A parallel system for fast and slow rail trains

Abstract

The present invention discloses a parallel system for fast and slow rail trains, which includes two tracks arranged side by side, several stations arranged along the tracks, and a control part. A number of slow trains are arranged on one track, and a number of fast trains are arranged on the other track. The slow trains and the fast trains run in the same direction. The control part is connected to and controls the slow trains and the fast trains. Activity carriages for accommodating passengers are respectively arranged on the slow trains and the fast trains. The slow trains stop at every station, while the fast trains do not stop at stations. The fast trains continuously chase the slow trains ahead, and when running in parallel with the target slow train at the transfer speed, a connection passage is established between the slow trains and the fast trains, and the activity carriages on the slow trains and the fast trains are exchanged through the connection passage. The present invention enables passengers in the urban central area with a station spacing of about 1500m - 2000m to travel at a speed exceeding 100km / h, greatly improving the travel efficiency of passengers.

Description

Technical Field

[0001] The present invention relates to a train operation system, and particularly to a parallel system for fast and slow rail trains. Background Art

[0002] Under the operating state of the existing rail transit system, trains experience deceleration, stop, passenger boarding and alighting, and acceleration processes at each stop. This process seriously reduces the overall operating efficiency, especially for the rail transit system within a city, where there are many stations and small station spacings, and the impact caused by train stops is particularly significant.

[0003] Chinese Patent Application Publication No. CN102774384A discloses an operating method for parallel operation of double-track trains, which includes a main-line train and a branch-line train. The main-line train does not stop from the starting point to the end point, and the branch-line train stops at each station. Between stations, the branch-line train is connected to the main-line train and passengers are exchanged. This patent claims that passengers who need to cross stations can always stay on the main-line train from the starting point to the end point (except during the boarding and alighting processes), thereby shortening their travel time (reducing the time wasted due to stops and passenger boarding and alighting at intermediate stations) and improving the train operating efficiency. The specification of this patent states that "when reaching the end of this section of the journey (the section where fast and slow trains exchange passengers), the adjacent doors of the two trains close, the passenger exchange ends, the connection passage is disconnected, and the main-line train and the branch-line train are separated. The main-line train continues to run at the highest normal operating speed, while the branch-line train starts to decelerate and prepares to stop at the next platform to exchange passengers with the platform where the train arrives. The branch-line train on this platform has already departed at a certain moment in advance and is caught up by the main-line train on the main-line track, and the above-mentioned passenger exchange process is repeated. Other subsequently departing main-line trains and branch-line trains at each station also repeat the above-mentioned passenger exchange process to form a cyclic working process." Obviously, to complete these processes, the main-line train has to transfer at each interval, and the slow train it transfers with stops at each station. The speed of the main-line train can only be slightly greater than that of the slow train, and the improvement of the overall efficiency is also limited.

[0004] In addition, the technical solution of this patent does not disclose suitable vehicle settings, station settings, operation process control, etc., and there is no relevant record in the prior art. The technical solution disclosed in this patent application has not been actually applied yet. In order to improve the operating efficiency of rail trains, it is necessary to propose a feasible parallel system suitable for non-stop transfer. Summary of the Invention

[0005] The object of the present invention is to provide a reasonable parallel system for fast and slow rail trains in view of the deficiency of the low operating efficiency of existing rail trains.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] A parallel system for fast and slow rail trains, comprising two side-by-side tracks, a number of stations arranged along the tracks, and a control section. A number of slow trains are arranged on one track, and a number of fast trains are arranged on the other track. The slow trains and the fast trains run in the same direction. The control section is connected to and controls the slow trains and the fast trains;

[0008] The slow trains and the fast trains are respectively provided with movable carriages for accommodating passengers. The slow trains stop at every station, and the fast trains do not stop at stations. The fast trains continuously chase the slow trains ahead. When the fast trains decelerate to run in parallel with the target slow trains at the transfer speed, a connection channel is established between the slow trains and the fast trains, and the movable carriages on the slow trains and the fast trains are exchanged through the connection channel.

[0009] The slow trains include transfer slow trains. The distribution of the fast trains and the transfer slow trains is as follows: Taking a pair of fast trains, transfer slow trains and the interval where they are in the process of transfer as zero point, the nth fast train ahead exchanges movable carriages with the nth transfer slow train in the (3n - 1)th interval; the 0th fast train will exchange movable carriages with the nth transfer slow train in the 3nth interval, where n is a positive integer.

[0010] The slow trains further include non-transfer slow trains, and the non-transfer slow trains are arranged between two adjacent transfer slow trains.

[0011] The transfer slow trains take equal time to run in each interval, including moving time and stop time at stations. The duration of the fast trains running through three consecutive intervals is equal to the duration of the transfer slow trains running through one interval. The three consecutive intervals include the interval for exchanging movable carriages and the two adjacent intervals in the oncoming direction. Here, the two adjacent intervals in the oncoming direction refer to the two intervals that the fast trains have just passed before exchanging movable carriages.

[0012] The operation of the transfer slow trains includes the following cyclic steps:

[0013] Obtain the environmental information of the front interval and the station from the control section; the environmental information includes the interval length and the running duration, determine the running parameters of the next interval, and transmit the running parameters to the target fast trains;

[0014] Start and accelerate to the transfer speed, maintain the transfer speed and run in parallel with the target fast trains;

[0015] Send a transfer preparation signal to the control section, and after receiving the transfer signal sent by the control section, establish a connection channel with the target fast trains and exchange movable carriages;

[0016] Disconnect the connection channel, decelerate to dock at the next station, allow passengers with needs on the transfer slow train to get off, and allow passengers with needs on the platform to board.

[0017] The operation of the fast train includes the following cyclic steps:

[0018] Obtain the operation parameters of the target transfer slow train from the control section and determine the operation parameters from the interval where the fast train is located to the transfer interval.

[0019] Decelerate to the transfer speed, maintain the transfer speed and run in parallel with the target transfer slow train.

[0020] Send a transfer preparation signal to the control section, and after receiving the transfer signal from the control section, establish a connection channel with the target transfer slow train and exchange the active carriages.

[0021] Disconnect the connection channel, accelerate to high speed and maintain high-speed operation.

[0022] Compared with the prior art, the advantages and beneficial effects of the present invention are:

[0023] In the system of the present invention, the transfer slow train in each interval can have sufficient stable parallel running time with a fast train for active carriage exchange. Non-transfer slow trains can also be inserted between the transfer slow trains to improve the transportation capacity. The fast train exchanges the active carriage with a transfer slow train every three stations. Compared with the prior art, the speed and transfer efficiency of the fast train can be greatly improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0025] Figure 1 It is the state diagram of the train operation process in Embodiment 1.

[0026] Figure 2 It is the state diagram of the train operation process in Embodiment 2.

[0027] Figure 3 It is the curve diagram of the train operation process of an embodiment.

[0028] Figure 4 It is the overall structure schematic diagram of the train carriage embodiment, in which the first support frame and the second support frame are in the retracted state.

[0029] Figure 5It is a schematic diagram of the overall structure of an embodiment of a train carriage, in which the first support frame and the second support frame are in an unfolded state.

[0030] Figure 6 is Figure 5 exploded view of.

[0031] Figure 7 It is a schematic diagram of the structures of two ends of an embodiment of a train carriage.

[0032] Figure 8 It is a top view of two train carriages preparing to exchange passengers.

[0033] Figure 9 It is a schematic diagram of two train carriages in the process of exchanging passengers.

[0034] Figure 10 It is a schematic diagram of the cooperation mode between a track wheel and a track.

[0035] Figure 11 It is a schematic diagram of another cooperation mode between a track wheel and a track.

[0036] Figure 12 It is a schematic diagram of the overall structure of the train of the present invention.

[0037] Figure 3 In it: the horizontal axis represents the distribution positions of some stations; the vertical axis represents the system operation time; the capital letters represent express trains, and the lowercase letters represent transfer slow trains. The numbers beside the letters represent the moments (minutes) when the train runs to the illustrated positions during the overall operation time. The enlarged part in the figure marks the respective operation stages of express train B and transfer slow train a. Detailed implementation manners

[0038] For the convenience of understanding the present invention, the present invention will be described more comprehensively below with reference to the relevant drawings. Preferred embodiments of the present invention are given in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, these embodiments are provided to make the disclosure of the present invention more thorough and comprehensive.

[0039] It should be noted that when an element is considered to be "arranged" on another element, it can be directly arranged or connected to the other element or there may be an intermediate element present at the same time.

[0040] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the technical field of the present invention. The terms used in the description are only for the purpose of describing specific embodiments and are not intended to limit the present invention.

[0041] Embodiment 1

[0042] AsFigure 1 As shown in the figure, a parallel system of fast and slow rail trains includes several stations (S1, S2,...) and two tracks arranged side by side along several stations (S1, S2,...). Among them, several slow trains (a, c, e,...) are arranged on track one R1, and several fast trains (A, B, C,...) are arranged on track two R2. The slow trains and fast trains are provided with movable carriages for accommodating passengers, and passenger exchange is realized through the exchange of movable carriages between the slow trains and fast trains. The slow trains and fast trains run in the same direction. The slow trains stop at every station, and the fast trains do not stop. The fast trains continuously chase the target slow trains ahead and decelerate to run parallel with the target slow trains at the transfer speed to exchange movable carriages with the slow trains. It also includes a control part, and the control part is connected to and controls the slow trains and fast trains. The exchange of movable carriages is realized through the connection channels established between the slow trains and fast trains.

[0043] In this embodiment, the target slow train refers to the slow train that is about to transfer with the fast train. Taking a pair of fast trains, slow trains and the interval where they are located during transfer as zero point, such as Figure 1 the fast train A, slow train a and the interval Q0 in state Ⅱ as shown in the figure. The first fast train B ahead exchanges passengers with the first slow train c in the second interval Q2; the 0th fast train A will exchange passengers with the first slow train c in the third interval Q3 (state Ⅲ), and so on. States Ⅱ - Ⅳ show three consecutive transfer states. All slow trains are transfer slow trains.

[0044] The operation of the transfer slow train includes the following cyclic steps:

[0045] Obtain the environmental information of the front interval and station from the control part. The environmental information includes the interval length and running duration, determine the operation parameters of the next interval, and transmit the operation parameters to the target fast train;

[0046] Start and accelerate to the transfer speed, maintain the transfer speed and run parallel with the target fast train;

[0047] Send a transfer preparation signal to the target fast train through the control part and receive the transfer preparation signal sent by the target fast train;

[0048] Establish a connection channel with the target fast train;

[0049] Send a transfer signal to the target fast train through the control part and receive the transfer signal sent by the target fast train;

[0050] Exchange movable carriages with the target fast train;

[0051] Disconnect the connection channel;

[0052] Slow down and stop at the next station. Passengers with needs on the target slow train get off, and passengers with needs on the platform get on.

[0053] The operation of the fast train includes the following loop steps:

[0054] Obtain the operation parameters of the target slow train to be transferred from the control part, and determine the operation parameters from the interval where the fast train is located to the transfer interval;

[0055] Slow down to the transfer speed, maintain the transfer speed and run parallel to the target slow train to be transferred;

[0056] Send a transfer preparation signal to the target slow train through the control part and receive the transfer preparation signal sent by the target slow train;

[0057] Establish a connection channel with the target slow train;

[0058] Send a transfer signal to the target slow train through the control part and receive the transfer signal sent by the target slow train;

[0059] Exchange the active carriages with the target slow train;

[0060] Disconnect the connection channel, accelerate to high speed and maintain high-speed operation.

[0061] In this embodiment, the slow trains to be transferred are distributed at intervals when stopping at stations, as Figure 1 shown in State Ⅰ.

[0062] Embodiment 2

[0063] As Figure 2 shown, compared with Embodiment 1, in this embodiment, non-transfer slow trains (b, d, f...) are added between the slow trains to be transferred (a, c, e...). The added non-transfer slow trains (b, d, f...) do not affect the exchange of active carriages (passenger transfer) between the slow trains to be transferred (a, c, e...) and the fast trains (A, B, C...). They only serve as supplementary transportation capacity and do not participate in the transfer. In this way, inserting non-transfer slow trains between the slow trains to be transferred does not affect the operation of the slow trains to be transferred and the fast trains, which is equivalent to superimposing the system of the present invention with the ordinary train system, thereby improving the transportation capacity.

[0064] A preferred embodiment of the present invention is that the slow train runs for an equal time in each section, including the moving time and the stopping time at stations. The running duration of the fast train for three consecutive sections is equal to the running duration of the slow train for one section. The three consecutive sections include the section for exchanging the moving carriages and the two adjacent sections in the oncoming direction. The station spacings in the ideal state are equal. However, in practical applications, it is difficult to achieve absolutely equal station spacings. According to the actual situation, in some sections with relatively large or small station spacings, it is obvious that the problem can be solved by increasing or decreasing the running speed and acceleration of the train in the corresponding section, and extending or shortening the high-speed or low-speed running duration. The control part calculates the operating parameters that meet the conditions according to the actual situation.

[0065] The following table gives the parameters of three ideal implementation schemes:

[0066]

[0067]

[0068] Figure 3 It is the running curve graph of the first ideal scheme, in which the intervals between the slow trains for transfer and those without transfer are distributed.

[0069] The average speed of the fast train of the present invention can reach more than 100 km / h. In contrast, the current travel speeds of each line of the Shanghai Rail Transit are about 35 - 40 km / h.

[0070] The present invention is particularly suitable for urban rail transit systems with relatively small station spacings. The fast train and the slow train for transfer in the present invention are preferably Figure 4 - Figure 12 The trains in. Since a fast train exchanges the moving carriages with a slow train only every three stations passed, passengers whose destinations are at the latter two stations passed generally have the following options: after boarding the slow train, they can transfer to the fast train after taking at most two sections (in this case, it is possible to get off at the station immediately after transferring from the fast train to the slow train), or transfer up to two sections earlier or later and then take the slow train to the destination station (in this case, passengers who transfer from the fast train to the slow train earlier need to continue to take the slow train to the station, and passengers who transfer from the fast train to the slow train later need to take the slow train in the reverse direction back to the destination station). The technical solution of the present invention enables rail transit passengers in the urban central area where the station spacings are as dense as about 1500 m - 2000 m and the population density is very high to travel at a speed exceeding 100 km / h, greatly improving the travel efficiency of passengers.

[0071] Such as Figure 4 、 Figure 5As shown in the figure, the train car of the present invention includes an upper car 1, a lower car 2 and a movable car 3. The upper car 1 is stacked on the lower car 2. The movable car 3 is arranged in the upper car 1. The upper car 1 and the lower car 2 are connected through a walking passage 4 provided at one end of the train car. A car passing opening 5 is provided on one side of the upper car 1.

[0072] As Figure 6 shown, the width L of the car passing opening 5 is not less than twice the length m of the movable car 3, that is, it is ensured that the car passing opening 5 allows two movable cars 3 to pass through simultaneously.

[0073] A first translation mechanism is installed between the bottom of the movable car 3 and the ground of the upper car 1. In this embodiment, the first translation mechanism includes track wheels 6 installed at the bottom of the movable car 3 and a first track 7 installed on the ground of the upper car 1. The first track 7 includes a longitudinal track 8 arranged along the traveling direction of the train car and a first transverse track 9 arranged perpendicular to the traveling direction of the train car. As Figure 5 、 Figure 6 shown, a deployable first support frame 10 and a second support frame 11 are also provided at the car passing opening 5 of the upper car 1. The first transverse track 9 is arranged on the ground of the upper car 1. A second transverse track 15 and an interconnection component, which are part of the second translation mechanism, are provided on the first support frame 10 and the second support frame 11. One side of the first support frame 10 and the second support frame 11 is hinged to the train car. After the first support frame 10 and the second support frame 11 are deployed, the second transverse track 15 is docked with the first transverse track 9 to form an extended transverse track. The first support frame 10 and the second support frame 11 respectively correspond to half of the car passing opening 5 on the side of the upper car 1. As Figure 6 、 Figure 7 shown, a first movable door 12 is provided at each end of the movable car 3. A second movable door 13 corresponding to the first movable door 12 is provided in the walking passage 4. A staircase is arranged in the walking passage 4. The movable car 3 in the upper car 1 is connected to the lower car 2 through the first movable door 12, the second movable door 13 and the staircase.

[0074] To facilitate the flow of people between different cars after the train cars form a train, as Figure 7As shown in the figure, third movable doors 16 are provided at both ends of the train carriages. After forming a train set, the third movable doors 16 of adjacent train carriages can be connected. In this embodiment, the staircase provided in the walking passage 4 includes an upper staircase 17 and a lower staircase 18. A turning platform 19 is provided between the upper staircase 17 and the lower staircase 18. The lower staircase 18 connects the ground of the lower carriage 3 and the turning platform 19, the upper staircase 17 connects the turning platform 19 and the second movable door 13, and the third movable door 16 connects the turning platform 19. A second lower staircase 20 can also be provided at the third movable door 16 provided at the other end of the train carriage to connect with the ground of the lower carriage 2.

[0075] As Figure 8 , Figure 9 shown, when the car body through openings 5 of two train carriages are arranged opposite to each other, the first support frame 10a of the first train carriage can be docked with the second support frame 11b of the second train carriage. At the same time, the second support frame 11a of the first train carriage can also be docked with the first support frame 10b of the second train carriage. The corresponding end parts of the first support frame 10 and the second support frame 11 at the docking part are respectively connected through an interconnection component. The interconnection component includes a locking device, and the connection of the docked support frames can be locked through the locking device. In this way, the first transverse track 9a, the second transverse track 15a in the first train carriage, the second transverse track 15b, and the first transverse track 9b in the second train carriage are docked in sequence, forming a long transverse track across the two train carriages, so that the movable car body 3 can not only move back and forth along the longitudinal track 8 of the train carriage where it is located in the traveling direction of the train carriage, but also move between the two train carriages along the long track.

[0076] As Figure 10 , Figure 11 shown, the longitudinal track 8 on the ground of the upper carriage 1 and the first transverse track 9 are arranged in a cross pattern. In order to complete the switching of the track wheels 6 together with the movable car body 3 between the longitudinal track 8 and the first transverse track 9, the cross-sections of the longitudinal track 8, the first transverse track 9, and the corresponding second transverse track 15 are grooves. The track wheels 6 are arranged at the bottom of the movable car body 3, and a lifting mechanism is provided on each track wheel 6. The track wheels 6 include two groups with mutually perpendicular running directions: the first track wheel group 6-1 running along the longitudinal track 8, and the second track wheel group 6-2 running along the first transverse track 9. The first track wheel group 6-1 cooperates with the longitudinal track 8, and the second track wheel group 6-2 cooperates with the first transverse track 9 and the second transverse track 15. Moreover, the lifting mechanisms of the first track wheel group 6-1 and the second track wheel group 6-2 restrict each other: when the first track wheel group 6-1 descends and is embedded in the longitudinal track 8, the second track wheel group 6-2 rises and leaves the track, or vice versa. That is, when the movable car body 3 moves along the longitudinal track 8, the first track wheel group 6-1 cooperates with the longitudinal track 8, the second track wheel group 6-2 is lifted and leaves the first transverse track 9, and the movable car body 3 moves along the longitudinal track 8 to the lateral movement position (such asFigure 8 As shown in the figure; when the movable car 3 needs to be translated to another train, the second track wheel set 6-2 descends to cooperate with the first transverse track 9, and at the same time the first track wheel set 6-1 ascends and leaves the longitudinal track 8. The state at this time is as shown in Figure 6 the figure. The movable car 3 moves along the first transverse track 9 and the second transverse track 15. Similarly, when the movable car 3 switches from moving along the first transverse track 9 to moving along the longitudinal track 8, the movable car 3 moves to the longitudinal movement position. The first track wheel set 6-1 descends to cooperate with the longitudinal track 8, and the second track wheel set 6-2 ascends and leaves the first transverse track 9. The movable car 3 is driven by the first track wheel set 6-1, that is, the translation direction is changed.

[0077] In this embodiment, the first support frame 10 and the second support frame 11 support the second transverse track 15, so that the first transverse tracks 9 in the two train carriages are connected by the second transverse tracks 15 of the two train carriages. In practical applications, the first support frame 10a and the second support frame 11a of the corresponding first train carriage can be set to be the same length or different lengths from the first support frame 10b and the second support frame 11b of the second train carriage. Even the first support frame 10a and the second support frame 11a in the first train carriage can be set to directly overlap on the car access 5 of the second train carriage, and the first support frame 10b and the second support frame 11b shown in the figure can be cancelled in the second train carriage. However, considering that before or after the lateral movement of the movable car 3, if the locking of the two train carriages is accidental and causes the train carriages to be misaligned, the structural loss caused by disconnecting the first support frame and the second support frame is small. Therefore, it is a better choice to set the first support frame and the second support frame on both the first train carriage and the second train carriage.

[0078] In this embodiment, the translation cooperation structure between the movable car 3 and the upper carriage 1 is track and track. On this basis, only a conventional power device needs to be set to realize the movement of the movable car 3. The track and track wheels used in this embodiment are only one of the effective translation cooperation forms. Obviously, other forms of translation cooperation structures can also be adopted, such as a sliding mechanism with traction, a conveyor belt, etc., or other forms of track and track wheels. The corresponding first support frame and the second support frame are not limited to the connection methods described in the embodiment, and can also be horizontally extended from the upper carriage or other moving methods, as long as the purpose of enabling the movable car to move along the traveling direction of the upper carriage and perpendicular to the traveling direction can be achieved.

[0079] For the convenience of description, only the frame of the upper carriage of the train carriage corresponding to the attached drawings in this embodiment is shown. In practical applications, a shielding device can also be set at places where the car access 5 does not need to be opened, or further, a movable shielding device can be set at places where the car access 5 is opened to improve the safety and aerodynamic characteristics of the whole vehicle.

[0080] As Figure 12 shown, the train of the present invention includes six of the above-mentioned train carriages, wherein the walking passages 4 of all the train carriages are in the same orientation, such as the rear of the carriage. In the state of this embodiment, the movable carriages 3 in all the train carriages are close to the walking passage 4.

[0081] The walking passages of all the train carriages of the transfer train corresponding to the train of the present invention should be located at the head of the carriage.

[0082] Two trains of the present invention run in the same direction. The walking passages of one train are all in the front, and the walking passages of the other train are all in the rear. One train runs fast as an express train all the time, and the rest of the trains run slowly as slow trains and stop at stations. The express train picks up and drops off passengers through the slow train. The specific method of picking up and dropping off passengers includes the following steps:

[0083] 1) During the running of the two trains, the passengers who need to transfer on the two trains enter the upper carriage from the lower carriage through the walking passage, and enter the movable carriage through the second movable door and the first movable door in turn. After the passenger transfer is completed, the first movable door and the second movable door are closed;

[0084] 2) Adjust the two trains to run side by side at the same speed, and align the car body through openings of the train carriages where the passengers to be exchanged are located;

[0085] 3) The car body through openings of the corresponding two train carriages are connected by the first support frame and the second support frame, and the connection state is locked by the interconnection component;

[0086] 4) The movable carriages of the two train carriages enter the upper carriage of the opposite train carriage along the first transverse track of the first translation mechanism and the second transverse track of the second translation mechanism;

[0087] 5) The interconnection components of the corresponding two train carriages are disconnected, and the second translation mechanism retracts;

[0088] 6) The movable carriage moves along the longitudinal track of the first translation mechanism to the other end of the upper carriage and is close to the walking passage;

[0089] 7) Open the first movable door and the second movable door, and the passengers in the movable carriage enter the lower carriage through the walking passage to complete the passenger exchange.

[0090] As described above, it is only a specific implementation of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can make many possible changes and modifications to the technical solution of the present invention by using the technical content disclosed above, or modify it into an equivalent embodiment with equivalent changes. Therefore, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present invention without departing from the technical solution of the present invention shall fall within the protection scope of the technical solution of the present invention.

Claims

1. A parallel system for fast and slow track trains, comprising two tracks arranged side by side, a number of stations arranged along the tracks and a control part, characterized in that: A plurality of slow trains are arranged on one track, and a plurality of fast trains are arranged on the other track, the slow trains and the fast trains run in the same direction, and the control part connects and controls the slow trains and the fast trains; The slow train and the fast train are respectively provided with movable cars for accommodating passengers, the slow train must stop at every station, and the fast train does not stop at a station, the fast train continues to catch up with the slow train in front, and when it slows down to be parallel with the target slow train at a transfer speed, a connecting channel is established between the slow train and the fast train, and the movable cars on the slow train and the fast train are exchanged through the connecting channel; The slow trains include transfer slow trains, and the station spacing of several stations is 1500m-2000m. The fast trains and transfer slow trains are distributed as follows: taking a pair of fast trains, transfer slow trains and the interval they are in as the zero point, the nth fast train in front exchanges a movable car with the nth transfer slow train in the 3n-1 interval; the 0th fast train will exchange a movable car with the nth transfer slow train in the 3n interval, where n is a positive integer; The train carriages of the slow train and the fast train include an upper carriage and a lower carriage, the upper carriage is stacked on the lower carriage, the movable car is arranged in the upper carriage, the upper carriage is connected with the lower carriage through a walking passage arranged at one end of the train carriage, and a car passage is arranged on one side of the upper carriage; The width L of the car passage opening is not less than twice the length m of the movable car (3); A first translation mechanism is installed between the bottom of the movable car and the floor of the upper compartment, the first translation mechanism comprises a rail wheel installed at the bottom of the movable car and a first track installed on the floor of the upper compartment, the first track comprises a longitudinal track arranged along the traveling direction of the train compartment; The pedestrian walkway of one train is all in the front, and the pedestrian walkway of the other train is all in the back, and the movable cars in all train carriages are close to the pedestrian walkway; When the fast train passes through the slow train to get on and off passengers, the passengers who need to transfer on the two trains enter the movable car of the upper car from the lower car through the pedestrian passage. When the two trains are running in parallel at the same speed, the car passage openings of the train cars of the two trains whose passengers are to be exchanged are aligned, connected to each other and locked with an interconnection component. After the exchange of the movable bridge cars is completed, the passengers in the movable car enter the lower car through the pedestrian passage to complete the passenger exchange.

2. The parallel system of fast and slow rail trains according to claim 1, characterized in that: The slow trains also include a non-transfer slow train, and the non-transfer slow train is arranged between two adjacent transfer slow trains.

3. The parallel system of fast and slow rail trains according to claim 1, characterized in that: The time a slow train spends running in each section is equal, including the moving time and the stop time. The time a fast train spends running in three consecutive sections is equal to the time a slow train spends running in one section. The three consecutive sections include the section for exchanging movable cars and two adjacent sections in the direction of oncoming vehicles.

4. The parallel system of fast and slow rail trains according to any one of claims 1 to 3, characterized in that: The operation of transferring to a slow train includes the following cycle steps: Obtaining environmental information of the preceding section and station from the control part, the environmental information including the section length and the running time, determining the running parameters of the next section, and transmitting the running parameters to the target fast train; Start and accelerate to transfer speed, maintain transfer speed and run parallel to the target express train; Send a transfer preparation signal to the control part, and after receiving the transfer signal sent by the control part, establish a connection channel with the target fast train and exchange the movable car; The connecting passage is released, the train slows down and stops at the next station, and passengers on the slow train who need to transfer get off, and passengers on the platform who need to transfer get on; The operation of the express train includes the following cyclic steps: Obtain the operating parameters of the target transfer slow train from the control part, and determine the operating parameters from the section where the fast train is located to the transfer section; Slow down to the transfer speed, maintain the transfer speed and run parallel to the target transfer slow train; Send a transfer preparation signal to the control part, and after receiving the transfer signal sent by the control part, establish a connection channel with the target transfer slow train and exchange movable cars; Unlink the channel, accelerate to high speed and maintain high speed.

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