WO2023193811A1 - 一种带循环步道的城市轨道交通站台和乘客运送方法 - Google Patents

一种带循环步道的城市轨道交通站台和乘客运送方法 Download PDF

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Publication number
WO2023193811A1
WO2023193811A1 PCT/CN2023/087145 CN2023087145W WO2023193811A1 WO 2023193811 A1 WO2023193811 A1 WO 2023193811A1 CN 2023087145 W CN2023087145 W CN 2023087145W WO 2023193811 A1 WO2023193811 A1 WO 2023193811A1
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WIPO (PCT)
Prior art keywords
area
circulation
passengers
trail
walkway
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PCT/CN2023/087145
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English (en)
French (fr)
Inventor
王哲
Original Assignee
王哲
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Publication of WO2023193811A1 publication Critical patent/WO2023193811A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B61B1/02—General arrangement of stations and platforms including protection devices for the passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B21/00—Kinds or types of escalators or moving walkways
    • B66B21/10—Moving walkways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B25/00—Control of escalators or moving walkways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B25/00—Control of escalators or moving walkways
    • B66B25/003—Methods or algorithms therefor

Definitions

  • the invention relates to an urban rail transit platform, a boarding and alighting method and a passenger transportation method, which are used for lines containing combination areas in the station platform and belong to the field of rail transit.
  • 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.
  • 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 extend into the calculated 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.
  • the entire platform includes combination areas and regular areas
  • the combination area is divided into two types: end combination area and non-end combination area, and the station includes at least one end combination area and/or at least one non-end combination area;
  • the combination area includes the area adjacent to the vehicle and the area not adjacent to the vehicle;
  • the area adjacent to the train is adjacent to the edge of the platform, and there is an area adjacent to the train or other areas between the non-approaching area and the edge of the platform;
  • train-approaching area R In the train-approaching area on at least one side of at least one combination area of the platform, there is a train-approaching area R with the following characteristics: there is at least one circular running walkway in the area R;
  • Passengers can stand and/or walk on its upper surface whether it is in a running state or in a stationary state;
  • the circular running trail is referred to as the circular trail for short.
  • the area R is the entire area of the vehicle-facing area on one side of the end combination area, or,
  • the area R is a section of the vehicle-facing area on one side of the non-end combination area. One end of the area R is at the end of the non-end combination area, and the other end is at both sides of the non-end combination area. between ends.
  • the selection range of the circulation walking trail includes plate-type circulation running trail, belt-type circulation running trail, and double-line circulation running trail.
  • Suspended handrails are provided in at least one area above at least one of the circulation paths; or/and,
  • At least one cycle trail has the following characteristics
  • side handrails are provided on at least two sides of at least one section of a circulation walkway.
  • At least two circulation trails have the following characteristics:
  • the two circulation trails are adjacent circulation trails with parallel sections
  • At least one circulation walkway is equipped with side handrails on the adjacent side of the two circulation walks.
  • region R has the following characteristics A or/and characteristics B:
  • One or more isolation devices are provided along the length direction between the two circulation paths;
  • the total length of the isolation device is less than or equal to the length of the parallel sections of the two circulation walks;
  • One or more isolation devices arranged along the length direction are provided at or near the junction of the circulation walkway and the side ground area;
  • At least one section of the isolating device is a fixed isolating device, or/and,
  • At least one section of the isolation device is a liftable isolation device.
  • the area Q is used as one of the following: drop-off area, pick-up area, dual-passenger area, non-passenger area, or car-free area;
  • the characteristic of the drop-off area is that in the drop-off area, only passengers are allowed to be dropped off, but not picked up;
  • the characteristic of the said passenger loading area is that in the passenger loading area, only passengers are allowed to be picked up and no passengers are allowed to be dropped off;
  • the characteristic of the double-passenger area is that in the double-passenger area, both boarding and unloading of passengers are allowed;
  • the characteristic of the non-passenger area is that when the train stops, there are doors facing the non-passenger area; passengers are not allowed to get on or off in this area, but passengers are allowed to appear in it;
  • the characteristic of the car-free zone is that when the train stops at the side of the platform where the car-free zone is located, there are no carriages facing the car-free zone; neither boarding nor unloading of passengers is allowed in the car-free zone, but passengers are allowed to appear. in it.
  • the entire area approaching the vehicle is the area Q.
  • the selection range of the area P includes a drop-off area, a pick-up area, a double-passenger area, a non-passenger area, and a car-free area;
  • area P and area Q are simultaneously drop-off areas, pick-up areas, dual-passenger areas, non-passenger areas, or car-free areas.
  • time periods There are at least two such time periods among the four time periods: morning peak, evening peak, flat peak and low peak, and the area Q is a different type of area in these two time periods.
  • the circulation trail exists in the area adjacent to the vehicle where the area Q is located.
  • all areas adjacent to the vehicle where the area Q is located are area R, or/and the area Q intersects with the area R, or/and the area P intersects with the area R.
  • the dividing line between the traffic-side area and the non-traffic-side area is one of the following:
  • the width of the adjacent area is equal at all locations; or,
  • At least one of the circulation trails has the following two working states:
  • the time interval E includes at least the time intervals E0 and E1; any one of the circular walkways in the time interval E0 They are all in a stationary state, and at least one of the circulation trails is in a running state in the time interval E1.
  • the region R there is a circulation path, and at least one side of the circulation path is a ground area for passengers to walk or/and stand.
  • region R at least has the following characteristics I and II,
  • the area R is used as a pick-up area; when the circulation walkway is in operation, its upper surface moves toward the far end;
  • the area R is used as a drop-off area; when the circulation walkway is in operation, its upper surface moves toward the permanent end;
  • the area R is used as a dual passenger area, and the circulation walkway is on the side close to the non-traffic area; when the circulation walkway is in operation, its upper surface faces the regular end. move;
  • the area R is used as a double passenger area, and the circulation walkway is on the side close to the edge of the platform; when the circulation walkway is in operation, its upper surface moves toward the far end;
  • the regular end is the end of the vehicle-facing area adjacent to the regular area, and is the junction between the vehicle-facing area and the regular area;
  • the far end of the circular trail is the end farther from the regular area among the two ends of the circular trail;
  • the far end of the region R is the end farther from the normal region among the two ends of the region R.
  • region R has the following characteristics I and II,
  • the distance between the far end of the circular walkway and the far end of the area R is such that when the train stops, no door is between the two far ends;
  • the area R is used as a pick-up area and the circulation path is always in a stationary state;
  • the area R is used as a drop-off area; when the circulation walkway is in operation, its upper surface moves toward the permanent end;
  • the circulating walkway is on the side close to the non-traffic area; at least within a certain period of time, the area R is used as a dual passenger area.
  • the circulating walkway When the circulating walkway is in operation, its upper surface faces the adjacent end. move;
  • the circulation walkway is located on the side close to the edge of the platform; at least within a certain period of time, the area R is used as a double passenger area, and the circulation walkway is always in a stationary state.
  • the width of the circular walkway is approximately equal to the width of the area adjacent to the vehicle; and the region R has the following feature I or feature II,
  • the area R is used as a drop-off area, and when the circulation walkway is in operation, its upper surface moves toward the temporary end; or the area R is used as a pick-up area, when the circulation walkway is in operation. When, its upper surface moves toward the far end;
  • the area R is used as a drop-off area; when the circulation walkway is in operation, its upper surface moves toward the temporary end; or the area R is used as a pick-up area , the cycle step is always in a stationary state.
  • the a-column cycle trail includes N cycle trails, N ⁇ 2; (2) among the N cycles There are no parallel sections on the trail between any two loops.
  • the push method I is used to send passengers who want to get on the bus to the waiting position or its vicinity; the push method I has the following characteristics,
  • the push method I includes the following N steps:
  • loop trail 1 Start the loop trail, and loop trails 1 to N all move toward the far end; any passenger who steps on the loop trail will be forcibly pushed forward by column A of the loop trail until entering area P0; when the average passenger density in area P0 When the preset value is reached, loop trail 1 is shut down, but loop trails 2 to N are still running;
  • the running circulation trail 2 ⁇ N will force the passengers on it to the area where the stationary circulation trail 1 is located; when the average passenger density in the area where the circulation trail 1 is located reaches the preset When setting the value, loop trail 2 is shut down, but loop trails 3 ⁇ N are still running;
  • the circulating walkway N in the running state forcibly pushes the passengers on it to the area where the circulating walkway N-1 in the stationary state is located; when the circulating walkway (N-1) in the stationary state is located in the area When the passenger density in the section of the bus-side area reaches the preset value, the circulation path N is closed, but passengers are allowed to continue to enter the section of the bus-side area where the circulation path N is located;
  • the push method II is used to send passengers who want to get on the bus to the waiting position or its vicinity; the push method I has the following characteristics,
  • the push method II includes the following N steps,
  • the running circulation trail 3 ⁇ N transports passengers to the area where the stationary circulation trail 2 is located; when the average passenger density in the area where the circulation trail 2 is located reaches the preset value, it is shut down. Loop Trail 3, but Loop Trails 4 ⁇ N are still in operation.
  • the circulation trail (N-1) is in a stationary state, and the circulation trail N is in a running state; when the passenger density in the traffic area where the circulation trail (N-1) is located reaches the preset value, the circulation trail N is shut down. , but passengers are allowed to continue walking into the vehicle-facing area where the circular trail N is located;
  • Circular walkway N is in a stationary state; when the average passenger density in the bus-side area where circular walkway N is located reaches a preset value, passengers are no longer allowed to enter the area.
  • one or more or N circulation paths are such that the width of the circulation path is approximately equal to the width of the area adjacent to the vehicle where it is located.
  • one or more or N cycle walkways are such that there is a ground area for passengers to stand or/and walk on the side of the cycle walkway.
  • a circulation walkway there is a ground area for passengers to stand or/and walk on the side of each circulation walkway; at least within a certain period of time, the area R is used to pick up passengers. area or double guest area;
  • the A-column circular walkway transports passengers who want to get on the bus to the waiting position, and passengers who get off the bus only reach the regular area by walking on the ground area; or,
  • the A-column circular walkway transports passengers off the bus and away from the bus area; passengers who want to get on the bus only walk on the ground area to reach the waiting position.
  • the method used by the a-column circular walkway to transport passengers who want to get on the bus to the waiting position is push method I or II.
  • the area R is used as a drop-off area; if any circular walkway is in operation, its upper surface moves toward the permanent end.
  • the b-column circulation trails include M circulation trails;
  • the M circulation trails in the b rows of circulation trails are all on the same side of the vehicle access area, or,
  • the b-column circulation walkway and the a-column cycle walkway are respectively located on both sides of the vehicle-facing area.
  • column b circular trail has one of the following three characteristics: A, B, and C:
  • the characteristic A is that it has the following two characteristics:
  • the circular trail b1 has the following two characteristics:
  • Circulation trail b1 and one or more or all of the circulation trails in column a have parallel sections;
  • the characteristic B has the following three characteristics,
  • the characteristic C has the following two characteristics:
  • the c-row circulation trails include K circulation trails, of which there are no parallel sections between any two circulation trails;
  • the circulation trail has at least one of the following characteristics:
  • the area R there are column a and column b circulation paths in the area R; at least within a certain period of time, the area R is used as a pick-up area or a drop-off area or a double-passenger area;
  • the area R When the area R is used as a pick-up area, it has the following characteristics A or B during the time period,
  • the states experienced by the circular trail include at least one of the following:
  • the status of the circulation trail during the said time period includes:
  • the area R When the area R is used as a double passenger area, it has one of the following characteristics A to F,
  • Circular Trail in Column B is always in a stationary state. Passengers who get off the bus leave the bus area on foot via the Circular Trail in Column B;
  • Circular Trail of Column A is always in a stationary state. Passengers who get off the train leave the bus area on foot via the Circular Trail of Column A;
  • Circular Trail A column is always in a stationary state, and passengers boarding the bus walk through the stationary Circular Trail A train to the waiting position;
  • the Circular Trail of Train B is always in a stationary state. Passengers boarding the train walk through the stationary Circular Trail of Train B to the waiting position;
  • the A-column circular walkway When the A-column circular walkway is in operation, its upper surface moves toward the far end, and the A-column circular walkway delivers or delivers the passengers who get off the train to the regular area.
  • the area R When the area R is used as a pick-up area, it has the following characteristics A or B during the time period,
  • the state experienced by the cycle trail includes at least one of the following:
  • the state experienced by the circulation trail during the said time period includes at least one of the following,
  • any circular trail is in a stationary state
  • the circular trail in column c is always in a static state, located between the circular trails in column a and b, and is used as a blank area to separate the circular trails in column a and b; the meaning of the blank area is that when at least one When the circular trail on the side is running, no passengers appear in the blank area;
  • Circular Trail in Column B Passengers who get off the bus leave the bus area on foot via the Circular Trail in Column B.
  • the Circular Trail in Column C is used as a blank area, and no passengers appear on the Circular Trail in Column C;
  • a small gap when the upper surfaces of two adjacent circulation paths move in the same direction at the same speed, if the soles of one or both feet of a passenger are above the gap, the gap will not If it affects the standing and walking of passengers, the gap is a small gap;
  • the width of the small gap is 1 to 5 mm, or 5 to 10 mm, or 10 to 20 mm, or 30 to 30 mm, or 30 to 50 mm.
  • one circulation trail is in a stationary state and the other circulation trail is in a running state;
  • the width of the blank area is 5 to 10 cm, or 10 to 20 cm, or 20 to 30 cm, or greater than 30 cm.
  • a method of transporting passengers using a circular walkway in an urban rail transit platform characterized in that the method is applied to one of the above-mentioned platforms.
  • the present invention can shorten the time required for passengers getting off the bus to walk out of the bus area and the time required for passengers to get on the bus to walk to the waiting position.
  • the length of the area adjacent to the vehicle can be increased. It is possible to increase train formation and increase transport capacity without increasing the length of the station platform.
  • Figure 1 The overall plan structure of an island platform
  • Figure 2 The area adjacent to the vehicle only contains one circulation trail. The width and length of the circulation trail are significantly smaller than the area adjacent to the vehicle;
  • FIG. 3 There is only one circulation trail in the area near the vehicle.
  • the width of the circulation trail is approximately equal to the width of the area adjacent to the vehicle.
  • the length of the circulation trail is obviously shorter than the length of the area adjacent to the vehicle;
  • FIG. 4 The vehicle-facing area contains two parallel circulation trails. The total width and respective length of the two circulation trails are significantly smaller than the vehicle-facing area where they are located;
  • Figure 5 The area adjacent to the vehicle contains three circulation trails arranged in parallel. The total width of the three circulation trails is close to the width of the area adjacent to the vehicle;
  • FIG. 6 The area adjacent to the vehicle contains three circulation trails arranged longitudinally. The width of the circulation trail is close to the width of the area adjacent to the vehicle;
  • Figure 7 The area adjacent to the vehicle contains three circular paths arranged longitudinally.
  • the width of the circulation path is significantly smaller than the width of the area adjacent to the vehicle and is close to the non-approaching area;
  • Figure 8 The area near the train contains three circular paths arranged longitudinally.
  • the width of the circulation path is significantly smaller than the width of the area near the train and is close to the edge of the platform;
  • Figure 9 The area near the vehicle contains two rows of circular trails; one row contains three loop trails, and the other row has only one loop trail;
  • Figure 10 The area near the vehicle contains two rows of circulation trails; each row contains three circulation trails;
  • Figure 11 The area facing the vehicle on one side in the non-end combination area is divided into two sections;
  • Moving walkway refers to a fixed electric drive device with a circular running (slab or belt) walkway, used to transport passengers horizontally or with an inclination angle of no more than 12°.
  • Moving walkways are suitable for places with concentrated crowds such as stations, docks, shopping malls, airports, exhibition halls and stadiums.
  • the structure is similar to that of an escalator and is mainly composed of two parts: a movable road surface and a handrail.
  • its movable road surface does not form a step shape even when it is inclined.
  • step-type automatic sidewalks similar to plate conveyors
  • belt-type automatic sidewalks similar to belt conveyors
  • double-line automatic sidewalks compared to plate conveyors
  • the conveying speed of the moving walk is generally 0.5 meters/second, and the maximum speed does not exceed 0.75 meters/second.
  • step-type automatic sidewalks similar to plate conveyors
  • tape-type automatic sidewalks similar to belt conveyors
  • double-line automatic sidewalks Similar to the structural form, it can be divided into step-type automatic sidewalks (similar to plate conveyors), tape-type automatic sidewalks (similar to belt conveyors) and double-line automatic sidewalks.
  • the circulation walking trail simply refers to a device that can drive passengers to move and is used as a movable road surface.
  • the circulation path simply refers to the part used as a movable surface, which can carry passengers to move, and passengers can stand and/or walk on it.
  • a circulation trail does not include handrails or devices below the surface used to maintain the operation of the circulation trail.
  • the types of circulation walkways include plate circulation paths, belt circulation paths and double-line circulation paths, which are similar to the movable pavement parts in the step-type moving walkways, belt-type moving sidewalks and double-line type moving sidewalks respectively.
  • the part of the horizontal moving device that passengers step on is a circular walkway.
  • the plate-type circulation walking trail is referred to as the plate-type circulation trail in this article, and its characteristic is that the treads on which passengers stand are made of metal or other materials.
  • the plate is a plate made of metal or other materials with grooves on the surface.
  • the board-type circulation walkway is the type of circulation running walkway used as a movable surface in a board-type moving walkway.
  • the plate-type circulation walkway is the kind of circulation running walkway used in the moving walkways of Beijing Capital Airport.
  • the belt-type circulation walking trail is referred to as the belt-type circulation trail in this article, and its characteristic is that the tread on which passengers stand is a continuous strip of material.
  • the strip-shaped material is a steel strip; preferably, the strip-shaped material is a continuous steel strip whose surface is covered with a rubber layer.
  • Double-line circulation trail (dual-line circulation trail)
  • the double-line circulation walking trail is referred to as the double-line circulation walking trail in this article, which is similar to the circulation running trail used as a movable surface in the double-line moving walkway.
  • a group of merging loop trails includes two or more loop trails, where any two adjacent loop trails have the following characteristics:
  • the merging of merging loop trails means that when the moving direction and speed of each loop trail are the same, this group of loop trails can be regarded as one loop trail that is merged together.
  • the meaning of the small gap is: when the upper surfaces of two adjacent circulation paths move in the same direction at the same speed, if the soles of one or both feet of a passenger are above the gap, the small gap will The gap does not affect the standing and walking of passengers.
  • the gap width of the small gap is 1 to 5 mm, or 5 to 10 mm, or 10 to 15 mm, or 15 to 25 mm, or 25 to 30 mm, or 30 to 50 mm.
  • the upper surface of a circulation walkway is that portion of the surface on which passengers can stand.
  • the entrance of the circulation trail is one end of the circulation trail.
  • the passenger's walking direction is generally consistent with the movement direction of the circulation trail.
  • the exit of the circulation trail is one end of the circulation trail.
  • the walking direction of the passenger on the ground is generally consistent with the moving direction of the circulation trail.
  • the moving direction of the circulation trail refers to the direction of movement of the upper surface of the circulation trail when the circulation trail is in operation.
  • the direction of movement of a circulation walkway is the direction of movement of passengers standing on its upper surface.
  • the end of the circulation walkway A and the end of the circulation walkway B are on the same axis perpendicular to the length direction or movement direction of the circulation walkway. on flat surface.
  • Side handrails refer to devices containing handrails located on the side of the circulation trail.
  • the handrail is a moving part for passengers to hold on to.
  • the moving speed of the handrail is approximately equal to the moving speed of the circular walkway.
  • the thickness of the handrail is less than or equal to the thickness of the handrail of a general moving walkway or escalator.
  • the thickness refers to the width of the armrest portion in cross section.
  • the suspended mobile handrail is a device located above the circulation walkway for passengers to hold. Passengers standing on the circular walkway can choose to raise their hands to hold the suspended mobile handrails, or choose not to hold them. Suspended mobile handrails are referred to as suspended handrails.
  • the suspension handrail includes a section of flexible strap and a hand holding device with a fixed shape, the hand holding device is fixed on one end of the flexible strap, and the other end of the flexible strap is fixed on the suspension device.
  • the suspension device can drive the suspension handrail to move in the same direction along with the circulation walkway.
  • the suspension device is a slide rail, the suspension handrail can slide on the slide rail, and the sliding direction is parallel to the moving direction of the circulation walkway.
  • the two ends of the arrangement range of the suspended handrails are aligned with the two ends of the circulation walkway; preferably, the arrangement range of the suspension handrails extends beyond one or both ends of the circulation walkway in the length direction of the platform.
  • the hanging handrail changes direction or Raise to remind passengers to release the hanging armrests.
  • the suspended handrails move at the same speed as the circulation walkway.
  • the moving speed of the suspended handrail is greater than the moving speed of the circular walkway, and passengers can hold the handrails and walk on the circular walkway.
  • the suspended handrails are able to slide along the movement direction of the circulation walkway but are laterally and vertically restricted.
  • the minimum speed is greater than or equal to the moving speed of the circular walkway.
  • the handrails move at the same speed as the circular path; when passengers walk forward on the circular path, the handrails are dragged forward by the passengers, and the moving speed of the handrails is higher than that of the circular path. The speed at which the upper surface of the trail moves.
  • K ⁇ 2 If there are parallel sections of K circulating trails, K ⁇ 2, it has the following characteristics: If the circular trail is profiled with a plane perpendicular to the length direction (or direction of movement) of the circulating trails within the range of the parallel sections, then K Each loop trail appears on the profile.
  • the juxtaposed sections of the circulation walks 1.0.c1 and 1.0.c2 are the parts between cross sections B and C, and the length of the juxtaposition section is smaller than the length of either of the two cycle walks. .
  • the juxtaposed sections of the circular walkways 1.0.c1 and 1.0.c2 are between cross sections B and C; the juxtaposed sections of the circular walkways 1.0.c2 and 1.0.c3 are between cross sections.
  • the part between cross-sections C and E; the juxtaposed sections of the circulation paths 1.0.c1, 1.0.c2 and 1.0.c3 are the parts between cross-sections C and D. length
  • the length of all areas in this article refers to the length along the length of the stopped train.
  • the width of all areas in this article refers to the dimensions along the width of the train.
  • the ground area is an area where passengers can step on and do not move.
  • the ground area in the area adjacent to the vehicle refers to the area outside the circulation trail in the area adjacent to the vehicle.
  • a regular area is a rectangular or approximately rectangular area with a width equal to the width of the entire site; this area has the following properties:
  • 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.
  • the area affected by the stair escalator and the platforms on both sides of the stair escalator need to be considered as a combination area.
  • the affected area is regarded as the zero passenger area, and the areas on both sides of the affected area are regarded as the traffic area.
  • a combination area consists of 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.
  • the physical boundaries include but are not limited to: (1) The surface of the isolation object, such as the surface of the wall, the fence, etc.; (2) The surface of the geological medium, for example, within the height range of the platform layer, in the non-traffic area
  • the interior is filled with underground rocks, and the interior of the area near the car is a space excavated from the rock.
  • the area adjacent to the vehicle and the area not adjacent to the vehicle belong to the same equipment room, or both belong to the area occupied by the same geological medium.
  • the area adjacent to the vehicle is a zero-passenger area.
  • the type of platform has an impact on the plan structure of the combination area.
  • an island platform there are two train access areas in a combination area; in a separated island platform, there is only one train access area in a combination area on the platform in each direction of travel; in a side platform, a combination area There is only one train-approaching area in the area; in the island side platform, there are two train-approaching areas in one combination area in the island platform part, and there is only one train-approaching area in each combination area in the side platform in each direction.
  • the train-side area is the area in the combination area immediately adjacent to the stopped train.
  • the boundary of the area near the train on the side close to the train is the edge of the platform.
  • the boundary of the area adjacent to the train is the inside of the shielding wall; the range of the area adjacent to the train is the range that the soles of the feet of waiting passengers can reach when the screen door is closed.
  • the shielding wall is a device that prevents passengers from falling into the train driving area from the edge of the platform. It is installed at the edge of the platform, and a screen door is provided on the shielding wall.
  • the area adjacent to the vehicle in the end combination area has only one entrance and exit, which is located at the junction of the area adjacent to the vehicle and the regular area; passengers can only enter and/or exit the area adjacent to the vehicle in the end combination area through the adjacent regular area. car area.
  • the passenger passage of the area adjacent to the vehicle is set at the end of the area away from the regular area, or at a location other than both ends in the area adjacent to the vehicle.
  • the passage leads to the ground, or/and leads to the station concourse level, or/and leads to passages connected to other platforms, or/and leads to other areas of the station connected with the entrance and exit of the station.
  • train-side area when the train-side area is in a non-end combination area, in addition to the entrance and exit provided at the junction with the regular area, additional passages are also provided leading to other areas of the station or outside the station.
  • the non-train area and the parked train are also separated by a train area or/and other areas.
  • 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 zones are characterized by adjacent regular zones at both ends of the combination zone.
  • 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.
  • passengers are not allowed to enter the drop-off area from other areas of the station to wait for the bus; preferably, when passengers enter the drop-off area from other areas of the station, they are only allowed to follow the passengers who get off the bus or follow the walking path of the passengers who get off the bus. In the passenger area, waiting for passengers to drop off is not allowed.
  • the length of the drop-off area is smaller than the length of the area adjacent to the bus.
  • the length of the underground passenger area is equal to the length of the area adjacent to the bus.
  • the other passages are cross-zone passages; the cross-zone passages lead to the ground, or/and to the station hall floor, or/and to passages connected to other platforms, or/and to the stations. Other areas of the station where entrances and exits are connected.
  • the loading area includes two situations: (1) Passengers in the carriage facing the loading area are not allowed to get off the car and enter the loading area; (2) If they get off the car and enter the loading area, passengers are not allowed to get off the car and enter the loading area. area to enter other areas of the station and return to the train.
  • the characteristic of the zero-passenger area is that no passengers appear in the zero-passenger area.
  • the shape of the area adjacent to the vehicle has the following characteristics A or/and B:
  • the characteristic A is that the dividing line between the area adjacent to the vehicle and the area adjacent to the vehicle is one of the following:
  • the characteristic B is that the width of the area adjacent to the vehicle is equal at any position; or, there are at least two positions at which the width of the area adjacent to the vehicle is unequal.
  • the area adjacent to the vehicle may be rectangular, stepped, or trapezoidal, or contain a combination of rectangular and/or stepped shapes.
  • one of the preferred solutions is to increase the width at the junction of the vehicle-side area and the regular area. Take the maximum.
  • the guidance area is an area divided from the regular area and is adjacent to the bus area. Its purpose is to guide passengers entering and/or exiting the bus area to prevent passengers getting off the car from nearby doors from interfering with passengers entering or exiting the bus area. affect each other.
  • separate entry and exit rules are adopted for the doors facing the guidance area.
  • a fencing device is provided at a part of the boundary of the guide area.
  • a guide area should be set up when the circulation walkway extends out of the area adjacent to the vehicle, and the extended portion of the circulation walkway should be within the guide zone.
  • a screen wall is a device formed together with a screen door to prevent passengers from falling into the track area.
  • the purpose of the isolation device is to separate two laterally adjacent circulation paths, or to separate the circulation path from the ground area on the side.
  • the isolating device When the isolating device is located between two circulation paths, its function is to prevent passengers on one circulation path from touching another circulation path that is adjacent to it and is in relative motion with it, or passengers on the circulation path, or Items on the loop trail.
  • the isolation device When the isolation device is located between the circulation walkway and the side ground area, the function of the isolation device is to prevent passengers on the running circulation walkway from colliding with passengers on the ground area.
  • the isolation device does not move along with it.
  • Isolation devices are divided into fixed isolation devices and liftable isolation devices.
  • the height of the fixed isolation device is relatively fixed, and its height cannot be adjusted or it takes a long time to adjust the height, which is much longer than the departure time.
  • Liftable isolation devices are devices that can be raised and lowered frequently. The time required to rise or fall once usually ranges from a few seconds to tens of seconds.
  • the height of the fixed isolation device is constant during one or more headway intervals.
  • the liftable isolation device can be raised and/or lowered at least once within a departure interval.
  • the liftable isolation device is dropped, and its upper end is slightly lower than the upper surface of the circulation walkway or is level with the upper surface; preferably, when the circulation walkway is running, The isolating device adjacent to it is raised; preferably, the liftable isolating device is not frequently raised and lowered and is used as a fixed isolating device.
  • double doors specifically refer to car doors and screen doors, which are the abbreviations of both.
  • an area or a section of the area adjacent to the train is as follows: If the area adjacent to the train is divided into several segments by several straight lines perpendicular to the length of the platform, and the sum of the lengths of each segment is equal to the length of the area adjacent to the train, then these Each area within a segment area is a segment area. At any straight line position perpendicular to the length direction, the width of the section is equal to the width of the area adjacent to the vehicle.
  • any area Q in the area near the vehicle has a near normal end and a far normal end.
  • a certain area Q in the area adjacent to the vehicle may have one near-constant end and one far-constant end, or two near-constant ends.
  • the near-normal end 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.
  • the end combination area an area adjacent to the vehicle has one normal end and one far end; in the non-end combination area, an area adjacent to the vehicle has two normal ends.
  • Multiple means that the number is equal to 2 or more than 2.
  • 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 or/and B means “A or B", or “A and B”. "A and/or B” has the same meaning.
  • the entire platform includes combination areas and regular areas
  • the combination area is divided into two types: end combination area and non-end combination area, and the station includes at least one end combination area and/or at least one non-end combination area;
  • the combination area includes the area adjacent to the vehicle and the area not adjacent to the vehicle;
  • the train access area is located on the side where the train can dock;
  • the train access areas are located on both sides of the platform;
  • train-approaching area R In the train-approaching area on at least one side of at least one combination area of the platform, there is a train-approaching area R with the following characteristics: there is at least one circular running walkway in the area R;
  • Passengers can stand and/or walk on its upper surface whether it is in a running state or in a stationary state;
  • the circular running trail is referred to as the circular trail for short.
  • the area R is the entire area adjacent to the vehicle on one side of the end combination area.
  • the area R is a section of the vehicle-facing area on one side of the non-end combination area.
  • One end of the area R is at the end of the non-end combination area, and the other end is at the non-end combination area. between the two ends of the area.
  • the selection range of the circulation trail includes a plate circulation trail, a belt circulation trail and a double-line circulation trail.
  • a suspended handrail is provided at least within a certain range above one of the circulation paths.
  • side handrails are provided over at least a length of at least one side of one of the circulation paths.
  • At least one circulation path has the following characteristics:
  • side handrails are provided on at least two sides of at least one section of a circulation walkway.
  • the two circulation trails are adjacent circulation trails with parallel sections
  • At least one circulation walkway is equipped with a side handrail on the adjacent side of the two circulation walks.
  • the side boundary of the circulation walkway is a straight line; preferably, when viewed from a top view, the side boundary of the circulation walkway is a curve; preferably, when viewed from a top view, at least one section
  • the side boundaries of the circulation walkway are straight lines, and at least one section of the circulation walkway has a curved side boundary.
  • the length direction of the circulation walkway is parallel to the direction of the track outside the platform.
  • the side boundary of the circulation walkway is also a curve; preferably, the distance between the side boundary of the circulation walkway and the edge of the platform does not change with the change of the position in the length direction.
  • the side boundary of the circulation path is a straight line; preferably, a plurality of circulation paths with straight side boundaries are provided in the area adjacent to the vehicle with a curved edge.
  • the circulation walkway has two working states: a static state and an operating state.
  • the time interval between the door opening moments of two consecutively stopped trains is E
  • the time interval E includes at least the time intervals E0 and E1; within the time interval E0, in any one of the adjacent train areas
  • the circulation paths are all in a stationary state; in the time interval E1, at least one circulation path in the area adjacent to the vehicle is in a running state.
  • the passenger loading process is performed within the time interval E0; preferably, if there is a passenger dropping off process within the time interval E, the passenger dropping off process is performed within the time interval E0.
  • the said boarding means that the passengers enter the carriage from the platform through the car door
  • the said disembarking means that the passengers enter the platform from the carriage through the door.
  • the moment when the double doors (car door and screen door) are opened is within the time interval E0; preferably, the moment when the double doors are closed is within the time interval E0.
  • At least one circulation walkway is located on the side adjacent to the screen door in the area adjacent to the vehicle; preferably, any cycle walkway adjacent to the screen door is in a stationary state during the passenger boarding or/and drop-off process. ; Preferably, any circulation walkway adjacent to the screen door is in a stationary state when the screen door is opened and closed.
  • a guide device is provided near the entrance of the circulation trail to ensure that when passengers enter the circulation trail, their walking direction is the same as the movement direction of the circulation trail to avoid falling.
  • the guide device divides the ground area near the entrance of the circulation walkway into one or more narrow passages. The direction in which passengers walk in the narrow passages is the same as the moving direction of the upper surface of the circulation walkway. Passengers enter the circulation walkway through the narrow passages.
  • the guide device is a railing that divides the ground area near the entrance of the circulation walkway into one or more narrow passages.
  • a guidance area adjacent to the vehicle approaching area is provided in the regular area.
  • the entry and exit method adopted by the door facing the guidance area is different from the entry and exit method adopted by the door facing other areas in the regular area.
  • guidance means are provided in the guidance area.
  • the parked train has no doors facing the guide area; preferably, the parked train has only one door facing the guide area; preferably, the parked train has two doors facing the guide area. The purpose of setting up the guidance area is to avoid the interaction between the flow of passengers getting on and/or getting off the bus at the location of the guidance area and the flow of passengers entering and exiting the area near the bus.
  • an enclosure device is provided between the guidance area and other areas in the general area to allow passengers to follow the required path.
  • access control is provided between the guidance area and other areas in the regular area; preferably, access control is provided between the area adjacent to the vehicle and the guidance area.
  • the purpose of setting up access control is to control the number of passengers entering and/or exiting.
  • the access control only allows passengers to enter the area near the bus; preferably, the access control only allows passengers to walk out from the regular area; preferably, the access control allows passengers to enter and exit the area near the bus, but controls entry and/or exit The number of people in the pick-up area.
  • both ends of at least one of the circulation trails are in the vehicle-access area, and there is a certain distance between its near-normal end and the adjacent end; preferably, both ends of all the circulation trails are in the vehicle-access area. , and there is a certain distance between its near-constant end and the near-constant end.
  • one end of at least one of the circulation paths is located in the area adjacent to the vehicle, and the other end is located at the normal end of the area adjacent to the vehicle; preferably, one end of all the circulation paths is located in the area adjacent to the vehicle. In the area near the vehicle, the other end is at the normal end of the area adjacent to the vehicle.
  • one end of at least one of the circulation paths is located in the area adjacent to the vehicle, and the other end extends into a regular area adjacent to the area adjacent to the vehicle.
  • both ends of at least one circular trail are located in the vehicle-facing area; there is also at least one circulating trail with one end located in the vehicle-facing area and the other end extending into the regular area.
  • at least one end of the circulation path extends into the guidance area.
  • the proximal ends of at least two circulation paths are staggered in the length direction.
  • the width of the vehicle-facing area is greater than the width at other locations.
  • the proximal ends of the circular trails are chosen at different locations. Firstly, to avoid the interaction of the entering and/or exiting passenger flows of different circular trails near the regular end. Secondly, to avoid the interaction between the passenger flow entering and exiting the circular trails near the regular end. The flow of passengers boarding and alighting in the nearby general area interacts with each other.
  • At least one section of the train-approaching area is a ground area, and there is no circulating walkway in this section of the train-approaching area; and when the train stops, at least one door faces this area.
  • the length of the ground area is equal to the length of the area adjacent to the vehicle; preferably, the length of the ground area is smaller than the length of the area adjacent to the vehicle.
  • At least one area is a ground area, and the ground area is on one side of the circulation trail.
  • the boarding and alighting methods used are one of the following: only dropping off passengers, only boarding passengers, and two passengers. , non-guest.
  • the said "only dropping off passengers” means that only passengers are allowed to be dropped off and not allowed to board passengers;
  • the said "only picking up passengers” means that only passengers are allowed to be picked up and not allowed to drop off passengers;
  • the said “double passengers” means that both picking up and dropping off passengers are allowed;
  • the non-passengers mentioned above mean that passengers are not allowed to board or drop off passengers, but passengers are allowed to appear in the corresponding bus area.
  • the selection range of the boarding and alighting methods adopted in the section of the approach area includes, only dropping off passengers, Only passengers, two passengers, and non-passengers are boarded; however, the boarding and alighting methods used in the said area near the train in the said time period A are different from the boarding and alighting methods used in the said time period B.
  • the only customer method is used, and during time period B, the dual customer method is used.
  • An area with the same function is called a functional area, and the selection range of the functional area includes a passenger drop-off area, a passenger pick-up area, a double passenger area, a non-passenger area, and a car-free area.
  • the area Q is used as one of the following: drop-off area, pick-up area Passenger area, double passenger area, non-passenger area, and car-free area.
  • the area Q is used as one of the following: drop-off area, pick-up area Passenger area, double passenger area, non-passenger area, and car-free area.
  • all the areas approaching the vehicle are the area Q.
  • the selection range of the area P is also one of the following: drop off passengers area, passenger loading area, double passenger area, non-passenger area, and car-free area;
  • the area P and the area Q are different types of areas. The meaning that the area P and the area Q are different types of areas is that within the selectable range, the area type of the area P is different from the area type of the area Q.
  • the selectable ranges are drop-off area, pick-up area, double-passenger area, non-passenger area, and car-free area; if area P is the pick-up area and area Q is the drop-off area, then area P and area Q are of different types. area.
  • the area Q is a different type of area in these two time periods.
  • the meaning that the area Q is a different type of area in these two time periods means that within the selectable range, the area type of the area Q is different in the first time period and the second time period.
  • the circulation trail exists in the area adjacent to the vehicle where the area Q is located.
  • the platform is an island platform, a side platform, or a separated island platform. If you use a straight line parallel to the length direction to divide the island station If the platform is divided into two platforms with equal width, the plan structure of any one of the two platforms is the same as that of the side platform and the separated island platform.
  • FIG. 1 Take Figure 1 as an example to illustrate the overall structure of the island platform.
  • the entire island platform contains two regular areas and three combination areas, of which areas 10.1 and 10.2 are two regular areas respectively, area 1 and area 3 are end combination areas respectively, and area 2 is a non-end combination area.
  • Combination area 1 is composed of the vehicle-facing area 1.0, non-vehicle area 1.5 and vehicle-facing area 1.00.
  • Combination area 2 is composed of vehicle-facing area 2.0, non-vehicle area 2.5 and vehicle-facing area 2.00.
  • Combination area 3 is composed of vehicle-facing area 3.0 , non-traffic area 3.5 and bus area 3.00.
  • trains T1 and T2 are on both sides of the platform.
  • the following Figures 2 to 10 correspond to the upper left corner in Figure 1 .
  • Plan A 1 The characteristic of Plan A 1 is that there is only one circular trail in a traffic area.
  • both ends of the circular path are located in the area adjacent to the vehicle; preferably, one end of the circular path is located in the area adjacent to the vehicle, and the other end extends into the adjacent regular area or is in contact with the area adjacent to the vehicle. of normal end alignment.
  • At least one section of the area has the following characteristics: (1) there is a circular footpath with the same length as the section of area in the vehicle-side area, (2) at least one of the circular footpaths There is a floor area on the side for passengers to stand and/or walk. Preferably, when the train stops, there are several doors facing this section.
  • the ground area is on the side close to the edge of the platform; preferably, the ground area is on the side close to the non-traffic area; preferably, there are areas on both sides of the circulation walkway for passengers to stand or/ and walking floor areas.
  • the ratio of the width of the circulation walkway to the width of the traffic area is: between 0.15 and 0.3, or between 0.3 and 0.5, between 0.5 and 0.7, or between 0.7 and 0.85, or between In 0.85 ⁇ 0.999.
  • the length of the isolation device is less than or equal to the length of the circulation walkway.
  • the end combination area 1 of the platform is adjacent to the regular area 10.1, and the combination area 1 includes a train-side area 1.0 and a non-train-side area 1.5.
  • the traffic area 1.0 there are ground area 1.0.1, ground area 1.0.2 and circulation trail 1.0.c.
  • the length L of the vehicle-side area 1.0 is equal to the length L1 of the ground area 1.0.1 plus the length L2 of the ground area 1.0.2.
  • the length of the surface area 1.0.2 is equal to the length of the circulation walkway 1.0.c.
  • the entire vehicle-facing area 1.0 is the same area, which is one of the following: drop-off area, pick-up area, and double-passenger area.
  • the vehicle approach area 1.0 contains multiple areas, each area is a segment of the vehicle approach area; each of the areas is one of the following: a passenger drop-off area, a passenger pick-up area, and a double passenger area; among which, there are at least two areas. are different types of areas.
  • the traffic area is used as different areas in different time periods; preferably, the traffic area is a different type of area during the morning peak period and the evening peak period; preferably, during the peak period and During off-peak hours, the traffic areas are different types of areas.
  • the length L of the area adjacent to the vehicle is 1 to 2 carriages long, or 2 to 3 carriages long.
  • a suspended handrail is provided above the circulation walkway, or/and a side handrail is provided on the side of the circulation walkway immediately adjacent to the non-vehicle area.
  • Option 1.1 The area near the bus is used as a drop-off area
  • the time to close the double doors of the approach area is the earlier of the following two times or between the two: (1) the time when the passenger unloading process is completed, (2) the time when the train is about to start.
  • the closing time of the double doors in the area adjacent to the vehicle is allowed to be earlier than the closing time of the double doors in the regular area.
  • prompt information is issued to passengers before starting the circular walk; preferably, the prompt information issued is sound information or/and light information; preferably, the light information is a change in light color or light flashing.
  • the circular trail is started, it moves slowly at first, then gradually accelerates, and then maintains a constant speed.
  • an isolation device is provided between the circulation walkway and the ground area 1.0.2.
  • the isolation device is a fixed isolation device, 5 to 30 cm above the ground.
  • the isolating device is a lifting isolating device at least in front of the screen door; preferably, during the process of dropping off passengers, the lifting isolating device is dropped; preferably, when the circulation walkway is in operation In this state, the isolating device is raised; preferably, after the completion of dropping off passengers and before the circulation walkway is started, the liftable isolating device is raised.
  • the circulation trail When the circulation trail enters the operating state, it carries passengers to move to the permanent end. Passengers are not allowed to enter or exit the circulation trail from the side to prevent falling.
  • the shutdown procedure of the circular walkway is started when the following conditions are met: (1) There are no or very few passengers in ground area 1.0.1, and there are no or only a small number of passengers on the circular walkway; (2) There are no or very few passengers in ground area 1.0.1 There are very few riders, and those on the loop trail are near the regular end.
  • the circulation trail decelerates for a period of time before stopping.
  • the loop trail enters a stationary state, if there are still passengers in area 1.0.2, they can choose to continue walking in ground area 1.0.2, or they can choose to enter the loop trail from the side and then walk along the loop trail.
  • passengers who get off the bus at any position in the area near the bus can enter the circulation walkway 1.0.c from the side, or along the ground area 1.0.2 walk. Since most passengers are on the circulation path, the passenger density in ground area 1.0.2 will be reduced to a certain extent. The reduction in passenger density will increase the walking speed of passengers, which will help reduce the occupation of the area near the bus by passengers getting off the train. time.
  • the circulation walkway is still running when the next train starts or is about to start entering the station, if at least the liftable isolation device in front of the screen door is raised high enough to prevent disembarking passengers from walking If you enter or fall into the loop trail, you can keep the loop trail running and shut down the loop trail before or at the end of the drop-off process. After this exception occurs a few times, it is necessary to adjust back to the regular solution mentioned above - the circulation walk is in a stationary state when the double doors are opened.
  • a fixed isolation device or a liftable isolation device is provided between the circulation walkway and the ground area 1.0.2; preferably, the liftable isolation device is raised before starting the circulation walkway.
  • the double doors open and a new round of passenger loading begins in the area near the train.
  • the length L1 of the ground area 1.0.1 must be greater than 0, otherwise the circular trail will not be allowed to operate.
  • L1/L is taken to be 0.4 to 0.5; preferably, when L is 1.5 to 3.0 cars long, L1/L is taken to be 0.3 to 0.5.
  • this mode can eliminate the phenomenon of too low density of passengers in the area near the far end, allowing passengers to The distribution in the traffic area is relatively even.
  • the circulation path When the door is opened, the circulation path is in a stationary state, with no or very few passengers who have gotten off the train before; in area 1.0.1, passengers queue up on the side close to the train and avoid the area in front of the door. Occupy less of the side near the non-train area; in area 1.0.2, passengers line up along the length of the area to wait for the bus, give way to the area in front of the bus door, and try not to occupy the circulation path.
  • the first is to start during the passenger pick-up process, and the second is to start after the screen door is closed.
  • the following conditions are required before starting: (1) all passengers who got off the bus in area 1.0.2 have entered the circulation walkway, (2) the liftable isolation devices have been raised.
  • the first solution is adopted when the number of passengers getting on the bus is small; preferably, when the first solution is adopted, the height of the isolation device is sufficient to prevent passengers from entering the bus by mistake or being squeezed into the circulation walkway.
  • the circulation path will be closed after all passengers have left the bus area. If the circulation walk is still running when the next train arrives, a shutdown procedure is initiated to ensure that the circulation walk is at a standstill when the double doors are opened.
  • the area near the bus includes a drop-off area and a double passenger area
  • Area 1.0.1 is used as a drop-off area, and the area adjacent to the vehicle corresponding to area 1.0.2 is used as a double passenger area. In the double passenger area, there are area 1.0.2 and circulation trail 1.0.c. Passengers who get off the bus use the circular walkway to walk out of the bus area, and passengers who get on the bus walk to the waiting area on the ground area in the bus area.
  • the area near the bus includes a passenger loading area and a double passenger area
  • Area 1.0.1 is used as a passenger loading area, and the area adjacent to the vehicle corresponding to area 1.0.2 is used as a double passenger area. In the double passenger area, there are area 1.0.2 and circulation trail 1.0.c.
  • the method for passengers to enter the area and get on the bus is the same as in scheme 1.3; in the area near the bus where area 1.0.2 is located, the method for passengers to enter and exit the area and get on and off the bus are the same as in the area 1.0.2. Same as in scenario 1.3.
  • Plan 1.6 - Area 1.0.1 is used as a double passenger area, and the remaining areas in the area adjacent to the vehicle are used as loading areas.
  • Area 1.0.1 is used as a double passenger area, and the area adjacent to the vehicle corresponding to area 1.0.2 is used as a passenger loading area. Passengers get off the train and use the circular walkway to get out of the train. Area, passengers boarding the bus walk to the waiting position in the ground area in the bus area.
  • FIG. 3 there is a vehicle-side area 1.0 and a non-train-side area 1.5 in the combination area 1.
  • the total length L of the area adjacent to the vehicle 1.0 is equal to the length L1 of the ground area 1.0.1 plus the length L2 of the circulation path 1.0.c.
  • the width of the circulation path 1.0.c is approximately equal to the width of the circulation path in the area adjacent to the vehicle.
  • the bus access area 1.0 in Figure 3 can be used as a drop-off area or a pick-up area, where passengers can only enter and exit the circular walkway from the end.
  • the length L2 of the circular walkway 10.c is taken to be close to the length L of the entire drop-off area, and all passengers who get off the bus directly step onto the circular walkway.
  • the process of passengers entering the waiting position includes two stages.
  • the loop trail is in operation.
  • the circulation walkway After closing the double doors, the circulation walkway is activated and its upper surface moves toward the far end. Passengers who want to get on the bus in the regular area 10.1 first enter the circular walkway from the end and enter the ground area 1.0.1. When the passenger density in ground area 1.0.1 is lower than the preset value, the circulation walkway keeps running; when the passenger density is close to the preset value, the moving speed of the circulation walkway is reduced; when the passenger density reaches the preset value, it is shut down Loop trail.
  • the loop trail is in a stationary state.
  • the original passengers on the loop trail can choose to wait where they are, or they can choose to move to the far end of the loop trail, while passengers in the regular area can continue to enter the loop trail.
  • passengers in the regular area can continue to enter the loop trail.
  • the feature of the preferred solution A2 is that there are at least two parallel sections of circulation trails in the area adjacent to the vehicle.
  • the two ends of the circulation trail are facing each other; preferably, one end of at least one of the circulation trails is not aligned with the ends of other circulation trails; preferably, one end of at least one of the circulation trails Neither end is aligned with the ends of the other loop trails.
  • multiple circulation paths of the same width are used; preferably, multiple circulation paths of different widths are used to suit the width of the area adjacent to the vehicle.
  • the moving directions of two adjacent circulation paths with parallel sections are the same during operation, and the moving speeds are the same or similar; preferably, the gaps between the circulation paths in the parallel sections are It is 1 ⁇ 5mm, or 5 ⁇ 10mm, or 10 ⁇ 50mm, or greater than 50mm.
  • the ratio of the total width of the multiple circulation paths with parallel sections to the width of the vehicle-facing area is: between 0.3 and 0.5, between 0.5 and 0.7, or between 0.7 and 0.85, or Between 0.85 ⁇ 0.99.
  • circulation trails there are 2 circulation trails, or 3 circulation trails, or more than 3 circulation trails in the vehicle access area.
  • two adjacent circulation paths with parallel sections move in opposite directions; preferably, to Within a certain period of time, among two adjacent circular trails containing parallel sections, one is in operation and the other is at a stationary platform.
  • an isolation device is provided between the two circulation paths to prevent passengers from colliding or falling due to stepping on two circulation paths with relative speeds at the same time.
  • the isolation device is fixed.
  • the height of the isolation device is suitable for passengers to step over it; preferably, the height of the isolation device is 10 to 30 cm. , or 30 ⁇ 45cm, or 45 ⁇ 60cm.
  • the isolation device is liftable.
  • the isolation device falls, and passengers do not need to worry about the influence of the isolation device when moving laterally; when there is a relative speed between the two circulation paths. , the isolation device is raised in advance.
  • the height of the liftable isolation device after being raised is 10-30cm, or 30-80cm, or 80-120cm, or 120-150cm, or greater than 150cm.
  • the fixed and liftable isolation devices are solid sheets, with the exposed parts having smooth surfaces and rounded corners, which will not scratch passengers.
  • the solid sheet material is a metal sheet or a polymer material sheet; preferably, the thickness of the solid sheet or metal sheet is 2 to 5 mm, or 5 to 10 mm, or 10 to 16 mm, or greater than 16 mm.
  • isolation means are provided between the circulation walkway and the side ground areas, at least in certain sections.
  • the isolation device is a fixed or liftable isolation device, and the material of the isolation device is a solid thin plate.
  • the isolating means used between circulation walks and the lateral ground have the same characteristics as the isolating means used between circulation walks.
  • a guide device is provided at least in the area close to the entrance of a certain circulation path. This device allows passengers to keep the walking direction in the same direction as the movement direction of the circulation path when entering the circulation path, and can prevent passengers from falling.
  • a guidance area is provided near the normal end of the area adjacent to the vehicle.
  • at least one of the circulation paths has its normal end in the guidance area.
  • the area adjacent to the vehicle is used as a drop-off area, a passenger pickup area, a dual-passenger area, a non-passenger area, or a car-free area.
  • the drive-in area 1.0 there are ground area 1.0.1, ground area 1.0.2, ground area 1.0.3, and a total of 2 circular trails, 1.0.c1 and 1.0.c2.
  • the entire circulation trail 1.0.c1 is located in the vehicle-facing area 1.0.
  • One end of the circulation trail 1.0.c2 is in the vehicle-facing area, and the other end extends into the guidance area 1.0.4.
  • Liftable isolation is provided between the circulation trail 1.0.c1 and 1.0.c2, between the circulation trail 1.0.c1 and the ground area 1.0.2, and between the circulation trail 1.0.c2 and the ground area 1.0.3. device, the isolating devices at three positions can be raised and lowered independently.
  • the liftable isolation device is a metal sheet with a thickness of 7 to 10 mm. When raised, the height above the circulation walkway can be selected within the range of 3 to 30cm. When dropped, its upper end is slightly lower than the upper surface of the circulation walkway.
  • the parking area 1.0 in Figure 4 can be used as a drop-off area, a pick-up area or a dual-passenger area.
  • a loop trail When a loop trail is in a stationary state, passengers are allowed to enter the loop trail from the end or the side; when a loop trail is in operation, passengers can only enter or exit the loop trail through the end of the loop trail and cannot enter or exit from the side. .
  • the loop walk When the loop walk is in operation, passengers are allowed to stand and/or walk on the loop walk in the same direction as the upper surface of the loop walk.
  • the parking area 1.0 in Figure 4 is used as a drop-off area.
  • Passengers in area 1.0.1 can choose: (1) enter the circular trail 1.0.c1 from the end, (2) enter area 1.0.2.
  • Passengers who enter area 1.0.2 from the carriage or/and from area 1.0.1 can choose: (1) enter the circular walkway 1.0.c1 from the side, (2) enter the circular walkway 1.0.c2 from the end , (3) Enter area 1.0.3.
  • Passengers who enter area 1.0.3 from the carriage or/and from area 1.0.2 can choose: (1) enter the circulation path 1.0.c2 from the side, (2) enter the circulation path 1.0.c2 from the side In trail 1.0.c1, (3) walk directly along area 1.0.3 to enter guidance area 1.0.14.
  • the boot area has two working modes. The first is: when the train stops, the double doors in the guidance area 1.0.4 are only allowed to drop off passengers, not pick up passengers. Passengers are not allowed to wait in the guidance area. The double doors in the guidance area are different from the double doors in the guidance area. The double doors open and close at the same time, and the aforementioned solution adopts this mode. The second is: the double doors in the guidance area remain closed, passengers are not allowed to get on or off the car at this door, and passengers are not allowed to wait in the guidance area.
  • Passengers walking out of the circular trails 1.0.c1 and 1.0.c2 should take a few steps forward after entering the ground and then walk to the right. Passengers walking out of ground area 1.0.3 should go a certain distance beyond the front end of circular walkway 1.0.c2 before going right.
  • Both circulation paths are stationary when the double doors are open, and passengers are waiting on the ground area or/and on the circulation paths.
  • passenger loading begins.
  • the double doors are closed and the isolation device is raised.
  • two circulation walks are started.
  • the closing time of the double doors in the area adjacent to the vehicle is earlier than that in the regular area; preferably, the moving speed of the two circulation paths is the same.
  • Passengers who want to get on the bus in the regular area can choose: (1) walk into area 1.0.3, (2) walk into the loop trail 1.0.c1 from the end, (3) walk into the loop trail 1.0.c2 from the end middle.
  • Circular Trail 1.0.c1 Passengers who want to get on the bus on Circular Trail 1.0.c1 can choose: (1) walk forward or stand where they are, and finally enter area 1.0.1 through the end; (2) walk sideways onto Circular Trail 1.0.c2, Then walk forward or stand in place, and finally enter area 1.0.2 through the end exit.
  • Circular Trail 1.0.c2 Passengers who want to get on the bus on Circular Trail 1.0.c2 can choose: (1) walk forward or stand where they are, and finally enter area 1.0.2 through the end exit; (2) walk sideways onto Circular Trail 1.0.c1 , then walk forward or stand in place, and finally enter area 1.0.1 through the exit mouth.
  • the moving speeds of the two circular paths are required to be essentially the same.
  • Passengers in area 1.0.3 can choose to go forward to area 1.0.2, or stay in area 1.0.3 to wait.
  • Passengers in area 1.0.2 can choose to go forward to area 1.0.1 or stay in area 1.0.2 to wait.
  • the circular trail 1.0.c1 When the number of passengers in area 1.0.1 reaches the preset value or the average passenger density reaches the preset value, the circular trail 1.0.c1 will be closed; when the number of passengers in area 1.0.2 and the circular trail on its side reaches the preset value, When the set value or the average passenger density reaches the preset value, the circulation trail 1.0.c2 will be closed. If there are still loop steps in operation when the next train starts to enter the station, the loop steps will be forcibly shut down.
  • the door facing the guidance area remains closed and passengers are not allowed to get on or off the vehicle through this door.
  • the circulation walkway 1.0.c1 and 1.0.c2 are in a stationary state; in areas 1.0.1, 1.0.2 and 1.0.3, passengers queue up and wait for the train on the side close to the train, avoiding the screen door.
  • the front area all or almost all the passengers who got off the bus before walked out of the area. If there are a few passengers who got off the bus before, they are asked to stay on the circulation path 1.0.c1; waiting passengers try not to crowd the circulation path 1.0.c1.
  • the screen door opens, all the isolation devices have fallen down; preferably, when the screen door opens, the section of isolation devices facing the screen door has fallen down.
  • Passengers who get off the bus and enter ground area 1.0.1 should walk to the side of the non-traffic area and queue up to the end of the circular trail 1.0.c1, or walk further onto the circular trail.
  • Passengers who get off the bus and enter the ground area 1.0.2 walk from the side to the stationary circulation path 1.0.c1.
  • Passengers who get off the bus and enter ground area 1.0.3 cross the circular path 1.0.c2 laterally and enter the circular path 1.0.c1.
  • the moving speed of the upper surfaces of the three circulation trails is the same at any moment, including the special case where the speed is 0 at the same time; in addition, the two ends of the three circulation trails are aligned.
  • the functions of the three circulation trails in Figure 5 are equivalent to the function of one circulation trail as shown in Figure 3; the parking area 1.0 in Figure 5 is allowed to be used as a drop-off area or a pick-up area.
  • the circulation walkway 1.0.c3 near the edge of the platform is stationary; the circulation walkways 1.0.c1 and 1.0.c2 each experience a stationary state and a running state, and the length of the time period is much greater than the train departure interval.
  • the parking area shown in Figure 5 can be used as a drop-off area, a passenger loading area or a double passenger area.
  • the methods for passengers to enter and exit the parking area and the methods for getting on and off are the same as in Embodiment 3.
  • the circulation trails 1.0.c3 and 1.0.c2 are stationary, and the circulation trail 1.0.c1 has two working states: running and stationary.
  • the parking area shown in Figure 5 can be used as a drop-off area, a passenger loading area or a double passenger area.
  • the methods for passengers to enter and exit the parking area and the methods for getting on and off are the same as in Embodiment 3.
  • the circulation trails 1.0.c1, 1.0.c2, and 1.0.c3 are stationary, which is equivalent to the fact that there are no circulation trails in the area adjacent to the vehicle. Passengers' boarding and alighting methods, as well as the methods for entering and exiting the transfer area, are the same as those used in transfer areas all over the world.
  • the upper surface of at least one circulation walkway moves at a different speed than the upper surface of an adjacent circulation walkway.
  • at least one circulation path is stationary, while the other two circulation paths move at the same upper surface speed or different upper surface speeds.
  • the circulation path close to the train is stationary.
  • at least two circulation paths are stationary, while the upper surface of another circulation path is moving.
  • the upper surface of the circulation path adjacent to non-vehicle areas is mobile.
  • the feature of preferred plan A 3 is that there is at least one circular walkway in column A with the following two characteristics in the area adjacent to the vehicle: (1) the circular walkway in column A includes N cycle walkways, N ⁇ 2; (2) ) Among the N cycle trails, there are no parallel sections between any two cycle trails. See Figure 6, Figure 7, and Figure 8.
  • the area near the bus is used as a passenger pick-up area; preferably, when used as a passenger pick-up area, there are at least corresponding preferred solutions I and II, which are respectively called push-type farewell method I and push-type farewell method. II.
  • the area adjacent to the vehicle is used as a passenger drop-off area; preferably, the area adjacent to the vehicle is used as a dual passenger area.
  • the vehicle access area and circulation path have at least one of the following characteristics:
  • the width of at least one circulation path is approximately equal to the width of the area adjacent to the vehicle;
  • the width of any one of the circulation paths is approximately equal to the width of the area adjacent to the vehicle
  • all circulation paths are located in the area adjacent to the vehicle; preferably, one end of at least one circulation path extends into a regular area adjacent to the area adjacent to the vehicle. Preferably, there is a separation distance between adjacent ends of any two circulation paths.
  • the widths of the plurality of circulation paths are the same; preferably the widths of the circulation paths are different; preferably, the side boundaries of at least two circulation paths are on the same straight line.
  • the ratio of the width of the circulation walkway to the width of the traffic area is: between 0.15 and 0.3, or between 0.3 and 0.5, between 0.5 and 0.7, or between 0.7 and 0.85, or between At 0.85 ⁇ 0.99.
  • the distance between the ends of adjacent circulation paths in the length direction is: between 0.1 and 0.5 m, or between 0.5 and 1.0 m, or between 1.0 and 2.0 m, between 2.0 and 3.0 m, or Greater than 3m.
  • the corresponding preferred solutions include push-to-drop-off methods I and II, respectively referred to as push-type methods I and II.
  • the push method I is applied to working condition I.
  • the working condition I has the following characteristics:
  • the initial state is that the average passenger density in area P0 is less than the preset value, and the special case is that the passenger density is 0; there are no passengers on the circular walkway a or a small number of passengers who want to get on; the circular walkway a is stationary. state.
  • the push method I includes the following N steps:
  • loop trail Start the loop trail, and loop trails 1 to N all move toward the far end. Passengers in the regular area step onto the loop trail. Any passenger who sets foot on the loop trail will be forcibly transported forward by the loop trail until entering area P0. When the average passenger density in area P0 reaches the preset value, loop trail 1 is shut down, but loop trails 2 to N are still in operation.
  • the circulating walkway 2 ⁇ N in the running state forcibly transports the passengers on it to the area where the stationary circulating walkway 1 is located.
  • the circulation trail 2 is shut down, but the circulation trails 3 to N are still in operation.
  • the circulating walking trail N in the running state forcibly transports the passengers on it to the area where the stationary circulating walking trail N-1 is located.
  • the circulation walkway N is closed, but passengers are allowed to continue to enter the traffic-side area where the circulation walkway N is located.
  • the push method II is applied to working condition II.
  • the working condition II has the following characteristics:
  • the initial state is that there are no passengers or a small number of passengers who want to get on the train on the circular walkway A; the average density of passengers in the circular walkway 1 is less than the preset value or 0; the circular walkway A is in a stationary state.
  • the push method II includes the following N steps.
  • the circulating paths 3 to N in the running state transport passengers to the area where the circulating path 2 in the stationary state is located.
  • the circulation trail 3 is shut down, but the circulation trails 4 to N still remain in operation.
  • the circulation trail (N-1) is in a stationary state, and the circulation trail N is in a running state; when the passenger density in the traffic area where the circulation trail (N-1) is located reaches the preset value, the circulation trail N is shut down. , but passengers are allowed to continue walking into the vehicle-facing area where Circular Trail N is located.
  • Circular trail N is in a stationary state.
  • the average passenger density in the vehicle-side area where the circulation path N is located reaches the preset value, passengers are no longer allowed to enter this area.
  • the double doors are closed after the passengers are disembarked.
  • the closing time of the double doors in the area near the bus is allowed to be earlier than that of the screen doors in the regular area.
  • the circulation walkway is started.
  • the circulation walkway is running, its upper surface moves toward the normal end.
  • the running speeds of the three circulation paths are the same; preferably, the running speeds of the circulation paths 1.0.c1, 1.0.c2 and 1.0.c3 increase one by one.
  • the loop trail and its upstream loop trails When there are no passengers on a loop trail and its upstream loop trails, the loop trail and its upstream loop trails will be closed or slowed down.
  • the three loop trails can be closed or slowed down at the same time, or they can be closed one after another.
  • the length of the ground area 1.0.1 is 0.
  • Passengers who get off the bus in the area near the bus step directly onto the circular footpath. The process of walking out of the area near the bus is almost completed on the circular footpath, which will shorten the time for passengers who get off the bus to walk out of the parking area. car area time.
  • the column of circular trails includes circular trails 1.0.c1, 1.0.c2 and 1.0.c3, close to the side of the non-traffic area.
  • the three circulation paths have the same width; preferably, the width of the circulation path is less than, equal to, or greater than half the width of the area adjacent to the vehicle.
  • the loop trail has the following operating options.
  • each loop moves toward its end.
  • the car door is closed; when the car door is closed, the circulation trail is started. When there are no passengers on the loop trail, the loop trail will be closed.
  • a fixed isolation device is provided between the circulation walkway and the side ground area; preferably, the height of the isolation device is between 5 and 60 cm.
  • Plan 6.2 Use the area near the bus as a pick-up area
  • each loop trail moves toward its far end as it runs.
  • Plan 6.3 Use the area near the vehicle as a double passenger area
  • the three circular walkways are all in a stationary state; there are no or only a very small number of passengers who have gotten off the train on the circular walkways; waiting passengers line up in the ground area and give way to the area in front of the car door. Preferably, very few passengers are allowed to briefly crowd the loop trail.
  • an isolation device is provided between the circulation walkway and the ground area on its side; preferably, the isolation device is a fixed isolation device; preferably, the isolation device is a liftable isolation device; preferably, when starting Before looping the trail, raise the liftable isolation device.
  • the end combination area 1 includes the vehicle-facing area 1.0 and the non-vehicle-facing area 1.5; in the vehicle-facing area, there are ground areas 1.0.1, 1.0.2, 1.0.3 and 1.0.4, as well as column a. Loop trail.
  • Column a cycle trails include 3 cycle trails 1.0.c1, 1.0.c2 and 1.0.c3.
  • the three circulation trails are the same width and are all located on the side immediately adjacent to the stopped train.
  • the parking area 1.0 shown in Figure 8 can be used as a drop-off area, a pick-up area, or a dual-passenger area.
  • Plan 7.1 The area near the bus is used as a drop-off area
  • the bus-side area 1.0 shown in Figure 8 When the bus-side area 1.0 shown in Figure 8 is used as a drop-off area, there are the following two methods for passengers getting off the bus to walk out of the bus-side area. The first is to use the A-column circular trail to get out. The second method is: Passengers who get off the bus directly to the ground area and walk out of the bus area from the ground area; passengers who get off the bus and onto the circular walkway first enter the ground area on the side, and then walk out of the bus area along the ground area .
  • the bus-side area 1.0 When the bus-side area 1.0 is used as a pick-up area, there are two ways for passengers to walk to the waiting position: (1) Push method I is used to send passengers to the waiting position; (2) Passengers pass through the ground area in the bus-side area Walk to the waiting position.
  • the bus area 1.0 When the bus area 1.0 is used as a double passenger area, the passengers who want to get on the bus are sent to the waiting position by the A-column circulation walkway using the push method I; the passengers who get off the bus walk out of the bus area on the ground area.
  • an isolation device is provided between the circulation walkway and the ground area on the side; preferably, at least the section of isolation device in front of the screen door is liftable; preferably, the isolation device is dropped during the process of dropping off passengers.
  • the isolation device is raised during trail operation.
  • the characteristics of preferred plan A 4 are: (1) There is at least one column a of circular walking trails located on a certain side of the area adjacent to the vehicle, and the column a of circular walking trails includes N circular walking trails, N ⁇ 2; (2) In addition, There is at least one cycle trail of row b located on the other side of the area adjacent to the vehicle, and the cycle trail of row b includes M cycle trails.
  • the end combination area 1 includes a vehicle-facing area 1.0 and a non-vehicle-facing area 1.5; there are areas 1.0.1 and 1.0.2 in the vehicle-facing area 1.0; and a long strip is set in area 1.0.2.
  • the vehicle-side area 1.0 shown in Figure 9 is used as a drop-off area, a passenger pick-up area, or a double passenger area.
  • the length of area 1.0.1 is 0, and all passengers who get off the bus directly step into the circular walkways 1.0.c1, 1.0.c2 and 1.0.c3.
  • the passengers who get off the bus are all on the circular walkways when walking out of the area near the bus. , which will save time walking out.
  • the circulation walkway is in a stationary state, and passengers are waiting on the ground area and the circulation walkway. After opening the door, start loading passengers; when loading is completed, close the door. Allows double doors in drive-in areas to close earlier than in regular areas. If the passenger boarding process has not ended when the train starts, the double doors will be forced to close and the passenger boarding will be completed to ensure that the double doors are closed when the train is moving.
  • Circulation walkway 1.0.c0 is always in a stationary state.
  • Plan 8.3 Use the area near the vehicle as a double passenger area
  • the circular walkway of column A uses push method I to transport passengers in the regular area to the waiting position, and the circular walkway 1.0.c0 is used to transport passengers who get off the bus.
  • an isolation device is provided between column a of circulation walkways and circulation walkway 1.0.c0; preferably, the isolation device is a liftable isolation device; preferably, the isolation device is raised before starting any circulation walkway.
  • the double doors are closed after the check-in is completed, and all circulation trails are activated after the screen doors are closed.
  • the six loop trails move at the same pace toward the general area.
  • the closing time of the double doors in the parking area is allowed to be earlier than that in the regular area.
  • the length of area 1.0.1 is 0. All the passengers getting off the bus in the area near the bus directly step into the circulation paths 1.0.c4, 1.0.c5 and 1.0.c6, and then part of them enter the circulation paths 1.0.c1 and 1.0. .c2 and 1.0.c3. Passengers getting off the bus are almost always on the circular trail when exiting the bus area, which saves time and energy when exiting.
  • cycle trails 1.0.c1 and 1.0.c4 are synchronized, cycle trails 1.0.c2 and 1.0.c5 are synchronized, and cycle trails 1.0.c3 and 1.0.c6 are synchronized; the synchronization refers to The two loop trails start and stop at the same time, and have the same speed at any time, including the speed of 0.
  • the gap between loop trails 1.0.c1 and 1.0.c4 is a small gap
  • the gap between loop trails 1.0.c2 and 1.0.c5 is a small gap
  • the gap between loop trails 1.0.c3 and 1.0.c6 is a small gap. gap.
  • Circulation trails 1.0.c1 and 1.0.c4, 1.0.c2 and 1.0.c5, and 1.0.c3 and 1.0.c6 are respectively merged circulation paths; each pair of circulation trails can be regarded as a circulation trail, which is called merging Loop trail.
  • Push method I is adopted, using three merged circulation paths to transport passengers to their waiting positions.
  • Plan 9.3 Use the area near the vehicle as a double passenger area
  • both the A and B circulation paths are in a stationary state.
  • the waiting passengers are on the ground area and the B circulation path. There are no or almost no passengers on the A circulation path.
  • the Circular Walkway in Column A will be activated to transport the disembarking passengers to the regular area 10.1 .
  • the liftable isolation device is raised to remind passengers on the circulation path of columns A and B to keep their distance to prevent collisions.
  • a blank area is provided between the circular walkways of columns a and b, so that there is a certain distance between the circular walkways of column a and b to prevent collisions between passengers on the circular walkways of the two columns.
  • the meaning of the blank area is that no passengers appear in the blank area when at least one side of the circulation walkway is running.
  • the double doors are closed, the circular walkway B is started, and the push method I is used to transport the passengers who want to board the bus.
  • the closing time of the double doors in the traffic area is allowed to be earlier than in the regular area.
  • Plan 9.4 Area 1.0.1 is used as a loading area and area 1.0.2 is used as a double passenger area
  • Plan 9.5 - Area 1.0.1 is used as a drop-off area and area 1.0.2 is used as a double passenger area
  • areas 1.0.1 and 1.0.2 are used as drop-off areas and double passenger areas respectively, the passengers waiting in area 1.0.2 are sent to the waiting position by the circular walkway b using push method I. Areas 1.0.1 and Passengers who got off the bus in 1.0.2 were sent out of the bus area by a circular walkway.
  • Plan 9.6 Area 1.0.1 is used as a double passenger area and area 1.0.2 is used as a non-passenger area
  • areas 1.0.1 and 1.0.2 are used as dual-passenger areas and non-passenger areas respectively, passengers waiting in area 1.0.1 use the circulation path of column b to come to this area, and passengers who get off the bus to this area use the circulation of column a. The trail leaves the traffic area.
  • the layout method of the circulation trail in the traffic area 1.0 is suitable for many types of working conditions. This arrangement is most suitable when the area adjacent to the vehicle is used as different types of areas at different times.
  • the area adjacent to the train on at least one side of the non-end combination area has the following characteristics W1;
  • the characteristic W1 is that the area adjacent to the train contains at least Two sections of the area, of which at least one section of the traffic-side area R has the following characteristics W2;
  • the characteristics W2 are: (1) there is at least one circular footpath in the section of the traffic-side area R, (2) the section of the traffic-side area R
  • the traffic area R has one end and only one end adjacent to the regular area.
  • At least a section of the area is entirely a ground area.
  • the platform is an island platform, a side platform, or a separated island platform.
  • FIG. 11 There is a non-end combination area j in the platform, and its left and right sides are regular areas 10.j and 10.(j+1) respectively.
  • the combination area includes the vehicle-facing area j.0 and the non-vehicle-facing area j.5.
  • the vehicle-facing area j.0 is divided into the vehicle-facing area j.0.1 and the vehicle-facing area j.0.2.
  • a circulation path is provided only in the area j.0.1 or only in the area j.0.2 adjacent to the vehicle; preferably, a circulation path is provided in both the area j.0.1 or the area j.0.2. Trails.
  • the approach to the vehicle area j.0.1 and/or the approach area to the vehicle j.0.2 adopts the solution described in one of Embodiments 1 to 9.
  • the area j.0.1 adjacent to the vehicle and the area j.0.2 adjacent to the vehicle adopt different solutions; preferably, the area j.0.1 adjacent to the vehicle and the area j.0.2 adjacent to the vehicle adopt the same or similar solution.

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Abstract

一种带循环步道的城市轨道交通站台和乘客运送方法。所述站台至少包含一个常规区域和至少一个组合区。在至少一个组合区中的至少一侧临车区域内，设置有至少一个循环步道。所述循环步道能够带着乘客沿着其长度方向移动，借助循环步道，乘客能够更快速地到达预期位置。在一个临车区域内可把多个循环步道设置成横向排列的、或纵向排列的、或双向排列的。在全站台范围内，至少在一个临车区域内的至少一段区域是下客区、上客区、双客区、非客区、无车区这五种区域之一。还公开了在这种站台的临车区域中的乘降方法和到达离开候车位置的方法。

Description

一种带循环步道的城市轨道交通站台和乘客运送方法 技术领域
本发明涉及一种城市轨道交通站台、乘降方法和乘客运送方法，用于车站站台中含有组合区的线路，属于轨道交通领域。
背景技术
在地铁或轻轨车站的站台层中，特别是地下站台层中，设备与管理用房占据了相当大的长度。
GB50157-2003《地铁设计规范》中的8.3.3节规定：“设置在站台层两端的设备和管理用房，必要时可申入站台计算长度内，但不应超过半节车厢长度，且不得侵入侧站台计算宽度，并应满足距梯口的距离不小于8m。”GB 50157-2013《地铁设计规范》中的9.3.3节规定：“设置在站台层两端的设备与管理用房，可伸入站台计算长度内，但伸入长度不应超过一节车辆的长度，且与梯口或通道口的距离不应小于8m……”新版本的规范，已经把设备管理用房侵入到站台计算长度范围的伸入长度，从原来的0.5节车厢长度放宽到了1节车厢的长度。
从现有车站的实际情况来看，站台的计算长度为列车的长度加上停车误差，即使让每一端的设备和管理用房伸入到站台计算范围之内的长度都达到1节车厢长，在站台计算长度范围之外的设备管理用房仍然占据着站台层中的很大的长度，两端合计起来通常会达到2～5节车厢长。本发明给出了一种解决方案，能够在不加长车站站台层长度的条件下增加列车的长度。
把站台中设备管理用房的一侧或两侧的区域当作侧站台，用来安排下客或/和上客。如果该区域较长，或/和发车间隔时间太短，则可能出现，当一趟列车开始下客时之前列车中的下车乘客还滞留在该区域中。如果滞留乘客数量持续增加，会带来拥堵，甚至踩踏。
为了解决这些问题，提出以下技术方案。
发明内容
一种城市轨道交通车站站台，其特征是
(1)整个站台包括组合区与常规区域；
(2)组合区分为端部组合区和非端部组合区这两种，所述站台包含至少一个端部组合区或/和至少一个非端部组合区；
(3)组合区包括临车区域与非临车区域；
所述临车区域临近站台边缘，在所述非临车区域与站台边缘之间存在临车区域或其他区域；
(4)在所述站台的至少一个组合区中的至少一侧的临车区域内，存在一段临车区域R具有如下特性，在所述区域R中存在至少一个循环运行步道；
所述循环运行步道是一种装置，具有如下特征，
(i)无论其处在运行状态还是静止状态，乘客都能够在其上表面站立或/和行走；
(ii)当其处在运行状态时，能够承载着乘客或/和物品水平移动；
所述循环运行步道简称为循环步道。
进一步地，
所述区域R是端部组合区中的一侧临车区域的全部区域，或者，
所述区域R是非端部组合区的一侧临车区域中的一段临车区域，所述区域R的一端处在非端部组合区的端部，另一端处在非端部组合区的两端之间。
进一步地，所述循环步道的选择范围包括，板式循环运行步道、带式循环运行步道、双线式循环运行步道。
进一步地，
(1)在至少一个所述循环步道上方的至少一块区域内设置有悬吊扶手；或/和，
(2)至少在一个所述循环步道的至少一侧的至少一段长度的范围内，设置有侧面扶手。
进一步地，至少有一个循环步道具有如下特性，
(1)所述循环步道紧邻非临车区域，
(2)在所述循环步道的、靠近非临车区域的一侧的、至少一段长度的范围内，设置有侧面扶手。
进一步地，至少在一个循环步道的至少一个区段的两侧，设置有侧面扶手。
进一步地，至少在存在两个循环步道具有如下特性，
(1)所述两个循环步道是相邻的、具有并列区段的循环步道；
(2)至少在所述两个循环步道的并列区段中的至少一段长度的范围内，在二者的相邻一侧，至少有一个循环步道配有侧面扶手。
进一步地，所述区域R具有以下的特征A或/和特征B，
(1)所述特征A为，
在所述区域R中至少能够找到两个循环步道具有如下特性，
(i)所述两个循环步道横向相邻；
(ii)在所述两个循环步道之间，沿着长度方向，设置有一个或多个隔离装置；
(iii)所述隔离装置的合计长度小于等于所述两个循环步道的并列区段的长度；
(iv)当循环步道运行时，所述隔离装置不跟随循环步道移动；
(2)所述特征B为，
在所述区域R中至少能够找到一个循环步道具有如下特性，
(i)至少在所述循环步道的一侧是供乘客行走或/和站立的地面区域；
(ii)在所述循环步道与侧面的地面区域的交界处或附近，设置有一个或多个沿着长度方向排列的隔离装置；
(iii)当循环步道运行时，所述隔离装置不跟随循环步道移动。
进一步地，在所述隔离装置中，
至少有一段隔离装置是固定式隔离装置，或/和，
至少有一段隔离装置是可升降式隔离装置。
进一步地，在至少一个组合区中的至少一侧临车区域内存在有一段长度的区域Q具有如下特性，
在某一时间范围内，所述区域Q用作以下之一，下客区、上客区、双客区、非客区、无车区；
所述下客区的特征是，在下客区中，只允许下客，不允许上客；
所述上客区的特征是，在上客区中，只允许上客，不允许下客；
所述双客区的特征是，在双客区中，既允许上客，也允许下客；
所述非客区的特征是，当列车停靠时有车门面对着非客区；在该区域中不允许上客，不允许下客，但允许乘客在其中出现；
所述无车区的特征是，当列车停靠在无车区所在站台一侧时，没有车厢对着无车区；在无车区既不允许上客，也不允许下客，但允许乘客出现在其中。
进一步地，在某一时间范围内，整个所述临车区域是所述区域Q。
进一步地，在所述区域Q所在临车区域中还存在一段区域P具有以下特性，
(1)在所述时间范围内，所述区域P的选择范围包括，下客区、上客区、双客区、非客区、无车区；
(2)所述区域P与所述区域Q不是同类区域；
所述同类区域的含义是，区域P与区域Q同时是下客区或上客区或双客区或非客区或无车区。
进一步地，
在早高峰、晚高峰、平峰和低峰这四个时段中至少存在两个这样的时段，所述区域Q在这两个时段为不同种类的区域。
进一步地，在所述区域Q所在临车区域中存在所述循环步道。
进一步地，在所述区域Q所在临车区域全部是区域R，或/和，所述区域Q与所述区域R存在交集，或/和，所述区域P与所述区域R存在交集。
进一步地，
在整个站台中至少存在有一个这样的组合区，该组合区的至少一侧的临车区域具有以下的特性甲或/和特性乙：
(1)所述特性甲为，
该临车区域与非临车区域的分界线是以下之一：
a.平行于站台边缘的直线，
b.不平行于站台边缘的直线，
c.由两个或两个以上直线段连接而成的连续折线，
d.曲线，
e.由直线段与曲线段连接而成的线；
(2)所述特性乙为，
在任何位置上临车区域的宽度都相等；或者，
至少存在两个位置，在这两个位置上临车区域的宽度不相等。
进一步地，至少有一个所述循环步道具有如下两个工作状态，
(1)静止状态
当处在静止状态时，(i)循环步道不发生移动；(ii)允许乘客从无侧面扶手的一侧或两侧进出循环步道，或/和从端部进出循环步道；
(2)运行状态
当处在运行状态时，(i)循环步道的上表面向着某个方向移动，(ii)这时允许乘客从端部进出循环步道。
进一步地，当循环步道处在运行状态时，即使循环步道没有配备侧面扶手，也不允许乘客从侧面进出循环步道。
进一步地，记两趟相继停靠的列车的开门时刻之间的时间段为时间区间E，则所述时间区间E至少包括时间区间E0和E1；在所述时间区间E0内任何一个所述循环步道都处在静止状态，在所述时间区间E1内至少有一个所述循环步道处在运行状态。
进一步地，
如果在时间区间E内有上客过程，则上客过程在时间区间E0内进行；
如果在时间区间E内有下客过程，则下客过程在时间区间E0内进行。
进一步地，还至少有一个循环步道，在整个时间区间E中的任何时刻都处在静止状态。
进一步地，在所述区域R中，存在一个循环步道，至少在所述循环步道的一侧是供乘客行走或/和站立的地面区域。
进一步地，所述区域R至少具有以下的特征I和特征II，
(1)所述特征I为，
在循环步道的远常端与所述区域R的远常端之间存在具有如下特性的一段临车区域P0，当列车停靠时，至少有一个车门面对着所述区域P0；
(2)所述特征II为，
(i)至少在某一时间段内，所述区域R用作上客区；当循环步道处在运行状态时，其上表面向着远常端移动；
或/和，
(ii)至少在某一时间段内，所述区域R用作下客区；当循环步道处在运行状态时，其上表面向着临常端移动；
或/和，
(iii)至少在某一时间段内，所述区域R用作双客区，循环步道处在靠近非临车区域的一侧；当循环步道处在运行状态时，其上表面向着临常端移动；
或/和，
(iv)至少在某一时间段内，所述区域R用作双客区，循环步道处在靠近站台边缘的一侧；当循环步道处在运行状态时，其上表面向着远常端移动；
所述临常端是临车区域的临近常规区域的端部，是临车区域与常规区域的交界处；
所述循环步道的远常端是循环步道的两端当中离常规区域较远的那一端；
所述区域R的远常端是区域R的两端当中离常规区域较远的那一端。
进一步地，所述区域R具有以下的特征I和特征II，
(1)所述特征I为，
循环步道的远常端与所述区域R的远常端之间的距离是这样的，当列车停靠时没有车门处在这两个远常端之间；
(2)所述特征II为，
所述区域R至少具有以下特征之一，
(i)至少在某一时间段内，所述区域R用作上客区，循环步道始终处在静止状态；
(ii)至少在某一时间段内，所述区域R用作下客区；当循环步道处在运行状态时，其上表面向着临常端移动；
(iii)循环步道处在靠近非临车区域的一侧；至少在某一时间段内，所述区域R用作双客区，当循环步道处在运行状态时，其上表面向着临常端移动；
(iv)循环步道处在靠近站台边缘的一侧；至少在某一时间段内，所述区域R用作双客区，循环步道始终处在静止状态。
进一步地，在所述区域R中存在一个循环步道，所述循环步道的宽度约等于临车区域的宽度；并且所述区域R具有以下的特征I或特征II，
(1)所述特征I为，
(i)在循环步道的远常端与所述区域R的远常端之间存在具有如下特性的一段临车区域P0，当列车停靠时，至少有一个车门面对着所述区域P0；
(ii)所述区域R用作下客区，当循环步道处在运行状态时，其上表面向着临常端移动；或者，所述区域R用作上客区，当循环步道处在运行状态时，其上表面向着远常端移动；
(2)所述特征II为，
(i)循环步道的远常端与所述区域R的远常端之间的距离是这样的，当列车停靠时没有车门处在二者之间；
(ii)至少在某一时间段内，所述区域R用作下客区；当循环步道处在运行状态时，其上表面向着临常端移动；或者，所述区域R用作上客区，所述循环步始终道处在静止状态。
进一步地，在所述区域R中存在一个具有如下两个特性的a列循环步道，(1)所述a列循环步道包括N个循环步道，N≥2；(2)在所述N个循环步道中，任何两个循环步道之间都没有并列区段。
进一步地，至少在某一时间段内，在所述区域R中，采用推送式方法I把要上车的乘客送到候车位置或其附近；所述推送式方法I具有如下特征，
(I)所述区域R的远常端和与之最靠近的循环步道的远常端之间存在一段地面区域P0，当列车停靠时，至少有一个乘客用车门对着所述区域P0；
(II)用连续的自然数对a列循环步道中的循环步道逐个编号，沿着从远常端到临常端的方向循环步道的编号依次递增，靠近远常端的循环步道的编号为1，靠近临常端的循环步道的编号为N；
(iii)在所述时间段的开始时刻，区域P0中的平均乘客密度小于预设值或为0，a列循环步道处在静止 状态；
所述推送式方法I包括以下的N个步骤，
(1)步骤1
启动循环步道，循环步道1～N都向着远常端移动；任何踏上循环步道的乘客都会被a列循环步道强制地向前推送，直到进入到区域P0中；当区域P0中的平均乘客密度达到预设值时，关停循环步道1，但是循环步道2～N仍然保持运行；
(2)步骤2
处在运行状态的循环步道2～N，把其上面的乘客强制地推送到处在静止状态的循环步道1所在的那段区域中；当循环步道1所在的那段区域中的平均乘客密度达到预设值时，关停循环步道2，但是循环步道3～N仍然保持运行；
……
(N)步骤N
处在运行状态的循环步道N，把其上面的乘客强制地推送到处在静止状态的循环步道N-1所在的那段区域中；当处在静止状态的循环步道(N-1)所在的那段临车区域中的乘客密度达到预设值时，关停循环步道N，但是允许乘客继续进入循环步道N所在的那段临车区域；
当循环步道N所在的那段临车区域中的平均乘客密度达到预设值时，不再允许乘客进入。
进一步地，至少在某一时间段内，在所述区域R中，采用推送式方法II把要上车的乘客送到候车位置或其附近；所述推送式方法I具有如下特征，
(I)所述区域R的远常端和与之最靠近的循环步道的远常端之间的距离较短，当列车停靠时没有车门处在所述的两个远常端之间，或者两个所述远常端之间的区域小于乘客站立所需要的尺寸；
(II)用连续的自然数对a列循环步道中的循环步道逐个编号，沿着从远常端到临常端的方向循环步道的编号依次递增，靠近远常端的循环步道的编号为1，靠近临常端的循环步道的编号为N；
(iii)在所述时间段的开始时刻，在循环步道1所在的那段区域中乘客平均密度小于预设值或者为0，a列循环步道处在静止状态；
所述推送式方法II包括以下的N个步骤，
(1)步骤1，
启动循环步道2～N，循环步道2～N都向着远常端移动，循环步道1继续保持静止状态；常规区域中的要上车的乘客走入a列循环步道；循环步道2～N把乘客运送到处在静止状态的循环步道1所在的那段区域中；当循环步道1所在的那段区域中的平均乘客密度达到预设值时，关停循环步道2，但循环步道3～N继续处在运行状态；
(2)步骤2，
处在运行状态的循环步道3～N把乘客运送到处在静止状态的循环步道2所在的那段区域中；当循环步道2所在的那段区域中的平均乘客密度达到预设值时，关停循环步道3，但是循环步道4～N仍然保持运行。
……
(N-1)步骤(N-1)
循环步道(N-1)处在静止状态，循环步道N处在运行状态；当循环步道(N-1)所在的那段临车区域中的乘客密度达到预设值时，关停循环步道N，但是允许乘客继续走入循环步道N所在的那段临车区域；
(N)步骤N
循环步道N处在静止状态；当循环步道N所在的那段临车区域中的平均乘客密度达到预设值时，不再允许乘客进入该区域。
进一步地，
在含有N个循环步道的所述a列循环步道中，有一个或多个或N个循环步道是这样的，循环步道的宽度约等于其所在位置临车区域的宽度。
进一步地，
在含有N个循环步道的所述a列循环步道中，有一个或多个或N个循环步道是这样的，在所述循环步道的侧面存在供乘客站立或/和行走的地面区域。
进一步地，在所述a列循环步道中，在每一个所述循环步道的侧面都存在供乘客站立或/和行走的地面区域；至少在某一时间段内，所述区域R用作上客区或双客区；
(1)当所述区域R用作上客区时，乘客利用所述a列循环步道和所述地面区域从常规区域到达候车位置；
(2)当所述区域R用作双客区时，
所述a列循环步道运送要上车的乘客达到候车位置，下车乘客只通过在所述地面区域上行走到达常规区域；或者，
所述a列循环步道运下车送乘客离开临车区域；要上车的乘客只在所述地面区域上步行到达候车位置。
进一步地，当所述区域R用作上客区或双客区时，所述a列循环步道运送要上车的乘客达到候车位置所采用的方法为，推送式方法I或II。
进一步地，所述区域R用作下客区；任何一个循环步道如果处在运行状态，则其上表面向着临常端移动。
进一步地，在所述区域R中还存在一个b列循环步道具有如下特性，
(1)所述b列循环步道包括M个循环步道；
(2)当M≥2时，在所述M个循环步道中，任何两个循环步道之间都没有并列区段；
(3)所述M的取值为，M＝1，或为2≤M＜N，或M＝N；所述N为a列循环步道中的循环步道的个数。
进一步地，所述b列循环步道中的所述M个循环步道都处在临车区域同一侧，或者，
所述b列循环步道与所述a列循环步道分别处在临车区域中的两侧。
进一步地，所述b列循环步道具有以下的甲乙丙三个特征之一，
(一)所述特征甲为具有以下两个特性，
(1)M＝1，所述b列循环步道中只含有一个循环步道b1，
(2)所述循环步道b1具有如下两个特性，
(i)循环步道b1的远常端与所述区域R的远常端之间距离较短，以至于当列车停靠时没有乘客用车门处在两个所述远常端之间；或者，
在所述b列循环步道中只含有一个循环步道b1，循环步道b1的远常端与所述区域R的远常端之间距离较长，以至于当列车停靠时至少有一个乘客车门处在两个所述远常端之间；
(ii)循环步道b1与a列循环步道中的1个或多个或全部循环步道存在并列区段；
(二)所述特征乙为具有以下三个特性，
(1)2≤M＜N，
(2)对于所述b列循环步道中的任何一个循环步道，在所述a列循环步道中都能够找到一个循环步道与之对应，两个所述循环步道的长度相等，都等于并列区段的长度；
(3)在a列循环步道中至少有一个这样的循环步道，在b列中没有任何循环步道与之存在并列区段；
(三)所述特征丙为具有以下两个特性，
(1)M＝N，
(2)对于所述b列循环步道中的任何一个循环步道，在所述a列循环步道中都能够找到一个循环步道与之对应，有对应关系的两个所述循环步道的长度相等，都等于并列区段的长度。
进一步地，在所述区域R中还存在一个c列循环步道具有如下特性，
(1)所述c列循环步道包括K个循环步道，其中任何两个循环步道之间都没有并列区段；
(2)所述c列循环步道处在a列与b列循环步道之间；
(3)所述K的取值为，K＝1，或为2≤K＜M，或为2≤K＜N，或为K＝M，或为K＝N；所述N和M分别为a列和b列循环步道中的循环步道的个数。
进一步地，在所述区域R中，循环步道至少具有以下特征之一，
在所述a列循环步道中，任何两个循环步道的宽度都相同；
在所述b列循环步道中，任何两个循环步道的宽度都相同；
在所述c列循环步道中，任何两个循环步道的宽度都相同。
进一步地，在所述区域R中存在a列和b列循环步道；至少在某一时间段内，所述区域R用作上客区或下客区或双客区；
(一)当所述区域R用作上客区时，在所述时间段内，具有以下的特征A或B，
(1)所述特征A为，
在所述时间段内，所述循环步道所经历过的状态至少包括以下之一，
(i)在a列和b列循环步道中，任何一个循环步道都处在静止状态；
(ii)在a列和b列循环步道中，一部分循环步道处在运行状态，另一部分循环步道处在静止状态，处在运行状态的所有循环步道都向着所述区域R的远常端移动；
(iii)在a列和b列循环步道中，任何一个循环步道都处在运行状态，循环步道都向着所述区域R的远常端移动；
(2)所述特征B为，
(i)利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；或/和，
(ii)利用b列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
(二)当所述区域R用作下客区时，在所述时间段内循环步道所处状态包括，
(1)在a列和b列循环步道中，任何一个循环步道都处在静止状态；
(2)在a列和b列循环步道中，一部分循环步道处在运行状态，另一部分循环步道处在静止状态，处在运行状态的所有循环步道都向着所述区域R的临常端移动；
(3)在a列和b列循环步道中，任何一个循环步道都处在运行状态，循环步道都向着所述区域R的临常端移动；
(三)当所述区域R用作双客区时，具有如下的特性A至F之一，
(i)所述特性A为，
利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；利用b列循环步道，把下车乘客送出临车区域；
(ii)所述特性B为，
利用b列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；利用a列循环步道，把下车乘客送出临车区域；
(iii)所述特性C为，
利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
b列循环步道始终处在静止状态，下车乘客途径b列循环步道步行离开临车区域；
(iv)所述特性D为，
利用b列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
a列循环步道始终处在静止状态，下车乘客途径a列循环步道步行离开临车区域；
(v)所述特性E为，
a列循环步道始终处在静止状态，上车乘客途经静止的a列循环步道走到候车位置；
当b列循环步道处在运行状态时，其上表面向着远常端移动，b列循环步道把下车乘客送向或送到常规区域；
(vi)所述特性F为，
b列循环步道始终处在静止状态，上车乘客途经静止的b列循环步道走到候车位置；
当a列循环步道处在运行状态时，其上表面向着远常端移动，a列循环步道把下车乘客送向或送到常规区域。
进一步地，在所述区域R中存在a列、b列和c列循环步道；至少在某一时间段内，所述区域R用作上客区或下客区或双客区；
(一)当所述区域R用作上客区时，在所述时间段内，具有以下的特征A或B，
(1)所述特征A为，
所述循环步道所经历的状态至少包括以下之一，
(i)在a列、b列和c列循环步道中，任何一个循环步道都处在静止状态；
(ii)在a列、b列和c列循环步道中，一部分循环步道处在运行状态，另一部分循环步道处在静止状态，处在运行状态的所有循环步道都向着所述区域R的远常端移动；
(iii)在a列、b列和c列循环步道中，任何一个循环步道都处在运行状态，循环步道都向着所述区域R的远常端移动；
(2)所述特征B为，
(i)利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；或/和，
(ii)利用b列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；或/和，
(iii)利用c列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
(二)当所述区域R用作下客区时，在所述时间段内循环步道所经历的状态至少包括以下之一，
(1)在a列、b列和c列循环步道中，任何一个循环步道都处在静止状态；
(2)在a列、b列和c列循环步道中，一部分循环步道处在运行状态，另一部分循环步道处在静止状态，处在运行状态的所有循环步道都向着所述区域R的临常端移动；
(3)在a列、b列和c列循环步道中，任何一个循环步道都处在运行状态，循环步道都向着所述区域R的临常端移动；
(三)当所述区域R用作双客区时，具有如下的特性A至E之一，
(1)所述特性A为，
利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
利用b列循环步道，把下车乘客送出临车区域；当b列循环步道中有循环步道运行时，其上表面向着临常端移动；
所述c列循环步道始终处在静止状态，位于a列和b列循环步道之间，用作空白区域，以便隔开a列和b列循环步道；所述空白区域的含义是，当至少一侧的循环步道运行时空白区域中没有乘客出现；
(2)所述特性B为，
利用a列和c列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
利用b列循环步道，把下车乘客送出临车区域；当b列循环步道中有循环步道运行时，其上表面向着临常端移动；
(3)所述特性C为，
(i)利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
(ii)利用b列和c列循环步道，把下车乘客送出临车区域；当b列或c列循环步道中有循环步道运行时，其上表面向着临常端移动；
(4)所述特性D为，
(i)利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
(ii)b列和c列循环步道始终处在静止状态，
下车乘客途径b列和c列循环步道步行离开临车区域；或者，
下车乘客途径b列循环步道步行离开临车区域，c列循环步道用作空白区，没有乘客出现在c列循环步道上；
(5)所述特性E为，
(i)利用a列和c列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
(ii)b列循环步道始终处在静止状态；下车乘客途径b列循环步道步行离开临车区域。
进一步地，在所述区域R中，至少有两个循环步道具有如下特征，
(1)所述两个循环步道存在并列区段，
(2)在并列区段范围内，两个循环步道之间的间隙是小间隙；
小间隙的含义是，当两个相邻循环步道的上表面按照同样的速度向着同样的方向移动时，如果一个乘客的一只或两只脚的鞋底处在间隙的上方时，所述间隙不影响乘客的站立和行走，则该间隙是小间隙；
优选地，所述小间隙的宽度为1～5mm，或为5～10mm，或为10～20mm，或为30～30mm，或为30～50mm。
进一步地，在所述区域R中至少有两个循环步道具有如下特性，
(1)在所述两个循环步道中，一个循环步道处在静止状态，另一个循环步道处在运行状态；或者，
两个循环步道都处在运行状态，但运动方向相反；
(2)所述两个循环步道存在并列区段；
(3)至少在一段并列区段范围内在所述两个循环步道之间存在空白区域，或/和至少在一段并列区段范围内在所述两个循环步道之间存在隔离装置；
优选地，所述空白区域的宽度为5～10cm，或者为10～20cm，或者为20～30cm，或者大于30cm。
一种在城市轨道交通站台中用循环步道运送乘客的方法，其特征是，所述方法应用于如上所述之一站台。
技术效果
当其他条件不变时，本发明能够缩短下车乘客走出临车区域的所需要的时间以及要上车的乘客走到候车位置所需要的时间。在其他条件不变的条件下，能够增加临车区域的长度。能够在不增加车站站台层长度的条件下，增加列车编组，增加运力。
附图说明
图1一种岛式站台的总体平面结构；
图2临车区域中只含有一条循环步道，循环步道的宽度和长度都分别明显地小于其所在临车区域；
图3临车区域中只含有一条循环步道，循环步道的宽度约等于临车区域的宽度，循环步道的长度明显的小于其所在临车区域的长度；
图4临车区域中含有两条平行排列的循环步道，两条循环步道的合计宽度和各自的长度都分别明显地小于其所在的临车区域；
图5临车区域中含有三条平行排列的循环步道，三条循环步道的合计宽度接近于临车区域的宽度；
图6临车区域中含有三条纵向排列的循环步道，循环步道的宽度接近于临车区域的宽度；
图7临车区域中含有三条纵向排列的循环步道，循环步道的宽度明显小于临车区域的宽度，靠近非临车区域；
图8临车区域中含有三条纵向排列的循环步道，循环步道的宽度明显小于临车区域的宽度，靠近站台边缘；
图9临车区域中含有两列循环步道；一列包含三个循环步道，另一列只有一个循环步道；
图10临车区域中含有两列循环步道；每列包含三个循环步道；
图11非端部组合区中的一侧临车区域分成两段区域；
具体实施方式
1.术语说明
自动人行道
自动人行道是指带有循环运行(板式或带式)走道，用于水平或倾斜角度不大于12°运送乘客的固定电力驱动设备。
自动人行道适用于车站、码头、商场、机场、展览馆和体育馆等人流集中的地方。结构与自动扶梯相似，主要由活动路面和扶手两部分组成。通常，其活动路面在倾斜情况下也不形成阶梯状。
按结构形式可分为踏步式自动人行道(类似板式输送机)、带式自动人行道(类似带式输送机)和双线式自动人行道。
自动人行道的输送速度一般为0.5米/秒，最高不超过0.75米/秒。
按结构形式可分为踏步式自动人行道(类似板式输送机)、胶带式自动人行道(类似带式输送机)和双线式自动人行道。
循环运行步道(循环步道)
循环运行步道，在本发明中简称循环步道，单指能够带动乘客移动的、用作活动路面的装置。
在本发明中，如果不另外做出说明，循环步道单指用作活动路面的部分，该部分能够承载着乘客移动，乘客能够在其上面站立或/和行走。如果不另外做出说明，循环步道不包括扶手、以及处在地表之下的用来维持循环步道运行的装置。
循环步道类型包括板式循环步道、带式循环步道和双线式循环步道，分别类似于踏步式自动人行道、带式自动人行道和双线式自动人行道中的活动路面部分。
例如，在北京首都机场的自动人行道中，乘客踩踏的那部分水平移动装置就是一种循环步道。
板式循环运行步道(板式循环步道)
板式循环运行步道在本文中简称为板式循环步道，其特征是乘客站立的踏面为金属或其他材料制作板块。
优选地，所述板块是用金属或其他材料制作的表面带齿槽的板块。优选地，所述板式循环步道是板式自动人行道中采用的那种用作活动路面的循环运行步道。优选地，所述板式循环步道是北京首都机场的自动人行道中采用的那种循环运行步道。
带式循环运行步道(带式循环步道)
带式循环运行步道在本文中简称为带式循环步道，其特征是，乘客站立的踏面为连续带状材料。优选地，所述带状材料是钢带；优选地，所述带状材料是表面覆有橡胶层的连续钢带。
双线式循环运行步道(双线式循环步道)
双线式循环运行步道在本文中简称为双线式循环步道，类似于在双线式自动人行道中采用的那种用作活动路面的循环运行步道。
可合并循环步道
一组可合并循环步道包括两个或两个以上循环步道，其中的任何两个相邻的循环步道都具有如下特性：
(1)两个循环道之间是平行的，并列的；
(2)两个循环步道的长度等于二者的并列区段的长度；
(3)两个循环步道的之间的间隙是小间隙。
可合并循环步道中的可合并是指，当让其中的每个循环步道的移动方向和速度分别都相同时，这组循环步道可视为合并在一起的一个循环步道。
小间隙
所述小间隙的含义是：当两个相邻循环步道的上表面按照同样的速度向着同样的方向移动时，如果一个乘客的一只或两只脚的鞋底处在间隙的上方时，所述间隙不影响乘客的站立和行走。优选地，所述小间隙的间隙宽度为1～5mm，或5～10mm，或10～15mm，或15～25mm，或25～30mm，或30～50mm。
循环步道上表面
循环步道的上表面是指，能够站立乘客的那部分表面。
循环步道入口
循环步道的入口是循环步道的一端，当乘客从地面区域通过入口进入到循环步道上时，乘客的行走方向大体上与循环步道的移动方向一致。
循环步道出口
循环步道的出口是循环步道的一端，当处在循环步道上的乘客经过出口进入到地面区域时，乘客在地面的行走方向与循环步道的移动方向大体上一致。
循环步道的移动方向
循环步道的移动方就是指，当循环步道处在运行状态时，循环步道上表面的移动方向。循环步道的移动方向就是在其上表面站立的乘客的移动方向。
端部对齐
如果循环步道甲的一个端部与循环步道乙的一个端部对齐，则循环步道甲的所述端部与循环步道乙的所述端部处在同一个垂直于循环步道长度方向或移动方向的平面上。
如果循环步道甲的一个端部与区域P的一个端部对齐，则循环步道甲的所述端部与区域P的所述端部处在同一个垂直于铁轨的平面上或附近。
侧面扶手
侧面扶手是指处在循环步道侧面的、含有扶手带的装置。所述扶手带是供乘客手扶的运动部件。优选地，所述扶手带的移动速度约等于循环步道的移动速度。
优选地，在本发明中，扶手的厚度小于等于通用自动人行道或扶梯的扶手厚度。所述厚度是指，在横截面上扶手部分的宽度。
当循环步道的某一侧配有侧面扶手时，即使当循环步道处在静止状态，乘客也不能在扶手所在一侧进出循环步道。当循环步道的两侧都配有侧面扶手是，乘客只能够从端部进出循环步道。
悬吊移动扶手(悬吊扶手)
悬吊移动扶手是，处在循环步道的上方，供乘客手握的装置。站在循环步道上的乘客可以选择举手握住悬吊移动扶手，也可以选择不握。悬吊移动扶手简称悬吊扶手，
优选地，所述悬吊扶手包括一段柔性带和一个有固定形状的手握装置，所述手握装置固定于柔性带的一端，柔性带的另一端固定在悬吊装置上。优选地，所述悬吊装置能够带动悬吊扶手跟随循环步道沿着同一方向一起移动。优选地，所述悬吊装置是滑轨，悬吊扶手能够在滑轨上滑动，滑动方向平行于循环步道的移动方向。
优选地，悬吊扶手布置范围的两端与循环步道的两端对其；优选地，悬吊扶手的布置范围在站台长度方向上超出循环步道的一端或者两端。当移动的悬吊扶手到达布置区域的端部附近，悬吊扶手改变方向或者 升高，提醒乘客松开悬吊扶手。
优选地，悬吊扶手的移动速度与循环步道的速度相同。优选地，悬吊扶手的移动速度大于循环步道的移动速度，乘客能够握着扶手在循环步道上行走。优选地，悬吊扶手能够沿着循环步道的移动方向滑动，但在横向和竖向受到限制。
优选地，悬吊扶手存在一个最低速度，最低速度大于或等于循环步道的移动速度。当乘客站立在循环步道上手握悬吊扶手时，扶手与循环步道的移动速度相同；当乘客在循环步道上向前行走时，扶手被乘客拖拽着向前移动，扶手的移动速度高于循环步道上表面的移动速度。
并列区段
如果K个循环步道存在并列区段，K≥2，则具有如下特性,：如果在并列区段的范围内用垂直于循环步道长度方向(或运动方向)的平面对循环步道做剖面，则K个循环步道都出现在剖面上。
例如，在图4中，循环步道1.0.c1和1.0.c2的并列区段是处在横截面B和C之间的部分，并列区段的长度小于这两个循环步道中的任何一个的长度。
例如，在图10中，循环步道1.0.c1和1.0.c4的长度相等，并列区段的长度等于循环步道的长度。
例如，在图5中，循环步道1.0.c1和1.0.c2的并列区段是处在横截面B和C之间的部分；循环步道1.0.c2和1.0.c3的并列区段是处在横截面C和E之间的部分；循环步道1.0.c1、1.0.c2和1.0.c3的并列区段是处在横截面C和D之间的部分。长度
如果无特殊说明，本文中所有区域的长度都是指沿着停靠列车长度方向的长度。
宽度
如果无特殊说明，本文中所有区域的宽度都是指沿着列车宽度方向的尺寸。
地面区域
地面区域是乘客能够踩踏的、不发生移动的区域。
例如，当在组合区的临车区域中设置循环步道时，临车区域中的地面区域是指在临车区域中循环步道之外的区域。
常规区域
常规区域是一个矩形或近似矩形的区域，宽度等于整个站台的宽度；该区域有以下性质：
(1)在一个常规区域的全部长度范围内或绝大部分长度的范围内，所述常规区域中的靠近列车的区域具有上客和下客功能；
(2)在常规区域中有通道通向站厅层或通向进出站口，进站的乘客能够从检票口或进站口走到常规区域，出站的乘客能够从常规区域走到出站口。
所述连接通道包括，连接到站厅层的楼扶梯，直接与地面或与车站的其它通道相连的楼扶梯或其它通道等；连接通道本身占用的空间可以在常规区域范围之内，也可以在其之外。
当常规区域中的楼扶梯两侧的站台很长或者较窄，乘客候车与乘客穿行相互影响严重时，需要把楼扶梯的影响区域与楼扶梯两侧的站台合起来视为组合区，楼扶梯的影响区域视为零客区，影响区域两侧的区域视为临车区域。
楼扶梯影响区域
因楼扶梯的存在使得站台地面高度的平面上不适合乘客站立停留和站立行走的区域。
组合区
一个组合区由长度相同或长度相近的临车区域和非临车区域组成，组合区的宽度等于站台的宽度。
组合区至少存在以下三种形式：
1)在同一个组合区中，临车区域与非临车区域之间存在有物理边界。所述物理边界包含但不限于：(1)隔离物的表面，例如墙体的表面，栅栏的等；(2)地质介质的表面，例如，在站台层的高度范围内，非临车区域的内部都是地下岩石，临车区域的内部是从岩石中开挖出来的空间。
2)在同一个组合区中，某一临车区域与非临车区域之间没有物理边界。例如，组合区中临车区域与非临车区域都属于同一个设备房间的一部分，或者都属于同一个地质介质占据的区域，这种情况出现时，临车区域是零客区。
3)在同一个组合区中，一部分长度的临车区域与非临车区域之间存在有物理边界，另一部分长度的临车区域与非临车区域之间没有物理边界。
站台类型对组合区的平面结构有影响。在于岛式站台中，一个组合区中有两个临车区域；在分离岛式站台中，在每个行驶方向的站台中一个组合区中只有一个临车区域；在侧式站台中，一个组合区中只有一个临车区域；在岛侧式站台中，在岛式站台那部分中一个组合区有两个临车区域，在每个方向的侧式站台中一个组合区只有一个临车区域。
临车区域
临车区域是组合区中紧邻停靠列车的区域。当站台上没有设置屏蔽墙时，在靠近列车一侧，临车区域的边界是站台边缘。当有屏蔽墙时，在靠近列车一侧，临车区域的边界是屏蔽墙的内侧；临车区域的范围是，在屏蔽门关闭的条件下候车乘客脚底能够触及的范围。
所述屏蔽墙是防止乘客从站台边缘掉入列车行驶区域的装置，设置在站台边缘，屏蔽墙上设置有屏蔽门。
优选地，端部组合区中的临车区域只有一个进出口，处在临车区域与常规区域的交界处；乘客只能通过相邻的常规区域进入和/或走出端部组合区中的临车区域。
优选地，当临车区域处在端部组合区中时，在临车区域的远离常规区域的那一端，或在临车区域中的两端以外的某个位置，设置临车区域的乘客通道，通道通向地面，或/和通向站厅层，或/和通向与其它站台相连的通道、或/和通向与车站的进出口联通的车站的其他区域。
优选地，当临车区域处在非端部组合区中时，除了在与常规区域交界处设置有进出口之外，还设置另外的通道，通道通向车站的其它区域或车站之外。
非临车区域
非临车区域与停靠列车之间还隔着临车区域或/和其它区域。
端部组合区
端部组合区是处在或靠近站台的端部的组合区，其特点是组合区只有一端与常规区域相邻。
非端部组合区
非端部组合区的特点是在组合区的两端都与常规区域相邻。
优选地，乘客可以从常规区域穿过所述临车区域的端部进入临车区域，或/和，从所述临车区域穿过所述临车区域的端部进入常规区域。
楼扶梯影响区域
因楼扶梯的存在使得站台地面高度的平面上不适合乘客站立停留和站立行走的区域。
下客区
在某一时间段内，如果临车区域中的一段区域P是下客区，则在区域P中只允许下客，不允许上客。
优选地，不允许乘客从车站其他区域进入到下客区候车；优选地，当乘客从车站其他区域进入到下客区后，只允许跟随下车乘客或者沿着下车乘客的行走路径走出下客区，不允许在下客候车。
优选地，下客区的长度小于临车区域的长度，优选地下客区的长度等于临车区域的长度。
优选地，站台上的乘客从下客区的一端或两端走出下客区，或/和从其他通道走出下客区。优选地，所述其他通道为跨区通道；所述跨区通道通向地面，或/和通向站厅层，或/和通向与其它站台相连的通道、或/和通向与车站的进出口联通的车站的其他区域。
上客区
在某一时间段内，如果临车区域中的一段区域P是上客区，则在区域P中只允许上客，不允许下客。
上客区包括两种情况：(1)不允许上客区面对的那段车厢中的乘客下车进入上客区；(2)如果下车到上客区中，乘客不允许从上客区进入到车站其他区域，要返回列车。
双客区
在某一时间段内，如果临车区域中的一段区域P是双客区，则在区域P中允许上客，允许下客。
非客区
在某一时间段内，如果临车区域中的一段区域P是非客区，则在区域P中既不允许上客，也不允许下客，允许乘客出现。
无车区
在某一时间段内，如果临车区域中的一段区域P是无车区，则，(1)在区域P中允许乘客出现；(2)当列车停靠在区域P所在站台的一侧时，列车中没有任何车厢或车门面对着无车区的任何部分。
零客区
零客区的特点是，在零客区中没有乘客出现。
临车区域形状
临车区域的形状具有以下的特性甲或/和特性乙：
(1)所述特性甲为，该临车区域与非临车区域的分界线是以下之一：
a.平行于站台边缘的直线，
b.不平行于站台边缘的直线，
c.由两个或两个以上直线段连接而成的连续折线，
d.曲线，
e.由直线段与曲线段连接而成的线；
(2)所述特性乙为，在任何位置上临车区域的宽度都相等；或者，至少存在两个位置，在这两个位置上临车区域的宽度不相等。
优选地，临车区域可以是矩形、或阶梯形、或梯形，或者包含着矩形或/和阶梯形的组合图形。
优选地，对于同一个临车区域，当其宽度在不同的断面上不一样时，为了便于乘客快速进入或快速离开临车区域，优选方案之一是在临车区域与常规区域交界处的宽度取的最大。
引导区
引导区是从常规区域中划分出来的一块区域，与临车区域相邻，用途是对进入或/和走出临车区域的乘客进行引导，避免附近车门的下车乘客与进出临车区域的乘客相互影响。优选地，对着引导区的车门采用单独的乘降规则。优选地，在引导区的一部分边界处设置围挡装置。
优选地，当循环步道伸出临车区域时要设置引导区，并且让循环步道的伸出部分处在该引导区之内。
屏蔽墙
屏蔽墙是指，与屏蔽门一起形成的防止乘客掉入轨道区域的装置。
隔离装置
隔离装置的用途是，隔开两个横向相邻的循环步道，或者隔开循环步道与侧面的地面区域。
当隔离装置处在两个循环步道之间时，其作用是，防止一个循环步道上的乘客触碰与之相邻并与之发生相对运动的另一个循环步道、或者循环步道上的乘客、或者循环步道上的物品。当隔离装置处在循环步道与侧面地面区域之间时，隔离装置的作用是，防止运行的循环步道上的乘客与地面区域上的乘客相撞。
当循环步道运行时，所述隔离装置不随之移动。
隔离装置分为固定式隔离装置和可升降式隔离装置。固定式隔离装置的高度相对固定，其高度不能调整或者调整高度需要较长时间，该时间远大于发车间隔时间。可升降式隔离装置是能够频繁升降的装置，升起一次或落下一次所需要的时间通常介于数秒至数十秒。在一个或多个发车间隔时间之内，固定式隔离装置的高度是恒定的。可升降式隔离装置，在一个发车间隔时间内至少能够实现升起或/和落下一次。优选地，在下客过程中或/和在上客过程中，可升降式隔离装置是落下的，其上端略低于循环步道的上表面或与上表面持平；优选地，在循环步道运行时，与之相邻的隔离装置是升起的；优选地，不对可升降隔离装置频繁升降，将其用作固定式隔离装置。
双门
在本文中双门特指车门和屏蔽门，是二者的简称。
一段区域
临车区域中的一段区域或者一段临车区域的含义如下：如果用若干个垂直于站台长度方向的直线把临车区域划分成若干段，各段长度之和等于临车区域的长度，则这些段区域中的每个区域都是一段区域。在任何垂直于长度方向的直线位置上，所述一段区域的宽度等于临车区域的宽度。
区域Q的近常端、远常端、临常端
在临车区域中存在一段区域Q，在区域Q两个端部中，与常规区域较近的那个端部称为近常端，距离常规区域较远的那个端部称为远常端。
当临车区域处在端部组合区中时，在所述临车区域中的任选一区域Q都有一个近常端和一个远常端。
当临车区域处在非端部组合区中时，所述临车区域中的某一区域Q有以下可能：有一个近常端和一个远常端，或者有两个近常端。
在临车区域中，如果近常端是临车区域与常规区域的交界面，该近常端称为临常端。在端部组合区中，一个临车区域有一个临常端和一个远常端；在非端部组合区中，一个临车区域有两个临常端。
循环步道的近常端、远常端、入常端
当一个循环步道的两端都处在临车区域中时，与临车区域远常端靠近的那一端称为循环步道的远常端，与临车区域临常端靠近的那一端称为循环步道的近常端。如果循环步道的一端A处在临车区域之内，另一端B处伸入到常规区域中，则B端称为循环步道的入常端。
多个
“多个”是指，个数等于2个或多于2个。
至少
本文中“至少”的含义是大于或等于。
例如，“至少两个”的含义是两个或两个以上。
例如，“在五条当中至少两条具有如下特性”是指，在五条当中，有两条或三条或四条或五条具有如下特性。
例如，“在一个循环步道中，至少有一段循环步道具有特征A。”的含义是：如果把循环步道分割成K段， K段的合计长度等于整个循环步道的长度，K≥1，则其中有1段或2段或3段或…(K-1)段或K段具有特征A。当把循环步道只分割成一段时，这一段就是整个循环步道，此段循环步道具有特征A。
A和/或B
“A或/和B”的含义是“A或B”，或者“A和B”。“A和/或B”含义与之相同。
2.基本技术方案
2.1.站台
一种城市轨道交通车站站台，其特征是
(1)整个站台包括组合区与常规区域；
(2)组合区分为端部组合区和非端部组合区这两种，所述站台包含至少一个端部组合区或/和至少一个非端部组合区；
(3)组合区包括临车区域与非临车区域；
当站台只有一侧能够停靠列车时，临车区域处在能够停靠列车的一侧；
当站台的两侧都能够停靠列车时，临车区域处在站台的两侧；
(4)在所述站台的至少一个组合区中的至少一侧的临车区域内，存在一段临车区域R具有如下特性，在所述区域R中存在至少一个循环运行步道；
所述循环运行步道是一种装置，具有如下特征，
(i)无论其处在运行状态还是静止状态，乘客都能够在其上表面站立或/和行走；
(ii)当其处在运行状态时，能够承载着乘客或/和物品水平移动；
所述循环运行步道简称为循环步道。
2.2.区域R
优选地，所述区域R是端部组合区中的一侧临车区域的全部区域。优选地，所述区域R是非端部组合区的一侧临车区域中的一段临车区域，所述区域R的一端处在非端部组合区的端部，另一端处在非端部组合区的两端之间。
2.3.循环步道的种类和扶手
优选地，所述循环步道的选择范围包括板式循环步道、带式循环步道和双线式循环步道。
优选地，至少在一个所述循环步道的上方某一范围内设置有悬吊扶手。
优选地，至少在一个所述循环步道的至少一侧的至少一段长度的范围内，设置有侧面扶手。
优选地，至少有一个循环步道具有如下特性，
(1)所述循环步道紧邻非临车区域，
(2)在所述循环步道的、靠近非临车区域的一侧的、至少一段长度的范围内，设置有侧面扶手。
优选地，至少在一个循环步道的至少一个区段的两侧，设置有侧面扶手。
优选地，至少在存在两个循环步道具有如下特性，
(1)两个所述循环步道是相邻的、具有并列区段的循环步道；
(2)至少在在所述两个循环步道的并列区段中的至少一段长度的范围内，在二者的相邻一侧，至少有一个循环步道配有有侧面扶手。
2.4.循环步道形状
优选地，用俯视视角度观察，所述循环步道的侧面边界是直线；优选地，用俯视视角度观察，所述循环步道的侧面边界是曲线；优选地，用俯视视角度观察，至少有一段所述循环步道的侧面边界是直线，还至少有一段所述循环步道的侧面边界是曲线。
优选地，所述循环步道的长度方向平行于站台外侧的轨道的方向。优选地，当临车区域的边缘为曲线 时，循环步道的侧面边界也为曲线；优选地，循环步道的侧面边界与站台边缘之间的距离，不随着在长度方向的位置变化而变化。优选地，当临车区域的边缘为曲线时，循环步道的侧面边界为直线；优选地，在边缘为曲线的那段临车区域中设置多个侧面边界为直线的循环步道。
2.5.循环步道的静止状态和运行状态
优选地，所述循环步道具有静止状态和运行状态这两种工作状态。
(1)静止状态
当处在静止状态时，(i)循环步道不发生移动；(ii)允许乘客从无侧面扶手的一侧或两侧进出循环步道，或/和从端部进出循环步道；
(2)运行状态
当处在运行状态时，(i)循环步道的上表面向着某个方向移动，(ii)这时允许乘客从端部进出循环步道。
记两趟相继停靠的列车的开门时刻之间的时间区间为E，则所述时间区间E至少包括时间区间E0和E1；在所述时间区间E0内，在所述临车区域中的任何一个循环步道都处在静止状态；在所述时间区间E1内，在所述临车区域中的至少一个循环步道处在运行状态。优选地，如果在时间区间E内有上客过程，则上客过程在时间区间E0内进行；优选地，如果在时间区间E内有下客过程，则下客过程在时间区间E0内进行。所述上客是指乘客从站台经过车门进入车厢，所述下客是指乘客从车厢经过车门进入站台。优选地，双门(车门和屏蔽门)打开的时刻处在时间区间E0内；优选地，双门关闭的时刻处在时间区间E0内。
优选地，至少有一条循环步道在临车区域中处在紧邻屏蔽门的一侧；优选地，在上客过程或/和下客过程中，任何一个紧邻屏蔽门的循环步道都处在静止状态；优选地，在屏蔽门打开的时刻和关闭的时刻，任何一个紧邻屏蔽门的循环步道都处在静止状态。
2.6.引导装置
优选地，在循环步道的入口附近设置引导装置，以保证乘客在进入循环步道时，其行走方向与循环步道的移动方向相同，避免摔倒。优选地，所述引导装置把循环步道入口附近的地面区域分割成一个或多个窄通道，乘客在窄通道中行走的方向与循环步道上表面的移动方向相同，乘客经过窄通道进入循环步道。当多个循环步道的端部对齐时，优选方案之一是每个窄通道对着一个循环步道的入口，优选方案之一是每个窄通道对着两个并列循环步道的入口。优选地，所述引导装置是栏杆，所述栏杆把循环步道入口附近的地面区域分割成一个或多个窄通道。
2.7.引导区
优选地，在常规区域中设置与临车区域相邻的引导区。优选地，面对引导区的车门所采用的乘降方法允许不同于，面对常规区域中的其他区域的车门所采用的乘降方法。优选地，在引导区中设置引导装置。优选地，停靠列车没有车门面对引导区；优选地，停靠列车只有一个车门面对引导区；优选地，停靠列车有两个车门面对引导区。引导区设置的目的是，避免在引导区所在位置的上车或/和下车的客流与进出临车区域的客流相互影响。
优选地，在引导区与常规区域中的其他区域之间设置围挡装置，以便让乘客按照要求的路径行走。
优选地，在引导区与常规区域中的其他区域之间设置门禁；优选地，在临车区域与引导区之间设置门禁。设置门禁的目的是控制进入或/和走出乘客的数量。优选地，所述门禁只允许乘客进入临车区域；优选地，所述门禁只允许乘客从常规区域走出；优选地，所述门禁允许乘客进入和走出临车区域，但控制进入或/和走出临车区域的人数。
2.8.循环步道的端部位置
优选地，至少有一条所述循环步道的两端都处在临车区域中，并且其近常端与临常端存在一定距离；优选地，所有循环步道的两端都处在临车区域中，并且其近常端都与临常端存在一定距离。优选地，至少有一条所述循环步道的一端处在临车区域中，另一端处在临车区域的临常端上；优选地，所有循环步道的一端处 在临车区域中，另一端都处在临车区域的临常端上。优选地，至少有一条所述循环步道的一端处在临车区域中，另一端伸入到与所述临车区域相邻的常规区域中。优选地，至少有一条循环步道的两端都处在临车区域中；还至少有一条循环步道的一端处在临车区域中，另一端伸入到常规区域中。优选地，至少有一条循环步道的一端伸入到引导区中。优选地，至少有两条循环步道的近常端在长度方向是错开的。
优选地，在临车区域与常规区域的边界处以及在边界附近，临车区域的宽度大于在其他位置的宽度。
循环步道的近常端选择在不同位置，一是是为了避免不同循环步道的进入或/和走出客流在临常端附近出现相互影响，二是为了避免在临常端附近进出循环步道的客流与在附近常规区域中上下车的客流发生相互影响。
2.9.临车区域中的地面区域
优选地，在所述临车区域中，至少有一段临车区域是地面区域，在该段临车区域中没有循环步道；并且当列车停靠时至少有一个车门对着该区域。优选地，所述那段地面区域的长度等于临车区域的长度；优选地，所述那段地面区域的长度小于临车区域的长度。
优选地，在所述临车区域中，至少有一条区域是地面区域，所述那条地面区域处在循环步道的一侧。
2.10.四种乘降方法
优选地，至少存在一个时间段和一段临车区域，在所述时间段内和所述那段临车区域中，采用的乘降方法为以下之一，只下客、只上客、双客、非客。所述只下客是指，只允许下客，不允许上客；所述只上客是指，只允许上客，不允许下客；所述双客是指，允许上客和下客；所述非客是指，不允许上客，不允许下客，但允许乘客出现在相应临车区域中。
优选地，至少存在甲乙两个时间段和一段临车区域，在所述时间段甲和在时间段乙中，所述那段临车区域所采取的乘降方法的选择范围都包括，只下客、只上客、双客、非客；但是，在所述时间段甲内所述那段临车区域所采用的乘降方法，不同于在所述时间段乙所采用的乘降方法。例如，在时间段甲采用只上客方法，在时间段乙采用双客方法。
2.11.功能区
具有同样功能的一个区域称为一个功能区，所述功能区的选择范围包括下客区、上客区、双客区、非客区、无车区。
2.12.功能区Q和P
优选地，在至少一个组合区中的至少一侧临车区域内存在有一段长度的区域Q具有如下特性，在某一时间范围内，所述区域Q用作以下之一，下客区、上客区、双客区、非客区、无车区。优选地，在某一时间范围内，所述临车区域全部是所述区域Q。
优选地，在某一时间段内，在所述临车区域中还存在一段区域P具有以下特性：(1)在所述时间范围内，所述区域P的选择范围也是以下之一，下客区、上客区、双客区、非客区、无车区；(2)所述区域P与所述区域Q是不同种类区域。所述区域P与所述区域Q是不同种类区域的含义是：在可选择范围内，区域P的区域种类与区域Q的区域种类是不同的。例如，可选择范围是下客区、上客区、双客区、非客区、无车区；如果区域P为上客区，区域Q为下客区，则区域P与区域Q是不同种类区域。
优选地，在早高峰、晚高峰、平峰和低峰这四个时段中至少存在两个这样的时段，所述区域Q在这两个时段是不同种类区域。所述区域Q在这两个时段是不同种类区域的含义是，在可选择范围内，区域Q的区域种类在第一个时间段和第二个时间段是不同的。
优选地，在所述区域Q所在临车区域中存在所述循环步道。
2.13.站台种类
优选地，所述站台为岛式站台、或侧式站台、或分离岛式站台。如果用平行于长度方向的直线把岛式站 台分割成两个宽度相等的站台，则二者中的任何一个站台的平面结构相同于侧式站台和分离岛式站台的平面结构。
以图1为例说明岛式站台的整体结构。整个岛式站台含有两个常规区域和三个组合区，其中区域10.1和10.2分别是两个常规区域，区域1和区域3分别是个端部组合区，区域2是非端部组合区。组合区1由临车区域1.0、非临车区域1.5和临车区域1.00组成，组合区2由临车区域2.0、非临车区域2.5和临车区域2.00组成，组合区3由临车区域3.0、非临车区域3.5和临车区域3.00组成。当列车停靠，列车T1和T2分别处在站台两侧。后面的图2～图10相当于图1中的左上角部分。
3.方案甲——涉及端部组合区的技术方案
3.1.[方案甲1]——图2、图3
方案甲1的特征是，在一个临车区域中只有一条循环步道。
优选地，所述循环步道的两端都处在临车区域中；优选地，所述循环步道的一端处在临车区域中，另一端伸入到相邻的常规区域中或者与临车区域的临常端对齐。
优选地，在所述临车区域中，至少有一段区域具有如下特征：(1)在该段临车区域中存在有长度与该段区域相同的循环步道，(2)至少在循环步道的一侧存在有供乘客站立或/和行走的地面区域。优选地，当列车停靠时有若干个车门对着该段区域。优选地，所述地面区域处在靠近站台边缘的一侧；优选地，所述地面区域处在靠近非临车区域的一侧；优选地，在循环步道的两侧都存在供乘客站立或/和行走的地面区域。
优选地，所述循环步道的宽度与所述临车区域的宽度的之比为：介于0.15～0.3，或介于0.3～0.5，介于0.5～0.7，或介于0.7～0.85，或介于0.85～0.999。
优选地，在循环步道与地面区域之间存在隔离装置，所述隔离装置的长度小于等于循环步道的长度。
3.1.1.实施例1——图2
端部组合区如图2所示，为了便于理解，可将其视为图1的左上角部分，在图2中略去了列车T1。
如图2所示，所述站台的端部组合区1与常规区域10.1相邻，组合区1包括临车区域1.0和非临车区域1.5。在临车区域1.0中，存在地面区域1.0.1、地面区域1.0.2和循环步道1.0.c。临车区域1.0的长度L等于地面区域1.0.1的长度L1加上地面区域1.0.2的长度L2，面区域1.0.2的长度和循环步道1.0.c的长度相等。
优选地，整个临车区域1.0都是同一种区域，该种区域是以下之一，下客区、上客区、双客区。优选地，临车区域1.0含有多个区域，每个区域是一段临车区域；每个所述区域是以下之一，下客区、上客区、双客区；其中，至少有两个区域是不同种类区域。优选地，在不同的时间段内，所述临车区域用作不同的区域；优选地，所述临车区域在早高峰时段与在晚高峰时段为不同种类区域；优选地，在高峰时段与在平峰时段所述临车区域为不同种区域。
无论临车区域用作哪种区域，当循环步道运行时都不允许乘客从侧面进出循环步道。优选地，临车区域的长度L为1～2节车厢长，或为2～3节车厢长。
优选地，在循环步道的上方设置悬吊扶手，或/和在循环步道的紧邻非临车区域的一侧设置侧面扶手。
(1)方案1.1——临车区域用作下客区
当图2中的临车区域1.0用作下客区时，如果循环步道处在运行状态，其上表面向着常规区域的方向移动。
在打开双门(车门和屏蔽门)的时刻循环步道都处在静止状态，地面区域和循环步道上没有或几乎没有之前下车的乘客。当车门和屏蔽门打开之后，乘客分别下车进入到地面区域1.0.1和1.0.2中。地面区域1.0.1中的乘客可选择进入区域1.0.2或者选择从端部走入循环步道中。从区域1.0.1中过来的以及直接下车到区域1.0.2中的乘客，可以选择沿着地面区域行走或者横向走入循环步道中。
关闭临车区域双门的时刻为以下二者的较早时刻或者介于二者之间，(1)下客过程完成的时刻，(2)列车将要启动的时刻。临车区域中双门关闭时刻允许早于常规区域双门关闭时刻。
当屏蔽门关闭之后，马上或者稍后启动循环步道。优选地，在启动循环步道之前向乘客发出提示信息；优选地，发出的提示信息为声音信息或/和光信息；优选地，光信息为光颜色的变化或光闪烁。优选地，在循环步道启动后，先是缓慢移动，然后逐渐加速，再之后保持一个恒定的速度。
优选地，在循环步道与地面区域1.0.2之间设置有隔离装置。优选地，所述隔离装置是固定式隔离装置，高出地面5～30cm。优选地，至少在屏蔽门的门前范围内所述隔离装置是可升降式隔离装置；优选地，在下客过程中，所述可升降隔离装置是落下的；优选地，当循环步道处在运行状态时，隔离装置是升起的；优选地，在下客完成之后，在循环步道启动之前，升起可升降隔离装置。
当循环步道进入运行状态后，其承载着乘客向临常端移动，乘客不允许从侧面进出循环步道，以防摔倒。当满足以下条件时启动循环步道的关停程序：(1)地面区域1.0.1中没有或者只有极少乘客，并且循环步道上没有或只有少量乘客；(2)地面区域1.0.1中没有或者只有极少乘客，并且循环步道上的乘客都处在临常端附近。优选地，循环步道经过一段时间的减速之后再停止运行。当循环步道进入静止状态之后，如果区域1.0.2中还有乘客，他们可以选择继续在地面区域1.0.2中行走，也可以选择从侧面进入循环步道上，再沿着循环步道行走。
当下一趟列车停靠之后，打开双门，开始新一轮的下客过程。如果所述下一趟列车开始或将要开始进站时循环步道仍然在运行，则无论有无乘客在使用循环步道，都关停循环步道，确保在打开双门时循环步道处在静止状态。
在正常情况下，乘客应该在下一趟列车下客之前，全部或几乎全部走出临车区域。如果在某一趟列车开始下客时，仍然有少量之前列车的下车乘客滞留在临车区域中，这也是允许的。但是不允许滞留乘客随着停靠列车趟数的增加而持续增加，或者不允许滞留乘客数量超出预定数值。
优选地，取地面区域1.0.1的长度为L1＝0，相应地，下车到临车区域中任何位置上的乘客都可以从侧面进入循环步道1.0.c，或者沿着地面区域1.0.2行走。由于大部分乘客处在循环步道上，地面区域1.0.2中的乘客密度会有一定程度的降低，而乘客密度的降低会使乘客的行走速度提高，这有利于降低下车乘客占用临车区域的时间。
还有一种特例也是允许的：当所述下一趟列车开始或将要开始进站时循环步道仍然在运行，如果至少处在屏蔽门前的可升降隔离装置的升起高度足以防止下车乘客走入或者跌入循环步道，则可继续保持循环步道在运行，在下客过程结束之前或在结束的时刻关停循环步道。这种特例出现几次之后，要调回到前述的常规方案中——在打开双门时循环步道处在静止状态。
(2)方案1.2——临车区域用作上客区
当图2中的临车区域1.0用作上客区时，如果循环步道处在运行状态，其上表面向着远离常规区域的方向移动。
在打开双门的时刻，循环步道都处在静止状态，在地面区域1.0.1中或/和地面区域1.0.2中或/和循环步道上有候车乘客。由于临车区域是上客区，没有下客过程，双门打开之后就开始上客。
当上客完成之后，关闭双门。如果到达列车启动时刻上客过程仍然没有结束，则强制关闭双门，终止上客过程。当双门关闭之后，启动循环步道，让其缓慢加速，直到达到预定值。
优选地，在循环步道与地面区域1.0.2之间设置有固定式隔离装置或者可升降式隔离装置；优选地，在启动循环步道之前升起可升降式隔离装置。
无论循环步道处在静止状态还是运行状态，只要临车区域中的乘客数量和乘客分布还适合乘客进入，就不限制常规区域中的乘客进入该区域。要进入到地面区域1.0.1中候车，常规区域10.1中的乘客允许选择经过地面区域1.0.2进入或者经过循环步道进入。当循环步道处在运行状态时，乘客不允许从循环步道侧面进入临车区域1.0.2。
当地面区域1.0.1中的乘客密度或乘客数量接近预定值之后，让循环步道缓慢地减速直到停止移动。循环步道停下之后，循环步道上的乘客可选择在循环步道上候车或者从侧面进入到地面区域1.0.2中候车。在循环步道停下之后，常规区域中的乘客仍然可以步行进入循环步道中候车或者步行进入地面区域1.0.2中候 车。
当下一趟列车停靠之后，双门打开，临车区域开始新一轮上客。在打开双门之前，要检查是循环步道是否处在运行状态；如果是，则要先关停循环步道，然后再打开双门。
当临车区域用作上客区时，地面区域1.0.1的长度L1要大于0，否则循环步道就不允许运行。优选地，当L为1.0～1.5节车厢长时，取L1/L为0.4～0.5；优选地，当L为1.5～3.0节车厢长时，取L1/L为0.3～0.5。
由于在达到预设乘客密度之前，循环步道一直在把乘客送到靠近远常端的区域1.0.1中，这种模式能够消除远常端附近区域中的乘客们密度过低的现象，使乘客在临车区域中分布的相对均匀。
(3)方案1.3——临车区域用作双客区
在车门打开的时刻，循环步道处在静止状态，其上面没有或者只有极少数之前的下车乘客；在区域1.0.1中，乘客在靠近列车的一侧排队候车，避开门前区域，很少占用靠近非临车区域的一侧；在区域1.0.2中，乘客沿着区域的长度方向排队候车，让出车门前区域，尽量不挤占循环步道。
打开双门之后，先下客，后上客。在区域1.0.1中，下车乘客走到靠近非临车区域的一侧，然后排队走向和进入循环步道，利用循环步道走出临车区域。下车到区域1.0.2中的全部乘客，都从侧面进入循环步道，利用循环步道走出临车区域。当下客完成之后，开始上客过程。
当上客结束之后，关闭屏蔽门和车门。如果时间到达列车启动时刻上客过程还没有结束，则强制关闭车门，终止上客。滞留乘客等待乘坐下一趟列车。
启动循环步道有两种方案：第一种是在上客过程中启动，第二种是在屏蔽门关闭之后启动。无论采用哪一种方案时，要求启动之前具备以下条件，(1)在区域1.0.2中的下车的全部乘客都进入到循环步道中，(2)可升降隔离装置都已经升起。当采用第一种方案时，要注意防止上车乘客被挤入到循环步道上。优选地，当上车乘客人数较少时采用第一种方案；优选地，当采用第一种方案时，隔离装置的高度足以防止上车乘客误入或被挤入循环步道。
当下车乘客全部离开临车区域之后关闭循环步道。如果当下一趟列车进站时循环步道仍然在运行，则启动关停程序，确保在打开双门时循环步道处在静止状态。
在上客过程中，允许常规区域中的乘客走入区域1.0.2中，跟随在上车乘客的队尾，或者在最靠近临常端的车门旁等候。当上客完成之后，常规区域中的乘客进入临车区域中的地面区域，走到合适位置候车。当候车乘客数量达到预设值之后，不再允许乘客进入临车区域。
当下一趟列车停靠之后，打开双门，开始新一轮的下客和上客。
(4)方案1.4——临车区域包括下客区和双客区
区域1.0.1用作下客区，区域1.0.2对应的那段临车区域用作双客区，在双客区中存在区域1.0.2和循环步道1.0.c。下车乘客借助循环步道走出临车区域，上车乘客在临车区域中的地面区域步行走到候车位置。
在双门打开的时刻，循环步道处在静止状态，在区域10.1中没有候车乘客，在区域1.0.2中有候车乘客在排队。
当双门打开之后，在区域10.1中只下客，不上客；下车乘客从循环步道端部进入循环步道。在区域1.0.2中，上客和下客方法以及进出双客区的方法都与在方案1.3中的相同。
(5)方案1.5——临车区域包括上客区和双客区
区域1.0.1用作上客区，区域1.0.2对应的那段临车区域用作双客区，在双客区中存在区域1.0.2和循环步道1.0.c。
在双门打开的时刻，循环步道处在静止状态，在区域10.1和1.0.2中都有候车乘客在排队，在循环步道上没有乘客。
在区域10.1中，乘客进入该区域的方法和上车方法与在方案1.3中的方法相同；在区域1.0.2所在那段临车区域中，乘客进出该区域的方法以及上下车方法都与在方案1.3中的相同。
(6)方案1.6——区域1.0.1用作双客区，临车区域中的其余区域用作上客区
区域1.0.1用作双客区，区域1.0.2对应的那段临车区域用作上客区。下车乘客借助循环步道走出临车 区域，上车乘客在临车区域中的地面区域步行走到候车位置。
在区域10.1中，允许下客和上客，顺序是先下客、后上客；上车乘客穿过区域1.0.2走到候车位置，下车乘客从循环步道的端部进入循环步道。由于在区域1.0.2中只上客，不下客，区域1.0.2的上客结束的时刻要早于区域10.1的上客结束时刻。当区域1.0.2中上客结束之后，先关闭该区域的屏蔽门，再启动循环步道，区域1.0.2中的双门关闭时刻早于区域1.0.1中的。区域1.0.1中的下车乘客借助循环步道走出临车区域。
3.1.2.实施例2——图3
如图3所示，在组合区1中存在临车区域1.0和非临车区域1.5，在临车区域1.0中存在一段区域10.1和循环步道1.0.c。临车区域1.0的总长度L等于地面区域1.0.1的长度L1加上循环步道1.0.c的长度L2，循环步道1.0.c的宽度约等于临车区域的宽度循环步道。图3中的临车区域1.0可以用作下客区或上客区，其中的乘客只能从端部进出循环步道。
(1)方案2.1——临车区域用作下客区
在打开双门的时刻，在面区域1.0.1中和循环步道上都没有乘客。打开双门之后，一部分乘客直接下车到地面区域1.0.1中，另一部分直接下车到循环步道1.0.c上。地面区域1.0.1中的乘客从循环步道的端部进入其中。当下客完成之后，关闭双门，然后启动循环步道。由于临车区域只有下客过程，没有上客过程，该区域关闭双门的时刻早于常规区域中的关门时刻。
当完成把乘客送到常规区域之后，关停循环步道。
优选地，在图3中取循环步道10.c的长度L2接近于整个下客区的长度L，下车乘客都直接踏入循环步道上。
(2)方案2.2——临车区域用作上客区
当图3中的临车区域1.0用作上客区时，乘客进入候车位置的过程包括两个阶段。
第一阶段，循环步道处在运行状态。
当关闭双门之后，启动循环步道，其上表面向着远常端移动。常规区域10.1中的要上车的乘客先从端部进入循环步道，进入到地面区域1.0.1中。当地面区域1.0.1中的乘客密度低于预设值时，循环步道一直运行；当乘客密度接近于预设值时，降低循环步道的移动速度；当乘客密度达到预设值时，关停循环步道。
第二阶段，循环步道处在静止状态。
当循环步道停下之后，在循环步道上的原有乘客可以选择在原处候车，也可以选择向循环步道的远常端挪动，而常规区域中的乘客还可以继续进入循环步道。当循环步道上的乘客密度达到预设值时，不再允许乘客进入循环步道。
当列车停靠之后，打开双门，开始上客。当上客结束后，关闭双门。
3.2.[优选方案甲2]——图4、图5
优选方案甲2的特征是，在所述临车区域中至少有两条循环步道存在并列区段。
优选地，所述循环步道的两端是对其的；优选地，至少有一条所述循环步道的一端与其他循环步道的端部是不对齐的；优选地，至少有一条所述循环步道的两端与其他循环步道的端部都是不对齐的。
优选地，采用多个同样宽度的循环步道；优选地，采用多个不同宽度的循环步道，以适合临车区域的宽度。
优选地，存在有并列区段的两个相邻循环步道在运行时的移动方向都是相同的，移动速度是相同或相近的；优选地，所述并列区段中的循环步道之间的间隙为1～5mm，或5～10mm，或10～50mm，或大于50mm。
优选地，所述存在并列区段的多条循环步道的合计宽度与所述临车区域的宽度的之比为：介于0.3～0.5，介于0.5～0.7，或介于0.7～0.85，或介于0.85～0.99。
优选地，在所述临车区域中存在2条循环步道，或3条循环步道，或多于3条循环步道。
优选地，至少在某一时间范围内，存在有并列区段的两个相邻的循环步道的移动方向相反；优选地，至 少某一时间段内，在含并列区段的两个相邻的循环步道中，一个处在运行状态，另一个处在静止站台。
优选地，至少在某一并列区段范围内，在所述两个循环步道之间设置有隔离装置，以防乘客同时因踏到存在相对速度的两个循环步道上而相撞或摔倒。优选地，所述隔离装置是固定的，当其两侧的循环步道都处在静止状态时，隔离装置的高度适合乘客从其上方跨过；优选地，所述隔离装置的高度为10～30cm，或为30～45cm，或为45～60cm。优选地，所述隔离装是可升降的，当两个循环步道都处在静止状态时，隔离装置落下，乘客横向移动时不用顾忌隔离装置的影响；当两个循环步道之间存在相对速度时，隔离装置提前升起。优选地，可升降隔离装置在升起之后的高度为，10～30cm，或为30～80cm，或为80～120cm，或为120～150cm，或大于150cm。优选地，所述固定式和可升降式隔离装置是固体薄板，外露部分表面光滑，边角圆润，不会刮伤乘客。优选地，所述固体薄板材料为金属材料薄板或高分子材料薄板；优选地，所述固体薄板或金属薄板的厚度为2～5mm，或5～10mm，或10～16mm，或大于16mm。
优选地，至少在某一区段范围内，在循环步道与侧面地面区域之间设置隔离装置。优选地，所述隔离装置为固定式的或可升降式的隔离装置，所述隔离装置的材料为固体薄板。优选地，用在循环步道与侧面地面之间的隔离装置与用在循环步道之间的隔离装置具有相同的特征。
优选地，至少在靠近某一循环步道入口的区域内设置有引导装置，该装置使乘客在进入循环步道时保持行走方向与循环步道的移动方向相同，能够防止乘客摔倒。
优选地，在临车区域的临常端附近设置引导区。优选地，至少有一个循环步道的入常端处在引导区中。
优选地，至少在某一时间段内，所述临车区域用作下客区、或上客区、或双客区、或非客区、或无车区。
3.2.1.实施例3——图4
如图4所示，在端部组合区1中，存在临车区域1.0和非临车区域1.5。在常规区域中存在一块引导区1.0.4，它与临车区域相邻，当列车停靠时有一个车门对着该引导区。
在临车区域1.0中，存在地面区域1.0.1、地面区域1.0.2、地面区域1.0.3，还存在1.0.c1和1.0.c2共2条循环步道。循环步道1.0.c1全部处在临车区域1.0中，循环步道1.0.c2的一端在临车区域中，另一端伸入到引导区1.0.4中。在循环步道1.0.c1和1.0.c2之间、在循环步道1.0.c1和地面区域1.0.2之间以及在循环步道1.0.c2与地面区域1.0.3之间，都分别设置有可升降隔离装置，三个位置上的隔离装置可分别独立升降。所述可升降隔离装置为金属薄板，厚度为7～10mm，升起时高出循环步道的高度可在3～30cm范围内选择，落下时其上端略低于循环步道的上表面。
图4中的临车区域1.0可以用作下客区、上客区或双客区。当某一循环步道处在静止状态时，乘客允许从端部或侧面进入循环步道；当某一循环步道处在运行状态时，乘客只能够通过循环步道的端部进出循环步道，不能从侧面进出。当循环步道运行时，乘客允许在循环步道上站立或/和行走，乘客的行走方向与循环步道的上表面移动方向相同。
(1)方案3.1——临车区域用作下客区
图4中的临车区域1.0用作下客区。
在双门打开的时刻两条循环步道都处在静止状态，在区域1.0.1、区域1.0.2和区域1.0.3中，以及在循环步道1.0.c2和1.0.c2中，没有或几乎没有之前下车的乘客。
当打开双门之后，下车乘客在离开车厢后分别直接踏入到区域1.0.1、区域1.0.2和区域1.0.3中。
区域1.0.1中的乘客可选择：(1)从端部进入循环步道1.0.c1中，(2)进入到区域1.0.2中。
从车厢或/和从区域1.0.1进入到区域1.0.2中的乘客可选择：(1)从侧面进入到循环步道1.0.c1中，(2)从端部进入到循环步道1.0.c2中，(3)进入到区域1.0.3中。
从车厢或/和从区域1.0.2进入到区域1.0.3中的乘客可选择：(1)从侧面进入到循环步道1.0.c2中，(2)从侧面经过循环步道1.0.c2进入到循环步道1.0.c1中，(3)直接沿着区域1.0.3步行进入到引导区1.0.14中。
在下客完成之后关闭临车区域和引导区中的双门和升起隔离装置，在双门关闭并且隔离装置升起之后的某一时刻启动循环步道。循环步道向着临常端移动，运送乘客达到常规区域。当循环步道上没有下车乘客 时，关停循环步道。如果下一趟列车开始进站时仍然有循环步道在运行，则关停循环步道。
当下一趟列车停靠之后，打开双门，开始新一轮下客过程。
引导区有两种工作模式。第一种是：当列车停靠时，引导区1.0.4中的双门只允许下客，不允许上客，在引导区中不允许乘客候车，引导区中的双门与临车区域中的双门同时打开和关闭，前述方案就是采用这种模式。第二种是：引导区中的双门保持关闭，不允许乘客在该车门上下车，不允许在引导区候车。
从循环步道1.0.c1和1.0.c2走出的乘客，在进入地面之后都前行几步再向右前方行走。从地面区域1.0.3走出的乘客要超出循环步道1.0.c2的前端一定距离之后再右行。
(2)方案3.2——临车区域用作上客区
当图4中的临车区域1.0用作上客区时，引导区中的双门始终保持关闭，两个循环步道在运行时都向着远常端移动。
在双门打开的时刻两条循环步道都处在静止状态，乘客在地面区域或/和循环步道上候车。当打开双门之后开始上客，当上客完成之后关闭双门和升起隔离装置，当双门关闭并且隔离装置升起之后启动两个循环步道。优选地，临车区域中的双门关闭时刻早于常规区域中的；优选地，两个循环步道的移动速度是相同的。
常规区域中的要上车的乘客可以选择：(1)走入区域1.0.3，(2)从端部走入循环步道1.0.c1中，(3)从端部走入循环步道1.0.c2中。
循环步道1.0.c1上的要上车乘客可以选择：(1)向前行走或站立在原处，最终经过端部进入到区域1.0.1中；(2)横向走入循环步道1.0.c2上，然后向前行走或在原处站立，最后经过端部出口进入到区域1.0.2中。
循环步道1.0.c2上的要上车乘客可以选择：(1)向前行走或站立在原处，最终经过端部出口进入到区域1.0.2中；(2)横向走入循环步道1.0.c1上，然后向前行走或在原处站立，最后经过出端部口进入到区域1.0.1中。当允许乘客在循环步道1.0.c1和1.0.c2之间横行时，要求这两个循环步道的移动速度基本相同。
区域1.0.3中的乘客可以选择前行进入到区域1.0.2中，或者停留在区域1.0.3中候车。区域1.0.2中的乘客可以选择前行进入到区域1.0.1中或停留在区域1.0.2中候车。
当区域1.0.1中的乘客人数达到预设值或者平均乘客密度达到预设值时，关停循环步道1.0.c1；当区域1.0.2和其侧面的那段循环步道中的乘客人数达到预设值或者平均乘客密度达到预设值时，关停循环步道1.0.c2。如果下一趟列车开始进站时还有循环步处存在运行状态，则强行关停循环步道。
当下一趟列车停靠时，再开始新一轮的上客过程。
(3)方案3.3——临车区域用作双客区
当临车区域用作双客区时，面对引导区的车门保持关闭，不允许乘客在该车门上下车。
在打开车门和屏蔽门的时刻，循环步道1.0.c1和1.0.c2处在静止状态；在区域1.0.1、1.0.2和1.0.3中乘客在靠近列车一侧排队候车，避开屏蔽门前区域；之前下车的乘客全部或几乎全部走出临车区域，如果有少数之前下车的乘客滞留，他们要求在循环步道1.0.c1上；候车乘客尽量不挤占循环步道1.0.c1。
优选地，在屏蔽门打开的时刻，所有的隔离装置都已经落下；优选地，在屏蔽门打开的时刻，正对着屏蔽门的那段隔离装置都已经落下。
当打开车门时，先下客，后上客。下车乘客借助循环步道1.0.c1走出临车区域，上车乘客利用循环步道1.0.c2或/和地面区域到达候车位置。
(i)下车乘客走出临车区域的方法
下车进入到地面区域1.0.1中的乘客，走到非临车区域一侧，排队走向循环步道1.0.c1的端部，或进一步走入该循环步道上。下车进入到地面区域1.0.2中的乘客，从侧面走到处在静止状态的循环步道1.0.c1中。下车进入到地面区域1.0.3中的乘客，横向穿过循环步道1.0.c2进入到循环步道1.0.c1中。
当在地面区域1.0.2和1.0.3中下车乘客全部进入到循环步道1.0.c1中之后，先升起与循环步道1.0.c1相邻的隔离装置，然后启动循环步道1.0.c1。循环步道缓慢加速到预定速度，运送乘客进入到常规区域中。
(ii)到达候车位置的方法
当上客完成之后，依次完成以下两步工作：第一步，关闭临车区域中的双门，升起处在循环步道1.0.c2与地面之间的隔离装置，第二步，启动循环步道1.0.c2，循环步道1.0.c2向着远常端移动。
进入到地面区域1.0.1中候车乘客所走的路径有两条：(1)从常规区域10.1步行穿过地面区域1.0.3、1.0.2进入到区域1.0.1，(2)经过循环步道1.0.c2进入区域1.0.2，再前行进入到区域1.0.1。
进入到地面区域1.0.2中候车乘客所走的路径也有两条：(1)从常规区域10.1步行穿过地面区域1.0.3进入区域1.0.2，(2)经过循环步道1.0.c2进入区域1.0.2。当进入到区域1.0.1和1.0.2中的候车乘客总数达到预定值时，关闭循环步道1.0.c2。
在临车区域的地面区域中，候车的乘客都要沿着长度方向、靠近站台边缘一侧排队候车，还要避让开屏蔽门以便下客。
3.2.2.实施例4——图5
如图5所示，在临车区域1.0中存在1.0.1、1.0.2和1.0.3共计三块地面区域，以及1.0.c1、1.0.c2和1.0.c3共计3条循环步道。在图5中，三条循环步道的两端都没有对齐；但是本实施例包括以下特例，在三条循环步道中至少有两条的一端或两端是对其的。循环步道有以下几种优选运行方案。
(1)方案4.1
在一个时间段内，三条循环步道的上表面的移动速度在任何时刻都是相同的，包括同时速度为0这种特殊情况；另外，三条循环步道的两端都是对齐的。在这种情况下，图5中的三条循环步道的作用相当于如图3所示的一条循环步道的作用；图5中临车区域1.0允许用作下客区或上客区。
由于市场上并不常见能够达到临车区域宽度的循环步道，采用两条或三条循环步道组合使用是一种优选的替代方案。
(2)方案4.2
在一个时间段内，靠近站台边缘的循环步道1.0.c3是静止的；循环步道1.0.c1和1.0.c2各自都经历静止状态和运行状态，所述时间段的长度远大于列车发车间隔时间。
在上述工况下，图5所示临车区域可用作下客区、上客区或双客区，乘客进出临车区域的方法以及上下车方法都与在实施例3中的相同。
(3)方案4.3
在一个时间段内，循环步道1.0.c3和1.0.c2是静止的，循环步道1.0.c1有运行和静止两种工作状态。在这种工况下，图5所示临车区域可用作下客区、上客区或双客区，乘客进出临车区域的方法以及上下车方法都与在实施例3中的相同。
(4)方案4.4
在一个时间段内，循环步道1.0.c1、1.0.c2和1.0.c3是静止的，这相当于临车区域中没有循环步道。乘客的乘降方法以及进出临车区域的方法，都与在全地面临车区域中所采用的方法相同。
(5)方案4.5
优选地，当循环步道运行时，至少有一条循环步道的上表面与邻近循环步道的上表面的移动速度是不同的。优选地，在某一时间段内，至少有一条循环步道是静止不动的，而另外两条循环步道以相同的上表面速度或不同的上表面速度移动。优选地，靠近列车的循环步道是静止不动的。优选地，在某一时间段内，至少有两条循环步道是静止不动的，而另外一条循环步道的上表面是移动的。优选地，在靠近非临车区域的循环步道的上表面是移动的。
3.3.[优选方案甲3]——图6，图7
优选方案甲3的特征是，在所述临车区域中至少存在一个具有如下两个特性的a列循环步道，(1)所述a列循环步道包括N个循环步道，N≥2；(2)在所述N个循环步道中，任何两个循环步道之间都没有并列区段。参见图6、图7、图8。
优选地，所述临车区域用作上客区；优选地，当用作上客区时，至少存在相应的优选方案I和II，分别称为推送式送客方法I和推送式送客方法II。
优选地，所述临车区域用作下客区；优选地，所述临车区域用作双客区。
优选地，所述临车区域和循环步道至少具有以下特征之一，
(1)在所述a列循环步道中，至少有一个循环步道的宽度约等于临车区域的宽度；
(2)在所述a列循环步道中，任何一个所述循环步道的宽度都约等于临车区域的宽度，
(3)在所述a列循环步道中的至少有一个循环步道的侧面，存在供乘客行走的地面区域；
(4)在所述a列循环步道中的所有循环步道的侧面，都存在供乘客行走的地面区域；
优选地，所有循环步道都处在临车区域中；优选地，至少有一条循环步道的一端伸入到与临车区域相邻的常规区域中。优选地，任何两个循环步道的相邻端部之间存在有间隔距离。优选地，所述多条循环步道的宽度是相同的；优选地所述循环步道的宽度是不同的；优选地，至少有两条循环步道的侧边界处在同一直线上。
优选地，所述循环步道的宽度与所述临车区域的宽度的之比为：介于0.15～0.3，或介于0.3～0.5，介于0.5～0.7，或介于0.7～0.85，或介于0.85～0.99。
优选地，所述相邻循环步道在长度方向上的端部间距为：介于0.1～0.5m，或介于0.5～1.0m，或介于1.0～2.0m，介于2.0～3.0m，或大于3m。
3.3.1.推送式送客方法I和II
当把临车区域用作上客区时，相应的优选方案包括推送式送客方法I和II，分别简称为推送式方法I和II。
用连续的自然数对a列循环步道中的循环步道逐个编号，沿着从临车区域的远常端到临常端的方向循环步道的编号依次递增，靠近远常端的循环步道的编号为1，靠近临常端的循环步道的编号为N。
(一)推送式方法I
所述推送式方法I应用于工况I。所述工况I具有如下特性：
(i)在所述临车区域中存在a列循环步道，所述a列循环步道包括N个循环步道，N≥2；
(ii)在a循环步道中，循环步道1的远常端与临车区域的远常端之间的那段区域P0有足够的长度，以至于当列车停靠时至少有一个车门面对那段区域P0。
(iii)初始状态是，在区域P0中乘客平均密度小于预设值，其特例是乘客密度为0；a列循环步道上没有乘客或者有少量要上车的乘客；a列循环步道处在静止状态。
所述推送式方法I包括以下的N个步骤，
(1)步骤1
启动循环步道，循环步道1～N都向着远常端移动。常规区域中的乘客步入循环步道。任何踏上循环步道的乘客都会被循环步道强制地向前运送，直到进入到区域P0中。当区域P0中的平均乘客密度达到预设值时，关停循环步道1，但是循环步道2～N仍然保持运行。
(2)步骤2
处在运行状态的循环步道2～N，把处在其上面的乘客强制地运送到静止的循环步道1所在的那段区域中。当循环步道1所在的那段区域中的平均乘客密度达到预设值时，关停循环步道2，但是循环步道3～N仍然保持运行。
……
(N)步骤N
处在运行状态的循环步道N，把处在其上面的乘客强制地运送到静止的循环步道N-1所在的那段区域中。当处在静止状态的循环步道N-1所在的那段临车区域中的乘客密度达到预设值时，关停循环步道N，但是允许乘客继续进入循环步道N所在的那段临车区域。
当循环步道N所在的那段临车区域中的平均乘客密度达到预设值时，不再允许乘客进入。
(二)推送式方法II
所述推送式方法II应用于工况II。所述工况II具有如下特性：
(i)在所述临车区域中存在a列循环步道，所述a列循环步道包括N个循环步道，N≥2；
(ii)循环步道1的远常端与临车区域的远常端之间的距离较短，当列车停靠时没有车门处在所述的两个远常端之间，或者两个所述远常端之间的区域小于乘客站立所需要的尺寸。
(iii)初始状态是，a列循环步道上没有乘客或者有少量要上车的乘客；循环步道1中乘客平均密度小于预设值或者为0；a列循环步道处在静止状态。
所述推送式方法II包括以下的N个步骤。
(1)步骤1，
启动循环步道2～N，循环步道2～N都向着远常端移动，循环步道1继续保持静止状态。常规区域中的要上车的乘客走入a列循环步道。循环步道2～N把乘客运送到处在静止状态的循环步道1所在的那段区域中。当循环步道1所在的那段区域中的平均乘客密度达到预设值时，关停循环步道2，但循环步道3～N继续处在运行状态。
(2)步骤2，
处在运行状态的循环步道3～N把乘客运送到处在静止状态的循环步道2所在的那段区域中。当循环步道2所在的那段区域中的平均乘客密度达到预设值时，关停循环步道3，但是循环步道4～N仍然保持运行。
……
(N-1)步骤(N-1)
循环步道(N-1)处在静止状态，循环步道N处在运行状态；当循环步道(N-1)所在的那段临车区域中的乘客密度达到预设值时，关停循环步道N，但是允许乘客继续走入循环步道N所在的那段临车区域。
(N)步骤N
循环步道N处在静止状态。当循环步道N所在的那段临车区域中的平均乘客密度达到预设值时，不再允许乘客进入该区域。
(三)特殊情况
在推送式方法I和II中，如果单位时间内进入循环步道上的乘客数量较少，则每个循环步道上的乘客数量达到预定值所需要的时间就会较长，所有循环步道上的乘客密度都达到预设值所需要的总时间长度也会较大。可能出现以下情况：当下一趟列车停靠时，在a列循环步道中至少有一个循环步道仍然在运行，运行的原因就是其移动方向的前方的那段区域的平均乘客密度还没有达到预设值。如果出现这种情况，则要在打开车门和屏蔽门之前关停循环步道。另外，也可以把平均乘客密度的预设值调整得低一些。
3.3.2.实施例5——图6
如图6所示，在端部组合区1中存在临车区域1.0和非临车区域1.5；在临车区域中存在区域1.0.1和1.0.2；在区域1.0.2中存在a列循环步道，它包括循环步道1.0.c1、1.0.c2和1.0.c3，这三条循环步道的宽度相同，几乎都等于临车区域的宽度。循环步道有以下两种运行方案。
(1)方案5.1——临车区域用作下客区
在列车和屏蔽门打开车门的时刻，三个循环步道都处在静止状态。打开车门之后开始下客过程，乘客分别下车到区域1.0.1和三个循环步道上。
当下客结束之后关闭双门，临车区域的双门关闭时刻允许早于常规区域的屏蔽门。当关闭屏蔽门之后，启动循环步道，循环步道运行时其上表面向着临常端移动。优选地，三个循环步道的运行速度是相同的；优选地，循环步道1.0.c1、1.0.c2和1.0.c3的运行速度是逐个递增的。
当某一循环步道和其上游循环步道上都没有乘客时，关停或放缓此循环步道和其上游循环步道。三个循环步道可以同时关停或放缓，也可以依次关停。
当下一趟列车停靠之后，在打开双门之前要检查是否有循环步道还在运行，确保打开双门时所有的循环 步道处在静止状态。
优选地，地面区域1.0.1的长度为0，临车区域的下车乘客都直接踏入循环步道上，走出临车区域的过程几乎都在循环步道上完成，这会缩短下车乘客走出临车区域的时间。
(2)方案5.2——临车区域用作上客区
在双门打开的时刻，三个循环步道都处在静止状态，候车乘客处在地面区域和循环步道上。当打开临双门之后开始上客过程，当临车区域中的上客过程结束之后关闭双门。当双门关闭之后，启动三个循环步道。采用推送式方法I来运行这三个循环步道；对于本实施例，在推送式方法I中，N＝3。
当第二趟列车停靠之后，在双门打开之前要检查是否有循环步道在运行，要确保当打开车门时所有的循环步道都要处在静止状态。
当临车区域较长时，如果不采用推送式方法I，则容易出现，在远常端乘客密度过低或缺少候车乘客，而在近常端乘客密度又过高。这是因为，如果在临车区域中的某个位置一旦出现乘客停留，就容易挡住后面的乘客。当采用推送式方法后，乘客被循环步道强制的运送到指定的位置，局部拥堵和乘客密度分布不均都得以解决。
3.3.3.实施例6——图7
如图7所示，在端部组合区1中存在临车区域1.0和非临车区域1.5；在临车区域1.0中存在地面区域1.0.1、1.0.2、1.0.3和1.0.4，还存在a列循环步道；a列循环步道包括循环步道1.0.c1、1.0.c2和1.0.c3，靠近非临车区域的一侧。优选地，三条循环步道宽度相同；优选地，循环步道的宽度小于或等于或大于临车区域宽度的一半。
当一个循环步道处在运行状态时，不允许乘客从侧面进出该循环步道，只允许从端部进出。循环步道有以下几种运行方案。
(1)方案6.1——临车区域用作下客区
在下客区中，每个循环步道运在行时都向着临常端移动。
在双门打开的时刻，三个循环步道都处在静止状态，地面区域和循环步道上没有或几乎没有之前下车的乘客。当打开车门之后，开始下客过程，乘客分别进入到地面区域1.0.1、1.0.2、1.0.3和1.0.4中。
在区域1.0.1中，乘客可以选择从端部进入到循环步道1.0.c1或者走入区域1.0.2中。
在区域1.0.2中，如果循环步道1.0.c1处于静止状态，乘客可以选择从侧面进入该循环步道；无论循环步道1.0.c1运行与否，乘客都可以选择走入地面区域1.0.3中。
在区域1.0.3中，如果循环步道1.0.c2处于静止状态，乘客可以从侧面进入该循环步道；无论循环步道1.0.c2运行与否，乘客都可以走入地面区域1.0.4中。
在区域1.0.4中，如果循环步道1.0.c3处于静止状态，乘客可以选择从侧面进入其中；无论循环步道1.0.c3运行与否，乘客都可以直接走出地面区域1.0.4，进入到常规区域10.1中。
当下客过程结束之后，关闭车门；当车门关闭之后，启动循环步道。当循环步道上没有乘客之后，关停循环步道。
当下一趟列车停靠时，开启新一轮的下客。
优选地，在循环步道与侧面的地面区域之间设置有固定式隔离装置；优选地，所述隔离装置的高度介于5～60cm。
方案6.2——临车区域用作上客区
在上客区中，每个循环步道在运行时都向着远常端移动。
在临车区域中的双门打开时，乘客处在地面区域和循环步道上。当双门打开之后，开始上客；当上客完成之后，关闭双门；当关闭双门之后，启动三个循环步道。
乘客到达候车位置有两种方法：(1)被a列循环步道面采用推送式方法I运送到候车位置；(2)在临车 区域中的地面区域走到候车位置。
方案6.3——临车区域用作双客区
当临车区域用作双客区时，要上车的乘客在地面区域中走到候车位置，候车位置也在地面区域；下车乘客通过a列循环步道；离开临车区域，循环步道运行时向着临常端移动。
在双门打开的时刻，三个循环步道都处在静止状态；在循环步道上没有或者只有极少量的之前下车的乘客；候车乘客在地面区域排队，让开车门前区域。优选地，允许极少的乘客短暂挤占循环步道。
当双门打开之后，先下客，后上客。乘客分别下车到地面区域1.0.1、1.0.2、1.0.3和1.0.4中，区域1.0.2、1.0.3和1.0.4中的乘客从侧面进入到旁边循环步道上。
下客完成之后，开始上客；上客完成之后，关闭双门；双门关闭之后，启动循环步道。当循环步道上的乘客都进入到常规区域之后，关闭循环步道。
优选地，在循环步道与其侧面的地面区域之间设置有隔离装置；优选地，所述隔离装置是固定式隔离装置；优选地，所述隔离装置是可升降式隔离装置；优选地，在启动循环步道之前，升起可升降式隔离装置。
在上客过程中和上客完成之后，都允许乘客从常规区域进入到临车区域中的地面区域。乘客在地面区域中行走和候车。
当下一趟列车停靠之后，开始新一轮下客和上客。在打开双门之前，要检验循环步道是否都处在静止状态；如果还有循环步道在运行，要先关停循环步道，然后再打开双门。
3.3.4.实施例7——图8
如图8所示，端部组合区1包括临车区域1.0和非临车区域1.5；在临车区域中存在地面区域1.0.1、1.0.2、1.0.3和1.0.4，以及a列循环步道。a列循环步道包括循环步道1.0.c1、1.0.c2和1.0.c3共计3条。三条循环步道宽度相同，都处在紧邻停靠列车的一侧。当一个循环步道处在运行站台时，不允许乘客从侧面进出该循环步道，只可以从端部进出。
如图8所示的临车区域1.0可以用作下客区、或上客区、或双客区。
(1)方案7.1——临车区域用作下客区
当如图8所示的临车区域1.0用作下客区时，下车乘客走出临车区域的方法有以下两种。第一种是，利用a列循环步道走出。第二种是：直接下车到地面区域中的乘客，从地面区域走出临车区域；下车到循环步道上的乘客，先进入到侧面的地面区域，然后再沿着地面区域走出临车区域。
(2)方案7.2——临车区域用作上客区
当临车区域1.0用作上客区时，乘客走到候车位置的方法有两种：(1)采用推送式方法I把乘客送到候车位置；(2)乘客通过临车区域中的地面区域走到候车位置。
(3)方案7.3——临车区域用作双客区
当临车区域1.0用作双客区时，要上车的乘客被a列循环步道采用推送式方法I送到候车位置；下车乘客在地面区域步行走出临车区域。
优选地，在循环步道与侧面的地面区域之间设置隔离装置；优选地，至少在屏蔽门前的那段隔离装置是可升降的；优选地，在下客过程中隔离装置是落下的，在循环步道运行过程中隔离装置是升起的。
3.4.[优选方案甲4]——图9图10
优选方案甲4的特征是：(1)至少存在一个a列循环步道处在临车区域的某一侧，所述a列循环步道包括N个循环步道，N≥2；(2)另外，还存在至少一个b列循环步道处在临车区域的另一侧，所述b列循环步道包括M个循环步道。
优选地，所述M的取值为，M＝1，或为2≤M＜N，或M＝N；所述N为a列循环步道中的循环步道的个数。
优选地，在所述临车区域中还存在一个c列循环步道处在a列与b列循环步道之间。所述c列循环步 道包括K个循环步道；所述K的取值为，K＝1，或为2≤K＜M，或为2≤K＜N，或为K＝M，或为K＝N；所述N和M分别为a列和b列循环步道中的循环步道的个数。
3.4.1.实施例8——图9
图9所示，端部组合区1包含临车区域1.0和非临车区域1.5；在临车区域1.0中存在区域1.0.1和区域1.0.2,；在区域1.0.2中设置有一条长循环步道1.0.c0和a列循环步道；a列循环步道包括三条短循环步道1.0.c1、1.0.c2和1.0.c3。a列循环步道中的相邻循环步道的端部之间存在间距。
优选地，如图9所示的临车区域1.0用作下客区、或上客区、或双客区。
方案8.1——临车区域用作下客区
在双门打开的时刻，四条循环步道都处在静止状态，在地面区域和循环步道上没有或只有少量之前下车乘客。双门打开之后，开始下客。下车进入到区域1.0.1中的乘客，原地等候循环步道的运行，或者走向或走入循环步道1.0.c0和1.0.c1中；下车直接踏入循环步道1.0.c1、1.0.c2和1.0.c3中的乘客，可选择停留在原处或者横向行走进入到循环步道1.0.c0中。
当下客完成之后关闭双门，当双门关闭之后同时启动四条循环步道。四条循环步道采用相同的速度承载着乘客向着临常端移动。当临车区域内的地面区域和循环步道上都没有乘客时，关闭循环步道。当下一趟列车停靠之后，再进行新一轮的下客。如果当下一趟列车进站时循环步道还在运行，则先关闭循环步道，确保打开双门时循环步道处在静止状态。
优选地，区域1.0.1的长度为0，下车乘客全部直接踏入循环步道1.0.c1、1.0.c2和1.0.c3中，下车乘客在走出临车区域的过程中都在循环步道上，这会节省走出的时间。
方案8.2——临车区域用作上客区
在打开双门的时刻，循环步道处在静止状态，乘客在地面区域和循环步道上候车。当打开车门之后，开始上客；当上客完成之后，关闭车门。允许临车区域中的双门关闭早于常规区域中的。如果到达列车启动的时刻上客过程还未结束，则强制关闭双门，结束上客，确保列车运动时双门是关闭的。
当双门关闭之后，a列循环步道采用推送式方法I把常规区域中的乘客运送到候车位置，循环步道1.0.c0始终处在静止状态。
当下一趟列车停靠后，开始新一轮上客过程。。
方案8.3——临车区域用作双客区
当临车区域用作双客区时，a列循环步道采用推送式方法I来把常规区域中的乘客运送到候车位置，循环步道1.0.c0用于运送下车乘客。
在双门打开时刻，四条循环步道都处在静止状态，循环步道1.0.c1、1.0.c2和1.0.c3上的乘客在排队候车，队伍避开屏蔽门的门前区域；在循环步道1.0.c0上没有或者几乎没有之前下车的乘客。
在双门打开之后，先下客，后上客。下车到区域1.0.1中的乘客，从循环步道1.0.c0的端部进入该循环步道。下车到循环步道1.0.c1、1.0.c2和1.0.c3上的乘客，从侧面走入到循环步道1.0.c0上。当下客完成之后，开始上客，乘客从a列循环步道上车到车厢中。
当a列循环步道上的下车乘客全部进入到循环步道1.0.c0上之后，启动循环步道1.0.c0；或者，当双门关闭之后，启动循环步道1.0.c0。当循环步道1.0.c0上的乘客全部走出之后，关停该循环步道。
当上客完成之后，关闭双门。当双门关闭之后，启动a列循环步道，采用推送式方法I把乘客送到候车位置。
优选地，在a列循环步道与循环步道1.0.c0之间设置隔离装置；优选地，所述隔离装置是可升降式隔离装置；优选地，在启动任何一个循环步道之前先升起隔离装置。
当下一趟列车开始进站时，检查循环步道是否还在运行；如果在运行，则强制关闭循环步道。当打开双门时，要确保列车已经停稳和循环步道处在静止状态。
3.4.2.实施例9——图10
如图10所示，在组合区1中存在临车区域1.0和非临车区域1.5；在临车区域1.0中存在区域1.0.1和区域1.0.2；在区域1.0.2中存在a列和b列循环步道。a列循环步道包括循环步道1.0.c1、1.0.c2和1.0.c3，紧邻非临车区域；b列循环步道包括循环步道1.0.c4、1.0.c5和1.0.c6，靠近站台边缘。循环步道1.0.c1与1.0.c4，循环步道1.0.c2与1.0.c5，循环步道1.0.c3与1.0.c6分别存在并列区段。并列区段的长度等于相应的两个循环步道的长度。每列内部的相邻循环步道的端部之间存在有间距。
对应于所述临车区，存在六种优选方案。
方案9.1——临车区域用作下客区
当车门和屏蔽门打开时，六条循环步道都处在静止状态。下车进入到区域1.0.1中的乘客走向循环步道1.0.c1的端部和1.0.c4的端部，然后进入循环步道。下车踏入b列循环步道中的乘客可选择停留在b列循环步道中，或横向行走进入到a列循环步道中。
当下客完成之后关闭双门，当屏蔽门关闭之后启动所有的循环步道。六条循环步道保持相同的速度向着常规区域方向移动。临车区域中的双门关闭时刻允许早于常规区域中的。当临车区域中的地面区域和循环步道上没有下车乘客时，关停循环步道。
优选地，区域1.0.1的长度为0，临车区域中的下车乘客全部直接踏入循环步道中1.0.c4、1.0.c5和1.0.c6，然后一部分进入到循环步道1.0.c1、1.0.c2和1.0.c3中。下车乘客在走出临车区域的过程中几乎都在循环步道上，这会节省走出的时间和体力。
方案9.2——临车区域用作上客区
在图10中，循环步道1.0.c1与1.0.c4是同步的，循环步道1.0.c2与1.0.c5是同步的，以及循环步道1.0.c3与1.0.c6是同步的；所述同步是指两个循环步道同时启动，同时关停，在任何时刻都有相同的速度，包括速度都为0。循环步道1.0.c1与1.0.c4之间的间隙是小间隙，循环步道1.0.c2与1.0.c5之间的间隙是小间隙，以及循环步道1.0.c3与1.0.c6之间的间隙是小间隙。循环步道1.0.c1与1.0.c4，1.0.c2与1.0.c5，以及1.0.c3与1.0.c6分别为可合并循环走道；把每一对循环步道可视为一个循环步道，称之为合并循环步道。把合并循环步道1(1.0.c1与1.0.c4)、合并循环步道2(1.0.c2与1.0.c5)以及合并循环步道3(1.0.c3与1.0.c6)视为a列循环步道，其中N＝3。采用推送式方法I，利用三个合并循环步道运送乘客达到候车位置。
方案9.3——临车区域用作双客区
利用b列循环步道，采用推送式方法I，把要上车的乘客送到候车位置；利用a列循环步道，把下车乘客送出临车区域。
在双门打开时刻，a列和b列循环步道都处在静止状态，候车乘客在地面区域和b列循环步道上，在a列循环步道上没有或几乎没有乘客。
打开双门之后，先下客，后上客。下车进入到区域1.0.1中的乘客，走向和进入循环步道1.0.c1。直接下车到b列循环步道中的乘客，快速横向走入a列循环步道上。
当b列循环步道上的下车乘客都进入到a列循环步道中之后，或者当上客过程结束之后，或者当双门关闭之后，启动a列循环步道，运送下车乘客到常规区域10.1中。优选地，在启动a列循环步道之前，升起可升降式隔离装置，提醒a列与b列循环步道上的乘客保持距离，防止磕碰。优选地，在a列与b列循环步道之间设置空白区域，以便使a列与b列循环步道之间存在一定距离，防止两列循环步道上的乘客发生碰撞。所述空白区域的含义是，当至少一侧的循环步道运行时空白区域中没有乘客出现。
当上客完成之后，关闭双门，启动b列循环步道，采用推送式方法I运送要上车的乘客。临车区域中的双门关闭时刻允许早于常规区域。
方案9.4——区域1.0.1用作上客区，区域1.0.2用作双客区
当区域1.0.1和1.0.2分别用作上客区和双客区时，在两个区域中都利用b列循环步道采用强推式方法I 运送乘客到候车位置，在区域1.0.2中利用a列循环步道运送直接下车到该区域的乘客离开临车区域。
方案9.5——区域1.0.1用作下客区，区域1.0.2用作双客区
当区域1.0.1和1.0.2分别用作下客区和双客区时，区域1.0.2中候车的乘客是被b列循环步道采用推送式方法I送到候车位置，区域1.0.1和1.0.2中的下车乘客被a列循环步道送出临车区域。
方案9.6——区域1.0.1用作双客区，区域1.0.2用作非客区
当区域1.0.1和1.0.2分别用作双客区和非客区时，区域1.0.1中候车的乘客借助b列循环步道来到该区域，下车到该区域的乘客借助a列循环步道离开临车区域。
实施例9的技术效果分析
如图10所示的临车区域1.0中的循环步道的布置方法适合的工况类型非常多。当在不同的时段，临车区域用作不同类型的区域时，这种布置形式最为适合。
4.方案乙——涉及非端部组合区的技术方案
在所述站台中至少存在一个这样的非端部组合区，所述非端部组合区的至少一侧的临车区域具有如下的特性W1；所述特性W1为，所述临车区域至少含有两段区域，其中至少有一段临车区域R具有以下的特性W2；所述特性W2为，(1)在所述这段临车区域R中存在至少一条循环步道，(2)所述这段临车区域R有一端且只有一端与常规区域相邻。
优选地，在所述这段临车区域R中，还至少有一段长度的区域全部是地面区域。
优选地，所述站台是岛式站台、或侧式站台、或分离岛式站台。
优选方案之一如图11所示。在站台中有一个非端部组合区j，其左侧和右侧分别为常规区域10.j和10.(j+1)。组合区包括临车区域j.0和非临车区域j.5，临车区域j.0被分割成临车区域j.0.1和临车区域j.0.2。
优选地，只在临车区域j.0.1中或只在临车区域j.0.2中设置循环步道；优选地，在所述临车区域j.0.1和临车区域j.0.2中都设置有循环步道。
优选地，临车区域j.0.1和/或临车区域j.0.2采用如实施例1～实施例9之一所述方案。优选地，临车区域j.0.1和临车区域j.0.2分别采用不同的方案；优选地，临车区域j.0.1和临车区域j.0.2都采用相同或相似的方案。

Claims (24)

  1. 一种城市轨道交通车站站台，其特征是
    (1)整个站台包括组合区与常规区域；
    (2)组合区分为端部组合区和非端部组合区这两种，所述站台包含至少一个端部组合区或/和至少一个非端部组合区；
    (3)组合区包括临车区域与非临车区域；
    所述临车区域临近站台边缘，在所述非临车区域与站台边缘之间存在临车区域或其他区域；
    (4)在所述站台的至少一个组合区中的至少一侧的临车区域内，存在一段临车区域R具有如下特性，在所述区域R中存在至少一个循环运行步道；
    所述循环运行步道是一种装置，具有如下特征，
    (i)无论其处在运行状态还是静止状态，乘客都能够在其上表面站立或/和行走；
    (ii)当其处在运行状态时，能够承载着乘客或/和物品水平移动；
    所述循环运行步道简称为循环步道。
  2. 根据权利要求1所述站台，其特征是，
    所述区域R是端部组合区中的一侧临车区域的全部区域，或者，
    所述区域R是非端部组合区的一侧临车区域中的一段临车区域，所述区域R的一端处在非端部组合区的端部，另一端处在非端部组合区的两端之间。
  3. 根据权利要求1或2所述站台，其特征是，所述循环步道的选择范围包括，板式循环运行步道、带式循环运行步道和双线式循环运行步道。
  4. 根据权利要求1或2所述站台，其特征是，
    (1)在至少一个所述循环步道上方的至少一块区域内设置有悬吊扶手；或/和，
    (2)至少在一个所述循环步道的至少一侧的至少一段长度的范围内，设置有侧面扶手。
  5. 根据权利要求1或2所述站台，其特征是，所述区域R具有以下的特征A或/和特征B，
    (1)所述特征A为，
    在所述区域R中至少能够找到两个循环步道具有如下特性，
    (i)所述两个循环步道横向相邻；
    (ii)在所述两个循环步道之间，沿着长度方向，设置有一个或多个隔离装置；
    (iii)当循环步道运行时，所述隔离装置不跟随循环步道移动；
    (2)所述特征B为，
    在所述区域R中至少能够找到一个循环步道具有如下特性，
    (i)至少在所述循环步道的一侧是供乘客行走或/和站立的地面区域；
    (ii)在所述循环步道与侧面的地面区域的交界处或附近，设置有一个或多个沿着长度方向排列的隔离装置；
    (iii)当循环步道运行时，所述隔离装置不跟随循环步道移动。
  6. 根据权利要求5所述站台，其特征是，在所述隔离装置中，
    至少有一段隔离装置是固定式隔离装置，或/和，
    至少有一段隔离装置是可升降式隔离装置。
  7. 根据权利要求1或2或3所述站台，其特征是，在至少一个组合区中的至少一侧临车区域内存在有一段长度的区域Q具有如下特性，
    在某一时间范围内，所述区域Q用作以下之一，下客区、上客区、双客区、非客区、无车区；
    所述下客区的特征是，在下客区中，只允许下客，不允许上客；
    所述上客区的特征是，在上客区中，只允许上客，不允许下客；
    所述双客区的特征是，在双客区中，既允许上客，也允许下客；
    所述非客区的特征是，当列车停靠时至少有一个车门面对着非客区；在该区域中不允许上客，不允许下客，但允许乘客在其中出现；
    所述无车区的特征是，当列车停靠在无车区所在站台一侧时，没有车厢对着无车区；在无车区既不允 许上客，也不允许下客，但允许乘客出现在其中。
  8. 根据权利要求7所述站台，其特征是，在所述区域Q所在临车区域中还存在一段区域P具有以下特性，
    (1)在所述时间范围内，所述区域P用作以下之一，下客区、上客区、双客区、非客区、无车区；
    (2)所述区域P与所述区域Q是不同种类区域；
    所述不同种类区域的含义是：在可选择范围内，区域P的区域种类与区域Q的区域种类是不同的；
    优选地，在早高峰、晚高峰、平峰和低峰这四个时段中至少存在两个这样的时段，所述区域Q在这两个时段为不同种类的区域；
    优选地，在所述区域Q所在临车区域中存在所述循环步道。
    优选地，在所述区域Q所在临车区域全部是区域R；优选地，所述区域Q与所述区域R存在交集，或/和，所述区域P与所述区域R存在交集。
  9. 根据权利要求1或2所述站台，其特征是，至少有一个所述循环步道具有如下两个工作状态，
    (1)静止状态
    当处在静止状态时，(i)循环步道不发生移动；(ii)允许乘客从无侧面扶手的一侧或两侧进出循环步道，或/和从端部进出循环步道；
    (2)运行状态
    当处在运行状态时，(i)循环步道的上表面向着某个方向移动，(ii)允许乘客从端部进出循环步道。
  10. 根据权利要求9所述站台，其特征是，记两趟相继停靠的列车的开门时刻之间的时间段为时间区间E，则所述时间区间E至少包括时间区间E0和E1；在所述时间区间E0内任何一个所述循环步道都处在静止状态，在所述时间区间E1内至少有一个所述循环步道处在运行状态。
  11. 根据权利要求1或2所述站台，其特征是，在所述区域R中，存在一个循环步道，至少在所述循环步道的一侧是供乘客行走或/和站立的地面区域。
  12. 根据权利要求11所述站台，其特征是，所述区域R至少具有以下的特征I和特征II，
    (1)所述特征I为，
    在循环步道的远常端与所述区域R的远常端之间存在具有如下特性的一段临车区域P0，当列车停靠时，至少有一个车门面对着所述区域P0；
    (2)所述特征II为，
    (i)至少在某一时间段内，所述区域R用作上客区；当循环步道处在运行状态时，其上表面向着远常端移动；
    或/和，
    (ii)至少在某一时间段内，所述区域R用作下客区；当循环步道处在运行状态时，其上表面向着临常端移动；
    或/和，
    (iii)至少在某一时间段内，所述区域R用作双客区，循环步道处在靠近非临车区域的一侧；当循环步道处在运行状态时，其上表面向着临常端移动；
    或/和，
    (iv)至少在某一时间段内，所述区域R用作双客区，循环步道处在靠近站台边缘的一侧；当循环步道处在运行状态时，其上表面向着远常端移动；
    所述临常端是临车区域的临近常规区域的端部，是临车区域与常规区域的交界处；
    所述循环步道的远常端是循环步道的两个端部当中的离常规区域较远的那一个端部；
    所述区域R的远常端是区域R的两个端部当中的离常规区域较远的那一个端部。
  13. 根据权利要求11所述站台，其特征是，所述区域R具有以下的特征I和特征II，
    (1)所述特征I为，
    循环步道的远常端与所述区域R的远常端之间的距离是这样的，当列车停靠时没有车门处在这两个远常端之间；
    (2)所述特征II为，
    所述区域R至少具有以下特征之一，
    (i)至少在某一时间段内，所述区域R用作上客区，循环步道始终处在静止状态；
    (ii)至少在某一时间段内，所述区域R用作下客区；当循环步道处在运行状态时，其上表面向着临常端移动；
    (iii)循环步道处在靠近非临车区域的一侧；至少在某一时间段内，所述区域R用作双客区，当循环步道处在运行状态时，其上表面向着临常端移动；
    (iv)循环步道处在靠近站台边缘的一侧；至少在某一时间段内，所述区域R用作双客区，循环步道始终处在静止状态。
  14. 根据权利要求1或2所述站台，其特征是，在所述区域R中存在一个具有如下两个特性的a列循环步道，(1)所述a列循环步道包括N个循环步道，N≥2；(2)在所述N个循环步道中，任何两个循环步道之间都没有并列区段。
  15. 根据权利要求14所述站台，其特征是，至少在某一时间段内，在所述区域R中，采用推送式方法I把要上车的乘客送到候车位置或其附近；所述推送式方法I具有如下特征，
    (I)所述区域R的远常端和与之最靠近的循环步道的远常端之间存在一段地面区域P0，当列车停靠时，至少有一个乘客用车门对着所述区域P0；
    (II)用连续的自然数对a列循环步道中的循环步道逐个编号，沿着从所述区域R的远常端到临常端的方向循环步道的编号依次递增，靠近远常端的循环步道的编号为1，靠近临常端的循环步道的编号为N；
    (iii)在所述时间段的开始时刻，区域P0中的平均乘客密度小于预设值或为0，a列循环步道处在静止状态；
    所述推送式方法I包括以下的N个步骤，
    (1)步骤1
    启动循环步道，循环步道1～N都向着远常端移动；任何踏上循环步道的乘客都会被a列循环步道强制地向前推送，直到进入到区域P0中；当区域P0中的平均乘客密度达到预设值时，关停循环步道1，但是循环步道2～N仍然保持运行；
    (2)步骤2
    处在运行状态的循环步道2～N，把其上面的乘客强制地推送到处在静止状态的循环步道1所在的那段区域中；当循环步道1所在的那段区域中的平均乘客密度达到预设值时，关停循环步道2，但是循环步道3～N仍然保持运行；
    ……
    (N)步骤N
    处在运行状态的循环步道N，把其上面的乘客强制地推送到处在静止状态的循环步道N-1所在的那段区域中；当处在静止状态的循环步道(N-1)所在的那段临车区域中的乘客密度达到预设值时，关停循环步道N，但是允许乘客继续进入循环步道N所在的那段临车区域；
    当循环步道N所在的那段临车区域中的平均乘客密度达到预设值时，不再允许乘客进入。
  16. 根据权利要求14所述站台，其特征是，至少在某一时间段内，在所述区域R中，采用推送式方法II把要上车的乘客送到候车位置或其附近；所述推送式方法I具有如下特征，
    (I)所述区域R的远常端和与之最靠近的循环步道的远常端之间的距离较短，当列车停靠时没有车门处在所述的两个远常端之间，或者两个所述远常端之间的区域小于乘客站立所需要的尺寸；
    (II)用连续的自然数对a列循环步道中的循环步道逐个编号，沿着从所述区域R的远常端到临常端的方向循环步道的编号依次递增，靠近远常端的循环步道的编号为1，靠近临常端的循环步道的编号为N；
    (iii)在所述时间段的开始时刻，在循环步道1所在的那段区域中乘客平均密度小于预设值或者为0，a列循环步道处在静止状态；
    所述推送式方法II包括以下的N个步骤，
    (1)步骤1，
    启动循环步道2～N，循环步道2～N都向着远常端移动，循环步道1继续保持静止状态；常规区域中的 要上车的乘客走入a列循环步道；循环步道2～N把乘客运送到处在静止状态的循环步道1所在的那段区域中；当循环步道1所在的那段区域中的平均乘客密度达到预设值时，关停循环步道2，但循环步道3～N继续处在运行状态；
    (2)步骤2，
    处在运行状态的循环步道3～N把乘客运送到处在静止状态的循环步道2所在的那段区域中；当循环步道2所在的那段区域中的平均乘客密度达到预设值时，关停循环步道3，但是循环步道4～N仍然保持运行；
    ……
    (N-1)步骤(N-1)
    循环步道(N-1)处在静止状态，循环步道N处在运行状态；当循环步道(N-1)所在的那段临车区域中的乘客密度达到预设值时，关停循环步道N，但是允许乘客继续走入循环步道N所在的那段临车区域；
    (N)步骤N
    循环步道N处在静止状态；当循环步道N所在的那段临车区域中的平均乘客密度达到预设值时，不再允许乘客进入该区域。
  17. 根据权利要求14至16之一至所述站台，其特征是，在所述区域R中还存在一个b列循环步道具有如下特性，
    (1)所述b列循环步道包括M个循环步道；
    (2)当M≥2时，在所述M个循环步道中，任何两个循环步道之间都没有并列区段；
    (3)所述M的取值为，M＝1，或为2≤M＜N，或M＝N；所述N为a列循环步道中的循环步道的个数。
  18. 根据权利要求17所述站台，其特征是，
    所述b列循环步道中的所述M个循环步道都处在临车区域同一侧，或者，
    所述b列循环步道与所述a列循环步道分别处在临车区域中的两侧。
  19. 根据权利要求17或18所述站台，其特征是，所述b列循环步道具有以下的甲乙丙三个特征之一，
    (一)所述特征甲为具有以下两个特性，
    (1)M＝1，所述b列循环步道中只含有一个循环步道b1，
    (2)所述循环步道b1具有如下两个特性，
    (i)循环步道b1的远常端与所述区域R的远常端之间距离较短，以至于当列车停靠时没有乘客用车门处在两个所述远常端之间；或者，
    在所述b列循环步道中只含有一个循环步道b1，循环步道b1的远常端与所述区域R的远常端之间距离较长，以至于当列车停靠时至少有一个乘客车门处在两个所述远常端之间；
    (ii)循环步道b1与a列循环步道中的1个或多个或全部循环步道存在并列区段；
    (二)所述特征乙为具有以下三个特性，
    (1)2≤M＜N，
    (2)对于所述b列循环步道中的任何一个循环步道，在所述a列循环步道中都能够找到一个循环步道与之对应，两个所述循环步道的长度相等，都等于并列区段的长度；
    (3)在a列循环步道中至少有一个这样的循环步道，在b列中没有任何循环步道与之存在并列区段；
    (三)所述特征丙为具有以下两个特性，
    (1)M＝N，
    (2)对于所述b列循环步道中的任何一个循环步道，在所述a列循环步道中都能够找到一个循环步道与之对应，有对应关系的两个所述循环步道的长度相等，都等于并列区段的长度。
  20. 根据权利要求17至19之一所述站台，其特征是，在所述区域R中还存在一个c列循环步道具有如下特性，
    (1)所述c列循环步道包括K个循环步道，其中任何两个循环步道之间都没有并列区段；
    (2)所述c列循环步道处在a列与b列循环步道之间；
    (3)所述K的取值为，K＝1，或为2≤K＜M，或为2≤K＜N，或为K＝M，或为K＝N；所述N和M分别为a列和b列循环步道中的循环步道的个数。
  21. 根据权利要求17至19之一所述站台，其特征是，在所述区域R中存在a列和b列循环步道；至少在某一时间段内，所述区域R用作上客区或下客区或双客区；
    (一)当所述区域R用作上客区时，在所述时间段内，具有以下的特征A或B，
    (1)所述特征A为，
    在所述时间段内，所述循环步道所经历过的状态至少包括以下之一，
    (i)在a列和b列循环步道中，任何一个循环步道都处在静止状态；
    (ii)在a列和b列循环步道中，一部分循环步道处在运行状态，另一部分循环步道处在静止状态，处在运行状态的所有循环步道都向着所述区域R的远常端移动；
    (iii)在a列和b列循环步道中，任何一个循环步道都处在运行状态，循环步道都向着所述区域R的远常端移动；
    (2)所述特征B为，
    (i)利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；或/和，
    (ii)利用b列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
    (二)当所述区域R用作下客区时，在所述时间段内循环步道所处状态包括，
    (1)在a列和b列循环步道中，任何一个循环步道都处在静止状态；
    (2)在a列和b列循环步道中，一部分循环步道处在运行状态，另一部分循环步道处在静止状态，处在运行状态的所有循环步道都向着所述区域R的临常端移动；
    (3)在a列和b列循环步道中，任何一个循环步道都处在运行状态，循环步道都向着所述区域R的临常端移动；
    (三)当所述区域R用作双客区时，具有如下的特性A至F之一，
    (i)所述特性A为，
    利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；利用b列循环步道，把下车乘客送出临车区域；
    (ii)所述特性B为，
    利用b列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；利用a列循环步道，把下车乘客送出临车区域；
    (iii)所述特性C为，
    利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
    b列循环步道始终处在静止状态，下车乘客途径b列循环步道步行离开临车区域；
    (iv)所述特性D为，
    利用b列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
    a列循环步道始终处在静止状态，下车乘客途径a列循环步道步行离开临车区域；
    (v)所述特性E为，
    a列循环步道始终处在静止状态，上车乘客途经静止的a列循环步道走到候车位置；
    当b列循环步道处在运行状态时，其上表面向着远常端移动，b列循环步道把下车乘客送向或送到常规区域；
    (vi)所述特性F为，
    b列循环步道始终处在静止状态，上车乘客途经静止的b列循环步道走到候车位置；
    当a列循环步道处在运行状态时，其上表面向着远常端移动，a列循环步道把下车乘客送向或送到常规区域。
  22. 根据权利要求20所述站台，其特征是，在所述区域R中存在a列、b列和c列循环步道；至少在某一时间段内，所述区域R用作上客区或下客区或双客区；
    (一)当所述区域R用作上客区时，在所述时间段内，具有以下的特征A或B，
    (1)所述特征A为，
    所述循环步道所经历的状态至少包括以下之一，
    (i)在a列、b列和c列循环步道中，任何一个循环步道都处在静止状态；
    (ii)在a列、b列和c列循环步道中，一部分循环步道处在运行状态，另一部分循环步道处在静止状态，处在运行状态的所有循环步道都向着所述区域R的远常端移动；
    (iii)在a列、b列和c列循环步道中，任何一个循环步道都处在运行状态，循环步道都向着所述区域R的远常端移动；
    (2)所述特征B为，
    (i)利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；或/和，
    (ii)利用b列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；或/和，
    (iii)利用c列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
    (二)当所述区域R用作下客区时，在所述时间段内循环步道所经历的状态至少包括以下之一，
    (1)在a列、b列和c列循环步道中，任何一个循环步道都处在静止状态；
    (2)在a列、b列和c列循环步道中，一部分循环步道处在运行状态，另一部分循环步道处在静止状态，处在运行状态的所有循环步道都向着所述区域R的临常端移动；
    (3)在a列、b列和c列循环步道中，任何一个循环步道都处在运行状态，循环步道都向着所述区域R的临常端移动；
    (三)当所述区域R用作双客区时，具有如下的特性A至E之一，
    (1)所述特性A为，
    利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
    利用b列循环步道，把下车乘客送出临车区域；当b列循环步道中有循环步道运行时，其上表面向着临常端移动；
    所述c列循环步道始终处在静止状态，位于a列和b列循环步道之间，用作空白区域，以便隔开a列和b列循环步道；所述空白区域的含义是，当至少一侧的循环步道运行时空白区域中没有乘客出现；
    (2)所述特性B为，
    利用a列和c列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
    利用b列循环步道，把下车乘客送出临车区域；当b列循环步道中有循环步道运行时，其上表面向着临常端移动；
    (3)所述特性C为，
    (i)利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
    (ii)利用b列和c列循环步道，把下车乘客送出临车区域；当b列或c列循环步道中有循环步道运行时，其上表面向着临常端移动；
    (4)所述特性D为，
    (i)利用a列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
    (ii)b列和c列循环步道始终处在静止状态，
    下车乘客途径b列和c列循环步道步行离开临车区域；或者，
    下车乘客途径b列循环步道步行离开临车区域，c列循环步道用作空白区，没有乘客出现在c列循环步道上；
    (5)所述特性E为，
    (i)利用a列和c列循环步道，采用推送式方法I或II，将乘客送到候车位置或其附近；
    (ii)b列循环步道始终处在静止状态；下车乘客途径b列循环步道步行离开临车区域。
  23. 根据权利要求1或2所述站台，其特征是，在所述区域R中，至少有两个循环步道具有如下特征，
    (1)所述两个循环步道存在并列区段，
    (2)在并列区段范围内，两个循环步道之间的间隙是小间隙；
    小间隙的含义是，当两个相邻循环步道的上表面按照同样的速度向着同样的方向移动时，如果一个乘客的一只或两只脚的鞋底处在间隙的上方时，所述间隙不影响乘客的站立和行走，则该间隙是小间隙；
    优选地，所述小间隙的宽度为1～5mm，或为5～10mm，或为10～20mm，或为30～30mm，或为30～50mm。
  24. 一种在城市轨道交通站台中利用循环步道运送乘客的方法，其特征是，所述方法应用于如权利要求1至23之一所述站台。
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Citations (5)

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GB291429A (en) * 1927-06-03 1929-04-25 Franz Kruckenberg Improvements in and relating to rapid transport railways
CN102501855A (zh) * 2011-11-07 2012-06-20 太原理工大学 索道缆车上下车变频自动同步传动系统
KR20130107813A (ko) * 2012-03-23 2013-10-02 한국철도기술연구원 정차장 무정차 운행중 승객을 승하차하는 철도 운송 시스템
CN106274913A (zh) * 2016-09-20 2017-01-04 王哲 一种城市轨道交通车站站台平面结构体系
DE202016002976U1 (de) * 2016-05-06 2017-08-09 Chairkit Fördertechnik Gmbh Personenförderanlage

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB291429A (en) * 1927-06-03 1929-04-25 Franz Kruckenberg Improvements in and relating to rapid transport railways
CN102501855A (zh) * 2011-11-07 2012-06-20 太原理工大学 索道缆车上下车变频自动同步传动系统
KR20130107813A (ko) * 2012-03-23 2013-10-02 한국철도기술연구원 정차장 무정차 운행중 승객을 승하차하는 철도 운송 시스템
DE202016002976U1 (de) * 2016-05-06 2017-08-09 Chairkit Fördertechnik Gmbh Personenförderanlage
CN106274913A (zh) * 2016-09-20 2017-01-04 王哲 一种城市轨道交通车站站台平面结构体系
CN107839695A (zh) * 2016-09-20 2018-03-27 王哲 城市轨道交通全线路车站站台与列车运行联合设计方法

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