Rail transit distribution system and operation mode with bidirectional turn-back and overrunning functions

Abstract

The present application relates to a rail transit wiring system and operation method with bidirectional turn-back function and overrunning function. The present application comprises uplink and downlink main lines arranged in parallel, and uplink and downlink platforms arranged in parallel with the uplink and downlink main lines and arranged in the longitudinal direction in the plane without being side by side. The uplink platform is located near the uplink train inbound direction, and the downlink platform is located near the downlink train inbound direction. An uplink overrunning line parallel to the main line is arranged between the uplink platform and the uplink main line, and a downlink overrunning line parallel to the main line is arranged between the downlink platform and the downlink main line. The two overrunning lines are connected by a crossover track. The present application can realize train turn-back in the station without occupying the main line in the station, and has high turn-back efficiency. Meanwhile, the present application can realize train overrunning with high efficiency. In the case of failure, the overrunning line can be used as a failure train bypass line, greatly improving the operation efficiency of rail transit.

Description

Technical Field

[0001] This invention belongs to the field of urban rail transit technology, specifically relating to a rail transit wiring system and operation mode with bidirectional turnaround and overtaking functions. Background Technology

[0002] With the continuous increase in urban population and the outward expansion of urban areas in my country, residents' average travel volume has increased significantly compared to the past, while their demands for travel quality have also gradually risen. Rail transit, with its advantages in operating speed, passenger capacity, punctuality, and safety, is becoming increasingly prominent, playing an increasingly important role in urban public transportation. Urban development has led to a more dispersed distribution of population and resources, requiring rail transit to provide services over longer distances to meet residents' travel needs.

[0003] Due to the large station spacing and significant unevenness in passenger flow on urban rail transit lines, coupled with the increasing demand for long-distance travel, ordinary all-stop trains are insufficient to meet the city's passenger demand. Against this backdrop, the express / local train model has emerged and become widely used in my country. This model combines all-stop local trains with express trains that pass through stations. Considering the operational characteristics of express / local rail transit systems, some stations are required to be equipped with overtaking tracks to accommodate both local train stops and express train passage. The proper placement of overtaking tracks will help improve the operational efficiency of the express / local train system.

[0004] Meanwhile, in order to more effectively connect urban periphery clusters, improve the service level of urban periphery areas, realize convenient rail transit transfers, better meet the increasingly diverse commuting needs of residents, and realize "multi-network integration" and "1-hour metropolitan area", the demand for setting up rail transit wiring systems with bidirectional turnaround functions at some important stations is increasing.

[0005] Furthermore, considering that most rail transit stations in my country currently lack bidirectional turnaround and overtaking capabilities, rail transit wiring systems with bidirectional turnaround and overtaking functions can effectively meet the urban development needs for rail transit, and have significant practical value and broad applicability. Summary of the Invention

[0006] To overcome the shortcomings of existing technologies, this invention provides a rail transit wiring system and operating mode with bidirectional turnaround and overtaking functions, which overcomes the technical deficiencies of current rail transit wiring systems and meets the needs of urban expansion for urban rail transit.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0008] A rail transit track layout system with bidirectional turnaround and overtaking functions, characterized in that it includes a down platform, an up platform, a down main line, an up main line, a down overtaking line, and an up overtaking line;

[0009] The up line and down line are set parallel to each other, and the up platform and down platform are set between the up line and down line and arranged longitudinally parallel to the up and down lines;

[0010] A turnout 1 is installed in front of the station on the down line, which connects laterally to the down overtaking track. The main line is the down line. The down overtaking track merges with the down line at turnout 3. Turnout 3 serves as the dividing point, dividing the down line within the station into the front section and the rear section according to the direction of up train operation. A turnout 2 is installed in front of the station on the up line, which connects laterally to the up overtaking track. The main line is the up line. The up overtaking track merges with the up line at turnout 4. Turnout 4 serves as the dividing point, dividing the up line within the station into the front section and the rear section according to the direction of up train operation.

[0011] A turnout 5 is located at the rear end of the down platform on the down overtaking line, connecting the down overtaking line and the crossover; a turnout 6 is located at the rear end of the up platform on the up overtaking line, connecting the up overtaking line and the crossover.

[0012] The down platform is located on the side closer to the rear section of the up main line station, and the up platform is located on the side closer to the rear end of the down main line station. Between the down platform and the front section of the down main line station, there is a down overtaking track parallel to the down platform; between the up platform and the front section of the up main line station, there is an up overtaking track parallel to the up platform.

[0013] A crossover connects the down-going and up-going overtaking tracks, with the crossover positioned longitudinally between the upper and lower platforms.

[0014] Furthermore, the down-line platform and the up-line platform are not aligned longitudinally, allowing for two-way traffic on the crossover.

[0015] Furthermore, turnouts 5 and 6 can be considered as the two ends of a crossover.

[0016] Furthermore, turnouts 1, 2, 3, and 4 are all single turnouts, with turnouts 1 and 3 branching out in opposite directions, turnouts 2 and 4 branching out in opposite directions, and turnouts 5 and 6 being either single turnouts or symmetrical turnouts.

[0017] Furthermore, turnouts 1, 2, 3, and 4 have the same frog number, which is either a No. 12 single turnout or a No. 12 movable point single turnout. Turnouts 5 and 6 have the same frog number, which is either a No. 6 symmetrical turnout or a No. 9 single turnout.

[0018] An operational mode of a rail transit track layout system with bidirectional turnaround and overtaking functions is characterized by: enabling train overtaking and turnaround, and in some special circumstances, saving one platform and using a single platform to handle passenger boarding and alighting for both up and down trains.

[0019] Furthermore, when a train overtaking occurs, the operation is as follows: After the slow train enters the station, it enters the overtaking track at turnout 1 and stops, where passengers can board and alight at the down platform. Subsequently, the fast train entering the station without stopping passes through the front section and the rear section of the down main line before exiting the station and entering the section. After the slow train entering the station, it enters the overtaking track at turnout 2 and stops, where passengers can board and alight at the up platform. Subsequently, the fast train entering the station without stopping passes through the front section and the rear section of the up main line before exiting the station and entering the section.

[0020] Furthermore, when a train turns back, the operation is as follows: If an upward train turns back and then runs in the downward direction, after entering the station, the upward train enters the upward overtaking track at switch 2. If passengers need to board or alight at the upward platform, it can stop on the upward overtaking track and wait for passengers to board or alight. Then, it enters the left crossover at switch 6, crosses the crossover, and stops on the downward overtaking track. At this time, the train can board or alight at the downward platform. After passengers board or alight and necessary train operations are completed, the train's running direction is reversed, and it enters the downward mainline station at switch 5. If a down train turns back and runs in the up direction, it enters the station and then enters the section; if a down train enters the station and then enters the down overtaking track at turnout 1, it can stop at the down overtaking track and wait for passengers to board and alight at the down platform. Then it enters the right crossover at turnout 5 and enters the up overtaking track at the crossover. At this time, the train can board and alight at the up platform. After passengers board and alight and necessary train operations are completed, the train turns its direction and enters the up main line section at turnout 6, and then exits the station and enters the section.

[0021] Furthermore, when a single platform is required for passenger boarding and alighting in both directions, the train operation is as follows: If a fault occurs in the upward overtaking track or the upward platform is unavailable for passenger boarding and alighting, resulting in the inability to use the upward platform, the upward train can directly proceed through the front section of the upward mainline within the station to the rear section and stop. Upward passengers can board and alight on the downward platform without affecting the normal boarding and alighting of downward passengers or the normal passage and stopping of downward trains. After completing passenger boarding and alighting, the upward train can proceed normally into the section. Similarly, if a fault occurs in the downward overtaking track or the downward platform is unavailable for passenger boarding and alighting, resulting in the inability to use the downward platform, the downward train can directly proceed through the front section of the downward mainline within the station to the rear section and stop. Downward passengers can board and alight on the upward platform without affecting the normal boarding and alighting of upward passengers or the normal passage and stopping of upward trains. After completing passenger boarding and alighting, the downward train can proceed normally into the section.

[0022] 1) The wiring system based on this invention enables bidirectional train turnaround within the same station, and does not affect the passage of mainline trains when a train is turning around, thus meeting the diverse operational needs of rail transit. Simultaneously, this wiring system allows overtaking on both the up and down mainlines without requiring trains to turn around within the station, resulting in high overtaking efficiency. Furthermore, the arrangement of up and down platforms and overtaking tracks allows a single platform to handle passenger boarding and alighting in special circumstances, reducing chain reactions caused by train delays or malfunctions, improving the system's fault tolerance, stability, and reliability, and significantly enhancing the quality of rail transit services.

[0023] 2) This invention meets the urban rail transit needs of express and local train modes in the future development of cities, contributes to the sustainable development of cities and the alleviation of traffic congestion, and has broad practical value and strong adaptability. Attached Figure Description

[0024] Figure 1 Schematic diagram of rail transit station wiring;

[0025] In the diagram, 1-turnout 1; 2-turnout 2; 3-turnout 3; 4-turnout 4; 5-turnout 5; 6-turnout 6; 101-downward platform; 102-upward platform; 201-front section of the downward main line within the station; 202-front section of the upward main line within the station; 203-rear section of the downward main line within the station; 204-rear section of the upward main line within the station; 301-downward overtaking track; 302-upward overtaking track; 401-crossover. Detailed Implementation

[0026] The present invention will now be described in detail with reference to specific embodiments.

[0027] This invention relates to a dual-platform rail transit track layout system with bidirectional turnaround and overtaking functions. The system mainly includes an up platform, a down platform, an up main line, a down main line, an up overtaking line, a down overtaking line, and a crossover connecting the up and down overtaking lines.

[0028] like Figure 1 As shown, the down line and the up line are set parallel to each other. Among them, with turnout 3 as the dividing point, along the down train running direction, the down line section within the station is further divided into the down line front section 201 and the down line rear section 203 within the station; the vertical direction of the up and down lines in the horizontal plane is the transverse direction, and the extension direction of the up and down lines is the longitudinal direction.

[0029] With turnout 4 as the dividing point, along the direction of train travel, the section of the main line within the station is further divided into the front section 202 and the rear section 204 of the main line within the station.

[0030] like Figure 1 As shown, the down platform 101 and the up platform 102 are located between the up and down main lines, arranged longitudinally and parallel to the up and down main lines. The down platform 101 is located on the side closer to the rear section 204 of the up main line, and the up platform 102 is located on the side closer to the rear section 203 of the down main line. The up and down platforms are not on the same straight line longitudinally.

[0031] like Figure 1 As shown, a down crossing track 301 parallel to the down platform 101 is provided between the down platform 101 and the front section 201 of the down main line; an up crossing track 302 parallel to the up platform 102 is provided between the up platform 102 and the front section 202 of the up main line.

[0032] like Figure 1 As shown, along the direction of travel of the down train, the down main line splits into a main line and a siding at turnout 1. The main line is the down main line, and the siding connects to the down overtaking line 301. The down overtaking line 301 and the front section 201 of the down main line in the station converge at turnout 3, which connects to the rear section 203 of the down main line in the station. Along the direction of travel of the up train, the up main line splits into a main line and a siding at turnout 2. The main line is the up main line, and the siding connects to the up overtaking line 302. The up overtaking line 302 and the front section 202 of the up main line in the station converge at turnout 4, which connects to the rear section 204 of the up main line in the station.

[0033] like Figure 1 As shown, a crossover 401 connects the down-going overtaking track 301 and the up-going overtaking track 302. A turnout 5 is located at the rear end of the down-going platform 101 on the down-going overtaking track 301, connecting the down-going overtaking track 301 and the crossover 401. A turnout 6 is located at the rear end of the up-going platform 102 on the up-going overtaking track 302, connecting the up-going overtaking track 302 and the crossover 401.

[0034] like Figure 1 As shown, turnouts 1, 2, 3, and 4 are all single turnouts, with their main lines being either down or up main lines, and their side lines connecting to down or up overtaking tracks. Turnouts 1 and 2 are left-hand turnouts, while turnouts 3 and 4 are right-hand turnouts. Turnouts 5 and 6 each connect to the up / down overtaking tracks and crossover 401, and can be designed as symmetrical turnouts.

[0035] like Figure 1 As shown, to enable fast trains to pass quickly on the main line when a train is overtaking, the passing speeds of turnouts 1, 2, 3, and 4 need to be increased. Single turnouts with frog numbers no lower than 12 should be used whenever possible, and movable frogs can be used if necessary to fundamentally eliminate harmful spaces. Meanwhile, turnouts 5 and 6 can be single symmetrical turnouts of No. 6 or No. 9. The selection of turnouts must be based on the actual conditions of the station and operational needs to ensure train safety while maximizing the operational efficiency of rail transit trains.

[0036] like Figure 1 As shown, when a station only allows trains to pass through without any train stops or passenger boarding / alighting: after a down-line train enters the station, it passes directly through the first section 201 and the second section 203 of the down-line main line in the station, and then exits the station directly; after a up-line train enters the station, it passes directly through the first section 202 and the second section 204 of the up-line main line in the station, and then exits the station directly.

[0037] like Figure 1 As shown, when there are trains stopping and passengers boarding and alighting in the station: after a train stops on the down line, it enters the station and stops at turnout 1 on the down line overtaking track 301, and passengers board and alight on the down line platform 101; after a train stops on the up line, it enters the station and stops at turnout 2 on the up line overtaking track 302, and passengers board and alight on the up line platform 102.

[0038] like Figure 1 As shown, when a train overtakes another train within the station: the slow train entering the station stops at turnout 1 on the slow train overtaking track 301, and passengers can board and alight at the slow train platform 101. Subsequently, the fast train entering the station without stopping passes through the front section 201 and the rear section 203 of the slow train mainline, and then exits the station directly into the section. The slow train entering the station stops at turnout 2 on the fast train overtaking track 302, and passengers can board and alight at the fast train platform 102. Subsequently, the fast train entering the station without stopping passes through the front section 202 and the rear section 204 of the fast train mainline, and then exits the station directly into the section.

[0039] like Figure 1As shown, when a train needs to turn back in the station: if the train is going up and then running in the direction of going down, after entering the station, the train will enter the up overpass 302 at turnout 2. If passengers need to board or alight at the up platform 102, it can stop at the up overpass 302 and wait for passengers to board or alight. Then, it will enter the left crossover 401 at turnout 6 and enter the down overpass 301 through crossover 401. At this time, the train can board or alight at the down platform 101. After passengers board or alight and necessary train operations are completed, the train will turn its running direction and enter the rear section 203 of the down main line at turnout 5. Then, it will leave the station and enter the section.

[0040] If a down train turns back and runs in the up direction, after entering the station, the down train will enter the down overpass 301 at turnout 1. If passengers need to board or alight at the down platform 101, it can stop at the down overpass 301 and wait for passengers to board or alight. Then, it will enter the right crossover 401 at turnout 5 and cross over to the up overpass 302. At this time, the train can board or alight at the up platform 102. After passengers board or alight and necessary train operations are completed, the train will turn its direction of travel and enter the up main line section 204 at turnout 6, and then leave the station and enter the section.

[0041] like Figure 1 As shown, when a single platform is needed for passenger boarding and alighting in both directions: If a malfunction occurs on the upward overpass 302 or the upward platform 102 is unavailable for passenger boarding and alighting, resulting in the inability to use the upward platform, the upward train can directly enter the station via the front section 202 of the upward mainline and stop at the rear section 204. In this case, upward passengers can board and alight on the downward platform 101, without affecting the normal boarding and alighting of downward passengers or the normal passage and stopping of downward trains. The upward train can then complete the passenger boarding and alighting process. After the train descends, it can proceed normally into the section. When special circumstances occur, such as a malfunction of the downlink overpass 301 or the inability of passengers to board or alight on the downlink platform 101, making it impossible to use the downlink platform for passenger boarding or alighting, the downlink train can directly pass through the front section 201 of the downlink mainline and stop at the rear section 203 of the downlink mainline after entering the station. At this time, downlink passengers can board or alight on the uplink platform 102, which will not affect the normal boarding or alighting of uplink passengers or the normal passage and stopping of uplink trains. After completing passenger boarding or alighting, the downlink train can proceed normally into the section.

[0042] The content of this invention is not limited to the embodiments listed. Any equivalent modifications made by those skilled in the art to the technical solutions of this invention by reading this specification are covered by the claims of this invention.

Claims

1. A rail transit track layout system with bidirectional turnaround and overtaking functions, characterized in that: This includes the down platform, the up platform, the down main line, the up main line, the down overtaking track, and the up overtaking track; The up line and down line are set parallel to each other, and the up platform and down platform are set between the up line and down line and arranged longitudinally parallel to the up and down lines; A turnout 1 is installed in front of the station on the down line, which connects laterally to the down overtaking track. The main line is the down line. The down overtaking track merges with the down line at turnout 3. Turnout 3 serves as the dividing point, dividing the down line within the station into the front section and the rear section according to the direction of up train operation. A turnout 2 is installed in front of the station on the up line, which connects laterally to the up overtaking track. The main line is the up line. The up overtaking track merges with the up line at turnout 4. Turnout 4 serves as the dividing point, dividing the up line within the station into the front section and the rear section according to the direction of up train operation. A turnout 5 is located at the rear end of the down platform on the down overtaking line, connecting the down overtaking line and the crossover; a turnout 6 is located at the rear end of the up platform on the up overtaking line, connecting the up overtaking line and the crossover. The down platform is located on the side closer to the rear section of the up main line station, and the up platform is located on the side closer to the rear end of the down main line station. Between the down platform and the front section of the down main line station, there is a down overtaking track parallel to the down platform; between the up platform and the front section of the up main line station, there is an up overtaking track parallel to the up platform. A crossover connects the down-going and up-going overtaking tracks, with the crossover positioned longitudinally between the upper and lower platforms.

2. A rail transit track layout system with bidirectional turnaround and overtaking functions according to claim 1, characterized in that: The down-line platform and the up-line platform are not on the same straight line in the longitudinal direction, and the crossover allows two-way traffic.

3. A rail transit track layout system with bidirectional turnaround and overtaking functions according to claim 2, characterized in that: Turnout 5 and turnout 6 can be considered as the two ends of the crossover.

4. A rail transit track layout system with bidirectional turnaround and overtaking functions according to claim 3, characterized in that: Turnout 1, turnout 2, turnout 3, and turnout 4 are all single turnouts. Turnout 1 and turnout 3 branch out in opposite directions, and turnout 2 and turnout 4 branch out in opposite directions. Turnout 5 and turnout 6 are single turnouts or symmetrical turnouts.

5. A rail transit track layout system with bidirectional turnaround and overtaking functions according to claim 4, characterized in that: Turnouts 1, 2, 3, and 4 have the same frog number, which is either a No. 12 single turnout or a No. 12 movable point single turnout. Turnouts 5 and 6 have the same frog number, which is either a No. 6 symmetrical turnout or a No. 9 single turnout.

6. An operation mode of a rail transit track layout system with bidirectional turnaround and overtaking functions as described in claim 1, characterized in that: It can enable trains to pass over and turn back, and in some special circumstances, it can save a platform and use a single platform to handle passenger boarding and alighting for both up and down trains.

7. The operation mode of a rail transit track layout system with bidirectional turnaround and overtaking functions according to claim 6, characterized in that: When a train overtaking occurs, the operation is as follows: After the slow train enters the station, it enters the overtaking track at turnout 1 and stops, allowing passengers to board and alight at the down platform. Subsequently, the fast train entering the station without stopping passes through the front and rear sections of the down main line before exiting the station and entering the section. After the slow train entering the station, it enters the overtaking track at turnout 2 and stops, allowing passengers to board and alight at the up platform. Subsequently, the fast train entering the station without stopping passes through the front and rear sections of the up main line before exiting the station and entering the section.

8. The operation mode of a rail transit track layout system with bidirectional turnaround and overtaking functions according to claim 6, characterized in that: When a train turns back, the operation is as follows: If an upward train turns back and then runs in the downward direction, after entering the station, the upward train enters the upward overpass at turnout 2. If passengers need to board or alight at the upward platform, it can stop on the upward overpass and wait for passengers to board or alight. Then, it enters the left crossover (401) at turnout 6, and then enters the downward overpass through crossover (401) to stop. At this time, the train can board or alight at the downward platform. After passengers board or alight and necessary train operations are completed, the train's running direction is reversed, and it enters the downward main line at turnout 5. After entering the station, the train will exit the station and enter the section of track. If the train is going down and then turns back to run in the direction of going up, it will enter the down overtaking track at turnout 1. If passengers need to board or alight at the down platform, it can stop at the down overtaking track and wait for passengers to board or alight. Then, it will enter the right crossover at turnout 5 and cross over to the up overtaking track. At this time, the train can board or alight at the up platform. After passengers board or alight and necessary train operations are completed, the train will turn around and enter the station section of the up main line at turnout 6, and then exit the station and enter the section of track.

9. The operation mode of a rail transit track layout system with bidirectional turnaround and overtaking functions according to claim 6, characterized in that: When a single platform is required for passenger boarding and alighting in both directions, the train operation is as follows: If a fault occurs in the upward overtaking track or the upward platform is unavailable, preventing passenger boarding and alighting, the upward train can directly proceed through the front section of the upward mainline to the rear section and stop. Upward passengers can board and alight on the downward platform without affecting normal passenger boarding and alighting or the normal passage and stopping of downward trains. After completing passenger boarding and alighting, the upward train can proceed normally into the section. Conversely, if a fault occurs in the downward overtaking track or the downward platform is unavailable, the downward train can directly proceed through the front section of the downward mainline to the rear section and stop. Downward passengers can board and alight on the upward platform without affecting normal passenger boarding and alighting or the normal passage and stopping of upward trains. After completing passenger boarding and alighting, the downward train can proceed normally into the section.

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