, Class B train, Class C train, Class D train, Class E train, Class F train in area P;

(2) Among the three trains that stop in sequence, at least two trains are not of the same type;

Preferably, among the three trains, no two trains are of the same type; preferably, among the three trains, only two trains are not of the same type.

Further, within the time period, the region P is one of the following, I-type region, IJ-type region, IJK-type region, IJKL-type region, IJKLM-type region;

(one)

The characteristic of the I-type area is that any train stopping at the side of the platform where the area P is located can only be an I-type train in the area P; the value of I is one of the following: A, B, C, D, E, F, G; within the time period, the value of I does not change for any train;

(two)

The characteristic of the IJ type area is that any train stopping on the side of the platform where the area P is located can only be a class I or class J train in the area P;

The characteristic of the IJK type area is that any train stopping at the side of the platform where the area P is located can only be a class I, class J or class K train in the area P;

The characteristic of the IJKL type area is that any train stopping at the side of the platform where the area P is located can only be a class I, class J, or class K or L train of the area P;

The characteristic of the JKLM type area is that any train stopping at the side of the platform where the area P is located can only be a class I or class J or class K or class L or class M train in the area P;

(three)

In the names of the IJ type area, IJK type area, IJKL type area and IJKLM type area, the symbols I, J, K, L and M are universal symbols and have the following characteristics;

(1) The values of symbols I, J, K, L, and M are each of the following: A, B, C, D, E, F, or G;

(2) Among the symbols I, J, K, L, and M, the values of any two symbols are different;

In the name of the IJ type area, I≠J is required;

In the name of the IJK type area, it is required that I≠J, I≠K, J≠K;

In the name of the IJKL type area, it is required that I≠J, I≠K, I≠L, J≠K, J≠L, K≠L;

In the name of the IJKLM type area, it is required that I≠J, I≠K, I≠L, I≠M, J≠K, J≠L, J≠M, K≠L, K≠M, L≠M.

Further, during the time period, the area P is an I-type area, and the I-type area is one of the following seven types of areas:

(1) Type A area - drop-off area,

The characteristic of the Type A area is that for any train, the combination between the train, the area P and the boarding and alighting elements is Mode A; the Type A area is also called the drop-off area;

(2) Type B area - drop-off priority area,

The characteristic of the Type B area is that for any train, the combination between the train, the area P and the boarding and alighting elements is Mode B; the Type B area is also called the passenger drop-off priority area:

(3)C-type area-pick-up area,

The characteristic of the C-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode C; the C-type area is also called the passenger loading area;

(4) D-type area - double passenger area,

The characteristic of the D-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode D; the D-type area is also called a double passenger area;

(5) E-type area - non-guest area,

The characteristic of the E-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode E; the E-type area is also called a non-passenger area;

(6) Type F area - car-free area;

The characteristic of the F-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode F; the F-type area is also called a car-free area.

(7)G type area - zero customer area,

The characteristic of the G-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode G; the G-type area is also called a zero-passenger area.

Further, within the time period, the area P has one of the following four characteristics:

(1) The area P is an IJ-type area, and the selection range of the IJ-type area includes:

(1) AB type area, (2) AC type area, (3) AD type area, (4) AE type area, (5) AF type area, (6) BC type area, (7) BD type area, ( 8) BE type area, (9) BF type area, (10) CD type area, (11) CE type area, (12) CF type area, (13) DE type area, (14) DF type area, (15 )EF type area;

(2) The area P is an IJK type area, and the selection range of the IJK type area includes:

(1) ABC type area, (2) ABD type area, (3) ABE type area, (4) ABF type area, (5) ACD type area, (6) ACE type area, (7) ACF type area, ( 8) ADE type area, (9) ADF type area, (10) BCD type area, (11) BCE type area, (12) BCF type area, (13) BDE type area, (14) BDF type area, (15 )CDE type area, (16) CDF type area, (17) AEF type area, (18) BEF type area, (19) CEF type area, (20) DEF type area;

(3) The area P is an IJKL type area, and the selection range of the IJKL type area includes:

(1) ABEF type area, (2) ACEF type area, (3) ADEF type area, (4) BCEF type area, (5) BDEF type area, (6) CDEF type area, (7) ABCE type area, ( 8) ABCF type area, (9) ABDE type area, (10) ABDF type area, (11) ACDE type area, (12) ACDF type area;

(4) The area P is an IJKLN type area, and the selection range of the IJKLM type area includes:

(1) ABCEF type area, (2) ABDEF type area, (3) ACDEF type area, (4) BCDEF type area.

Furthermore, all areas adjacent to the vehicle where the area P is located are area P.

Furthermore, the area P also has the following characteristics during the time period:

At least one end boundary of the region P is one of the following: a-type boundary, b-type boundary, c-type boundary, or d-type boundary;

The Type A boundary is also called the entry-only boundary. Passengers are allowed to enter the area P through the Type A boundary, but are not allowed to exit from Area P through the Type A boundary;

The type b boundary is also called the exit-only boundary. Passengers are allowed to exit from area P through the type b boundary, but are not allowed to enter area P through the type b boundary;

The c-type boundary is also called a two-way boundary. Passengers are allowed to walk out of area P through the c-type boundary, and are also allowed to enter area P through the c-type boundary;

The d-shaped boundary is also called a no-travel boundary. Passengers are not allowed to walk out of area P through the d-shaped boundary, nor are passengers allowed to enter area P through the d-shaped boundary.

Further, within the said time period, the walking path of the waiting passengers has one of the following three characteristics:

(1) All waiting passengers in area P, in the process of arriving at the waiting position from the regular area, pass through the connecting channel in the combination area where area P is located;

(2) All waiting passengers in area P, in the process of arriving at the waiting position from the regular area, pass through the bus-side area where area P is located and the regular end of the bus-side area, and do not pass through the connecting channel;

(3) In area P, the waiting passengers include at least A and B.

In the process of arriving at the waiting position from the regular area, Part A's waiting passengers pass through the connecting channel in the combination area where area P is located;

Part B waiting passengers, in the process of arriving at the waiting position from the regular area, pass through the bus-side area where area P is located and the regular end of the bus-side area, without passing through the connecting passage.

Further, it is characterized in that, within the said time period, the walking path of the passengers getting off the bus has one of the following three characteristics:

(1) All passengers who get off the bus to area P will pass through the connecting channel in the combination area where area P is located when walking from the alighting location to the regular area;

(2) All passengers who get off the bus to area P, in the process of walking from the alighting location to the regular area, pass through the bus-side area where area P is located and the regular end of the bus-side area, and do not pass through the connecting channel;

(3) Some of the passengers who get off the bus to area P pass through the connecting passage in the combination area where area P is located in the process of walking from the alighting location to the regular area; at least some of the passengers who get off the bus to area P pass through the connecting channel in the combination area where area P is located. When the car moves to the regular area, it passes through the area adjacent to the vehicle where area P is located and the adjacent end of the area adjacent to the vehicle, without passing through the connecting channel.

Further, within the said time period, in the said station, at least one combination area adopts a boarding and alighting mode with the following characteristics I or II,

(1) The characteristic I is,

(1) The entire upbound traffic area or a certain section of the upbound traffic area is one of the following,

B type, BE type, BF type, BEF type,

C type, CE type, CF type, CEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type,

BD type, BDE type, BDF type, BDEF type,

CD type, CDE type, CDF type, CDEF type area;

(2) At least some of the waiting passengers in the upbound approach area or in a certain section of the upbound approach area, in the process of walking from the regular area to the waiting position, enter through the regular end of the upbound approach area. Go up to the bus area, and then walk along the upstream area to the waiting position;

(2) The characteristic II is,

(1) The entire downbound approach area or a certain section of the downbound approach area is one of the following,

B type, BE type, BF type, BEF type,

C type, CE type, CF type, CEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type,

BD type, BDE type, BDF type, BDEF type,

CD type, CDE type, CDF type, CDEF type area;

(2) At least some of the waiting passengers in the downbound approach area or in a certain section of the downbound approach area enter through the regular end of the downbound approach area in the process of walking from the regular area to the waiting position. Go to the downbound parking area, and then walk along the downbound parking area to the waiting position.

further,

The periodic arrangement of trains stopping in the CE type area is C-E or C-E-E or C-C-E,

The periodic arrangement of trains stopping at the CF type area is C-F or C-F-F or C-C-F,

The periodic arrangement of trains stopping in the CEF type area is CEF or CECF or CECEF or CECFE or CC- EF,

The periodic arrangement of trains stopping in the DE type area is D-E or D-E-E or D-D-E,

The periodic arrangement of trains stopping in the DF type area is D-F or D-F-F or D-D-F,

The periodic arrangement of trains stopping in the DEF type area is D-E-F or D-E-D-F or D-E-D-E-F or D-E-D-F-E or D-D-E-F,

The periodic arrangement of trains stopping in the CDE type area is C-D-E or C-D-E-E or C-E-D-E or C-E-D-E-E,

The periodic arrangement of trains stopping in the CDF type area is C-D-F or C-D-F-F or C-F-D-F or C-F-D-F-F,

The periodic arrangement of trains stopping at the CDEF type area is C-D-E-F or C-E-D-F or C-E-D-E-F or C-E-D-F-E or C-E-D-F-F.

The periodic arrangement of trains stopping in the DEF type area is D-E-F or D-E-D-F or D-E-D-E-F or D-E-D-F-E or D-D-E-F.

Further, within the said time period, in the said station, at least one combination area adopts a boarding and alighting mode that has the following characteristics I or/and characteristics II,

(1) The characteristic I is,

(1) The upbound traffic area or a certain section of the upbound traffic area is one of the following,

A type, AE type, AF type, AEF type area;

(2) At least some of the passengers who get off the train in the upbound passing area or in a certain section of the upgoing passing area pass the upward route in the process of walking from the alighting position to the regular area. The parking area and the normal end of the upbound parking area.

(2) The characteristic II is,

(1) The downbound approach area or a certain section of the downbound approach area is one of the following,

A type, AE type, AF type, AEF type area;

(2) At least some of the passengers who get off the bus in the downbound approach area or in a certain section of the downbound approach area pass downhill in the process of walking from the alighting location to the regular area. The traffic area and the normal end of the downbound vehicle area;

further,

The periodic arrangement of trains stopping in the AE type area is A-E or A-E-E or A-A-E,

The periodic arrangement of trains stopping in the AF type area is A-F or A-F-F or A-A-F,

The periodic arrangement of trains stopping in the AEF type area is A-E-F or A-E-A-F or A-E-A-E-F or A-A-E-F.

(1) The characteristic I is,

(1) The upbound traffic area or a certain area in the upbound traffic area is one of the following,

A type, AE type, AF type, AEF type,

B type, BE type, BF type, BEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type;

CD type, CDE type, CDF type, CDEF type area;

(2) At least some of the passengers who get off the bus and get off the bus in the above-mentioned upbound bus-side area or get off the bus in a certain area within the above-bound bus bus-side area, in the process of walking from the alighting position to the regular area, sequentially Passing through the upbound traffic area, connecting channel, downbound traffic area, and the normal end of the downbound traffic area;

(2) The characteristic II is,

(1) The downbound approach area or a certain area in the downbound approach area is one of the following,

A type, AE type, AF type, AEF type,

B type, BE type, BF type, BEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type;

CD type, CDE type, CDF type, CDEF type area;

(2) At least some of the passengers who get off the bus in the downbound approach area or get off in a certain area within the downbound approach area, in the process of walking from the alighting location to the regular area, pass through the downbound approach area in sequence , connecting passage, upbound traffic area, and the normal end of upbound traffic area.

further,

The periodic arrangement of trains parked on the side of the platform where the AF type area is located is A-F or A-F-F or A-A-F.

The periodic arrangement of trains parked on the side of the platform where the AEF type area is located is A-E-F or A-E-A-F or A-E-A-E-F or A-A-E-F.

The periodic arrangement of trains stopping at the AB-shaped area is A-B or A-B-B or A-A-B.

The periodic arrangement of trains stopping at the ABE type area is A-B-E or A-E-B or A-E-B-E or A-A-E-B,

The periodic arrangement of trains stopping at the ABF type area is A-B-F or A-F-B or A-F-B-F or A-A-F-B,

The periodic arrangement of trains stopping at the ABEF type area is A-E-B-F or A-F-B-E or A-B-E-F or A-A-E-B-F.

The periodic arrangement of trains stopping at the AC type area is A-C or A-C-C or A-A-C.

The periodic arrangement of trains stopping at the ACE type area is A-C-E or A-E-C-E or A-A-C-E or A-C-C-E or A-A-E-C or A-A-E-C-E or A-A-E-C-C-E,

The periodic arrangement of trains parked on the side of the platform where the ACF type area is located is A-C-F or A-F-C-E or A-A-C-F or A-C-C-F or A-A-F-C or A-A-F-C-F or A-A-F-C-C-F,

The periodic arrangement of trains stopping at the AD type area is A-D or A-D-D or A-A-D.

The periodic arrangement of trains stopping in the ADE type area is A-D-E or A-E-D or A-E-D-E or A-A-E-D,

The periodic arrangement of trains stopping at the ADF type area is A-D-F or A-F-D or A-F-D-F or A-A-F-D,

The periodic arrangement of trains stopping in the ADEF type area is A-E-D-F or A-F-D-E or A-D-E-F or A-A-E-D-F.

The periodic arrangement of trains stopping in the BC type area is C-B or C-B-B or C-C-B,

The periodic arrangement of trains stopping at the BCE type area is C-B-E or C-E-B or C-E-B-E or C-C-E-B,

The periodic arrangement of trains stopping at the BCF type area is C-B-F or C-F-B or C-F-B-F or C-C-F-B,

The periodic arrangement of trains stopping at the BCEF type area is C-E-B-F or C-F-B-E or C-B-E-F or C-C-E-B-F.

The periodic arrangement of trains stopping at the CD-type area is C-D or C-D-D or C-C-D,

The periodic arrangement of trains stopping in the CDE type area is C-D-E or C-E-D or C-E-D-E or C-C-E-D,

The periodic arrangement of trains stopping in the CDF type area is C-D-F or C-F-D or C-F-D-F or C-C-F-D,

The periodic arrangement of trains stopping in the CDEF type area is C-E-D-F or C-F-D-E or C-D-E-F or C-C-E-D-F.

(1) The characteristic I is,

A type, AE type, AF type, AEF type,

B type, BE type, BF type, BEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type;

CD type, CDE type, CDF type, CDEF type area;

(2) The entire downbound traffic area is one of the following, type A, type AE, type AF, type AEF, type E, type F, type EF;

(3) At least some of the passengers who get off the bus and get off the bus in the upbound bus area or in a certain area in the upstream bus area, in the process of walking from the alighting position to the regular area, sequentially Passing through the upbound traffic area, connecting channel, downbound traffic area, and the normal end of the downbound traffic area;

(2) The characteristic II is,

(2) The downbound approach area or a certain area in the downbound approach area is one of the following,

A type, AE type, AF type, AEF type,

B type, BE type, BF type, BEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type;

CD type, CDE type, CDF type, CDEF type area;

(2) The entire upbound traffic area is one of the following, type A, type AE, type AF, type AEF, type E, type F, type EF;

(3) At least some of the passengers who get off the bus in the downbound approach area or get off in a certain area within the downbound approach area, in the process of walking from the alighting location to the regular area, pass through the downbound approach area in sequence , connecting passage, upbound traffic area, and the normal end of upbound traffic area.

further,

The periodic arrangement of trains stopping in the CDE type area is CDE or CED or CEDE or CCED,

Further, within the time period, in the platform, the boarding and alighting mode adopted by at least one combination area has the following characteristics I or II,

(1) The characteristic I is,

C type, CE type, CF type, CEF type,

B type, BE type, BF type, BEF type,

D type, DE type, DF type, DEF type area,

BC type, BCE type, BCF type, BCEF type,

CD type, CDE type, CDF type, CDEF type,

(2) At least some of the waiting passengers in the upbound approaching area or in a certain section of the upbound approaching area pass through the downbound approaching area in the process of walking from the regular area to the waiting position. The normal end of the area, the downbound traffic area, the connecting channel, and the upbound traffic area;

(2) The characteristic II is,

C type, CE type, CF type, CEF type,

B type, BE type, BF type, BEF type,

D type, DE type, DF type, DEF type area,

BC type, BCE type, BCF type, BCEF type,

CD type, CDE type, CDF type, CDEF type,

(2) In the downbound approach area or in a certain section of the downbound approach area, at least some of the waiting passengers pass through the upbound approach area in the process of walking from the regular area to the waiting position. The normal end, the upbound traffic area, the connecting channel, and the downbound traffic area.

further,

The periodic arrangement of trains stopping in the CEF type area is C-E-F or C-E-C-F or C-C-E-F,

The periodic arrangement of trains stopping in the DEF type area is D-E-F or D-E-D-F or D-D-E-F,

The periodic arrangement of trains stopping at the CD-type area is C-D or C-C-D or C-D-D,

The periodic arrangement of trains stopping in the CDE type area is C-D-E or C-E-D or C-E-D-E,

The periodic arrangement of trains stopping in the CDF type area is C-D-F or C-F-D or C-F-D-F,

The periodic arrangement of trains stopping in the CDEF type area is C-D-E-F or C-E-D-F or C-F-D-E or C-E-D-E-F.

(1) The characteristic I is,

B type, BE type, BF type, BEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type;

CD type, CDE type, CDF type, CDEF type area;

(4) At least some of the passengers who get off the bus and arrive in the downbound approach area pass through the downbound approach area and the regular end of the downbound approach area in the process of walking from the alighting location to the regular area;

(5) At least some of the waiting passengers in the upbound approach area or in a certain section of the upbound approach area, in the process of walking from the regular area to the waiting position, enter through the regular end of the upbound approach area. Go up to the bus area, and then walk along the upstream area to the waiting position;

(2) The characteristic II is,

A type, AE type, AF type, AEF type,

B type, BE type, BF type, BEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type;

CD type, CDE type, CDF type, CDEF type area;

(3) At least some of the passengers who get off the bus in the downbound approach area or get off in a certain area within the downbound approach area, in the process of walking from the alighting location to the regular area, pass through the downbound approach area in sequence , connecting passage, upbound traffic area, and the normal end of upbound traffic area;

(4) At least some of the passengers who get off the bus and arrive in the upbound bus-side area pass through the upbound bus-side area and the regular end of the upbound bus-side area in the process of walking from the alighting position to the regular area;

(5) At least some of the waiting passengers in the downbound approach area or in a certain section of the downbound approach area, in the process of walking from the regular area to the waiting position, enter through the regular end of the downbound approach area. Go down to the parking area, and then walk along the descending parking area to the waiting area.

(1) The characteristic I is,

(1) The entire upbound traffic area and the entire downbound traffic area are each one of the following, type A, type AE, type AF, or type AEF;

(2) Some of the passengers who got off the bus and arrived at the upbound bus area, in the process of walking from the alighting position to the regular area, passed through the upstream bus area and the regular end of the upbound bus area; at least some of the passengers who got off the bus passed through the upstream bus area and the regular end of the upbound bus area; Passengers arriving in the upbound approach area, in the process of walking from the alighting position to the regular area, pass through the upbound approach area, the connecting channel, the downbound approach area, and the regular end of the downbound approach area;

(3) Passengers who get off the bus and arrive in the downbound approach area, in the process of walking from the alighting position to the regular area, pass through the downbound approach area and the regular end of the downbound approach area;

(2) The characteristic II is,

(2) Some of the passengers who got off the bus in the downbound approach area, in the process of walking from the alighting position to the regular area, passed through the downbound approach area and the regular end of the downbound approach area; at least some of the passengers who got off the bus passed Passengers arriving in the downbound approach area, in the process of walking from the alighting position to the regular area, pass through the downbound approach area, the connecting channel, the upbound approach area, and the regular end of the upstream approach area;

(3) Passengers who get off the bus and arrive in the upbound bus-side area will pass through the upbound bus-side area and the regular end of the upbound bus-side area in the process of walking from the alighting position to the regular area.

(1) The characteristic I is,

(1) The entire upbound traffic area is one of the following, C type, CE type, CF type, CEF type; the entire downbound traffic area is one of the following, C type, CE type, CF type, CEF type, E type, F type, EF type;

(2) In the upbound waiting area, the waiting passengers include at least A and B.

In the process of arriving at the waiting position from the regular area, Part A waiting passengers first pass through the regular end of the upbound bus area, and then walk along the upstream bus area to the waiting location;

Part B waiting passengers, in the process of reaching the waiting position from the regular area, pass through the regular end of the downbound bus area, the downbound bus area, the connecting channel, and the upbound bus area in sequence;

(3) When the downbound approach area is a C-type, CE-type, CF-type or CEF-type area, passengers waiting in the downbound approach area must first pass through the regular end of the downbound approach area, and then along the downbound approach area Walk to the waiting position;

(2) The characteristic II is,

(1) The entire downbound traffic area is one of the following, type C, CE, CF, CEF; the entire upbound traffic area is one of the following, type C, CE, CF, CEF, E, F type, EF type;

(2) The waiting passengers in the downbound waiting area include at least A and B,

In the process of arriving at the waiting position from the regular area, Part A waiting passengers first pass through the regular end of the downbound parking area, and then walk along the downgoing parking area to the waiting position;

Part B waiting passengers, in the process of reaching the waiting position from the regular area, pass through the regular end of the upbound bus area, the upbound bus area, the connecting channel, and the downbound bus area in sequence;

(3) When the upbound approach area is a C-type, CE-type, CF-type or CEF-type area, passengers waiting in the upbound approach area must first pass through the regular end of the downbound approach area, and then along the upbound approach area Go to the waiting position; when the upbound bus area is an E-type, F-type or EF-type area, there are no waiting passengers in the upbound bus area.

Further, within the time period, in the station,

At least one end combination zone operates in one of the following modes, A mode, B mode, D mode, E mode; or/and,

At least one non-end combination zone operates in one of the following modes, Mode FM1, Mode FM2, Mode FM3, Mode FM4, Mode FM5.

Furthermore, the platform has one of the following five characteristics:

(1) The selection range of the type A pattern at least includes type A 1, type A 2, type A 3, type A 4, type A 5, and type A 6 patterns;

(2) The selection range of the B-type modes at least includes B-1, B-2, B-3, B-4, B-5, B-6, B-7 and B-8 modes;

(3) The selection range of the type C mode at least includes type C 1, type C 2, type C 3, type C 4, type C 5, type C 6, type C 7, type C 8, type C 9, type C Type 10 pattern;

(4) The selection range of the D-type mode at least includes D-1 type, D-2 type, and D-3 type;

(5) The selection range of the pentatype pattern at least includes pentatype 1 and pentatype 2 patterns.

Furthermore, the platform has one of the following four characteristics:

(1) The selection range of mode FM2 at least includes FM21, FM22, FM23, and FM24;

(2) The selection range of mode FM3 at least includes mode FM31 or FM32;

(3) The selection range of mode FM4 at least includes modes FM41 and FM42;

(4) The selection range of mode FM5 at least includes mode FM51 or mode FM52.

Technical effect

Increase train formation and improve transportation capacity. Moreover, under the condition that the area near the train is very long (2 to 5 cars), the time occupied by passengers in a single area near the train during entry and exit is greatly reduced. Avoid increasing the departure time due to the long time to enter and exit the combination area.

Description of the drawings

Figure 1 Illustration of various areas in the station

Figure 2 shows the preferred structural form of the end combination area. The upstream and downstream traffic areas each contain only 1 undetermined area and 4 connecting channels;

Figure 3: The preferred structural form of the end combination area. The upbound traffic area contains 2 undetermined areas, and the downbound traffic area contains 1 undetermined area and 4 connecting channels; Figure 4: The preferred structural form of the end combination area, uplink and downlink Each bus area contains 2 undetermined areas and 4 connected areas. Connecting channel; Figure 5 optimizes the structural form of the end combination area. The upbound traffic area contains 1 G-shaped area and 1 undetermined area, and the downbound traffic area contains 1 undetermined area and 2 connecting channels; Figure 6 prefers non- In the structural form of the end combination area, the upstream and downbound traffic areas each contain only 1 undetermined area and 3 connecting channels; Figure 7 shows the preferred structural form of the non-end combination area. The upstream and downbound traffic areas each contain 2 undetermined areas. area, 1 connecting channel; Figure 8 is the preferred structural form of the non-end combination area, and the upstream and downbound traffic areas each contain 2 undetermined areas and 3 connecting channels; Figure 9 is the preferred structural form of the non-end combination area, uplink The vehicle approach area contains 3 undetermined areas, the downbound approach area contains 1 undetermined area, and 3 connecting channels; Figure 10 shows the preferred structural form of the non-end combination area, the upbound approach area contains 3 undetermined areas, and the downbound approach area contains 3 undetermined areas. Contains 2 undetermined areas and 3 connecting channels;

Detailed ways

1.Terminology explanation

length

Unless otherwise specified, the length of all areas in this article refers to the length along the length of the stopped train.

width

Unless otherwise stated, the width of all areas in this article refers to the dimensions along the width of the train.

General area

A characteristic feature of regular areas is that the area width is equal to the platform width.

Preferably, the regular area is a rectangular area or an approximately rectangular area.

General area This area has the following properties:

(1) At least within a certain period of time, the parking carriages opposite the regular areas are allowed to pick up and/or drop off passengers;

(2) There are passages leading to the station hall level or other passages connected to the entrance and exit. Passengers entering the station can walk from the ticket gate or entrance to the regular area, and passengers leaving the station can walk from the regular area to the exit. Station entrance.

The connection passages include escalators connected to the station hall floor, escalators or other passages directly connected to the ground or other passages of the station, etc.; the space occupied by the connection passage itself can be within the conventional area, or it can be within outside of it.

When the areas on both sides of the stairs and escalators in the regular area are very long or/and narrow, and passengers waiting and passing through have a serious impact on each other, the area affected by the stairs and escalators and the areas on both sides of the stairs and escalators need to be combined into a combined area. The affected area of the stair escalator is regarded as the non-traffic area, and the areas on both sides of the affected area are regarded as the vehicle-adjacent area.

face to face

The meaning of a section of carriage S0 facing or facing a section of area S1 on the platform is: if the section of carriage S0 is projected towards the area S1, and the projection direction is perpendicular to the length direction of the railway track, then the projection of the section of carriage S0 will be Either end of falls between the two ends of that area S1, or falls on the end of area S1.

For example, a section of carriage S0 faces or faces the adjacent vehicle area S1. This statement includes three meanings: (1) The two ends of the projection of that segment of carriage S0 are aligned with the two ends of the adjacent area S1; (2) The two ends of the projection of that segment of carriage S0 fall on both sides of the adjacent area S1. between the ends; (3) One end of the projection of the carriage S0 is aligned with one end of the adjacent area S1, and the other end falls between the two ends of the adjacent area S1.

Area affected by stair escalators

Due to the existence of stair escalators, the plane at the platform ground level is not suitable for passengers to stand and walk.

combination area

A combination area includes bus-side areas and non-train-side areas with the same or similar lengths. The width of the combination area is equal to the width of the platform.

There are at least three forms of combination areas:

(1) In the same combination area, there is a physical boundary between the area adjacent to the vehicle and the area not adjacent to the vehicle. The physical boundaries include but are not limited to:

(i) The surface of the isolation device, such as the surface of the wall, fence, etc.;

(ii) The surface of the geological medium. For example, within the height range of the platform layer, the interior of the non-train area is filled with underground rocks. The area adjacent to the train is filled with underground rocks.

The interior is a space carved out of the rock.

(2) In the same combination area, there is no physical boundary between a certain vehicle-adjacent area and non-vehicle-adjacent area. For example, in the combination area, the area adjacent to the vehicle and the area not adjacent to the vehicle are both part of the same equipment room, or both belong to the area occupied by the same geological medium. When this situation occurs, the area adjacent to the vehicle is a non-passenger area.

(3) In the same combination area, there is a physical boundary between the vehicle-adjacent area and the non-vehicle-adjacent area for part of the length, and there is a physical boundary for the other part of the length. There is no physical boundary between the traffic area and the non-traffic area.

In an island platform, there are two train access areas in a combination area. In each platform belonging to the separated island platform in each direction of travel, there is only one train access area in a combination area. In an island-side platform, each combination area belonging to the island platform has two train-side areas, and each combination area belonging to the side platform has only one train-side area.

Passenger area

The train-side area is the area in the combination area immediately adjacent to the parked train, and its side boundary is the edge of the platform.

Preferably, at least one vehicle-facing area in at least one end combination area is provided with an entrance and exit, which is located at the junction of the vehicle-facing area and the regular area; passengers can only enter through the adjacent regular area and/or Or walk out of the traffic area in the end combination area.

Preferably, at least one train-side area with at least one end combination area is provided with a passenger passage connected thereto, which leads to the ground or/and other areas of the station, and passengers can enter the train-side area from the train-side area. passenger access, and vice versa. Preferably, the passenger passage leads to the station concourse level, or/and leads to passages connected to other platforms, or/and leads to other areas of the station that are connected to the entrance and exit of the station. Preferably, the passenger passage is connected at the far end of the area adjacent to the vehicle; preferably, the passenger passage is connected at locations outside both ends of the area adjacent to the vehicle.

Preferably, there is at least one such vehicle-facing area in at least one non-end combination area. At least one end of the vehicle-facing area is the entrance and exit of the vehicle-facing area, and passengers can enter and/or exit the vehicle-facing area through the adjacent regular area. car area. Preferably, there is at least one access area in at least one non-end combination zone, and in a position beyond the end of the access area there is another passage leading to other areas of the station or outside the station.

Upward direction, downward direction

The trains on both sides of the island platform travel in opposite directions. In order to describe the needs, the traveling direction of the train on one side is optionally the upward direction, and the traveling direction of the train on the other side is the downward direction.

Upbound traffic area

The upbound approach area is the approach area close to the upbound stopped train.

Downbound traffic area

The downbound approach area is the approach area close to the downbound stopped train.

Non-traffic area

The non-train area and the parked train are also separated by a train area or/and other areas.

end combination zone

The end combination area is a combination area at or near the end of the platform. Its characteristic is that only one end of the combination area is adjacent to the regular area.

non-end combination area

Non-end combination zones are characterized by adjacent regular zones at both ends of the combination zone.

Preferably, passengers can enter the area adjacent to the vehicle from the regular area through the end of the area adjacent to the vehicle, or/and enter the regular area from the area adjacent to the vehicle through the end of the area adjacent to the vehicle.

Area affected by stair escalators

drop off area

The drop-off area is an area near the train. When the train stops, the carriage facing the drop-off area only allows passengers to get off the train and enter the drop-off area. Passengers are not allowed to get on the train from the drop-off area and enter the carriage.

Preferably, the length of the drop-off area is smaller than the length of the area adjacent to the bus. Preferably, the length of the underground passenger area is equal to the length of the area adjacent to the bus.

Preferably, passengers on the platform enter and leave the alighting area from one or both ends of the alighting area, or/and enter and exit the alighting area from other channels. Preferably, the other channels are dual adjacent channels or/and cross-area channels. The cross-area passage leads to the ground, or/and to the station hall floor, or/and to passages connected to other platforms, or/and to other areas of the station that are connected to the entrance and exit of the station.

Pick-up area

The loading area is an area adjacent to the train. When the train stops, the carriage facing the loading area does not allow passengers to get off the train and enter the loading area, but passengers are allowed to get on the train from the loading area and enter the carriage.

Double passenger area

The double-passenger area is an area adjacent to the train. When the train stops, the carriage facing the double-passenger area allows passengers to get off the train and enter the boarding area. It also allows passengers to board the train. Passengers get on the bus from the double passenger area and enter the carriage.

No customer area

The characteristic of the passenger-free zone is that passengers cannot get on or off the bus in this area.

The passenger-free zone has three meanings: (1) Passengers can enter the area, but are not allowed to get on the bus or get off the bus; (2) Passengers are not allowed to enter the area, so naturally no passengers will get on the bus or get off the bus. ; (3) The area is occupied and is not suitable for people to enter. Likewise, no passengers get on the bus or get off the bus.

Preferably, the passenger-free area is located in the area adjacent to the vehicle; preferably, the passenger-free area includes a passage not open to passengers in the area adjacent to the vehicle.

Preferably, when the platform level is below the ground surface, the passenger-free area includes a vehicle-facing area occupied by rooms or/and geotechnical media. Preferably, when the ground of the platform level is located on the ground or at least one floor above the ground, the non-passenger area includes an occupied area; preferably, the occupied area includes an area occupied by a room or/and another track, etc. area.

Preferably, when the train length is long or there are special requirements for the location where the train stops, if some carriages extend into the tunnel outside the subway station when the train stops, the area next to the train in the tunnel is also a passenger-free zone. . Preferably, the no-passenger area includes an area occupied by geotechnical media; preferably, the no-passenger area includes a walkway for maintenance personnel.

Preferably, when the ground of the platform level is located on the ground or at least one floor above the ground, the train length is long or there are special requirements for the location of the train stop, if some carriages extend into the viaduct when the train stops, then the viaduct The area next to the train you boarded is also a passenger-free zone.

The "customers" in the customer-free zone refer to pick-up and drop-off passengers.

Customer-free areas include non-customer areas and zero-customer areas.

non-customer area

The non-passenger area is a section of the area adjacent to the train, which has the following two characteristics: (1) When the train stops, there are carriage surfaces facing it throughout the entire length of the non-passenger area; (2) It is allowed in the non-passenger area Passengers show up but are neither allowed to pick up nor drop off passengers.

Preferably, the non-passenger area allows passengers to pass through.

The "customer" in the non-customer area refers to the pick-up and drop-off of passengers.

car-free zone

The car-free zone is an area adjacent to the train with the following characteristics: (1) Passengers are allowed to appear in the car-free zone; (2) When the train stops on the side of the platform where the area is located, there are no cars or doors in the train facing Any part of a car-free zone.

Zero customer area

The zero-passenger area is a train-side area with the following characteristics: (1) No passengers are allowed in the zero-passenger area; (2) Among the trains parked on the side of the platform where the zero-passenger area is located, at least one train The carriage or door faces the zero-passenger area.

The "zero" in the zero-passenger area refers to 0 passengers.

connection channel

It is the collective name for cross-region channels and dual-proximity channels. When there is no emphasis on which type, the connecting channel usually refers to the dual adjacent channel.

cross-district channel

A cross-area passage is a passage connected to a vehicle-side area in a certain combination area, and at least one section of the passage is not in the combination area.

Shuanglin channel

Double access passage is the connecting passage between two vehicle access areas in the same combination area.

Note that the traffic areas on both sides of the platform are Z1 and Z2 respectively. The function of the double adjacent passage is to enable at least some passengers in area Z1 to enter area Z2, or/and to enable at least some passengers in area Z2 to enter area Z1. Specifically, including but not limited to:

(1) Passengers who enter the bus waiting area Z1 from the regular area change their minds and enter the bus waiting area Z2 through the dual aisles, and then return to the regular area from area Z2;

(2) Passengers who get off the train in the area Z1 enter the area Z2 through the double aisle, wait in area Z2, get on the train, and enter the train traveling in the opposite direction;

(2) According to the designed walking route, passengers who get off at the bus area Z1 enter the bus area Z2 through the double aisles, and then walk out of the bus area from area Z2 and enter the regular area;

(4) According to the designed walking route, first enter the bus access area Z1 from the regular area, then enter the bus access area Z2 through the double access passage, wait and get on the bus in area Z2.

near-normal end, far-normal end, near-normal end

There is a section of area Q in the area adjacent to the vehicle. Among the two ends of area Q, the end closer to the regular area is called the near-normal end, and the end farther from the regular area is called the far-end.

When the area near the vehicle is in the end combination area, any area in the area adjacent to the vehicle has a near normal end and a far normal end.

When the area adjacent to the vehicle is in a non-end combination area, a certain area in the area adjacent to the vehicle may have one near-constant end and one far-constant end, or two near-constant ends.

In the area adjacent to the vehicle, if the near-normal end is the interface between the area adjacent to the vehicle and the regular area, the near-normal end is called the adjacent end. In the end combination zone, the area adjacent to the vehicle has one temporary end, and in the non-end combination zone, the area adjacent to the vehicle has two temporary ends.

Ribbon

Areas related to pick-up and/or drop-off functions.

For example, A-type area, G-type area, AD-type area, CDE-type area and regular area are all types of functional areas.

To be determined area

The undetermined area can represent the location of the area in the diagram, and can even represent the geometric shape and size; however, there is no need to determine which area it belongs to. The type of area in question will be determined later when specific issues are discussed. Its role is equivalent to the unknown in the equation.

adjacent trains

Among the trains that stop on the same side of the platform, if train b stops after train a stops and leaves, and there are no other trains stopping between train a and train b, then trains a and b are adjacent trains.

A and/or B

"A or/and B" means "A or B", or "A and B". "A and/or B" has the same meaning.

multiple

The meaning of "multiple" in this article is greater than or equal to 2.

At least

The meaning of "at least" in this article is greater than or equal to.

For example, "at least two" means two or more.

For example, "at least two of the five items have the following characteristics" means that among the five items, two, three, four, or five items have the following characteristics.

a, b, c, d type boundary,

For the area adjacent to the vehicle or a certain section of the area adjacent to the vehicle, if an end boundary of the area is an A-type boundary, passengers are allowed to enter the area from the outside of the area through the boundary, but are not allowed to enter the area. Passengers are allowed to cross the boundary from the inside of the area to the outside of the area; the A-type boundary is also called the entry-only boundary.

If the boundary is a B-type boundary, passengers are not allowed to cross the boundary from the outside of the area into the area, but passengers are allowed to cross the boundary from the inside of the area to the outside of the area; the B-type boundary is also called a B-type boundary. out of bounds.

If the boundary is a C-type boundary, passengers are allowed to enter or exit the vehicle-side area through the boundary; the C-type boundary is also called a two-way boundary.

If the boundary is a D-shaped boundary, passengers are not allowed to cross the boundary to enter or exit the area. D-shaped boundaries are also called no-travel boundaries.

non-passenger area

When a certain area P in the area P is a non-boarding area, for any train that stops at the platform where area P is located, passengers are not allowed to board in area P, but passengers are allowed to unload, and neither boarding nor alighting is allowed. guest. Non-passenger loading areas include: A-type area, E-type area, F-type area, AE-type area, AF-type area, and AEF-type area.

Non-drop-off area

When a certain area P in the area P is a non-disembarking area, for any train that stops at the platform where area P is located, passengers cannot be disembarked in area P, but passengers are allowed to board, and it is also allowed to neither board nor disembark. guest. Non-drop-off areas include: C-type area, E-type area, F-type area, CE-type area, CF-type area, and CEF-type area.

The periodic arrangement and number of periods of the stopping trains in area Q

The types of trains that stop on the side of the platform where area Q is located change periodically. The arrangement of the types of trains that stop in a cycle is called a periodic arrangement, and the number of trains that stop in a cycle is called the cycle number.

For example, area Q is an AE type area. Within a period of time, the trains stopping at the side of the platform where area Q is located can only be type A trains or type E trains. When the number of cycles of stopped trains is 2, the trains that stop in sequence are A, E, A, E, A, E... type trains, and the periodic arrangement of the trains is recorded as A-E. When the number of stopped train cycles is 3, the trains that stop in sequence corresponding to the first arrangement are A, A, E, A, A, E, A, A, E... type trains. The periodic arrangement of trains is recorded as A-A-E. ; The trains that stop in sequence corresponding to the second arrangement are A, E, E, A, E, E, A, E, E... type trains, and the periodic arrangement of the trains is recorded as A-E-E.

Independent boarding and landing, coupled boarding and landing

If a bus-side area adopts independent boarding and landing, it has the following characteristics: when the bus-side area operates in a certain mode, passengers who appear in this area will not enter the area or enter the adjacent area from this area. During the course of the regular area, there is no connecting channel or/and the vehicle-facing area on the other side.

If a bus-side area uses coupled boarding and alighting, it has the following characteristics: (1) When the bus-side area operates in a certain mode, the waiting passengers in the bus-side area will pass by when walking from the adjacent regular area to the waiting position. or/and, (2) disembarking passengers who directly enter this area from the train carriage pass through the connecting channel or// and the traffic area on the other side.

For example, when the end combination area operates in mode d.C.a - d.C.a, both the upbound and downbound approaching areas use mode d.C.a to pick up passengers. If the passengers going to take the upper train do not pass through the downbound approach area and the connecting channel when walking to the waiting position; and if there are no passengers going to the downbound approach area in the upbound approach area, the upbound approach will The area adopts independent boarding and landing, specifically independent loading and unloading. If passengers going to take the upper train pass through the downbound train access area and the connecting channel when walking to the waiting position, the upbound train approach area adopts coupled boarding and alighting, specifically coupled passenger boarding.

For example, the end combination zone operates in the mode d.D.a - d.E.b. Passengers boarding the bus using mode d.D.a in the upbound bus area will directly pass through the A-type boundary located at the regular end of the upbound bus area from the adjacent regular area, and directly enter the upstream bus area to wait and board the bus. Passengers who get off the up train enter the up train access area, enter the down train access area through the connecting channel, and then enter the regular area through the B-type boundary located at the normal end of the down train access area. Since the passengers getting off the train in the upbound bus area use the downbound bus area to leave, the boarding and alighting in the upbound bus area is coupled boarding and alighting. If the upbound access area meets the size requirements of the side platform in the island platform stipulated in the current regulations (length is less than or equal to 1 car length, width is greater than or equal to 2.5m), the independent boarding and alighting method can be adopted, that is, all passengers who get off the train can They all walked out directly from the Linchang end of the upbound bus area, and no passengers getting off the bus passed through the connecting passage and the downbound bus area.

boarding and alighting mode

The boarding and alighting mode is a collective term for the boarding and boarding mode in the broad sense and the boarding and dropping mode in the narrow sense. In this article, the meaning is determined according to the context, and no distinction is made in the text.

The boarding and alighting mode in the narrow sense mainly involves the boarding and alighting behavior between the carriage and the platform. The narrow boarding and alighting mode includes the following seven modes, Type A mode (or Mode A), Type B mode (or Mode B), Type C mode (or Mode C), Type D mode (or Mode D), Type E mode ( There are seven modes in total: (or mode E), F-type mode (or mode F), and G-type mode (or mode G).

The generalized boarding and alighting mode includes (1) the boarding and alighting behavior in this link between the carriage and the platform, (2) the walking path of passengers to the waiting position, or/and the path away from the alighting position. The path includes a path from the drop-off location to the regular area, and a path from the regular area to the waiting location.

Independent ride-on and drop-off and coupled ride-on and drop-off are two major categories in the generalized ride-on and drop-off mode.

Shortage of passengers at remote terminal

The meaning of the lack of passengers at the far end is: there are enough passengers in the regular area to enter a certain train-side area of the combination area to wait, but when the door opens after the train stops, near the far-end of the train-side area There is a lack of waiting passengers to board the train in the area; and this train has carriage doors throughout the entire length of the area adjacent to the train, allowing passengers to board the train.

When the following situations occur, the remote end is likely to be short of customers:

(1) The length of the approaching area is relatively large, or/and the width of the approaching area is narrow, or/and the departure interval is short; and,

(2) This area adjacent to the bus adopts an independent boarding and landing method.

Methods to solve the passenger shortage at the remote end include increasing the length of the departure time, changing the independent boarding and alighting mode to a coupled boarding and alighting mode, and using multiple types of trains to stop. The multiple types of trains stopping means that within a period of time, the stopped trains are two or more of the following: Type A, Type B, Type C, Type S, Type E, Type F, Type G train. For example, C-type and F-type trains stop alternately.

Area to be assigned

The area to be assigned is like the independent variable of the function and can be assigned as needed. Since there are many types of areas given above, it is not convenient to describe each type Each type of area is given a unique corresponding pattern. Most areas are represented by a common area pattern. As for which type the area belongs to, it must be determined according to the corresponding instructions. The pattern of the area to be assigned is shown in Figure 1.

boot area

The guidance area is an area divided from the regular area. It is located near the regular end of the bus-side area in the combination area. Its purpose is to guide passengers entering or/and exiting the bus-side area to avoid getting off at nearby doors. Passengers interact with passengers entering and exiting the bus area. Preferably, separate entry and exit rules are adopted for the doors facing the guidance area. Preferably, isolating means are provided at a part of the boundary of the guide area.

2. Platform

An urban rail transit island platform or separated island platform, which is characterized by:

(1) The entire platform includes combination areas and regular areas;

(2) The types of combination areas are divided into end combination areas and non-end combination areas, and the station includes at least one end combination area and/and at least one non-end combination area;

(4) There is at least one combination area in the entire platform that has the following characteristics. In this combination area, there is at least one connecting channel between the areas adjacent to the trains on both sides of the platform.

2.1. Shape of the area adjacent to the vehicle

Preferably, there is at least one such combination area in the entire platform, and the dividing line between the vehicle-side area and the non-train-side area on at least one side of the combination area is one of the following:

a. A straight line parallel to the edge of the platform,

b. A straight line that is not parallel to the edge of the platform,

c. A continuous polyline formed by connecting two or more straight segments,

d.Curve,

e. A line connected by straight segments and curved segments.

Preferably, there is at least one such combination area in the entire platform, and the width of the vehicle-facing area on at least one side of the combination area is equal at any position; preferably, there is at least one such combination in the entire platform. area, there are at least two positions in the area adjacent to the vehicle on at least one side of the combined area, and the widths of the areas adjacent to the vehicle are unequal at these two locations.

Passenger density and passenger movement speed should be considered when determining the width of an area within the parking area. Passenger movement speed is affected by the following factors: passenger density and passenger flow, whether they all move in the same direction, and whether there are obstacles to moving passengers from staying passengers.

2.2. Length of the area adjacent to the vehicle

Preferably, in at least one end combination area of the platform, at least one adjacent area contains an area Z with the following characteristics: (i) passengers are allowed to appear in any part of the area Z, (ii) all The length of the above-mentioned area Z exceeds the length of one carriage. Preferably, the length of the area Z adjacent to the vehicle is 1 to 2 car lengths, or 2 to 3 vehicle lengths, or greater than 3 car lengths; preferably, the length of the area Z is equal to the area adjacent to the vehicle where it is located. length.

Preferably, in at least one non-end combination area of the platform, at least one adjacent area contains an area Z with the following characteristics: (i) passengers are allowed to appear in any part of the area Z, (ii) The length of the area Z exceeds the length of one carriage. Preferably, the length of the area adjacent to the vehicle is the length of 1 to 3 carriages, or the length of 3 to 5 carriages, or greater than the length of 5 carriages.

2.3.Connection channel

In the combination area of the platform, the function of the connecting channel is to enable passengers to enter the area adjacent to the vehicle on one side through the connecting channel to the area adjacent to the vehicle on the other side. Further, the connection channel is used to realize the coupling multiplication and drop.

Another function of connecting channels is to respond to fires. When a fire breaks out in a parked train on one side of the line, passengers can quickly enter the train-side area through the connecting channel after entering the train-side area.

Preferably, there is at least one end combination area with the following characteristics: there are 1 to 4 connection channels in the combination area, or there are 5 or more connection channels.

Preferably, there is at least one end combination zone with the following characteristics, in which the spacing between the connecting channels is approximately equal to one section The length of the carriage is either shorter than one carriage or longer than one carriage. When determining the distance between connecting aisles, consider the time it takes for passengers located in the adjacent area to walk into the connecting aisle entrance.

Preferably, there is at least one non-end combination area with the following characteristics: there are 1 to 6 connection channels in the combination area, or there are 7 or more connection channels; preferably, in the combination area all The spacing between the above-mentioned connecting channels is approximately equal to the length of one carriage, or smaller than the length of one carriage, or greater than the length of one carriage.

Preferably, there is at least one such connection channel in at least one end combination area, one end of which is connected to the far end of the vehicle-side area or the area near the far end; preferably, there is a connection channel in the combination area. A connecting channel with the following characteristics. Both ends of the channel are respectively connected to the far end of the two adjacent vehicle areas or the area near the far end.

Preferably, in at least one end combination area and/and at least one non-end combination area, at least one connection channel has the following characteristics, at least one end of the channel is connected in the area between the two ends of the adjacent vehicle area, And there is a certain distance from both ends of the traffic area.

Preferably, the length direction of the connecting channel is perpendicular to the length direction of the area adjacent to the vehicle. Preferably, the length direction of the connecting channel is not obliquely intersecting with the length direction of the area adjacent to the vehicle, or/and the connecting channel is in a zigzag shape, so as to adapt to the layout of the equipment management room.

Preferably, the width of the connecting channel is at least suitable for two people walking side by side; preferably, the width of the connecting channel is at least suitable for two rows of the narrowest passenger flow to walk facing each other in a staggered manner. Preferably, the width of the connecting channel is 1.1~1.5m, or 1.5~2.0m, or 2.0~2.5m, or greater than 2.m.

Preferably, the height of the top plate of the connecting channel is lower than the height of the roof of the platform layer, and there is a gap between the top plate of the connecting channel and the top plate of the platform layer; preferably, this gap is used to connect the equipment rooms on both sides of the connecting channel. Air channel; preferably, this gap is used to install specially shaped equipment.

Preferably, the area adjacent to the vehicle is connected to the cross-area passage; preferably, the far end of the area adjacent to the vehicle is connected to the crossover channel, and the other end of the cross-area channel is connected to outside the end combination area where the area adjacent to the vehicle is located. an area that is another area of the platform level, or a platform level, or a passage or other area connected to a passage leading to the ground.

Preferably, the island platform is part of a hybrid platform.

3. Boarding and alighting modes and area types

3.1. Ride and drop mode

There is at least one combination area in the entire platform that has the following characteristics, and there is at least a section of area P in the area adjacent to the train on at least one side of the combination area that has the following characteristics:

At least within a period of time, among the trains parked on the side of the platform where the area P is located, at least one of the trains, the area P and the boarding and alighting elements are combined in one of the following modes:

(1) Mode A, (download only)

For the region P, the train is called a Class A train of region P;

(2)Mode B, (lower quality)

For the region P, the train is called a Class B train of the region P;

(3)Mode C, (up only)

For the region P, the train is called a Category C train of region P;

(4)Mode D, (double passengers)

For the region P, the train is called a Class D train of the region P;

(5) Mode E, (non-customer)

For the region P, the train is called an E-class train of the region P;

(6) Mode F, (no car)

For the region P, the train is called a Category F train of region P.

(7)Mode G (zero customer)

For the region P, the train is called a category G train of region P.

3.2. Types of area P

3.2.1. Only one type of train stops in area P

Preferably, at least during the time period, the trains stopping at the side of the platform where the area P is located have the following characteristics:

(2) Any two trains are the same type of train;

3.2.2. Two adjacent trains stopping in area P

Preferably, at least within the said time period, among the trains stopping at the side of the platform where the area P is located, at least two adjacent trains have the following characteristics:

(2) These two adjacent trains are not the same type of trains.

3.2.3. N adjacent trains stopping in area P

Preferably, at least within the said time period, among the trains that stop at the side of the platform where the area P is located, at least N trains that stop in sequence have the following characteristics:

(1) The N is greater than or equal to 3;

(2) Each of these N adjacent trains is one of the following, a class A train, a class B train, a class C train, a class D train, a class E train, or a class F train in area P;

(3) Among the N trains that stop in sequence, at least two trains are not of the same type;

Preferably, among the N trains, no two trains are of the same type.

Preferably, among the N trains, at least two trains are not trains of the same type, and at least two trains are trains of the same type.

Preferably, among the N trains, at least two adjacent trains are not trains of the same type, and at least two adjacent trains are trains of the same type. .

3.3. Preferred type of area P

Preferably, during the time period, the area P is an I-type area, an IJ-type area, an IJK-type area, an IJKL-type area, or an IJKLM-type area.

The characteristic of the I-type area is that any train stopping at the side of the platform where the area P is located can only be an I-type train in the area P; the value of I is one of the following: A, B, C, D, E, F, G;

In the names of the IJ type area, IJK type area, IJKL type area and IJKLM type area, the symbols I, J, K, L and M are universal symbols and have the following characteristics. (1) The value ranges of the symbols I, J, K, L, and M are all A, B, C, D, E, F, and G; (2) In the symbols I, J, K, L, and M, No two symbols have the same value. For example, in the name of an IJ-type area, I≠J is required; in the name of an IJK-type area, I≠J, I≠K, and J≠K are required.

3.4.I-type area

Preferably, during the time period, the Type I area is one of the following 7 areas:

(1) Type A area - drop-off area,

(2) Type B area - drop-off priority area,

(3)C-type area-pick-up area,

(4) D-type area - double passenger area,

(5) E-type area - non-guest area,

(6) Type F area - car-free area;

(7)G type area - zero customer area,

3.4.1. Prefer IJ type area

Preferably, the selection range of the JK type area includes: (1) AB type area, (2) AC type area, (3) AD type area, (4) AE type area, (5) AF type area, (6) )BC type area, (7) BD type area, (8) BE type area, (9) BF type area, (10) CD type area, (11) CE type area, (12) CF type area, (13) DE type area, (14) DF type area, (15) EF type area.

The AB-type area has the following characteristics: during the time period, any train stopping at the side of the platform where area P is located can only be a class A or class B train in area P.

The AC type area has the following characteristics: during the time period, any train stopping at the side of the platform where area P is located can only be a class A or class C train in area P.

The AD type area has the following characteristics: within the time period, any train stopping at the side of the platform where area P is located can only be a class A or class D train in area P.

The AE type area has the following characteristics: during the time period, any train stopping at the side of the platform where the area P is located can only be a class A or class E train in the area P.

The meaning of other IJ-type areas can be deduced in the same way.

3.4.2. Preferably IJK type area

Preferably, the selection range of the JKL type area includes: (1) ABC type area, (2) ABD type area, (3) ABE type area, (4) ABF type area, (5) ACD type area, (6) )ACE type area, (7) ACF type area, (8) ADE type area, (9) ADF type area, (10) BCD type area, (11) BCE type area, (12) BCF type area, (13) BDE type area, (14) BDF type area, (15) CDE type area, (16) CDF type area, (17) AEF type area, (18) BEF type area, (19) CEF type area, (20) DEF type area.

The ABC type area has the following characteristics: during the time period, any train stopping at the side of the platform where area P is located can only be a class A, class B or class C train in area P.

The ABD type area has the following characteristics: during the time period, any train stopping at the side of the platform where area P is located can only be a class A, class B or class D train in area P.

The ABE type area has the following characteristics: during the time period, any train stopping at the side of the platform where the area P is located can only be a class A, class B or class E train in the area P.

The ABF type area has the following characteristics: during the time period, any train stopping at the side of the platform where the area P is located can only be a class A, class B or class F train in the area P.

The meaning of other IJK-type areas can be deduced in the same way.

3.4.3. Prefer IJKL type area

Preferably, the selection range of the JKLM type area includes: (1) ABEF type area, (2) ACEF type area, (3) ADEF type area, (4) BCEF type area, (5) BDEF type area, (6 )CDEF type area, (7) ABCE type area, (8) ABCF type area, (9) ACDE type area, (10) ACDE type area.

The ABEF type area has the following characteristics: during the time period, any train stopping at the side of the platform where the area P is located can only be a class A, class B, class E or class F train in the area P.

The ACEF type area has the following characteristics: during the time period, any train stopping at the side of the platform where the area P is located can only be a Class A, Class C, Class E or Class F train of the Area P.

The ADEF type area has the following characteristics: during the time period, any train stopping at the side of the platform where the area P is located can only be a Class A, Class D, Class E or Class F train in the area P.

The meaning of other IJKM-type areas can be deduced by analogy.

3.4.4.Selection range of IJKLM type area

The selection range of the IJKLM type area includes: (1) ABCEF type area, (2) ABDEF type area, (3) ACDEF type area, (4) BCDEF type area.

The ABCEF type area has the following characteristics. During the time period, any train stopping at the side of the platform where area P is located can only be type A, type B, type C, type E, or type F of area P. Class train.

The ABDEF type area has the following characteristics. During the time period, any train stopping at the side of the platform where the area P is located can only be Class A, Class B, Class D, Class E or Class F of the area P. Class train.

The ACDEF type area has the following characteristics. During the said time period, any train stopping at the side of the platform where the area P is located can only be Class A, Class C, Class D, Class E or Class F of the area P. Class train.

The BCDEF type area has the following characteristics. During the time period, any train stopping at the side of the platform where the area P is located can only be Class B, Class C, Class D, Class E or Class F of the area P. Class train.

3.5. Number of areas in the vehicle-side area

Preferably, in the area adjacent to the vehicle where the area P is located, the area P completely overlaps with the area adjacent to the vehicle. That is, the area adjacent to the vehicle only contains one area, and this area is area P.

Preferably, in the area adjacent to the vehicle where the area P is located, there is also an area Q; preferably, the selection range of the area Q is the same as the selection range of the area P, but the area Q and the area P are different types of areas; preferably, the selection range of the area Q is the same as the selection range of the area P. The area Q and the area P are similar areas, but exist at the junction of areas P and Q. Type a or type b or type d boundaries. The meaning that the area Q and the area P are different types of areas is: for example, the area P is an A-type area, the area Q is an F-type area, and the A-type area and the F-type area are different types of areas. ; For another example, the region P is an AD-type region, the region Q is an F-type region, and the AD-type region and the F-type region are different types of regions.

Preferably, there are N additional areas in the area adjacent to the vehicle where the area P is located, and N is greater than or equal to 2; among the N areas, the selection range of each area is the same as the selection range of the area P. The same; among the N areas, at least one area is a different type of area from area P.

The selection range of the region P includes the I-type region, IJ-type region, IJK-type region, IJKL-type region and IJKLM-type region as mentioned above.

3.6.Region boundaries

During the time period, the area P also has the following characteristics:

Among the two ends of the region P, the boundary of at least one end is one of the following: a-type boundary, b-type boundary, c-type boundary, or d-type boundary;

The c-shaped boundary is also called a two-row boundary. Passengers are allowed to pass through the c-shaped boundary from area P and are also allowed to enter area P through the c-shaped boundary;

The d-shaped boundary is also called a no-travel boundary. Passengers are not allowed to walk out of the area P through the d-shaped boundary, nor are passengers allowed to enter the area P through the d-shaped boundary.

Preferably, access control is provided at the boundary to control the walking direction of passengers. Preferably, the access control set at the A-shaped boundary of area P only allows passengers to enter area P and does not allow passengers to leave area P. Preferably, the access control set at the b-shaped boundary of area P does not allow passengers to enter area P, but only allows passengers to exit area P. Preferably, no access control is provided at the c-shaped boundary of area P, and passengers can enter and exit freely. Preferably, an isolation device is set up at the D-shaped boundary of the area P, or the building structure or geological medium boundary is used to prohibit movement.

Preferably, in the area adjacent to the vehicle where the area P is located, the area P completely overlaps with the area adjacent to the vehicle, and the boundary at at least one end of the two ends of the area adjacent to the vehicle is one of the following, a-type boundary , b-type boundary, c-type boundary, d-type boundary.

Preferably, there are N additional areas in the area adjacent to the vehicle where the area P is located, and N is greater than or equal to 1. The N regions have the following characteristics:

(1) Among the N areas, the selection range of each area is the same as the selection range of the area P;

(2) Among the N areas, at least one area Q is adjacent to area P;

(i) The area Q and the area P are different types of areas; or/and,

(ii) At the junction of area Q and area P, the boundary of area Q is a d-type boundary, a-type boundary, or b-type boundary.

4. Expression formula of the ascending and descending mode

4.1. Expression formula

On the platform, there are N _i areas in the upbound passing area of the i-th combination area. The serial numbers of these areas in the upgoing passing area are 1, 2...i...N _i . In the platform, these areas The area numbers are i1, i2...ij...iN _i in sequence, N _i ≥ 1; there are N _0i areas in the downlink adjacent area, and the sequence numbers of these areas in the downlink adjacent area are 1, 2...k...N _0i , the area numbers in the station are 0i1, 0i2...0ik...0iN _0i , N _0i ≥1.

The boarding and landing mode of the i-th combination area is recorded as
SM _i ——SM _0i (1)

in

M _ij ＝m _ij .Z _ij .n _ij (6)
M _0ik ＝m _0ik .Z _0ik .n _0ik (7)

In the above symbols, the subscripts i and 0i respectively correspond to the upstream and downstream traffic areas in the i-th combination area; the subscript ij corresponds to the area numbered ij, which is in the combination numbered i. The j-th area in the upbound traffic area in the zone; the subscript 0ik corresponds to the area numbered 0ik, which is the k-th area in the downlink traffic area in the combination zone numbered i.

SM _i and SM _0i are respectively the boarding and alighting modes of the upbound and adjacent train areas and the boarding and alighting modes of the downbound and adjacent trains in the i-th combination area.

and is the multiplying and descending mode of two areas containing area codes, corresponding to area ij and area 0ik respectively. p _ij and p _0ik are area location codes, corresponding to area ij and area 0ik respectively. M _ij and M _0ik are the ascending and descending modes of area ij and area 0ik respectively.

Z _ij and Z _0ik are the area type code of area ij and the area type code of area 0ik respectively. The respective value ranges of Z _ij and Z _0ik include I, IJ, IJK, IJKL and IJKLM, respectively corresponding to the I-type area, IJ-type area, IJK-type area, IJKL-type area and IJKLM-type area as mentioned above.

For any area, whether the area is in the upbound traffic area or the downbound traffic area, the front and rear ends of the area are determined in the upward direction. m _ij and n _ij are respectively the front-end boundary code and the back-end boundary code of the area numbered ij in the upbound traffic area, m _0ik and n _0ik are respectively the area numbered 0ik in the downlink traffic area The front-end boundary code and the back-end boundary code. Each value of m _ij , n _ij , m _0ik and n _0ik is one of the following, a, b, c, d.

Equation (2) shows that the upbound traffic area of the i-th combination area contains N _i areas, and the boarding and alighting modes of these areas are in sequence: Together they form the boarding and alighting mode SM _i of the upbound traffic area.

Equation (3) shows that the downbound traffic area of the i-th combination area contains N _0i areas, and the boarding and alighting modes of these areas are in sequence: Together they form the boarding and alighting mode SM _0i of the downbound adjacent vehicle area.

The symbol "/" can be used to represent the "or" relationship in the respective values of Z _ij and Z _0ij . For example, taking Z _ij =[(CE)/(CF)/(CEF)/(ADEF)] means that the area Z _ij is a CE type area, or a CF type area, or a CEF type area, or an ADEF type area. .

The symbol "/" can be used to represent the "or" relationship among the values of m _ij , n _ij , m _0ik and n _0ik . For example, taking n _ij =a/c means that the back-end boundary of the region ij can be selected as a type A boundary or as a type B boundary.

When the upbound traffic area in the i-th combination area contains only one type of area, j is omitted from the subscript of the symbol related to the upbound traffic area, and formulas (2), (4) and (6) are simplified to the following Formulas (2a), (4a) and (6a),

M _i =mi .Z _i _.n _i (6a)

When the downbound approaching area in the i-th combination area contains only one type of area, k is omitted from the subscript of the symbol related to the downgoing approaching area, and formulas (3), (5), and (7) are simplified to the following: Formula (3a), (5a), (7a)

M _0i ＝m _0ik Z _0i .n _0i (7a)

4.2.Examples

example 1

In the first combination area in the platform, the upstream and downstream approaching areas each contain only one type of area. The boarding and alighting mode of the combination area is
SM ₁ ——SM ₀₁ (1-1)

in

p ₁₁ =11
M11＝d.[(D/(CE)].(c/a)

SM ₁ =11{d.[(D/(CE)].(c/a)}

p ₀₁₁ =011
M ₀₁₁ =dAb

SM ₀₁ ＝011{dAb}

Add the above formula to formula (1-1) to get the combined expression
11{d.[(D/(CE)].(c/a)}——011{dAb} (1-2)

Equation (1-2) includes the following four modes,
11{dDc}——011{dAb}
11{dDa}——011{dAb}
11{d.(CE).c}——011{dAb}
11{d.(CE).a}——011{dAb}

Take mode 11{d.(CE).c}-011{d.A.b} as an example for explanation. This mode means: in the first combination area, all the upbound traffic areas are area 11, and area 11 is a CE type area. The front and rear ends of the area adopt d-type boundaries and c-type boundaries respectively; in the downbound traffic area also There is only one area 011, which is a type A area, and the front and rear boundaries of the area are type d and type b respectively.

Since each of the upstream and downstream traffic areas only contains one area, it can be expressed in a simple way. The simple formula for the above pattern is

p ₁ =1
M ₁ =d.[(D/(CE)].(c/a)

SM ₁ =1{d.[(D/(CE)].(c/a)}

p ₀₁ =01
M ₀₁ =dAb

SM ₀₁ ＝011{dAb}

Add the above formula to formula (1-1) to get the combined expression
1{d.[(D/(CE)].(c/a)}——01{dAb}

The above formula includes the following four modes:
1{dDc}——01{dAb}
1{dDa}——01{dAb}
1{d.(CE).c}——01{dAb}
1{d.(CE).a}——01{dAb}

Example 2

In the second combination area, the boarding and landing mode is adopted
SM ₂ ——SM ₀₂ (2-1)

p ₂₁ = 21
M ₂₁ =dDa

p ₂₂ =22
M ₂₂ =bCa

p ₀₂₁ =021
M ₀₂₁ =dAb

Put the above formula into formula (2-1) to get,
21{dDa}-22{bCa}——021{dAb} (2-3)

Equation (2-3) shows that in the second combination area, the upbound traffic area contains two areas, area 21 and area 22, and the rear end boundary of area 21 overlaps with the front end boundary of area 22. Area 21 is a D-type area, its front end boundary is a D-type boundary, and its rear end boundary is an A-type boundary. Area 22 is a C-type area, the front boundary is a type B boundary, and the rear boundary is a type A boundary. Since the rear boundary of area 21 overlaps the front boundary of area 22, the types of these two boundaries must conform to the logic of passenger walking. The above mode means that passengers are allowed to enter area 22 from the rear boundary of area 22, and then enter area 21 from the front boundary of area 22. The nature of the boundary between area 22 and area 21 determines that passengers can only enter area 21 from area 22, but not vice versa.

There is only one area 021 in the downbound approaching area 02. This area is an A-type area, and its front-end and rear-end boundaries are d-type and b-type boundaries respectively.

Since the downbound approach area only contains one area, the "1" in "021" in the symbols related to the downbound approach area can be discarded. Correspondingly, the above mode formula is simplified and expressed as

p ₀₂ =02
M ₀₂ =dAb

SM ₀₂ ＝02{dAb}

Correspondingly, formula (2-1) becomes
21{dDa}-22{bCa}——02{dAb}

5. Preferred boarding and alighting modes in end combination areas

5.1.Type A mode

The characteristics of the Type A mode are: (1) There is only one area for the upstream and downbound train access areas; (2) The upstream and downbound train approach areas each adopt independent boarding and alighting methods.

When independent boarding and alighting are used, passengers in one bus-side area do not need to use another bus-side area for boarding, landing, and entry into the area, and the mode used in one bus-side area is not affected by the mode used in another bus-side area.

Preferably, in the end combination area, at least one vehicle-facing area is one of the following: A-type area, B-type area, C-type area, E-type area, F-type area, and G-type area.

Preferably, in the end combination area, at least one area adjacent to the vehicle is an IJ type area, an IJK type area, an IJKL type area, or an IJKLM type area. Preferably, the IJ type area is one of the following: AE type, AF type, BE type, BF type, CE type, CF type, DE type, DF type, and EF type area. Preferably, the IJK type area is one of the following, AEF type, BEF type, CEF type, DEF type, ABE type, ABF type, ACE type, ACF type, ADE type, ADF type, BCE type, BCF type, BDE Type, BDF type, CDE type, CDF type area. Preferably, the IJKL type region is one of the following, ABEF type, ACEF type, ADEF type, BCEF type, BDEF type, CDEF type, ABCE type, ABDE type, ACDE type, BCDE type, ABCF type, ABDF type, ACDF type, BCDF type area.

Take Figure 2 and Figure 5 as examples to illustrate. In the end combination area as shown in Figure 2, the upbound and downbound approaching areas each contain only one area 1 and one area 01. Any one of these areas is suitable for operation in Type A mode. There are connecting channels 101, 102, 103, and 104 between the car areas. In the end combination area as shown in Figure 5, the upbound traffic area contains a zero passenger area 11 and a pending area 12, and the downbound traffic area only contains a pending area 01. There are connecting channels 101 and 101 between area 12 and area 01. 102. Any area adjacent to the vehicle in Figures 2 and 5 is suitable for operation in Type A mode. The connection channel in the figure is not necessary for the operation of Type A mode, but it is useful for dealing with special situations. Figures 2 and 5 are only used for illustration and do not constitute a restriction on the Type A model.

Preferably, the type A pattern includes type A1, type A2, type A3, type A45, type A, and type A6 patterns.

5.1.1. Type A1 model

The characteristic of Type A1 mode is that if a certain area adjacent to the vehicle operates in Type A1 mode, the area adjacent to the vehicle will be one of the following: AE type, AF type, or AEF type area. For example, in Figure 2, if the upbound approaching area 1 operates in Type A1 mode, then area 1 is an AE type or AF type or AEF type area.

Preferably, in a combination area, only one area adjacent to the vehicle is a type A1 area; preferably, in a combination area, two areas adjacent to the vehicle are both type A1 areas.

The far end of the vehicle-side area located in the end combination area is a D-type boundary (no-travel boundary), and the normal end boundary is a B-type boundary (exit-only boundary). Only one end of the area is used for passengers to exit.

When the area near the train is selected as an A-type area, as the number of stopped trains increases, if the number of passengers getting off the train continues to increase in this area, it may cause safety hazards. For example, it may cause crowding, congestion, or even stampede of passengers getting off the train. One of the preferred solutions to the above problems is to select the area as an AE type or AF type or AEF type area.

Take the AE type area as an example to illustrate. Taking the number of cycles as 2, the corresponding train period arrangement is A-E. The reasons why passengers who get off the bus continue to be stranded include that the area near the bus is too long and too narrow, the number of passengers getting off the bus is too large, and the time between departures is too short. When the periodic arrangement is A-E, it is equivalent to only one train discharging passengers for every two trains stopping, which increases the time left for disembarking passengers to exit the area near the train. If after using the periodic arrangement A-E, the number of stranded passengers still continues to increase, the number of periods can be set to 3, and the periodic arrangement is A-E-E. At this time, only one train disembarks passengers from every three trains that stop, which further increases the time left for passengers to leave the waiting area.

When the area near the train is selected as an A-type area, the number of stranded passengers continues to increase; and when the periodic arrangement is chosen as A-E, the passengers who got off the first Class A train have to wait until all the passengers get out of the area before the train. The second class A train stopped after a longer interval. If this happens, consider adjusting the periodic arrangement to A-A-E, which is equivalent to only two trains discharging passengers for every three train stops.

5.1.2. Type A2 model

The characteristic of Type A2 mode is that if a certain area adjacent to the vehicle operates in Type A2 mode, the area is one of the following: CE type, CF type, CEF area.

A train-side area is called a C-type area. When each stopped train opens its doors, if there are always some places in the train-side area where the passenger density is 0 or significantly lower than the density in other places, this area can be considered. Select CE type, CF type, CEF type area.

Assuming that the train-side area is a CF-type area and the periodic arrangement is C-F, only one C-type train is allowed to board every two stopped trains. Compared with the C-shaped area, the time left for passengers to walk to the waiting position is greatly increased.

Since the C-type area is a passenger loading area, when there is a lack of waiting passengers at certain locations, it only affects efficiency but does not affect safety. Therefore, it is also a good choice to continue to use the area near the vehicle as a C-shaped area.

5.1.3. Type A3 model

The characteristic of Type A3 mode is that if a certain area adjacent to the vehicle operates in Type A3 mode, the area is one of the following, DE type, DF type, or DEF type area.

When the area adjacent to the train does not meet the subway specification requirements for the size of the side platform in an island platform, the area adjacent to the train cannot be designated as a D-type area. It is a suitable choice to choose the area near the vehicle as DE type, DF type or DEF type area. Take the area adjacent to the vehicle as a DF type area as an example for explanation.

The area adjacent to the vehicle is taken as a DF type area, the number of cycles is taken as 2, and the periodic arrangement is taken as D-F. The trains that stop in sequence are numbered 1, 2, 3, 4, 5, 6..., and the corresponding trains are D class, F class, D class, F class, D class, F class train.... When train 1 (Category D) stops, there are already waiting passengers in the waiting area. After the door of train 1 is opened, the passengers in the carriage get off, and the passengers waiting at the same time or later get on. When the passenger boarding is completed, all the passengers in the bus-side area are the passengers getting off the bus. Their movement direction is the same and they will walk out from the regular end of the bus-side area. Passengers who want to take Train 3 (Category D train) are not allowed to enter the area before all or almost all the passengers who get off the train have walked out of the area to ensure that the passengers can get out quickly. After all the passengers have gotten off the train and walked out, the waiting passengers are allowed to enter the area near the train. This entry process is completed before train 3 stops or before the door opens. Before train 3 stopped, train 2 (category F train) had stopped at the side of the platform where the bus-side area is located. Since no passengers got on or off in the bus-side area, it did not have any impact on the walking of passengers in the bus-side area.

5.1.4. Type A4 model

The characteristic of Type A4 mode is that if a certain area adjacent to the vehicle operates in Type A4 mode, the area is one of the following: ACE type, ACF type, and ACEF type area.

If a Category A train is adjacent to a Category C train in a parked train in the temporary area, passengers who get off the Category A train will have to exit the train temporarily. The process of entering the train area and the process of entering and waiting in the area for passengers who want to take Category C trains completely or partially overlap in time and space. There will be a period of time when the two types of passengers are facing each other, blocking each other from walking; there will also be a period of time when the waiting passengers stay in place, blocking the walking of the passengers getting off the bus. So avoid Category A trains being adjacent to Category C trains.

The approaching area is an ACE type, ACF type or ACEF type area, and Class A and Class C trains are separated by Class E or Class F trains. For example, take the area adjacent to the vehicle as an ACE type area, take the number of cycles as 3, and take the cycle arrangement as A-E-C. The trains that stop in sequence are numbered 1, 2, 3, 4, 5, 6..., and the corresponding trains are Category A, Category E, Category C, Category A, Category E, Category C trains.... When train 1 (Class A train) opens the door, passengers get off the train, walk along the long and narrow area adjacent to the train, and walk out through the adjacent end of the area. When all the passengers who have got off the train in the waiting area have walked out, the passengers who want to take train 3 (Category C train) will be allowed to enter the waiting area to wait. When train 3 stops and opens the door, all the steps of getting on and off and entering and exiting the train area in a periodic arrangement are completed. When train 2 (E train) stops, no passengers get on or off in the area adjacent to the train. The stop of train 2 does not affect the stay and walking of passengers in the area adjacent to the train.

When using a 3-train cycle arrangement, if there is still a lack of passengers at the far end or too many stranded passengers in the upbound train area 1, you can choose to use a 4-train cycle arrangement. Preferably, the 4-train periodic arrangement is A-E-E-C or A-E-C-E. The former is suitable for solving the shortage of passengers at the far end and too many stranded passengers. Compared with the two, the former is the best and the latter is the second best.

5.1.5.A-5 model

The characteristic of Type A5 mode is that if a certain area adjacent to the vehicle operates in Type A5 mode, the area is one of the following: ADE type, ADF type, ADEF type area.

When the areas adjacent to the vehicle are respectively chosen as ADE type, ADF type and ADEF type areas, the periodic arrangement can be A-E-D, A-F-D and A-E-D-F respectively.

Take the periodic arrangement A-E-D as an example to illustrate. The trains that stop in sequence are numbered 1, 2, 3, 4, 5, 6..., and the corresponding trains are Category A, Category E, Category D, Category A, Category E, Category D trains.... Train 1 (category A train) only disembarks passengers after stopping. When all the passengers who got off train 1 have walked out of the waiting area, the passengers who want to take train 3 (Category D train) will be allowed to enter the waiting area. These passengers will go to the appropriate location to wait. When train 3 stops and opens the door, passengers are dropped off first and then boarded. In most cases, the boarding process lasts from a few seconds to more than ten seconds. After the passenger boarding is completed, there will only be passengers getting off the bus in the area near the bus. Passengers who get off the bus walk along the area near the bus toward the Linchang end, and finally walk through the Linchang end and exit the area near the bus. When train 2 (E-class train) stops, no passengers get on or off the train in the area near the train. The stop of train 2 does not interfere with the walking of passengers in the area near the train. When train 4 (category A train) stops, if some of the passengers who got off train 3 have not left the area near the train, the passengers who got off train 4 and the passengers from train 3 merge into one passenger flow, and their walking direction same. As long as the number of stranded passengers in the adjacent area does not increase continuously, stranding a small number of passengers is allowed, especially when the passengers are traveling in the same direction.

5.1.6.A-6 model

The characteristic of Type A6 mode is that if a certain area adjacent to the vehicle operates in Type A6 mode, the area is one of the following: CDE type, CDF type, CDEF type area.

When the area adjacent to the train is a CDE type area, the preferred train cycle arrangement includes C-D-E, C-C-D-E, and C-E-D-E.

When the area adjacent to the train is a CDF type area, the preferred train cycle arrangements include C-D-F, C-C-D-F, and C-F-D-F.

When the approaching area is a CDEF area, the preferred train cycle arrangements include C-E-D-F, C-F-D-E, C-D-F-E, and C-D-E-F.

Take the periodic arrangement C-D-E as an example. The trains that stop in sequence are numbered 1, 2, 3, 4, 5, 6..., and the corresponding trains are Category C, Category D, Category E, Category C, Category D, Category E trains.... When train 1 (Category C train) stops, there is only passenger boarding and no unloading; after the passenger boarding is completed, the area near the train becomes empty instantly. Since there are no passengers getting off train 1 to exit, passengers who want to take train 2 (category D train) are allowed to enter the waiting area during the boarding process of train 1 or after the boarding is completed. When train 2 stops, passengers will be dropped off first and then boarded; when all passengers getting off the train have walked out of the waiting area, passengers who want to take train 4 (Category C train) will be allowed to enter the waiting area. When train 4 stops, only passengers will be boarded but not disembarked. This completes a cycle. Between trains 2 and 4, train 3 stops once. Since train 3 does not board or unload passengers in the area near the train, the stop of train 3 will not affect the walking, boarding and alighting of passengers in the area near the train.

5.1.7. Type A mode in combination area

The type A pattern expression of the combination area is, pattern SM1 ₁ - SM1 ₀₁ ,

Agreement
S1 ₁ =1{d.[A/(AE)/(AF)/(AEF)/C/(CE)/(CF)/(CEF)/(ACE)/(ACF)/(ACEF)].a }
S1 ₀₁ ＝01{d.[A/(AE)/(AF)/(AEF)/C/(CE)/(CF)/(CEF)/(ACE)/(ACF)/(ACEF)].a }
S2 ₁ ＝1{d.[(DE)/(DF)/(DEF)/(CDE)/(CDF)/(CDEF)/(ADE)/(ADF)/(ADEF)].a}
S2 ₀₁ ＝01{d.[(DE)/(DF)/(DEF)/(CDE)/(CDF)/(CDEF)/(ADE)/(ADF)/(ADEF)].a}
S3 ₁ ＝1{d.[(BE)/(BF)/(BEF)/(CBE)/(CBF)/(CBEF)/(ABE)/(ABF)/(ABEF)].a}
S3 ₀₁ ＝01{d.[(BE)/(BF)/(BEF)/(CBE)/(CBF)/(CBEF)/(ABE)/(ABF)/(ABEF)].a}

Preferably, SM1 ₁ =S1 ₁ is taken, and SM1 ₀₁ =S1 ₀₁ is taken.

Preferably, SM1 ₁ =S1 ₁ is taken, and SM1 ₀₁ =S2 ₀₁ is taken.

Preferably, SM1 ₁ =S1 ₁ is taken, and SM1 ₀₁ =S3 ₀₁ is taken.

Preferably, SM1 ₁ =S2 ₁ is taken, and SM1 ₀₁ =S1 ₀₁ is taken.

Preferably, SM1 ₁ =S2 ₁ is taken, and SM1 ₀₁ =S2 ₀₁ is taken.

Preferably, SM1 ₁ =S2 ₁ is taken, and SM1 ₀₁ =S3 ₀₁ is taken.

Preferably, SM3 ₁ =S2 ₁ is taken, and SM1 ₀₁ =S1 ₀₁ is taken.

Preferably, SM3 ₁ =S2 ₁ is taken, and SM1 ₀₁ =S2 ₀₁ is taken.

Preferably, SM3 ₁ =S2 ₁ is taken, and SM1 ₀₁ =S3 ₀₁ is taken.

The aforementioned modes A1 to A6 are models of a single area adjacent to the vehicle, while the mode of the combined area includes two areas adjacent to the vehicle.

5.2. Type B mode

The characteristics of Type B mode are: (1) In at least one end combination area, there is a connecting channel between the traffic areas on both sides; (2) In this combination area, the upstream and downbound vehicle areas each contain only one type. area; (3) the above-mentioned upbound and downbound approach areas each belong to the I-type area; (4) both approach areas adopt a coupled boarding and alighting method.

Since the upstream and downstream traffic areas each contain only one type of area, simplified expressions are used to express the boarding and alighting modes.

Taking the end combination area as shown in Figure 2 as an example, there is only one type of area in the upbound approaching area 1 and the downbound approaching area 01. There are connecting channels 101, 102, 103, 104 between the upbound and downbound traffic areas. Whether it is upbound train T1 or downbound train T2, when stopping in modes A, B, C, D, E, and G, the train has carriages facing the entire length of the train area; when stopping in mode F, there are no carriages facing the train. Any part of the traffic area. Figure 2 is only used to assist explanation and does not constitute a limitation on the solution and claims.

Preferred solutions among the B-type modes include B-1 mode, B-2 mode, B-3 mode, B-4 mode, B-5 mode, B-6 mode, B-7 mode, and B-8 mode.

5.2.1. Type B1 model

The expression formula of type B1 mode is 1{d.C.a}——01{d.C.a}.

Take the platform structure as shown in Figure 2 to illustrate. The far-end H11 and H011 of the upbound and downbound traffic areas are both D-type boundaries (no-travel boundaries), and the normal ends H12 and H012 are both A-type boundaries (entry-only boundaries).

The B-1 model was proposed from the following background. In big cities, most office workers live in suburban communities and work in urban areas. Corresponding subway lines transport passengers from the suburbs to the city during the morning rush hour and from the city back to the suburbs during the evening rush hour. Assume that the upward train travels in the direction from the suburbs to the city, and the downward train travels in the opposite direction. During the morning peak period, the number of passengers taking up trains at stations near the suburbs is large, while the number of passengers taking down trains is very small; during the evening peak hours, the opposite is true. For lines with two ends, the headway between upbound and downbound trains is essentially the same.

During the morning peak hours, the departure time is very short. Assuming that the length of the train-side area is 2.5 to 3.0 cars, if independent boarding and landing are adopted, the upstream train-side area of the station platform near the suburbs is likely to have a lack of passengers at the far end. Coupling is one of the best solutions to this problem.

The coupling multiplication and drop scheme is as follows. Passengers who want to take the upper train T1 need to walk along the following two paths: (1) From the regular end H12 of the upbound train area 1, directly enter the upbound train area 1, and then walk to the waiting position; (2) Enter the downbound parking area 01 from the normal end H012 of the downstream parking area 01, then enter the upstream parking area 1 through the connecting channel 101 or 102 or 103 or 104, and then walk to the waiting position. Preferably, the passengers walking along the latter path go to the far terminal H11 to wait for the bus.

Passengers who want to take the downbound train T01 can directly enter the downbound approach area 01 from the Linchang end H012 of the downbound approach area to wait for the train.

5.2.2. Type B2 model

The expression formula of type B2 mode is, mode 1{d.C.a}——01{d.(E/F).a/c}.

Type B2 patterns include pattern 1{d.C.a}——01{d.E.a}, pattern 1{d.C.a}——01{d.F.a}, pattern 1{d.C.a}——01{d.E.c} and pattern 1{d.C.a}——01{ d.F.c}. Take mode 1{d.C.a}-01{d.E.a} as an example for explanation.

The technical problem is that when the independent boarding and alighting method is used, there is a lack of passengers at the remote terminal in the upbound access area 1. The following coupling multiplication and descent method is the solution One of the best solutions to this problem. Passengers who want to take the upper train enter the waiting position along two paths: (1) directly enter the upbound train area 1 from the regular end H12 of the upbound train area; (2) enter from the regular end H012 of the downbound train area The downbound vehicle approaching area 01 then enters the upbound vehicle approaching area 1 through the connecting channel 101 or 102 or 103 or 104. Since the downbound train T01 does not pick up or disembark passengers in the downbound approach area 01, the downbound approach area is only used as an auxiliary channel for the upbound approach area. See Figure 2.

When passengers in the upbound approach area 1 change their plans and want to return to the regular area 10, they can enter the downbound approach area 01 through the connecting channel, and then enter the regular area 10 from the regular end H012. This kind of walking can only occur in modes 1{d.C.a}-01{d.F.c}. When the permanent end H012 is a type C boundary, passengers are allowed to walk out of area 01; when it is a type A boundary, passengers are not allowed to walk out. . The number of passengers walking in this way should be limited to a certain range. If there are too many passengers, it will interfere with the execution of the boarding and alighting mode and reduce efficiency.

5.2.3. Type B3 model

The expression formula of type B 3 mode is, mode 1{d.(D/B).a}—01{d.A.b}

The above modes include, mode 1{d.D.a}-01{d.A.b} and mode 1{d.B.a}-01{d.A.b}. See Figure 2.

Take mode 1{d.D.a}-01{d.A.b} as an example for explanation.

After the parked up train T1 opens the door, for a certain door, at the moment just after the drop-off process, the density of passengers near the door is the highest. At this moment, all the passengers getting off the door and all the waiting passengers appear near the door at the same time. During the passenger boarding process, passengers who have gotten off the bus and entered the upbound access area 1 are also walking towards or walking into or passing through the connecting passage. After a period of time (usually about a few seconds to more than ten seconds), the passenger boarding process ends; during or after the passenger boarding process, all passengers getting off the bus leave the upbound access area 1 through the connecting passage.

When the disembarking passenger flow of the upper train T1 enters the downbound approach area 01 through the connecting channel, if there are passengers disembarking from the down train T01 in the downbound approach area 01, the disembarking passenger flow of the up train and the down train will be merged together. , the two passenger flows move in the same direction, and enter the regular area 10 through the b-type boundary located at the regular end H012.

After all or most of the alighting passengers in the upbound adjacent area 1 exit the area 1, the passengers are allowed to enter the area 1 from the regular area 10 through the interim end H12 to wait for the bus. When the next onboard train stops, passengers in area 1 will be dropped off first and then picked up.

5.2.4. B-4 model

The expression formula of type B 4 mode is, mode 1{d.D.a}——01{d.(E/F).b}

Type B 4 modes include mode 1{d.D.a}--01{d.E.b} and mode 1{d.D.a}--01{d.F.b}. Mode 1{d.D.a}——01{d.E.b} is a simplified version of mode 1{d.D.a}——01{d.A.b}. When the number of people getting off the train is very small, the two modes are similar; the number of people getting off the train is similar; When set to zero, the two modes are identical. The operation process of Mode 1{d.D.a}--01{d.E.b} can be understood from the description of Mode 1{d.D.a}--01{d.A.b}. Regardless of whether mode 1{d.D.a}-01{d.E.b} or mode 1{d.D.a}-01{d.F.b} is used, the boarding and alighting methods and walking paths of passengers in the end combination area are the same.

Modes with similar technical effects include Mode 1{d.(E/F).b}——01{d.D.a} and Mode 1{d.(E/F).a}——01{d.D.b}.

The technical solutions and technical effects of Mode 1{d.(E/F).b}-01{d.D.a} and Mode 1{d.D.a}-01{d.(E/F).b} are exactly the same, which is equivalent to The upward direction in the former is taken as the downward direction in the latter.

5.2.5. Type B5 model

The expression formula of Type B 5 mode is, Mode 1{d.(E/F).a}——01{d.D.b}.

The technical effect of Type B5 mode is basically the same as that of Mode 1{d.(E/F).b}-01{d.D.a}, with slightly different technical solutions. In the Type B5 mode, passengers enter the upstream approach area 1 from the regular end H12 of the upstream approach area, and then pass through the connecting channel into the downlink approach area 01 to wait for the bus. When the next train stops and opens the door, passengers will be dropped off first and then boarded. When the passenger boarding is completed, there are only passengers getting off the bus in the downbound bus area 01, and they exit area 01 through the regular end H012 of the downbound bus area.

It is necessary to manage the passengers entering the downbound parking area from the connecting channel. During the one-way movement of the alighting passenger flow, the distance between the end of the passenger flow queue and the far end H011 of the downbound access area is getting larger and larger, and the number of connecting channels between the end of the queue and the far end H011 will gradually increase. Only the connecting channel between the end of the queue and the remote end H011 is allowed to release passengers into the downbound approach area 01. Obviously, as the end of the queue moves, the connecting channels begin to release passengers one by one.

In mode 1{d.(E/F).b}-01{d.D.a}, passengers who want to take the down train enter area 01 to wait through the temporary terminal H012; passengers who get off the down train and go to area 01 , in the process of walking from the alighting position to the regular area 10, the path connects the passage, the upbound access area 1, and the regular end H12.

5.2.6. B6 model

The expression formula of type B6 mode is, mode 1{dAb}——01{dAb}.

When using mode 1{d.A.b}-01{d.A.b}, either independent multiplication or coupling can be used.

If independent travel can meet the requirements, priority will be given to independent travel. When independent ride-on and drop-off does not meet the requirements, in some cases the problem can be solved by coupled ride-on and drop-off. One of the situations where coupled boarding and alighting is suitable is: when using independent boarding and alighting, one of the two bus access areas is operating at overload and the other has remaining capacity to drop off passengers.

Take the following situation as an example to illustrate: the upbound approach area 1 is operating at overload, and the downbound approach area 01 still has remaining capacity to drop off passengers.

The meaning of the overload operation is as follows: under the condition of independent boarding and alighting, at the moment when the second upbound train T1 stops at the door, the number of passengers stranded in the upbound access area 1 exceeds the predetermined value, and all stranded passengers are from the previous train. the upbound train T1; or, the number of stranded passengers in the upbound adjacent area 1 continues to increase as the number of stopped trains increases.

The meaning of the remaining capacity to disembark passengers is: before the second down train T01 stops, all the passengers who have got off the down train have passed through the terminal H012 and walked out of the down train area 01; and, even if a certain number is added According to the number of people getting off the down train, all passengers getting off the train can still pass through Linchang end H012 and exit the down train access area 01 before the arrival of the second train.

In the coupled boarding and alighting scheme, passengers disembarking from the up train exit the bus access area in two ways: (1) exit through the regular end H12 of the upbound train access area; (2) first enter from the connecting channel to the downbound bus access area 01 , and then merge into the disembarking passenger flow of the downbound train, and walk out together through the Linchang end H012 of the downbound approach area. See Figure 2.

5.2.7. B-7 model

The expression formula of type B 7 mode is, mode 1{d.A.b}——01{d.(E/F).b}

Type B 7 modes include mode 1{d.A.a}--01{d.E.b} and mode 1{d.A.a}--01{d.F.b}. Mode 1{d.A.a}--01{d.E.b} is a special case of mode 1{d.A.a}--01{d.A.b}. When the number of passengers getting off the next train is zero, the two modes are the same. The operation of the former can be understood with the help of an explanation of the latter.

5.2.8. B-8 mode

The expression formula of type B 8 mode is, mode 1{d.(E/F).(a/b/c/d)}——01{d.(E/F).(a/b/c/d )}

During off-peak or off-peak hours, in order to avoid waste, the number of carriages in a train is reduced. Reduced to a certain extent, the car-facing areas 1 and 01 in the end combination area will become car-free areas. This is equivalent to: upstream traffic area 1 operates in mode 1{d.F.(a/b/c/d)}, or/and downbound traffic area operates in mode 01{d.F.(a/b/c/d)}.

During off-peak or off-peak hours, if the train composition remains unchanged, it is also a preferred solution to just require those carriages facing the end combination area to stop carrying passengers or not allow loading or unloading of passengers. This is equivalent to operating in Mode 1{d.E.(a/b/c/d)} in the upbound approaching area, or/and operating in Mode 01{d.E.(a/b/c/d)} in the downbound approaching area.

5.3. Type C model

The characteristics of Type C mode are: (1) In at least one end combination area, there is a connecting channel between the traffic areas on both sides; (2) In this combination area, the upstream and downbound vehicle areas each contain only one type. area; (3) Among the vehicle-facing areas on both sides, at least one side of the vehicle-facing area belongs to the IJ-type area or IJK-type area or IJKL-type area or IJKLM-type area as mentioned above; (4) Two adjacent areas The bus area adopts the coupled boarding and landing method.

The end combination area shown in Figure 2 is still taken as an example for explanation. Figure 2 does not constitute a limitation on the claims and embodiments.

Preferably, the Type C pattern includes Type C 1, Type C 2, Type C 3, Type C 4, Type C 5, Type C 6, Type C 7, Type C 8, Type C 9, and Type C 10 patterns.

5.3.1. Type C1 model

The expression formula of type C 1 mode is, mode 1{d.[A/(AE)/(AF)/(AEF)].b}——01{d.[(AE)/(AF)/(AEF) ].b}

Mode 1{d.[A/(AE)/(AF)/(AEF)].a}——01{d.[(AE)/(AF)/(AEF)].b} contains 12 final modes . In these modes, the far-end H11 and H011 of the upper and lower traffic areas 1 and 01 both adopt d-type boundaries (no-travel boundaries), and the normal ends H12 and H012 both adopt b-type boundaries (exit boundary only).

Take mode 1{d.A.b}-01{d.(AF).b} as an example. The background is that when the independent boarding and alighting method is adopted, the upbound bus approaching area is overloaded; the downbound bus approaching area still has remaining capacity to drop off passengers. Under such conditions, one of the preferred solutions is the coupled multiply-and-drop scheme as described below.

Passengers who get off from the up train T1 and enter the up train access area 1 directly exit this area along two paths. (1) Go directly from the normal end H12 of the upbound traffic area 1; (2) Enter the downbound traffic area through the connecting channel 101 or/and 102 or/and 103 or/and 104 01, then walk along the downbound traffic area 01, and enter the regular area 10 through the regular end H012.

The cycle number and cycle arrangement of the down train are determined based on the passenger flow of disembarking passengers of the down train T01 and the passenger flow of disembarking passengers of the up train T1 entering the down train approach area 01. Usually, when the number of periods is 2, the requirements can be met, and the corresponding period arrangement is A-F. If necessary, you can also use the periodic arrangement A-F-F or A-A-F. When a Class A downbound train has just finished disembarking passengers, there are passengers who have just got off the Class A downbound train in the downbound approach area 01; passengers who have just gotten off the Class A upbound train enter the downbound approach area 01. Merge with the passenger flow from the downbound train, walk along the downbound approach area 01, and finally exit the downbound approach area 01. Since the passenger flows from the two trains are merged together, the passenger density in the downbound approaching area 01 is higher; existing studies have shown that the passenger flow movement speed decreases as the passenger density increases. If these passengers have not all left the downbound approach area when the Class F downbound train stops, this is also allowed, as long as the number of stranded passengers does not continue to increase. When a Category F downbound train stops, there are no passengers boarding the train in the downbound approach area, and the stop of the train does not affect the movement of passengers in the downbound approach area 01.

5.3.2. Type C 2 model

The expression formula of type C 2 mode is, mode 1{d.[C/(CE)/(CF)/(CEF)].a}——01{d.[(CE)/(CF)/(CEF) ].a}.

After the C-2 mode is expanded, there are 12 modes. The far-end H11 and H011 of the uplink and downlink traffic areas both adopt D-type boundaries, and the adjacent ends H12 and H012 both adopt A-type boundaries. See Figure 2.

Take mode 1{d.C.a}-01{d.(CE).a} as an example for explanation. This mode is suitable for solving the following technical problems: when independent boarding and alighting are adopted, the upbound approach area 1 operating in mode d.C.a has a shortage of passengers at the remote end, and the downlink approach area 01 operating in mode d.(CE).a still has There is plenty of passenger capacity. In this case, one of the preferred solutions is to use coupled boarding and alighting, using the downbound approach area to help passengers enter the upbound approach area. Preferably, the periodic arrangement of the stopping trains in the downbound adjacent area is C-E or C-C-E or C-E-E or C-E-F.

The following train T01 adopts C-E periodic arrangement as an example to illustrate. In this plan, most passengers still directly enter the upbound approach area 1 from the Linchang end H12 to wait for the bus; a few passengers first enter the downlink approach area 01 from the Linchang end H012, and then pass through the connecting channel into the upbound approach area 1, and then Then walk to a suitable location and wait for the bus. Since in most cases there is a lack of waiting passengers near the far end H11 in the upbound access area 1, most passengers who enter through the connecting channel wait near the far end H11 in the upbound access area 1.

Among trains that stop at the downbound access area, only one of every two trains allows passengers to board. In order to prevent waiting passengers and passing passengers from interacting with each other, it is necessary to manage passengers entering the downbound access area. Passengers passing through here refer to passengers who pass through the downbound bus area and go to the upbound bus area to wait for the bus.

The downbound trains that stop at the downbound approach area 01 are numbered 1, 2, 3, 4, 5, 6..., and the corresponding trains are Category C, Category E, Category C, Category E, Category C, Category E Class train…. One of the preferred management solutions is: when all the passengers who want to take train 1 (Category C downbound train) enter the carriage from the downbound approach area 01, give priority to the passengers who want to wait in the upbound approach area 1 and guide these passengers through Go through the connecting channel near the far end and enter near the far end H11 of the upbound traffic area. Before or after the stop of train 2 (category E downbound train), passengers who want to take the downbound category C train are released to enter the downbound waiting area 01 to wait. When train 2 stops, no passengers get on or off in area 01, and the stop of train does not affect the behavior of passengers in area 01. When train 3 (Category C downbound train) stops and opens the door, passengers who want to take this downbound train enter the train car from the downbound dock area 01.

5.3.3. Type 3 model

The expression formula of type C 3 mode is, mode 1{d.[C/(CE)/(CF)/(CEF)].a}——01{d.[A/(AE)/(AF)/( AEF)].b};

Under normal circumstances, in this mode, independent pick-up is used in the upbound bus area, and independent drop-off is used in the downbound bus area.

This mode also allows the following special circumstances: (1) Individual passengers who want to take the upper train change their minds and want to return to the regular area 10. They can enter the downbound access area 01 from the upbound approach area 1 through the connecting channel, and then enter the downbound approach area 01 from the downbound approach area. The temporary end H012 of the train area enters the regular area 10; (2) Passengers who have sat on the down train will enter the upstream temporary area 1 through the connecting channel after getting off the train to wait for the train, and then get on the train and ride on the up train.

5.3.4. Type C 4 model

The expression formula of type C 4 mode is, mode 1{d.[(AC)/(ACE)/(ACF)/(ACEF)].a}——01{d.[A/(AE)/(AF) /(AEF)].b}.

Type C 4 mode includes 16 specific modes, taking the scheme of combining mode d.(AC).a-d.A.b with coupled multiplying and dropping as an example.

Preferably, the number of cycles of the upstream train is 2, and the periodic arrangement is A-C. When the stopped upper train is a Category A train, passengers first get off the train to the upbound approach area 1, and then enter the downbound approach area 01 through the connecting channel; in area 01, the passenger flow from the disembarking passengers of the down train is mixed. , and at the same time go out of the downbound approaching area 01 through the regular terminal H012. There are two ways for passengers waiting to enter area 1 of upbound trains. The first is that passengers are allowed to enter area 1 at any time; the second is that when passengers who get off the class A upbound train pass through the connecting channel, all or When almost all the passengers have walked out of the upbound approach area 1, passengers who want to take the Class C upbound train are allowed to enter the upbound approach area 1 from H12 at the Linchang end. When the Class C train stops and opens the door, passengers board the train and enter the oncoming train car.

In the above modes, if there is congestion or congestion in the downbound approach area, mode d.(AF).b or d.(AE).b can be used in the downbound approach area, and accordingly mode d is adopted in the combination area. (AC).a——d.(AF).b or d.(AC).a——d.(AE).b.

5.3.5.C-5 mode

The expression formula of type C 5 mode is, mode 1{d.[(AC)/(ACE)/(ACF)/(ACEF)].a}——01{d.[E/F/(EF)]. b}

Type C5 mode is a special case of mode d.[AC/(ACE)/(ACF)/(ACEF)].a——d.[A/(AE)/(AF)/(AEF)].b, when When the number of passengers getting off the bus in the exit area is 0, the latter is the same as the former.

5.3.6.C-6 mode

The expression formula of type C6 mode is, mode 1{d.[(AD)/(ADE)/(ADF)/(ADEF)].a}——d.[A/(AE)/(AF)/( AEF)].b}

Mode 1{d.[AD/(ADE)/(ADF)/(ADEF)].a}——d.[A/(AE)/(AF)/(AEF)].b} includes 16 specific modes , the representative solutions include the solution combining mode 1{d.(AD).a}-d.A.b} with coupled multiplication and drop, and mode 1{d.(ADF.a}-d.A.b} with independent A solution that combines multiplication and descent. Let’s take the previous solution as an example.

The pattern of the upbound adjacent train area is d.(AD).a, the cycle number of the upbound train is 2, and the cycle arrangement is A-D.

When the stopped upbound train is a Category A train, passengers from the Category A upbound train first get off the train and enter the upbound approach area 1, then walk through the connecting channel and enter the downbound approach area 01, and then exit from the regular terminal H012 Exit the downbound traffic area 01.

There are two options for managing passengers entering the waiting position in the upbound waiting area 1. The first is: when all or almost all the disembarking passengers from the Category A upbound train leave the upbound approach area 1, passengers who want to take the Category D upbound train will be released. These passengers will enter the upbound approach area through H12, the temporary terminal. Go to area 1, and then find a suitable place to wait. The second is: Passengers who want to take the Class D upbound train are allowed to enter the upbound waiting area 1 from H12 at the regular end to wait for the train at any time.

When a Class D onboard train stops and opens its doors, passengers will be dropped off first and then boarded. Passengers disembarking from Class D upbound trains enter the downbound approach area 01 through the connecting channel, and then exit the downbound approach area through H012 at the regular end.

When the second option is adopted, it will happen that passengers getting off the Class A train and passengers who want to take the Class D train will appear in the upside area 1 at the same time, and the waiting passengers will slow down the passengers getting off the train from the upside area. Get out. However, since the drop-off location is close to the entrance of the connecting channel, the delay will be minimal. The advantages of this solution are also obvious. It leaves enough time for waiting passengers to reach the waiting position, which can avoid the shortage of passengers at the far end in the upbound area.

Since there are passengers getting off the train every time the down train stops, when the passengers getting off the Class A and Class D up trains enter the down train waiting area, they may encounter the passengers getting off the train from the down train. At that time, they merged and walked towards Linchangduan H012.

5.3.7.C-7 model

The expression formula of type C-7 mode is, mode 1{d.[AD/(ADE)/(ADF)/(ADEF)].a}——01{d.[E/F/(EF)].b}

Mode d.[AD/(ADE)/(ADF)/(ADEF)].a——d.[E/F/(EF)].b is mode d.[AD/(ADE)/(ADF)/ (ADEF)].a——d.Special case of [A/(AE)/(AF)/(AEF)].b. When the number of passengers getting off the Class A downlink train is 0, the two modes are the same.

5.3.8. C-8 mode

The expression formula of type C-8 mode is, mode 1{d.[CD/(CDE)/(CDF)/(CDEF)].a}——01{d.[A/(AE)/(AF)/( AEF)].b}

Take the scheme of combining mode d.(CD).a-d.A.b with coupling multiplication and descent as an example to illustrate.

Passengers who want to take Category C and Category D upbound trains will enter the upbound train area 1 to wait for the train through H12, the temporary terminal, and can enter this area at any time. Passengers who get off the Class D upbound train should get off the train and enter the upbound approach area 1, then pass through the connecting channel and enter the downbound approach area 01, and then exit from the regular end of the downbound approach area; if in area 01 If there are alighting passengers from the downbound train, the passengers from the D-type upbound train will be mixed and walking together.

5.3.9. C-9 model

The expression formula of type C-9 mode is, mode 1{d.[CD/(CDE)/(CDF)/(CDEF)].a}——01{d.[E/F/(EF)].b}

Mode d.[CD/(CDE)/(CDF)/(CDEF)].a——d.[E/F/(EF)].b is mode d.[CD/(CDE)/(CDF)/ (CDEF)].a - special case of d.[A/(AE)/(AF)/(AEF)].b. If the number of passengers getting off the A-type train is taken to be 0 in the latter, the two modes are the same.

5.3.10.C-10 mode

The expression formula of type C 10 mode is, mode 1{d.[D/(DE)/(DF)/(DEF)].a}——01{d.[A/(AE)/(AF)/( AEF)/E/F/(EF)].b}

Mode d.[D/(DE)/(DF)/(DEF)].a——d.[A/(AE)/(AF)/(AEF)/E/F/(EF)].b and The various schemes for combining coupling modes are similar to the modes d.D.a - d.A.b. The latter has been discussed before and will not be described again.

5.4. D-shaped mode

The characteristics of the D-shaped pattern are: (1) In at least one end combination area, there is a connecting channel between the vehicle-facing areas on both sides; (2) In this combination area, at least one side of the vehicle-facing area contains two Or two or more areas; (3) Any area is an I-type area; (4) Both areas adjacent to the train adopt the coupled boarding and alighting method.

Preferably, the D-type pattern includes D1-type, D2-type, and D3-type patterns.

5.4.1. Type 1 model

The expression of D1 model is, pattern 11{d.(A/C/D}.a}-12{b.(C/D).(a/c)}——01{d.(A/ E/F).b}

The solution that combines the D-1 type mold with the coupling mode is applied to the end combination area of the platform as shown in Figure 3. In Figure 3, there are four non-traffic areas 5.1, 5.2, 5.3 and 5.4, four connecting channels 101, 102, 103 and 104, as well as up and down traffic areas. The connecting channel is used to connect the upstream and downstream traffic areas. The upbound traffic area includes areas 11 and 12, and the downbound traffic area only contains one area 01.

(1) Preferred option 1

Preferably, the mode is mode 11{d.A.a}-12{b.C.a}-01{d.(A/E/F).b}. The special case of this mode is mode 11{d.A.d}-12{d.C.a}-01{d.(A/E/F).b}, which is equivalent to taking the number of passengers allowed to cross boundary H12 in the upbound approach area. is 0. When any upbound train stops, passengers will be dropped off in area 11 and picked up in area 12.

Passengers who get on the bus in area 12 enter area 12 from the regular area 10 through the temporary end H13.

Passengers who get off the up train T1 and enter area 11 enter the down train access area 01 through the connecting channel 101 or 102, then walk along area 01 and pass through the adjacent end H012 to exit area 01. When the next train is a Category A train, there are usually still passengers getting off the train from the next train in area 01. Passengers coming from area 11 merge into the existing passengers and exit area 01 together. When the downbound train is a Category E or F train, the downbound train does not board or disembark passengers in Area 01, and the passenger flow from Area 11 occupies Area 01 alone.

The near-constant end boundary of region 11 is a type A boundary, and the far-constant end boundary of region 12 is a type b boundary. The spatial positions of these two boundaries coincide. If the boundary type is taken as a special case, that is, the number of passengers allowed to cross the boundary is taken as 0, then both boundaries are D-type boundaries. The vast majority of passengers do not need to cross this boundary. Only a very few passengers cross this boundary after entering area 12 and want to return to the regular area. Their walking route is the H12-connecting channel at the far end of area 12. - Downbound traffic area 01 - regular end H012 - regular area 10.

(2) Preferred option 2

Preferably, the mode is mode 11{d.D.a}-12{b.C.a}-01{d.(A/E/F).b}. When an upbound train stops, loading and unloading of passengers is allowed in area 11; only loading of passengers is allowed in area 12, but no unloading is allowed. Passengers waiting in area 11 first enter area 12 from Linchang terminal H13, and then enter area 11. Passengers waiting in area 12 also enter area 12 from Linchang end H13 and just stay. In order to prevent waiting passengers in area 12 from slowing down the traveling speed of passengers who want to enter area 11, you can choose to give priority to passengers who want to enter area 11.

Passengers who get off from area 11 first pass through the connecting channel 101 or 102 or 103 from area 11, then enter the downbound adjacent area 01, and finally enter the regular area 10 through the adjacent end H013.

(3) Preferred option 3

Preferably, the mode is mode 11{d.A.a}-12{b.D.a}-01{d.(A/E/F).b}. When an upbound train stops, only passengers are allowed to be dropped off in area 11, and passengers are not allowed to board. In area 12, both boarding and unloading of passengers are allowed.

Passengers disembarking from the up train T1 in area 11 enter the regular area 10 through the following sections: connecting channel 101 or 102 or 103, downbound access area 01 and regular end H01. Passengers waiting to enter the area 12 enter the area 12 from the regular area 10 through the temporary end H13. Passengers who get off the up train T1 and enter area 12 first pass through the connecting passage 103 or 104, the downbound adjacent train area 01, and the adjacent end H012, and then enter the regular area 10.

(4) Preferred option 4

Preferably, the mode is selected as mode 11{d.D.a}-12{b.D.c}-01{d.(A/E/F).b}. Pick-up and drop-off are allowed in zones 11 and 12 when upbound trains are stopped.

Passengers disembarking from the up train T1 in area 11 enter the regular area 10 through the following sections: connecting channel 101 or 102 or 103, downbound access area 01 and regular end H01.

There are two paths for disembarking passengers from the up train T1 in area 12 to enter the regular area 10. The first path connects the channel 104, the downbound train area 01 and the regular terminal H01. The second path is directly from area 12. Pass through Linchang end H13 and enter the regular area. Passengers near Linchang end H13 take the second line. Preferably, the width of area 12 is greater than the width of area 11, so that when there are passengers waiting in area 12 or walking towards the temporary end H13, there is still a certain width left for passing passengers who want to go to area 11.

5.4.2. Type 2 mode

The expression of type 2 pattern is, pattern 11{d.(A/C/D}.a}-12{b.(C/D).a}——011{d.(A/E/F) .b}-012{a.(A/E/F).b}

In mode 11{d.(A/C/D}.a}-12{b.(C/D).a}——011{d.(A/E/F).b}-012{a. (A/E/F).b} does not include the following situations: (1) The type of area 11 is the same as the type of area 12; or/and, (2) The type of area 011 is the same as the type of area 012.

The above pattern applies to the end combination area as shown in Figure 4. In Figure 4, the upbound approaching area includes areas 11 and 12, and the downbound approaching area includes areas 011 and 012. There are connecting channels 101 and 102 between area 11 and area 011, a connecting channel 103 between area 11 and area 012, and a connecting channel 104 between area 12 and 012.

After the above-mentioned model is embodied, it is combined with the coupling ramp-up and drop-off method to form a variety of optimal solutions as follows.

(1) Preferred option 1

Preferably, the mode is taken as mode 11{d.A.a}-12{b.C.a}-011{d.A.b}-012{a.(E/F).b}. When the upbound train stops, only passengers will be dropped off in area 11, but no passengers will be picked up; in area 12, passengers will only be picked up, but no passengers will be dropped off.

From the regular area 10, enter area 11 to wait for the bus. Passengers pass through areas including the regular end H013, area 12, and area 11. Passengers who enter area 12 to wait for the bus enter area 12 from regular area 10 through temporary end H13. .

There are two walking paths for passengers getting off the train in area 11 to enter regular area 10. The first path includes area 11, connecting channel 101 or 102, area 011, boundary H012, area 012, and regular end H013; The bar contains area 11, connecting channel 103, area 012, and terminal H013.

When the next train stops, only passengers will be dropped off in area 011, but no passengers will be picked up; in area 012, there will be no pick-up or drop-off of passengers. Passengers who get off the down train T01 and enter area 011 will pass through boundary H012, area 012, and regular end H013 when entering the regular area. In areas 011 and 012, passengers from the up train and from the down train usually appear at the same time, and they mix and walk together.

Preferably, the mode is taken as mode 11{d.A.a}-12{b.C.a}-011{d.(E/F).b}-012{a.A.b}. This model is similar to the above model, and you can learn from the description of the above model.

(2) Preferred option 2

Preferably, the mode is taken as mode 11{d.D.a}-12{b.C.a}-011{d.A.b}-012{a.(E/F).b}. This mode is the same as the aforementioned mode 11{d.D.a}-12{b.C.a}-01{d.(A/E/F).b} in the following aspects.

Passengers enter the process of entering areas 11 and 12 from the regular area; passengers who get off the train in area 11 walk from this area to the walking path of regular area 10.

The difference between the two modes exists in the downbound approaching area. The former's downbound approach area includes area 011 and area 012. In area 011, only passengers are dropped off and no passengers are picked up; in area 012, there is no loading or unloading of passengers. Passengers from the down train in area 011 also pass through boundary H012, area 12, and regular end H013, and enter regular area 10.

Preferably, the mode is taken as mode 11{d.D.a}-12{b.C.a}-011{d.(E/F).b}-012{a.A.b}. This pattern is similar to pattern 11{d.D.a}-12{b.C.a}-011{d.A.b}-012{a.(E/F).b}.

(3) Preferred option 3

Preferably, the mode is mode 11{dAa}-12{bDa}-011{dAb}-012{a.(E/F).b}; preferably, the mode is mode 11{dAa }-12{bDa}——011{d.(E/F).b}-012{aAb}. The two preferred modes are similar to the modes 11{dAa}-12{bDa}-01{d.(A/E/F).b}.

5.4.3. Type 3 mode

The expression of type 3 pattern is, pattern 11{d.G.d}-12{d.(C/D).a}——01{d.(A/E/F).b}

Area 11 is a zero-passenger area, and passengers are not allowed to enter it. There is no pick-up or drop-off of passengers in this area. Decomposition mode 11{d.G.d}-12{d.C.a}——01{d.(A/E/F).b}, mode 11{d.G.d}-12{d.D.a}——01{d.(A/E/F ).b} and mode 11{d.G.d}-12{d.B.a}——01{d.(A/E/F).b}, these three modes are called mode MC, mode MD and mode MB respectively.

In mode MC, the upbound traffic areas adopt independent boarding and alighting methods. In mode MD, coupled boarding and alighting are adopted. Passengers who get off the upper train and enter area 12 follow the following path to the regular area 10, connecting the passage, area 011, and the regular end H012. When area 12 is relatively narrow, the number of people waiting to enter area 12 must be determined based on the number of drop-off passengers, and mode MB is used. In MB mode, the walking path of disembarking passengers from the upper train into the regular area is the same as that in mode MD.

5.5. Type E mode

The characteristics of the E-shaped pattern are: (1) In at least one end combination area, there is a connecting channel between the vehicle-facing areas on both sides; (2) In this combination area, at least one side of the vehicle-facing area contains two Or two or more areas; (3) In this combination area, at least one area P belongs to the IJ type area or IJK type area or IJKL type area or IJKLM type area as mentioned above; (4) In the upbound traffic area At least one area adopts coupled boarding and alighting, or/and at least one area in the downbound traffic area adopts coupled boarding and dropping.

Preferably, there are other areas in the area adjacent to the vehicle where the area P is located; preferably, the entire area of the area adjacent to the vehicle where the area P is located overlaps with the area P.

The meaning of using coupled boarding and alighting in the area is: (1) among the passengers waiting in this area, at least some of them need to pass through the connecting channel in the process of walking from the regular area to the waiting position, or/and, (2) when traveling from the regular area to the waiting position, At least some of the passengers who disembark from the car to this area must pass through the connecting passage in the process of walking from the alighting location to the regular area.

Preferably, the penta-type pattern is the penta-1 pattern or the penta-2 pattern.

5.5.1. Type 1 model

The amyloid 1 mode is symbolized as MZ1, and its expression is,

Mode SM1 ₁₁ -SM1 ₁₂ - SM1 ₀₁ ,

in,
SM1 ₁₁ ＝11{d.[A/(AD)/(AE)/(AF)/C/(CD)/(CE)/(CF)/D/(DE)/(DF)].a}
SM1 ₁₂ ＝12{b.[A/(AD)/(AE)/(AF)/C/(CD)/(CE)/(CF)/D/(DE)/(DF)].a}
SM1 ₀₁ ＝01{d.(A/(AE)/(AF)/E/F/(EF)).b}

The mode MZ1 corresponds to the end combination area of the platform as shown in Figure 3. The upbound approaching area contains area 11 and area 12, the downbound approaching area only contains area 01, and there is at least one of areas 11, 12 and 01. The area is an IJ type area. Preferred special cases of mode MZ include mode M11, mode M12, mode M13, mode M14, and mode M15, where

Mode M11 is 11{d.(AD).a}-12{b.C.a}——01{d.(A/E/F).b},

Mode M12 is 11{d.(AD).a}-12{b.(CE).a}——01{d.(A/E/F).b},

Mode M13 is 11{d.D.a}-12{b.(AE).a}——01{d.(A/E/F).b},

Mode M14 is 11{d.A.a}-12{b.(CD).a}——01{d.(A/E/F).b},

Mode M15 is 11{d.A.a}-12{b.(AD).a}——01{d.(A/E/F).b}.

The following path names are agreed upon.

Path L11 is a path from area 11 in the upbound traffic area to the regular area 10, passing through the following locations along the way, area 11, connecting passages 101 or/and 102 or/and 103, area 01 in the downbound traffic area, Linchangduan H012.

Path L12a is the first path from area 12 in the upbound traffic area to the regular area 10, passing through the following locations along the way, area 12, connecting channel 104, area 01, and regular end H012. Path L12b is the second path from area 12 in the upbound traffic area to the regular area, passing through the following locations along the way, area 12, area 11, connecting channel 103, area 01, and regular end H012. Path L12c is the third path from area 12 in the upbound adjacent area to the regular area. This path includes area 12 and adjacent end H13. This path is the shortest.

Path L01 is a path that enters the regular area 10 from a certain location in area 011 in the downbound adjacent area. It passes through the following locations along the way, area 01 and adjacent end H012.

In modes M11 to M15, all passengers who enter the downbound adjacent area 01 from the downbound train walk from the alighting position to the regular area 10 along the path L01.

Path U11 is a path from the regular area to the waiting position in area 11 in the upbound bus area, passing through the following locations: regular end H13, area 12, boundary H12, area 11.

Path U12 is a path from regular area 10 to the waiting position in area 12, passing through regular end H13 and area 12.

(I,J) class trains, where the value ranges of I and J include A, B, C, D, E, F, G, respectively for class A, class B, class C, class D, class E, and class F , G train. For example, if I is A and J is D, then the (I,J) type train is (A.D) type train. The meaning of the (A.D) class train is: the train is a class A train in area 11 and a class D train in area 12.

(1)Mode M11

Mode M11 is 11{d.(AD).a}-12{b.C.a}——01{d.(A/E/F).b},

In mode M11, the cycle number of the up train is 2, and the cycle arrangement is (A.C)-(D.C). There are two types of up trains that stop, namely the (A.C) train and the (D.C) train.

The trains are numbered 1, 2, 3, 4, 5, 6... according to the order of stops. The corresponding trains are (A.C) class, (D.C) class, (A.C) class, (D.C) class, (A.C) class. ) class, (D.C) class trains….

When train 1 (category (A.C) upbound train) stops, only passengers are dropped off in area 11, but not boarded; in area 12, only passengers are boarded, but no passengers are dropped off. Passengers who get off the bus in area 11 walk from the alighting location to the regular area 10 along path L11. Passengers who board the train 1 in area 12 walk along path U12 to the waiting position in area 12.

When all or almost all the passengers in area 12 enter train 1, the border H13 begins to release passengers to enter area 12; when all or almost all the passengers getting off the train in area 11 exit area 11, the boundary H12 begins to release passengers from area 11. 12Enter area 11. If there is no passenger access management at H13 at the regular end and H12 at the boundary, it is also feasible to allow passengers to make their own choices based on the passenger density in the upbound bus area.

When train 2 ((D.C) class upbound train) stops, discharging and boarding passengers are allowed in area 11; in area 12, only passengers are boarded, but not disembarked. The alighting passengers in area 11 walk from the alighting location to the regular area 10 along the path L11.

When the downbound train area is taken as the A-type area, there are passengers from the downbound train in area 01. Passengers entering area 01 from area 11 and passengers from the next train walk together in the same direction along area 01. When the downstream passing area is an E-type area, there are only passengers coming from area 11 in area 01.

(2)Mode M12

Mode M12 is 11{d.(AD).a}-12{b.(CE).a}——01{d.(A/E/F).b}.

In mode M12, the cycle number of the up train is 2, and the cycle arrangement is (D.C)-(A.E). The two upbound trains that stop are Category (D.C) trains and Category (A.E) trains.

According to the order of stops, the oncoming trains are numbered 1, 2, 3, 4, 5, 6..., and the corresponding trains are (D.C) class, (A.E) class, (D.C) class, (A.E) class, (A.E) class, ( D.C) class, (A.E) train….

When train 1 ((D.C) class upbound train) stops, passengers will be dropped off first in area 11 and then boarded; in area 12, only passengers will be boarded but not dropped off. Passengers who get off train 1 in area 11 walk along path L11 to regular area 10.

After all waiting passengers in area 12 get on train 1, passengers in regular area 10 are allowed to enter area 12 through temporary end H13. When all or almost all the passengers who got off the train 1 in area 11 exit the area 11, the passengers are released at the boundary H12 to enter the area 11 to wait. Another preferred solution is that passengers are not restricted from entering area 12 and/or area 11 at any time, and passengers decide the timing of entry and the location of their stay based on the passenger density at that time.

When train 2 ((A.E) class upbound train) stops, only passengers will be dropped off in area 11, but no passengers will be boarded; in area 12, there will be no boarding or unloading of passengers. Passengers disembarking from train 2 in area 11 walk from the alighting location to regular area 10 along path L11.

Passengers are allowed to enter area 12 to wait before train 2 stops, during the stop and after leaving. When the boundary H12 is released, these passengers then enter area 11 to wait.

(3)Mode M13

Mode M13 is 11{d.D.a}-12{b.(AE).a}——01{d.(A/E/F).b},

In mode M13, the cycle number of the upstream train is taken as 2, and the cycle arrangement is (DA)-(DE). The two upbound trains that stop are (DA) type trains and (DE) type trains.

The trains are numbered 1, 2, 3, 4, 5, 6... according to the order of stops, and the corresponding trains are (D.A) class, (D.E) class, (D.A) class, (D.E) class, (D.A) Class), (D.E) class trains….

When train 1 ((D.A) class upbound train) stops, passengers are allowed to drop off and board in area 11; in area 12, only passengers are dropped off and not boarded. Disembarking passengers from train 1 in area 11 walk from the alighting location to the regular area along path L11. Disembarking passengers from train 1 in area 12 walk from their alighting location to regular area 10 along paths L12a and L12b.

When all or almost all the passengers who got off the train 1 in area 12 walk out of area 12, the passengers in the regular area 10 are allowed to enter area 12 through the temporary end H13; when all the passengers who got off the train 1 and entered area 11 Or when almost all of them leave area 11, passengers will be released at boundary H12 to enter area 11 to wait. It is also possible to not conduct passenger access management at Linchang terminal H13 and boundary H12, and let the passengers decide whether and when to enter based on the congestion level of the target location.

When train 2 ((D.E) class upbound train) stops, passengers will be dropped off first in area 11 and then boarded; in area 12, there will be no boarding or unloading of passengers. Passengers who get off train 1 in area 11 walk to regular area 10 along path L11.

When all or almost all the passengers in area 11 who got off the train 2 have walked out of area 11, the passengers in area 12 are released to cross the boundary H12 and enter area 11 to wait for the train. Since there are no passengers getting on or off in area 12 when train 2 stops, the stop of train 2 does not affect the walking and staying of passengers in area 12. After all or almost all the passengers who got off train 1 in area 11 have left, before train 2 stops, during the stop or after leaving, passengers who want to wait in area 11 are allowed to exist in area 12.

(4)Mode M14

Mode M14 is 11{d.A.a}-12{b.(CD).a}——01{d.(A/E/F).b}.

In mode M14, the cycle number of the up train is 2, and the cycle arrangement is (A.D)-(A.C). The two upbound trains that stop are Category (A.D) trains and Category (A.C) trains.

The trains are numbered 1, 2, 3, 4, 5, 6... according to the order of stops, and the corresponding trains are (A.D) category, (A.C) category, (A.D) category, (A.C) category, (A.D) ), (A.C) class trains….

When train 1 (category (A.D) upbound train) stops, only passengers can be dropped off in area 11, but not boarded; in area 12, both boarding and unloading of passengers are allowed. Disembarking passengers from train 1 in area 11 walk from the alighting location to the regular area along path L11. Disembarking passengers from train 1 in area 12 walk from their alighting location to regular area 10 along paths L12a and L12b.

After all or almost all the passengers in area 12 who got off the train 1 have walked out of area 12, the passengers in regular area 10 are allowed to enter area 12 through temporary end H13. It is also possible to not conduct passenger access management at Linchang terminal H13 and boundary H12, and let the passengers decide whether and when to enter based on the congestion level of the target location.

When train 2 (category (A.C) upbound train) stops, only passengers will be dropped off in area 11, but not boarded; in area 12, only passengers will be boarded, but no passengers will be dropped off. Passengers who get off train 1 in area 11 walk to regular area 10 along path L11.

(5)Mode M15

Mode M15 is 11{d.A.a}-12{b.(AD).a}——01{d.(A/E/F).b}.

In mode M15, the cycle number of the up train is 2, and the cycle arrangement is (A.D)-(A.A). The two upbound trains that stop are Category (A.D) trains and Category (A.A) trains.

The trains are numbered 1, 2, 3, 4, 5, 6... according to the order of stops, and the corresponding trains are (A.D) class, (A.A) class, (A.D) class, (A.A) class, (A.D) ) category, (A.A) category….

When train 2 (category (A.A) upbound train) stops, only passengers are dropped off in area 11 and area 12, but no passengers are boarded. Passengers who get off the train 1 in area 11 walk to the regular area 10 along the path L11; passengers who get off the train 1 in the area 12 walk to the regular area 10 along the paths L12a and L12b.

In area 12, it starts from the time when all the passengers who got off train 1 leave the area and ends when all or almost all the passengers who get off train 2 leave the area. During this period, passengers are prohibited from entering the area along path U12. To prevent waiting passengers from blocking the exit of passengers. After all or almost all the passengers who got off the train 2 have walked out of the area 12, the passengers are allowed to pass through the temporary end H13 from the regular area and enter the area 12 to wait for the train.

5.5.2. Type 2 model

The E-2 type mode is recorded as mode MZ2, and its expression is

Mode SM2 ₁₁ -SM2 ₁₂ - SM2 ₀₁₁ -SM2 ₀₁₂

in,
SM2 ₁₁ ＝11{d.[A/(AD)/(AE)/(AF)/C/(CD)/(CE)/(CF)/D/(DE)/(DF)].a}
SM2 ₁₂ ＝12{b.[A/(AD)/(AE)/(AF)/C/(CD)/(CE)/(CF)/D/(DE)/(DF)].a}
SM2 ₀₁₁ ＝011{d.(A/(AE)/(AF)/E/F/(EF)).b}
SM2 ₀₁₂ ＝012{a.(A/(AE)/(AF)/E/F/(EF)).b}

Mode MZ2 corresponds to the end combination area of the platform as shown in Figure 4. The upbound approaching area contains area 11 and area 12, and the downbound approaching area contains area 011 and area 012. In areas 11, 12, 011 and 012, at least One area is the IJ type area. Preferred special cases of mode MZ include mode M21, mode M22, mode M23, mode M24, and mode M25, where

Mode M21 is 11{d.(AD).a}-12{b.C.a}——011{d.A.b}-012{a.E.b},

Mode M22 is 11{d.(AD).a}-12{b.C.a}——011{d.A.b}-012{a.A.b},

Mode M23 is 11{d.(AD).a}-12{b.C.a}——011{d.(E/F).b}-012{a.A.b},

Mode M24 is 11{d.(AD).a}-12{b.C.a}——011{d.(E/F).b}-012{a.(E/F).b},

Mode M25 is 11{d.(AD).a}-12{b.C.a}——011{d.A.b}-012{a.(AE).b},

Mode M26 is 11{d.(AD).a}-12{b.C.a}——011{d.E.b}-012{a.(AE).b},

Path L11a is the first path from area 11 in the upbound traffic area to the regular area 10, passing through the following locations along the way, area 11, connecting passages 101 or/and 102, area 011 in the downbound traffic area, and boundary H012 , area 012, regular terminal H013.

Path L11b is the second path from area 11 in the upbound traffic area to the regular area 10. Along the way, it passes through the following locations, area 11, connecting channel 103, area 012 in the downbound traffic area, and regular end H013.

Path L12a is the first path from area 12 in the upbound traffic area to the regular area 10, passing through the following locations along the way, area 12, connecting channel 104, area 012, and regular end H013.

Path L12b is the second path from area 12 in the upbound traffic area to the regular area, passing through the following locations along the way, area 12, area 11, connecting channel 103, area 012, and regular end H013.

Path L12c is the third path from area 12 in the upbound bus area to the regular area. This path includes area 12 and the regular end H13. This path is the shortest, but the walking direction of the passengers getting off the bus may be different from that of the passengers who want to get on the bus. Passengers walk in opposite directions and interact with each other for a longer time.

Path L011 is a path from a certain location in area 011 in the downbound adjacent area to the regular area 10. It passes through the following locations along the way, area 011, boundary H012, area 012, and regular end H013.

Path L012 is a path from a certain location in area 012 in the downbound adjacent area to the regular area 10. It passes through the following locations along the way, area 012, and regular end H013.

In modes M21 to M26, among the passengers who get off the upper train (Class A and D), the path that the passengers who get off to area 11 walk from the alighting position to the regular area 10 is path L11, and the passengers who get off to area 11 The path that 12 passengers take from the alighting location to the regular area is path L12.

Passengers who get off the down train and go to area 011 walk along path L011 to the regular area; passengers who get off the train and go to area 012 walk along path 012 to the regular area.

In modes M21 to M26, the periodic arrangement of upbound trains is (A.C)-(D.C). Select any mode among modes M21~M24. In this mode, every downbound train is the same. In mode M25, the periodic arrangement of the downbound trains is (A.A)-(A.E); in mode M26, the periodic arrangement of the downlink trains is (A.A)-(E.E). The meanings of Category (A.C), Category (D.C), Category (A.A), Category (A.E) and Category (E.E) trains are as specified in the previous agreement on Category (I.J) trains.

6. Preferred boarding and alighting modes in non-end combination areas

Preferably, at least one non-end combination area in the platform has the following characteristics: there is at least a connecting channel between the upbound vehicle approaching area and the downbound vehicle approaching area. Preferably, the number of the connecting channels is one (Fig. 7); preferably, the number of the connecting channels is two or more (Fig. 6).

Preferably, the upbound approaching area and the downbound approaching area each contain only one area (Fig. 6).

Preferably, the upbound approaching area contains two areas (Fig. 7, Fig. 8). Preferably, the upbound approaching area contains two areas, and the downbound approaching area contains one or two or more areas.

Preferably, the upbound approaching area contains three areas (Fig. 9). Preferably, the upbound approaching area contains three areas, and the downbound approaching area contains one area (Fig. 9) or two areas or more than two areas.

6.1.Mode FM1

The expression formula of mode FM1 is, mode 2{a.(D/C).a}——02{b.[A/E/(AE)].b}

Preferably, mode FM1 is used for operation in the non-end combination zone as shown in FIG. 6 .

The mode FM1 is mode 2{a.(D/C).a}-02{b.[A/E/(AE)].b}. The serial number of the combination area as shown in Figure 6 is 2. Each of the upbound vehicle approaching area 2 and the downbound vehicle approaching area 02 contains only one type of area. There are connecting channels 201, 202 and 2 between the two approaching vehicle areas. 203.

Preferably, the mode FM1 is mode 2{a.D.a}-02{b.A.b}. In this mode, passengers waiting in the upbound adjacent area 2 enter area 2 from the adjacent terminals H21 and H22. When the onboard train stops and opens the door, passengers will be dropped off first and then boarded. Passengers who get off the up train enter the downbound access area 02 through the connecting channel, and then walk towards the two ends of area 02, passing through the regular ends H021 and H022 respectively, and entering the regular areas 10.1 and 10.2 respectively. In the downbound approach area 02, when the downbound train stops, only passengers will be dropped off, but not boarded. Usually, the passengers getting off the up train and the passengers getting off the down train are walking in the downbound train area. Their walking directions are the same, and they walk into the regular area through the temporary terminals H021 and H022 respectively.

Preferably, the mode FM1 is mode 2{a.D.a}-02{b.E.b}, or mode 2{a.D.a}-02{b.(AE).b}.

Preferably, the mode FM1 is mode 2{a.C.a}-02{b.E.b}.

6.2. Mode FM2

The characteristic of mode FM2 is that if a non-end combination zone operates in mode FM2, its upstream and downstream adjacent areas each contain two areas, and there is only one connecting channel between the upstream and downbound adjacent areas, see Figure 7.

Preferably, the selection range of mode FM2 includes modes FM21, FM22, FM23, and FM24. Preferably, mode FM2 operates in the non-end combining zone as shown in Figure 7.

In Figure 7, the serial number of the combination area is 2. The upbound traffic area 2 contains areas 21 and 22, and the downbound traffic area 02 contains areas 021 and 022. There is a connecting channel between the upstream and downbound traffic areas. 201.

The mode FM21 is mode 21{a.D.a}-22{b.D.a}——021{a.D.b}-022{a.[A/E/(AE)].b},

The mode FM22 is mode 21{b.D.b}-22{a.D.b}——021{b.D.a}-022{b.E].a},

The mode FM23 is mode 21{a.D.a}-22{b.D.a}——021{b.(A/E).a}-022{b.[A/E/(AE)].b},

The mode FM24 is mode 21{a.D.b}-22{a.A.b}-021{a.D.b}-022{a.A.b}.

(1)Mode FM21

In mode FM21, the boundaries of the near-normal end H21 and the far-normal end H22 of area 21 are both inbound-only boundaries (type a), and the boundaries of the far-normal end H22 and near-normal end H23 of area 22 are respectively outbound-only boundaries (type a). type b) and border-only (type a).

In area 21, waiting passengers enter this area from the regular area 10.1 through the temporary end H21, and the passengers who get off the bus enter area 021 through the connecting channel 201, and then enter the regular area 10.2 through the temporary end H023. When the onboard train stops, passengers will be dropped off first and then boarded. When the passengers getting off the train gradually leave the Linchang end, the passengers who want to get on the train can be released to enter area 21 to wait.

In area 22, waiting passengers enter this area from the regular area 10.2 through the Linchang end H23. The passengers who get off the bus first pass through the far end boundary H22 and enter area 21, then enter the area 021 through the connecting channel 201, and finally pass through the Linchang end H023. Enter the general area 10.2. When the onboard train stops, passengers will be dropped off first and then boarded. When the passengers getting off the train gradually leave the Linchang end, the passengers who want to get on the train can be released to enter area 22 to wait.

In area 021, passengers who want to take the down train enter the area from regular area 10.1 through Linchang end H021 to wait. Passengers who get off the down train enter area 022 through Linchang end H022, and then enter regular area 10.2 through Linchang end H023. . When the current train stops, passengers will be dropped off first and then boarded. When the passengers getting off the train gradually leave the Linchang end, the passengers who want to get on the train can be released to enter area 21 to wait.

When area 022 is an E-type area, this area is only a passage and there is no boarding or landing. When area 022 is an A-type area, passengers who get off the downlink train to this area also exit from Linchang end H023.

(2)Mode FM22

In mode FM22, the passenger's walking direction is opposite to that in mode FM21. Passengers who want to board the bus first enter area 022 from Linchang terminal H023, and then enter area 21, area 22 and area 021 respectively to wait for the bus. Passengers who get off the bus enter areas 21, 22 and 023 from the carriage, and then exit their respective areas through Linchang terminal H21, H23 and H021 respectively.

(3)Mode FM23

The mode FM23 is mode 21{a.D.a}-22{b.D.a}——021{b.(A/E).a}-021{b.[A/E/(AE)].b},

In mode FM23, passengers who want to take the upper train enter area 21 from Linchang end H21 to wait for the train, and enter area 22 from Linchang end H23 to wait for the train. Passengers who get off the upper train and enter area 21 enter area 021 or 022 through the connecting passage, and then walk out from the corresponding temporary end. Passengers who get off the upper train and enter area 22 first pass through the far terminal H12 to enter area 21, then enter area 021 or 022 through the connecting channel, and then walk out from the corresponding terminal.

Passengers who get off the next train to areas 021 and 022 exit from the far end H021 and H023 respectively.

(4)Mode FM24

The mode FM24 is mode 21{a.D.b}-22{a.A.b}-021{a.D.b}-022{a.A.b}.

Passengers waiting to get on the train in area 21 enter this area from the regular area 10.1 through the regular end H21; passengers getting off the train enter area 22 through the far end H22 and enter the regular area 10.2 from the regular end H23. Passengers disembarking from the upper train in area 22 enter area 10.2 from the permanent end H23.

In the downbound waiting area, passengers waiting for the next train in area 021 enter the area from the regular area 10.1 through the regular end H021; passengers getting off the train enter area 022 through the far end H022, and then enter the regular area from the regular end H023 Area 10.2. Passengers disembarking from downbound trains in area 022 enter area 10.2 from temporary terminal H023.

6.3. Mode FM3

The characteristic of mode FM3 is that if a non-end combination zone operates in mode FM3, its upstream and downstream traffic areas each contain two areas, and there are two or more connecting channels between the upstream and downbound traffic areas. See Figure 8.

Preferably, mode FM3 is taken as mode FM31 or mode FM32. Preferably, FM31 or mode FM32 is used in the non-end combination area as shown in FIG. 8 .

In Figure 8, the serial number of the combination area is 2. The upstream approaching area 2 contains areas 21 and 22, and the downgoing approaching area 02 contains areas 021 and 022. There are three connections between the upstream and downgoing approaching areas. channels, respectively 201, 202 and 203.

The mode FM31 is mode 21{a.D.a}-22{b.D.a}——021{b.(A/E).a}-022{b.[A/E/(AE)].b},

The mode FM32 is mode 21{a.D.b}-22{a.[A/E/(AE)].b——021{b.(A/E).a}-022{b.D.a},

(1)Mode FM31

When using mode FM31, in area 21, waiting passengers enter this area from the regular area 10.1 through the temporary end H21, and the passengers who get off the bus enter area 021 through the connecting channels 201 and 202, and then enter the regular area 10.1 through the temporary end H021. In area 22, waiting passengers enter this area from regular area 10.2 through temporary terminal H23; passengers who get off the bus enter area 022 through connecting channel 203, or enter area 022 through remote terminal H22, domain 21 and connecting channel 202, and then enter area 022 from remote terminal H22, domain 21 and connecting channel 202. Area 022 enters the regular area 10.2 through the temporary terminal H023.

When area 021 is an A-type area, passengers who get off the down train to this area walk out from the temporary end H021. Usually there will be passengers who get off the up train and down train walking together in area 021. When area 021 is an E-type area, only passengers who get off the upper train appear in area 021.

The situation of area 022 is similar to that of area 021 and will not be described again.

(2)Mode FM32

When mode FM32 is used, in area 21, waiting passengers enter this area from regular area 10.1 through temporary end H21, and passengers who get off the bus enter area 021 through connecting channels 201 and 202, and then enter regular area 10.1 through temporary end H021.

In area 022, waiting passengers enter this area from regular area 10.2 through temporary end H023; passengers who get off the bus enter area 22 through connecting channel 203, or enter area 22 through connecting channel 202, area 21, and remote end H22, and then enter area 22 from Area 22 enters the normal area 10.2 through the temporary terminal H23.

If area 021 or/and area 22 is an A-type area, passengers who get off the downbound or/and upbound train to the corresponding area will exit from the regular terminal. H021 or/and H23 exit.

When the upstream and downstream passenger flows are balanced, mode FM32 is suitable; when the number of passengers on and off the upbound train is higher than that of the downbound train, mode FM31 is a suitable choice.

6.4. Mode FM4

The characteristic of mode FM4 is that if a non-end combination zone operates in mode FM4, its upstream approaching vehicle area contains three areas, the downbound approaching vehicle area only contains one area, and there are two or two areas between the upstream and downstream approaching vehicle areas. For more than two connection channels, see Figure 9.

Preferably, mode FM4 is taken as mode FM41 or mode FM42. Preferably, the non-end combination zone shown in Figure 9 operates in mode FM41 or mode FM42.

In Figure 9, the sequence number of the combination area is 2, the upbound approaching area contains areas 21, 22 and 23, and the downbound approaching area 02 contains one area. There are three connecting channels between the upstream and downstream traffic areas, namely 201, 202 and 203.

The mode FM41 is mode 21{a.C.b}-22{a.D.a}-23{b.C.a}——02{b.[A/E/(AE)].b},

The mode FM42 is mode 22{b.A.a}-22{b.D.b}-23{a.A.b}——02{a.E.a},

(1)Mode FM41

When mode FM41 is used, in area 22, waiting passengers enter area 21 from the regular area 10.1 through the temporary end H21, and then enter area 22 through the far end H22; the other way enters from the regular area 10.2 through the temporary end H24 Area 23, and then enter area 22 through the far end H23. Passengers who get off the up train and enter area 22 enter the down train access area 02 from the three connecting channels, and then walk towards the two ends until they enter the regular areas 10.1 and 10.2 respectively.

Areas 21 and 23 are C-type areas (boarding areas). When waiting passengers are released at H21 and H24 at the temporary end, passengers who want to enter area 22 to wait are given priority, and then passengers waiting in areas 21 and 23 are released to avoid Passengers waiting in areas 21 and 23 block the passage of passengers who want to enter area 22.

If area 02 is selected as an A-type area, passengers who get off the down train to this area will exit this area through H021 and H023 at the regular ends.

(2)Mode FM42

The mode FM42 is mode 22{b.A.a}-22{b.D.b}-23{a.A.b}——02{a.E.a},

When mode FM42 is used, there are two sources of passengers waiting for the onboard train in area 22, coming from the regular areas 10.1 and 10.2 respectively, passing through the regular ends H021 and H022 respectively, entering the downbound adjacent area 02, and then passing through the connecting channel. Enter area 22. Passengers who get off the upper train and get off to area 22 go all the way through the far end H22 to enter area 21, then pass through the immediate end H21 to enter the regular area 10.1; the other way pass through the far end H23 to enter area 23, and then pass through the immediate end H23. Normal end H24 enters the regular area 10.4.

When area 21 or/and 23 is an A-type area, passengers who get off the upper train to these two areas enter the regular area 10.1 or/and 10.2 through the temporary end H21 or/and H24 respectively. When the area 21 or/and 23 is an E-type area, the area 21 or/and 23 is equivalent to a channel.

6.5. Mode FM5

The characteristic of mode FM5 is that if a non-end combination zone operates in mode FM5, its upstream approach area contains three areas, the downbound approach area contains at least two areas, and there are two areas between the upstream and downbound approach areas. Or two or more connection channels, see Figure 10.

Preferably, mode FM5 is taken as mode FM51 or mode FM52. Preferably, mode FM51 or mode FM52 is used for operation in the non-end combination zone as shown in FIG. 10 .

In Figure 10, the serial number of the combination area is 2. The upbound approaching area contains three areas, namely areas 21, 22 and 23. The downbound approaching area 02 contains two areas, namely areas 021 and 022. There are three connecting channels between the upstream and downstream traffic areas, namely 201, 202 and 203.

The mode FM51 is mode 21{a.E.b}-22{a.D.b}-23{a.A/E.b}——021{b.[A/E/(AE)].d}-022{d.[A/C/ E/(AEC)].b},

The mode FM52 is mode 21{b.A.a}-22{b.D.b}-23{a.A.b}——021{a.[E/(CE)].d}-022{d.[A/C/E/(AE )].b/a/c},

(1)Mode FM51

When mode FM51 is used, passengers waiting in area 22 first enter area 21 from the regular area 10.1 through the temporary end H21, and then enter area 22 through the far end H22. Passengers who get off the upper train and get off in area 22 exit in two ways: one from the connecting passages 201 and 202 Enter the downbound traffic area 021, then pass through the regular end H021 to enter the regular area 10.1; the other road passes through the far end H23, area 23, and the regular end H24 in order to enter area 10.2.

Area 21 is an E-shaped area with no loading or unloading passengers and is used as an aisle. When area 23 is an A-type area, the passengers who get off the upper train into area 23 are merged with the passengers who get off from area 22, and enter the regular area 10.2 through the temporary end H24.

Passengers in area 0.22 are not allowed to enter other areas in the combination area where they are located, and passengers are not allowed to enter area 022 from other adjacent areas in the combination area. The selection range of area 022 includes type A, type C, and AEC type areas.

(2)Mode FM52

When using mode FM52, the passengers waiting in area 22 first enter area 021 from regular area 10.1 through temporary terminal H021, and then enter area 22 through connecting channels 201 and 202.

Passengers who get off the upper train and go to area 22 go all the way through the far end H22 to enter area 21, and then pass through the Linchang end H21 to enter the regular area 10.1; the other way passes through the far end H23, area 23, and Linchang end H24 in sequence. Area 10.2.

Areas 21 and 23 are both Type A areas, only dropping off passengers but not picking them up. Passengers entering areas 21 and 23 from area 22 are merged with passengers who get off directly to areas 21 and 23 respectively and enter regular areas 10.1 and 10.2 through temporary ends H21 and H24.

Passengers in area 0.22 do not enter other areas in the combination area where they are located, nor do they enter area 022 from other adjacent areas in the combination area. The selection range of area 022 includes type A, type C, and AEC type areas.

Claims

An urban rail transit station island platform or separated island platform, the characteristics of which include:

(1) The entire platform includes combination areas and regular areas;

(2) The combination area is divided into an end combination area and a non-end combination area, and the station includes at least one end combination area or/and at least one non-end combination area;

(3) The combination area includes the area adjacent to the train and the area not adjacent to the train. The area adjacent to the train is located on both sides of the platform;

(4) There is at least one combination area with the following characteristics in the entire platform. In this combination area, there is at least one connecting channel between the areas adjacent to the trains on both sides of the platform.
The platform according to claim 1, characterized by:

There is at least one such combination area in the entire platform, and the vehicle-facing area on at least one side of the combination area has the following characteristics A or/and B:

(1) The characteristic A is,

The dividing line between the traffic-side area and the non-traffic-side area is one of the following:

a. A straight line parallel to the edge of the platform,

b. A straight line that is not parallel to the edge of the platform,

c. A continuous polyline formed by connecting two or more straight segments,

d.Curve,

e. A line formed by connecting straight segments and curved segments;

(2) The characteristic B is,

The width of the adjacent area is equal at all locations; or,

There are at least two positions where the width of the adjacent area is unequal.
The platform according to claim 1, characterized in that, in at least one end combination area of the platform, at least one adjacent area contains an area Z with the following characteristics:

(i) Passengers are permitted in any part of said Zone Z,

(ii) The length of the area Z exceeds the length of one carriage;

Preferably, the length of the area Z adjacent to the vehicle is 1 to 2 car lengths, or 2 to 3 vehicle lengths, or greater than 3 car lengths; preferably, the length of the area Z is equal to the area adjacent to the vehicle where it is located. length.
The platform according to claim 1 or 3, characterized in that there is at least one cross-section with the following characteristics in at least one adjacent area in at least one end combination area of the platform, the width of the cross-section It is 0.8~1.2m, or 1.2~1.5m, or 1.5~1.8m, or 1.8~2.5m, or greater than 2.5m.
The platform according to claim 1, characterized in that the island platform is a part of a hybrid platform.
The platform according to claim 1, characterized in that the height of the top plate of the connecting channel is lower than the height of the top plate of the platform layer, and there is a gap between the top plate of the connecting channel and the top plate of the platform layer, which is used to connect the two connecting channels. Air channel for side equipment room.
The platform according to claim 1, characterized in that,

There is at least one combination area in the entire platform that has the following characteristics W1; the characteristic W1 is that among the upstream or/and downbound approach areas in the combination area, at least one approach area has the following characteristics W2; The characteristic W2 is that in the area adjacent to the vehicle, there are one or more sections with the following characteristics W3; the feature W3 is that if any one of the one or more sections is selected, it is recorded as Area P, then area P has the following characteristics:

At least within a period of time, among the trains that stop at the side of the platform where the area P is located, the relationship pattern between at least one train, the area P and the boarding and alighting behavior is one of the following:

(1) Mode A, (download only)

For trains parked on the side of the platform where the area P is located, there are carriages facing the entire length of the area P; the carriages facing the area P are only allowed to drop off passengers, not board them. ;

For the region P, the train is called a Class A train of region P;

(2)Mode B, (lower quality)

For trains parked on the side of the platform where the area P is located, there are carriages facing the entire length of the area P; although the train corresponding to the area P is allowed to board and unload passengers, it must be based on The number of people getting off the bus determines the number of people allowed to get on the bus;

For the region P, the train is called a Class B train of the region P;

(3)Mode C, (up only)

For trains parked on the side of the platform where the area P is located, there are carriages facing the entire length of the area P; the section of the train corresponding to the area P is only allowed to board passengers, but is not allowed to disembark;

For the region P, the train is called a Category C train of region P;

(4)Mode D, (double passengers)

For trains parked on the side of the platform where the area P is located, there are carriages facing the entire length of the area P; the train corresponding to the area P is allowed to both board and unload passengers;

For the region P, the train is called a Class D train of the region P;

(5) Mode E, (non-customer)

For trains parked on the side of the platform where the area P is located, there are carriages facing the entire length of the area P; the train corresponding to the area P is neither allowed to board nor disembark passengers. , but passengers are allowed to appear in the area P;

For the region P, the train is called an E-class train of the region P;

(6) Mode F, (no car)

For trains parked on the side of the platform where the area P is located, there is no carriage or door facing any part of the area P. Passengers cannot be boarded or unloaded in the area P, but passengers are allowed Appear in said area P;

For the region P, the train is called a Category F train of region P.

(7)Mode G (zero customer)

For a train parked on the side of the platform where area P is located, there are carriages in the train facing the entire length of area P. Passengers cannot appear in area P. Therefore, passengers cannot be boarded or boarded in area P. drop off passengers;

For the region P, the train is called a category G train of region P.
The platform according to claim 7, characterized in that, at least within the said time period, the trains parked on the side of the platform where the area P is located have the following characteristics:

(1) Any train is one of the following: Class A train, Class B train, Class C train, Class D train, Class E train, Class F train, Class G train in area P;

(2) Any two trains are the same type of train;

The meaning of the same type of trains is that the two trains are both Category A, or both Category B, or both Category C, or both Category E, or both Category F, or both Category G trains.
The platform according to claim 7, characterized in that, at least within the said time period, among the trains stopping at the side of the platform where the area P is located, at least two adjacent trains have the following characteristics:

(1) Each of the two adjacent trains is one of the following, a class A train, a class B train, a class C train, a class D train, a class E train, or a class F train in area P;

(2) These two adjacent trains are not the same type of trains.
The platform according to claim 7, characterized in that, at least within the said time period, among the trains that stop at the side of the platform where the area P is located, at least three trains that stop in sequence have the following characteristics:

(1) Each of these three adjacent trains is one of the following: Class A train, Class B train, Class C train, Class D train, Class E train, Class F train in area P;

(2) Among the three trains that stop in sequence, at least two trains are not of the same type;

Preferably, among the three trains, no two trains are of the same type; preferably, among the three trains, only two trains are not of the same type.
The platform according to claim 7, characterized in that, within the time period, the area P is one of the following, I-type area, IJ-type area, IJK-type area, IJKL-type area, IJKLM-type area;

(one)

The characteristic of the I-type area is that any train stopping at the side of the platform where the area P is located can only be an I-type train in the area P; the value of I is one of the following: A, B, C, D, E, F, G; within the time period, the value of I does not change for any train;

(two)

The characteristic of the IJ type area is that any train stopping on the side of the platform where the area P is located can only be a class I or class J train in the area P;

The characteristic of the IJK type area is that any train stopping at the side of the platform where the area P is located can only be a class I, class J or class K train in the area P;

The characteristic of the IJKL type area is that any train stopping at the side of the platform where the area P is located can only be a class I, class J, or class K or L train of the area P;

The characteristic of the JKLM type area is that any train stopping at the side of the platform where the area P is located can only be a class I or class J or class K or class L or class M train in the area P;

(three)

In the names of the IJ type area, IJK type area, IJKL type area and IJKLM type area, the symbols I, J, K, L and M are universal symbols and have the following characteristics;

(1) The values of symbols I, J, K, L, and M are each of the following: A, B, C, D, E, F, or G;

(2) Among the symbols I, J, K, L, and M, the values of any two symbols are different;

In the name of the IJ type area, I≠J is required;

In the name of the IJK type area, it is required that I≠J, I≠K, J≠K;

In the name of the IJKL type area, it is required that I≠J, I≠K, I≠L, J≠K, J≠L, K≠L;

In the name of the IJKLM type area, it is required that I≠J, I≠K, I≠L, I≠M, J≠K, J≠L, J≠M, K≠L, K≠M, L≠M.
The station according to claim 7 or 11, characterized in that, within the time period, the area P is an I-type area, and the I-type area is one of the following seven areas:

(1) Type A area - drop-off area,

The characteristic of the Type A area is that for any train, the combination between the train, the area P and the boarding and alighting elements is Mode A; the Type A area is also called the drop-off area;

(2) Type B area - drop-off priority area,

The characteristic of the Type B area is that for any train, the combination between the train, the area P and the boarding and alighting elements is Mode B; the Type B area is also called the passenger drop-off priority area:

(3)C-type area-pick-up area,

The characteristic of the C-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode C; the C-type area is also called the passenger loading area;

(4) D-type area - double passenger area,

The characteristic of the D-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode D; the D-type area is also called a double passenger area;

(5) E-type area - non-guest area,

The characteristic of the E-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode E; the E-type area is also called a non-passenger area;

(6) Type F area - car-free area;

The characteristic of the F-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode F; the F-type area is also called a car-free area.

(7)G type area - zero customer area,

The characteristic of the G-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode G; the G-type area is also called a zero-passenger area.
The station according to claim 7 or 11, characterized in that, within the time period, the area P has one of the following four characteristics:

(1) The area P is an IJ-type area, and the selection range of the IJ-type area includes:

(1) AB type area, (2) AC type area, (3) AD type area, (4) AE type area, (5) AF type area, (6) BC type area, (7) BD type area, ( 8) BE type area, (9) BF type area, (10) CD type area, (11) CE type area, (12) CF type area, (13) DE type area, (14) DF type area, (15) EF type area;

(2) The area P is an IJK type area, and the selection range of the IJK type area includes:

(1) ABC type area, (2) ABD type area, (3) ABE type area, (4) ABF type area, (5) ACD type area, (6) ACE type area, (7) ACF type area, ( 8) ADE type area, (9) ADF type area, (10) BCD type area, (11) BCE type area, (12) BCF type area, (13) BDE type area, (14) BDF type area, (15 )CDE type area, (16) CDF type area, (17) AEF type area, (18) BEF type area, (19) CEF type area, (20) DEF type area;

(3) The area P is an IJKL type area, and the selection range of the IJKL type area includes:

(1) ABEF type area, (2) ACEF type area, (3) ADEF type area, (4) BCEF type area, (5) BDEF type area, (6) CDEF type area, (7) ABCE type area, ( 8) ABCF type area, (9) ABDE type area, (10) ABDF type area, (11) ACDE type area, (12) ACDF type area;

(4) The area P is an IJKLN type area, and the selection range of the IJKLM type area includes:

(1) ABCEF type area, (2) ABDEF type area, (3) ACDEF type area, (4) BCDEF type area.
The platform according to claim 11, 12 or 13, characterized in that all the areas adjacent to the train where the area P is located are area P.
The station according to one of claims 7 to 14, characterized in that, within the time period, the area P also has the following characteristics:

At least one end boundary of the region P is one of the following: a-type boundary, b-type boundary, c-type boundary, or d-type boundary;

The Type A boundary is also called the entry-only boundary. Passengers are allowed to enter the area P through the Type A boundary, but are not allowed to exit from Area P through the Type A boundary;

The type b boundary is also called the exit-only boundary. Passengers are allowed to exit from area P through the type b boundary, but are not allowed to enter area P through the type b boundary;

The c-type boundary is also called a two-way boundary. Passengers are allowed to walk out of area P through the c-type boundary, and are also allowed to enter area P through the c-type boundary;

The d-shaped boundary is also called a no-travel boundary. Passengers are not allowed to walk out of the area P through the d-shaped boundary, nor are passengers allowed to enter the area P through the d-shaped boundary.
The platform according to any one of claims 7 to 14, characterized in that, within the time period, the walking path of waiting passengers has one of the following three characteristics:

(1) All waiting passengers in area P, in the process of arriving at the waiting position from the regular area, pass through the connecting channel in the combination area where area P is located;

(2) All waiting passengers in area P, in the process of arriving at the waiting position from the regular area, pass through the bus-side area where area P is located and the regular end of the bus-side area, and do not pass through the connecting channel;

(3) In area P, the waiting passengers include at least A and B.

In the process of arriving at the waiting position from the regular area, Part A's waiting passengers pass through the connecting channel in the combination area where area P is located;

Part B waiting passengers, in the process of arriving at the waiting position from the regular area, pass through the bus-side area where area P is located and the regular end of the bus-side area, without passing through the connecting passage.
The platform according to any one of claims 7 to 14, characterized in that, within the time period, the walking path of passengers getting off the train has one of the following three characteristics:

(1) All passengers who get off the bus to area P will pass through the connecting channel in the combination area where area P is located when walking from the alighting location to the regular area;

(2) All passengers who get off the bus to area P, in the process of walking from the alighting location to the regular area, pass through the bus-side area where area P is located and the regular end of the bus-side area, and do not pass through the connecting channel;

(3) Some of the passengers who get off the bus to area P pass through the connecting passage in the combination area where area P is located when walking from the alighting location to the regular area; at least some of the passengers who get off the bus to area P pass through the connecting channel in the combination area where area P is located. When the car moves to the regular area, it passes through the area adjacent to the vehicle where area P is located and the adjacent end of the area adjacent to the vehicle, without passing through the connecting channel.
The platform according to any one of claims 7 to 14, characterized in that, within the time period, in the platform, at least one combination area adopts a boarding and alighting mode with the following characteristics I or II,

(1) The characteristic I is,

(1) The entire upbound traffic area or a certain section of the upbound traffic area is one of the following,

B type, BE type, BF type, BEF type,

C type, CE type, CF type, CEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type,

BD type, BDE type, BDF type, BDEF type,

CD type, CDE type, CDF type, CDEF type area;

(2) At least some of the waiting passengers in the upbound waiting area or in a certain section of the upbound waiting area, in the process of walking from the regular area to the waiting position, enter through the temporary end of the upbound waiting area. Go up to the bus area, and then walk along the upstream area to the waiting position;

(2) The characteristic II is,

(1) The entire downbound approach area or a certain section of the downbound approach area is one of the following,

B type, BE type, BF type, BEF type,

C type, CE type, CF type, CEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type,

BD type, BDE type, BDF type, BDEF type,

CD type, CDE type, CDF type, CDEF type area;

(2) At least some of the waiting passengers in the downbound approach area or in a certain section of the downbound approach area enter through the regular end of the downbound approach area in the process of walking from the regular area to the waiting position. Go to the downbound parking area, and then walk along the downbound parking area to the waiting position.
The platform according to claim 18, characterized in that,

The periodic arrangement of trains stopping in the CE type area is C-E or C-E-E or C-C-E,

The periodic arrangement of trains stopping at the CF type area is C-F or C-F-F or C-C-F,

The periodic arrangement of trains stopping in the CEF type area is C-E-F or C-E-C-F or C-E-C-E-F or C-E-C-F-E or C-C-E-F,

The periodic arrangement of trains stopping in the DE type area is D-E or D-E-E or D-D-E,

The periodic arrangement of trains stopping in the DF type area is D-F or D-F-F or D-D-F,

The periodic arrangement of trains stopping in the DEF type area is D-E-F or D-E-D-F or D-E-D-E-F or D-E-D-F-E or D-D-E-F,

The periodic arrangement of trains stopping in the CDE type area is C-D-E or C-D-E-E or C-E-D-E or C-E-D-E-E,

The periodic arrangement of trains stopping in the CDF type area is C-D-F or C-D-F-F or C-F-D-F or C-F-D-F-F,

The periodic arrangement of trains stopping at the CDEF type area is C-D-E-F or C-E-D-F or C-E-D-E-F or C-E-D-F-E or C-E-D-F-F.

The periodic arrangement of trains stopping in the DE type area is D-E or D-E-E or D-D-E,

The periodic arrangement of trains stopping in the DF type area is D-F or D-F-F or D-D-F,

The periodic arrangement of trains stopping in the DEF type area is D-E-F or D-E-D-F or D-E-D-E-F or D-E-D-F-E or D-D-E-F.
The platform according to any one of claims 7 to 14, characterized in that, within the time period, in the platform, at least one combination area adopts a boarding and alighting mode with the following characteristics I or/and characteristics II,

(1) The characteristic I is,

(1) The upbound traffic area or a certain section of the upbound traffic area is one of the following,

A type, AE type, AF type, AEF type area;

(2) At least some of the passengers who get off the train in the upbound passing area or in a certain section of the upgoing passing area pass the upward route in the process of walking from the alighting position to the regular area. The parking area and the normal end of the upbound parking area.

(2) The characteristic II is,

(1) The downbound approach area or a certain section of the downbound approach area is one of the following,

A type, AE type, AF type, AEF type area;

(2) At least some of the passengers who get off the bus in the downbound approach area or in a certain section of the downbound approach area pass downhill in the process of walking from the alighting location to the regular area. The traffic area and the normal end of the downbound vehicle area;
The platform according to claim 20, characterized in that,

The periodic arrangement of trains stopping in the AE type area is A-E or A-E-E or A-A-E,

The periodic arrangement of trains stopping in the AF type area is A-F or A-F-F or A-A-F,

The periodic arrangement of trains stopping in the AEF type area is A-E-F or A-E-A-F or A-E-A-E-F or A-A-E-F.
The platform according to one of claims 7 to 14 or 18, characterized in that, within the said time period, at least one combination area adopts a boarding and alighting mode with the following characteristics I or II,

(1) The characteristic I is,

(1) The upbound traffic area or a certain area in the upbound traffic area is one of the following,

A type, AE type, AF type, AEF type,

B type, BE type, BF type, BEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type;

CD type, CDE type, CDF type, CDEF type area;

(2) At least some of the passengers who get off the bus and get off in the upbound access area or in a certain area within the upstream access area, in the process of walking from the alighting location to the regular area, sequentially Passing through the upbound traffic area, connecting channel, downbound traffic area, and the normal end of the downbound traffic area;

(2) The characteristic II is,

(1) The downbound approach area or a certain area in the downbound approach area is one of the following,

A type, AE type, AF type, AEF type,

B type, BE type, BF type, BEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type;

CD type, CDE type, CDF type, CDEF type area;

(2) At least some of the passengers who get off the bus in the downbound approach area or get off in a certain area within the downbound approach area, in the process of walking from the alighting location to the regular area, pass through the downbound approach area in sequence , connecting passage, upbound traffic area, and the normal end of upbound traffic area.
The platform according to claim 22, characterized in that,

The periodic arrangement of trains stopping in the AE type area is A-E or A-E-E or A-A-E,

The periodic arrangement of trains parked on the side of the platform where the AF type area is located is A-F or A-F-F or A-A-F.

The periodic arrangement of trains parked on the side of the platform where the AEF type area is located is AEF or AEAF or AEAEF or AA- EF,

The periodic arrangement of trains stopping at the AB-shaped area is A-B or A-B-B or A-A-B.

The periodic arrangement of trains stopping at the ABE type area is A-B-E or A-E-B or A-E-B-E or A-A-E-B,

The periodic arrangement of trains stopping at the ABF type area is A-B-F or A-F-B or A-F-B-F or A-A-F-B,

The periodic arrangement of trains stopping at the ABEF type area is A-E-B-F or A-F-B-E or A-B-E-F or A-A-E-B-F.

The periodic arrangement of trains stopping at the AC type area is A-C or A-C-C or A-A-C.

The periodic arrangement of trains stopping at the ACE type area is A-C-E or A-E-C-E or A-A-C-E or A-C-C-E or A-A-E-C or A-A-E-C-E or A-A-E-C-C-E,

The periodic arrangement of trains parked on the side of the platform where the ACF type area is located is A-C-F or A-F-C-E or A-A-C-F or A-C-C-F or A-A-F-C or A-A-F-C-F or A-A-F-C-C-F,

The periodic arrangement of trains stopping at the AD type area is A-D or A-D-D or A-A-D.

The periodic arrangement of trains stopping in the ADE type area is A-D-E or A-E-D or A-E-D-E or A-A-E-D,

The periodic arrangement of trains stopping at the ADF type area is A-D-F or A-F-D or A-F-D-F or A-A-F-D,

The periodic arrangement of trains stopping in the ADEF type area is A-E-D-F or A-F-D-E or A-D-E-F or A-A-E-D-F.

The periodic arrangement of trains stopping in the BC type area is C-B or C-B-B or C-C-B,

The periodic arrangement of trains stopping at the BCE type area is C-B-E or C-E-B or C-E-B-E or C-C-E-B,

The periodic arrangement of trains stopping at the BCF type area is C-B-F or C-F-B or C-F-B-F or C-C-F-B,

The periodic arrangement of trains stopping at the BCEF type area is C-E-B-F or C-F-B-E or C-B-E-F or C-C-E-B-F.

The periodic arrangement of trains stopping at the CD-type area is C-D or C-D-D or C-C-D,

The periodic arrangement of trains stopping in the CDE type area is C-D-E or C-E-D or C-E-D-E or C-C-E-D,

The periodic arrangement of trains stopping in the CDF type area is C-D-F or C-F-D or C-F-D-F or C-C-F-D,

The periodic arrangement of trains stopping in the CDEF type area is C-E-D-F or C-F-D-E or C-D-E-F or C-C-E-D-F.
The platform according to any one of claims 7 to 14, characterized in that, within the time period, in the platform, at least one combination area adopts a boarding and alighting mode with the following characteristics I or II,

(1) The characteristic I is,

(1) The upbound traffic area or a certain area in the upbound traffic area is one of the following,

A type, AE type, AF type, AEF type,

B type, BE type, BF type, BEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type;

CD type, CDE type, CDF type, CDEF type area;

(2) The entire downbound traffic area is one of the following, type A, type AE, type AF, type AEF, type E, type F, type EF;

(3) At least some of the passengers who get off the bus and get off the bus in the upbound bus area or in a certain area in the upstream bus area, in the process of walking from the alighting position to the regular area, sequentially Passing through the upbound traffic area, connecting channel, downbound traffic area, and the normal end of the downbound traffic area;

(2) The characteristic II is,

(2) The downbound approach area or a certain area in the downbound approach area is one of the following,

A type, AE type, AF type, AEF type,

B type, BE type, BF type, BEF type,

D type, DE type, DF type, DEF type,

AB type, ABE type, ABF type, ABEF type,

AC type, ACE type, ACF type, ACEF type,

AD type, ADE type, ADF type, ADEF type,

BC type, BCE type, BCF type, BCEF type;

CD type, CDE type, CDF type, CDEF type area;

(2) The entire upbound traffic area is one of the following, type A, type AE, type AF, type AEF, type E, type F, type EF;

(3) At least some of the passengers who get off the bus in the downbound approach area or get off in a certain area within the downbound approach area, in the process of walking from the alighting location to the regular area, pass through the downbound approach area in sequence , connecting passage, upbound traffic area, and the normal end of upbound traffic area.
The platform according to claim 24, characterized in that,

The periodic arrangement of trains stopping in the AE type area is A-E or A-E-E or A-A-E,

The periodic arrangement of trains parked on the side of the platform where the AF type area is located is A-F or A-F-F or A-A-F.

The periodic arrangement of trains parked on the side of the platform where the AEF type area is located is A-E-F or A-E-A-F or A-E-A-E-F or A-A-E-F.

The periodic arrangement of trains stopping at the AB-shaped area is A-B or A-B-B or A-A-B.

The periodic arrangement of trains stopping at the ABE type area is A-B-E or A-E-B or A-E-B-E or A-A-E-B,

The periodic arrangement of trains stopping at the ABF type area is A-B-F or A-F-B or A-F-B-F or A-A-F-B,

The periodic arrangement of trains stopping at the ABEF type area is A-E-B-F or A-F-B-E or A-B-E-F or A-A-E-B-F.

The periodic arrangement of trains stopping at the AC type area is A-C or A-C-C or A-A-C.

The periodic arrangement of trains stopping at the ACE type area is A-C-E or A-E-C-E or A-A-C-E or A-C-C-E or A-A-E-C or A-A-E-C-E or A-A-E-C-C-E,

The periodic arrangement of trains parked on the side of the platform where the ACF type area is located is A-C-F or A-F-C-E or A-A-C-F or A-C-C-F or A-A-F-C or A-A-F-C-F or A-A-F-C-C-F,

The periodic arrangement of trains stopping at the AD type area is A-D or A-D-D or A-A-D.

The periodic arrangement of trains stopping in the ADE type area is A-D-E or A-E-D or A-E-D-E or A-A-E-D,

The periodic arrangement of trains stopping at the ADF type area is A-D-F or A-F-D or A-F-D-F or A-A-F-D,

The periodic arrangement of trains stopping in the ADEF type area is A-E-D-F or A-F-D-E or A-D-E-F or A-A-E-D-F.

The periodic arrangement of trains stopping in the BC type area is C-B or C-B-B or C-C-B,

The periodic arrangement of trains stopping at the BCE type area is C-B-E or C-E-B or C-E-B-E or C-C-E-B,

The periodic arrangement of trains stopping at the BCF type area is C-B-F or C-F-B or C-F-B-F or C-C-F-B,

The periodic arrangement of trains stopping at the BCEF type area is C-E-B-F or C-F-B-E or C-B-E-F or C-C-E-B-F.

The periodic arrangement of trains stopping at the CD-type area is C-D or C-D-D or C-C-D,

The periodic arrangement of trains stopping in the CDE type area is C-D-E or C-E-D or C-E-D-E or C-C-E-D,

The periodic arrangement of trains stopping in the CDF type area is C-D-F or C-F-D or C-F-D-F or C-C-F-D,

The periodic arrangement of trains stopping in the CDEF type area is C-E-D-F or C-F-D-E or C-D-E-F or C-C-E-D-F.
The platform according to any one of claims 7 to 14, characterized in that, within the time period, in the platform, the boarding and alighting mode adopted by at least one combination area has the following characteristics I or characteristics II,

(1) The characteristic I is,

(1) The upbound traffic area or a certain section of the upbound traffic area is one of the following,

C type, CE type, CF type, CEF type, B type, BE type, BF type, BEF type, D type, DE type, DF type, DEF type area, BC type, BCE type, BCF type, BCEF type, CD Type, CDE type, CDF type, CDEF type,

(2) At least some of the waiting passengers in the upbound approaching area or in a certain section of the upbound approaching area pass through the downbound approaching area in the process of walking from the regular area to the waiting position. The normal end of the area, the downbound traffic area, the connecting channel, and the upbound traffic area;

(2) The characteristic II is,

(1) The downbound approach area or a certain section of the downbound approach area is one of the following,

C type, CE type, CF type, CEF type, B type, BE type, BF type, BEF type, D type, DE type, DF type, DEF type area, BC type, BCE type, BCF type, BCEF type, CD Type, CDE type, CDF type, CDEF type,

(2) In the downbound approach area or in a certain section of the downbound approach area, at least some of the waiting passengers In the process of walking from the regular area to the waiting position, you pass through the regular end of the upbound bus area, the upbound bus area, the connecting channel, and the downbound bus area.
The platform according to claim 26, characterized in that,

The periodic arrangement of trains stopping in the CE type area is C-E or C-E-E or C-C-E,

The periodic arrangement of trains stopping at the CF type area is C-F or C-F-F or C-C-F,

The periodic arrangement of trains stopping in the CEF type area is C-E-F or C-E-C-F or C-C-E-F,

The periodic arrangement of trains stopping in the DE type area is D-E or D-E-E or D-D-E,

The periodic arrangement of trains stopping in the DF type area is D-F or D-F-F or D-D-F,

The periodic arrangement of trains stopping in the DEF type area is D-E-F or D-E-D-F or D-D-E-F,

The periodic arrangement of trains stopping at the CD-type area is C-D or C-C-D or C-D-D,

The periodic arrangement of trains stopping in the CDE type area is C-D-E or C-E-D or C-E-D-E,

The periodic arrangement of trains stopping in the CDF type area is C-D-F or C-F-D or C-F-D-F,

The periodic arrangement of trains stopping in the CDEF type area is C-D-E-F or C-E-D-F or C-F-D-E or C-E-D-E-F.
The platform according to any one of claims 7 to 14, characterized in that, within the time period, in the platform, at least one combination area adopts a boarding and alighting mode with the following characteristics I or II,

(1) The characteristic I is,

(1) The upbound traffic area or a certain area in the upbound traffic area is one of the following,

B type, BE type, BF type, BEF type, D type, DE type, DF type, DEF type, AB type, ABE type, ABF type, ABEF type, AC type, ACE type, ACF type, ACEF type, AD type , ADE type, ADF type, ADEF type, BC type, BCE type, BCF type, BCEF type; CD type, CDE type, CDF type, CDEF type area;

(2) The entire downbound traffic area is one of the following, type A, type AE, type AF, type AEF, type E, type F, type EF;

(3) At least some of the passengers who get off the bus and get off the bus in the upbound bus area or in a certain area in the upstream bus area, in the process of walking from the alighting position to the regular area, sequentially Passing through the upbound traffic area, connecting channel, downbound traffic area, and the normal end of the downbound traffic area;

(4) At least some of the passengers who get off the bus and arrive in the downbound approach area pass through the downbound approach area and the regular end of the downbound approach area in the process of walking from the alighting location to the regular area;

(5) At least some of the waiting passengers in the upbound approach area or in a certain section of the upbound approach area, in the process of walking from the regular area to the waiting position, enter through the regular end of the upbound approach area. Go up to the bus area, and then walk along the upstream area to the waiting position;

(2) The characteristic II is,

(1) The downbound approach area or a certain area in the downbound approach area is one of the following,

Type A, AE type, AF type, AEF type, B type, BE type, BF type, BEF type, D type, DE type, DF type, DEF type, AB type, ABE type, ABF type, ABEF type, AC type , ACE type, ACF type, ACEF type, AD type, ADE type, ADF type, ADEF type, BC type, BCE type, BCF type, BCEF type, CD type, CDE type, CDF type, CDEF type area;

(2) The entire upbound traffic area is one of the following, type A, type AE, type AF, type AEF, type E, type F, type EF;

(3) At least some of the passengers who get off the bus in the downbound approach area or get off in a certain area within the downbound approach area, in the process of walking from the alighting location to the regular area, pass through the downbound approach area in sequence , connecting passage, upbound traffic area, and the normal end of upbound traffic area;

(4) At least some of the passengers who get off the bus and arrive in the upbound bus-side area pass through the upbound bus-side area and the regular end of the upbound bus-side area in the process of walking from the alighting position to the regular area;

(5) At least some of the waiting passengers in the downbound approach area or in a certain section of the downbound approach area, in the process of walking from the regular area to the waiting position, enter through the regular end of the downbound approach area. Go down to the parking area, and then walk along the descending parking area to the waiting area.
The platform according to any one of claims 7 to 14, characterized in that, within the time period, in the platform, at least one combination area adopts a boarding and alighting mode with the following characteristics I or II,

(1) The characteristic I is,

(1) The entire upbound traffic area and the entire downbound traffic area are each one of the following, type A, type AE, type AF, or type AEF;

(2) Some of the passengers who got off the bus and arrived at the upbound bus area, in the process of walking from the alighting position to the regular area, passed through the upstream bus area and the regular end of the upbound bus area; at least some of the passengers who got off the bus passed through the upstream bus area and the regular end of the upbound bus area; Passengers arriving in the upbound approach area, in the process of walking from the alighting position to the regular area, pass through the upbound approach area, the connecting channel, the downbound approach area, and the regular end of the downbound approach area;

(3) Passengers who get off the bus and arrive in the downbound approach area, in the process of walking from the alighting position to the regular area, pass through the downbound approach area and the regular end of the downbound approach area;

(2) The characteristic II is,

(1) The entire upbound traffic area and the entire downbound traffic area are each one of the following, type A, type AE, type AF, or type AEF;

(2) Some of the passengers who got off the bus in the downbound approach area, in the process of walking from the alighting position to the regular area, passed through the downbound approach area and the regular end of the downbound approach area; at least some of the passengers who got off the bus passed Passengers arriving in the downbound approach area, in the process of walking from the alighting position to the regular area, pass through the downbound approach area, the connecting channel, the upbound approach area, and the regular end of the upstream approach area;

(3) Passengers who get off the bus and arrive in the upbound bus-side area will pass through the upbound bus-side area and the regular end of the upbound bus-side area in the process of walking from the alighting position to the regular area.
The platform according to any one of claims 7 to 14, characterized in that, within the time period, in the platform, at least one combination area adopts a boarding and alighting mode with the following characteristics I or II,

(1) The characteristic I is,

(1) The entire upbound traffic area is one of the following, C type, CE type, CF type, CEF type; the entire downbound traffic area is one of the following, C type, CE type, CF type, CEF type, E type, F type, EF type;

(2) In the upbound waiting area, the waiting passengers include at least A and B.

In the process of arriving at the waiting position from the regular area, Part A waiting passengers first pass through the regular end of the upbound bus area, and then walk along the upstream bus area to the waiting location;

Part B waiting passengers, in the process of reaching the waiting position from the regular area, pass through the regular end of the downbound bus area, the downbound bus area, the connecting channel, and the upbound bus area in sequence;

(3) When the downbound approach area is a C-type, CE-type, CF-type or CEF-type area, passengers waiting in the downbound approach area must first pass through the regular end of the downbound approach area, and then along the downbound approach area Walk to the waiting position;

(2) The characteristic II is,

(1) The entire downbound traffic area is one of the following, type C, CE, CF, CEF; the entire upbound traffic area is one of the following, type C, CE, CF, CEF, E, F type, EF type;

(2) The waiting passengers in the downbound waiting area include at least A and B,

In the process of arriving at the waiting position from the regular area, Part A waiting passengers first pass through the regular end of the downbound parking area, and then walk along the downgoing parking area to the waiting position;

Part B waiting passengers, in the process of reaching the waiting position from the regular area, pass through the regular end of the upbound bus area, the upbound bus area, the connecting channel, and the downbound bus area in sequence;

(3) When the upbound approach area is a C-type, CE-type, CF-type or CEF-type area, passengers waiting in the upbound approach area must first pass through the regular end of the downbound approach area, and then along the upbound approach area Go to the waiting position; when the upbound bus area is an E-type, F-type or EF-type area, there are no waiting passengers in the upbound bus area.
The station according to any one of claims 7 to 14, characterized in that, within the time period, in the station,

At least one end combination zone operates in one of the following modes, A mode, B mode, D mode, E mode; or/and,

At least one non-end combination zone operates in one of the following modes, Mode FM1, Mode FM2, Mode FM3, Mode FM4, Mode FM5.
The platform according to claim 31 is characterized by having one of the following five characteristics:

(1) The selection range of the type A pattern at least includes type A 1, type A 2, type A 3, type A 4, type A 5, and type A 6 patterns;

(2) The selection range of the B-type modes at least includes B-1, B-2, B-3, B-4, B-5, B-6, B-7 and B-8 modes;

(3) The selection range of the type C mode at least includes type C 1, type C 2, type C 3, type C 4, type C 5, type C 6, type C 7, type C 8, type C 9, type C Type 10 pattern;

(4) The selection range of the D-type mode at least includes D-1 type, D-2 type, and D-3 type;

(5) The selection range of the pentatype pattern at least includes pentatype 1 and pentatype 2 patterns.
The platform according to claim 31 is characterized by having one of the following four characteristics:

(1) The selection range of mode FM2 at least includes FM21, FM22, FM23, and FM24;

(2) The selection range of mode FM3 at least includes mode FM31 or FM32;

(3) The selection range of mode FM4 at least includes modes FM41 and FM42;

(4) The selection range of mode FM5 at least includes mode FM51 or mode FM52.
A boarding and alighting method for urban rail transit, characterized in that the station platform is as described in one of claims 1 to 33.