Urban rail transit platform with composite train approaching area

Abstract

An urban rail transit station platform belongs to the field of rail transit. The platform is an island-type platform or a separated island-type platform. In at least one combination area of the island type platform, the train approaching area on at least one side is a composite train approaching area; the composite type adjacent vehicle area is characterized in that at least one section of area Z in the adjacent vehicle area in the length direction is a composite area; the composite area Z is characterized in that the width of the area Z is equal to the width of the adjacent train area where the area Z is located, the area Z is divided into two parallel areas Z1 and Z2, the areas Z1 and Z2 are adjacent to the train area and the non-adjacent train area respectively, and the lengths of the areas Z1 and Z2 are equal to or approximately equal to the length of the area Z; and the areas Z1 and Z2 are respectively called a boarding and alighting area and a longitudinal channel.

Description

Technical Field

[0001] The invention relates to an urban rail transit platform and a boarding and alighting method, which are used for a line with a combination area in a station platform and belong to the field of rail transit. Background Art

[0002] In the platform level of a subway or light rail station, especially in the underground platform level, equipment and management rooms occupy a considerable length.

[0003] Section 8.3.3 of GB50157-2003 "Metro Design Code" stipulates: "Equipment and management rooms located at both ends of the platform layer may be included in the platform calculation length when necessary, but should not exceed half a car length, and must not invade the side platform calculation width, and should be at a distance of not less than 8m from the stair opening." Section 9.3.3 of GB 50157-2013 "Metro Design Code" stipulates: "Equipment and management rooms located at both ends of the platform layer may be extended into the platform calculation length, but the extension length should not exceed the length of one car, and the distance from the stair opening or passage opening should not be less than 8m..." The new version of the specification has relaxed the extension length of the equipment management room into the platform calculation length from the original 0.5 car length to 1 car length.

[0004] According to the actual situation of existing stations, the calculated length of the platform is the length of the train plus the parking error. Even if the equipment and management rooms at each end are included in the platform calculation range to reach the length of one car, the equipment and management rooms outside the platform calculation length range still occupy a large length of the platform layer, and the sum of the two ends usually reaches 2 to 5 car lengths. The present invention provides a solution that can increase the length of the train without lengthening the length of the station platform layer.

[0005] Technical issues

[0006] How to increase the length of the train formation without increasing the total length of the station, how to shorten the time for passengers to get on and off, and the time to enter and leave the area near the train, so as to avoid a continuous increase in the number of passengers stranded in the area near the train.

[0007] In order to solve these problems, the following technical solutions are proposed. Summary of the invention

[0008] An urban rail transit island platform includes at least one conventional area and at least one combined area, and has the following characteristics:

[0009] Each combination area is an end combination area or a non-end combination area; the end combination area has only one end bordering the conventional area, and the two ends of the non-end combination area border two conventional areas respectively; each combination area includes an area near the train and a non-area near the train, the area near the train is located on one side or both sides of the platform, and the area near the train allows passengers to appear in it.

[0010] Furthermore, in at least one combined area of ​​the island platform, the vehicle-approaching area on at least one side is a composite vehicle-approaching area;

[0011] The composite vehicle-approaching area is characterized in that at least one section Z along the length direction of the vehicle-approaching area is Composite Area ;

[0012] The composite area Z has the following characteristics: the width of the area Z is equal to the width of the area adjacent to the train at its location; the area Z is divided into two parallel areas Z1 and Z2, the areas Z1 and Z2 are adjacent to the train and the area not adjacent to the train, respectively, and the length of each area is equal to or approximately equal to the length of the area Z, and the areas Z1 and Z2 are respectively referred to as Boarding and alighting areas and Longitudinal channel ;

[0013] The characteristic of the boarding and alighting area is that the area is adjacent to the train; if there are passengers getting on and / or getting off in the carriage of the stopped train facing the boarding and alighting area, the boarding passengers enter the carriage from the boarding and alighting area, and the getting off passengers step into the boarding and alighting area from the carriage.

[0014] Furthermore, in the combined area, there are vehicle-adjacent areas on both sides, and one or more connecting passages are provided between the vehicle-adjacent areas on both sides; passengers can enter the vehicle-adjacent area on the other side through the connecting passage from the vehicle-adjacent area on one side;

[0015] For the sake of distinction, this connecting channel is referred to as a transverse channel hereinafter.

[0016] Furthermore, in at least one combined area of ​​the island platform, the train-approaching area on one side is a composite train-approaching area, and the train-approaching area on the other side is a single train-approaching area;

[0017] The characteristic of the single-type approaching area is that the approaching area is not divided in the width direction, and passengers are in one area when walking horizontally in the approaching area; in the single-type approaching area, all the approaching areas are boarding and alighting areas.

[0018] Furthermore, in at least one combined area of ​​the island platform, the vehicle-adjacent areas on both sides are composite vehicle-adjacent areas.

[0019] Furthermore, at least one side of the composite vehicle-adjacent area of ​​the combined area includes at least one composite area and at least one single area in the length direction;

[0020] Said Single Zone The characteristic of the domain is that there is no horizontal partition in this section. When passengers walk horizontally in one area, the width of a single area is equal to the width of the area next to the vehicle at the location.

[0021] The single area belongs to the boarding and alighting area, and the boarding and alighting area in the composite vehicle approaching area includes the boarding and alighting areas in the single area and the composite area.

[0022] Furthermore, in the combined area, in the boarding and alighting area in at least one side of the vehicle adjacent area, there is at least one section S having the following characteristics:

[0023] (1) Any passenger who gets off the bus in area S is only allowed to walk along a single path from the getting off location to the regular area; or / and,

[0024] (2) Any passenger who wants to get on the bus in area S walks along a unilateral path from the regular area to the waiting position in area S;

[0025] in,

[0026] The characteristic of the one-way path is that the walking path of the passenger in the combined area only appears in the vehicle adjacent area on the same side.

[0027] Furthermore, in the combined area, in the boarding and alighting area in at least one side of the vehicle adjacent area, there is at least one section S having the following characteristics A and / or B:

[0028] (I) The characteristic A is that it has one of the following characteristics:

[0029] (1) Any passenger who gets off the bus in area S is only allowed to walk along a single path from the getting off location to the regular area;

[0030] (2) Any passenger who gets off the bus in area S is only allowed to walk along the combined path from the getting-off location to the regular area;

[0031] (3) Any passenger who gets off the bus in area S is allowed to choose to walk from the getting-off location into the regular area along a single path or a combined path;

[0032] (ii) The characteristic B is that it has one of the following characteristics:

[0033] (1) Any passenger who wants to get on the bus in area S is only allowed to walk along a single path from the regular area to the waiting position in area S;

[0034] (2) Any passenger who wants to get on the bus in area S is only allowed to walk along the combined path from the regular area to the waiting position in area S;

[0035] (3) Any passenger who wants to get on the bus in area S is allowed to choose to walk from the regular area to the waiting location in area S along a single path or a combined path;

[0036] (iii) Among them,

[0037] The characteristic of the one-way path is that the walking trajectory of the passenger in the combined area only appears in the vehicle-adjacent area on the same side;

[0038] Assume that the areas adjacent to the vehicles on both sides are areas 1 and 2 respectively, and the boarding and alighting area where area S is located is located in area adjacent to the vehicle 2; the characteristic of the combined path is that, from the getting-off position in area S within area adjacent to the vehicle 2 to the regular area, or from the regular area to the waiting position in area S within area adjacent to the vehicle 2, the walking trajectory of the passengers in the combined area passes through area adjacent to the vehicle 1 and the transverse passage.

[0039] Furthermore, the path has the following feature A and / or feature B:

[0040] (I) Feature A is:

[0041] The unilateral path is one of the following: a type I′ unilateral path, a type II′ unilateral path, or a type III′ unilateral path; or the unilateral path is a type I unilateral path;

[0042] (1) The I′-type unilateral path has the following characteristics:

[0043] (i) Feature B1

[0044] The feature B1 is that the boarding and alighting area where the area S is located is located in a composite vehicle approaching area.

[0045] (ii) The walking trajectory of passengers in the combined area only appears in the boarding and alighting area where area S is located;

[0046] (2) The II′ type unilateral path has the following characteristics:

[0047] (i) Feature B1,

[0048] (ii) Feature B2,

[0049] The feature B2 is that the walking trajectory of the passenger in the combined area only appears in the vehicle-approaching area where the area S is located;

[0050] (iii) The walking trajectory in the vehicle-passenger area passes through the composite area, and all or most of the longitudinal travel of passengers in the composite area is completed in the longitudinal passage;

[0051] (3) The III′ type unilateral path has the following characteristics:

[0052] (i) Feature B1,

[0053] (ii) Feature B2,

[0054] (iii) The walking path in the approaching area passes through one or more composite areas, and in each composite area, passengers are allowed to choose to walk in the boarding and alighting area or in the longitudinal passage;

[0055] (4) The characteristics of the type I unilateral path are:

[0056] (i) the boarding and alighting area where the area S is located is located in a single type of vehicle adjacent area;

[0057] (ii) The walking trajectory of passengers in the combined area only appears in the boarding and alighting area where area S is located;

[0058] (ii) Feature B is:

[0059] The combination path is one of the following: type I' combination path, type II' combination path, type III' combination path; or the combination path is type I combination path;

[0060] The two side vehicle approaching areas in the combined area are respectively recorded as vehicle approaching areas 1 and 2, and the boarding and alighting area where area S is located is located in vehicle approaching area 1; the vehicle approaching area 1 is a single vehicle approaching area or a composite vehicle approaching area;

[0061] (1) The I′-type combination path has the following three characteristics:

[0062] (i) Feature C1;

[0063] The feature C1 is that the passenger's moving trajectory in the combined area passes through the area 2 and the transverse passage when walking from the get-off position in the area S within the area 1 to the regular area, or from the regular area to the waiting position in the area S within the area 1;

[0064] (ii) Feature C2,

[0065] The feature C2 is that the vehicle approaching area 2 is a composite vehicle approaching area;

[0066] (iii) In the approaching area 2, the longitudinal journey of the passenger is completed in the boarding and alighting area;

[0067] (2) The II′ type combination pathway also has the following three characteristics:

[0068] (i) Feature C1;

[0069] (ii) Feature C2,

[0070] (iii) passing through the composite area in the vehicle-adjacent area 2, with all or most of the longitudinal travel in the composite area being completed in the longitudinal passage;

[0071] (3) The III′ type combination pathway also has the following three characteristics:

[0072] (i) Feature C1;

[0073] (ii) Feature C2,

[0074] (iii) The walking trajectory in the vehicle approaching area 2 passes through one or more composite areas, and in each composite area, passengers are allowed to choose to walk in the boarding and alighting area or in the longitudinal passage.

[0075] (4) The Type I combination path has the following two characteristics:

[0076] (i) Feature C1;

[0077] (ii) The vehicle approaching area 2 is a single type vehicle approaching area.

[0078] Furthermore, in at least one side of the boarding and alighting area of ​​at least one combination area of ​​the platform, there is at least one section P having the following characteristics:

[0079] In at least one time period, among the trains that stop at the platform side where the area P is located, the relationship pattern between at least one train and the area P and the boarding and alighting behaviors is one of the following:

[0080] (1) Mode A, (down only)

[0081] The characteristics of mode A are: in the train parked at the platform side where the area P is located, there is a section of carriage S facing the entire length of the area P, and the length of the section of carriage S is the same as the length of the area P; the section of carriage S only allows passengers to get off, but not to get on;

[0082] When a train has the above characteristics, the train is called a Class A train in area P; when a section of carriage S in a train has the above characteristics, the boarding and alighting mode adopted by the section of carriage S is called mode A;

[0083] (2) Mode B, (lower priority)

[0084] The characteristics of mode B are: among the trains parked at the platform side where the area P is located, there is a carriage facing the entire length of the area P; the carriage S corresponding to the area P allows passengers to get on and off, but the number of people allowed to get on is determined based on the number of people getting off;

[0085] When a train has the above characteristics, the train is called a Class B train in area P; when a section of carriage S in a train has the above characteristics, the boarding and alighting mode adopted by the section of carriage S is called mode B;

[0086] (3) Mode C, (upper only)

[0087] The characteristics of mode C are: among the trains parked on the platform side where the area P is located, there are carriages facing the entire length of the area P; the section of the train corresponding to the area P only allows passengers to board, but not to get off;

[0088] When a train has the above characteristics, the train is called a Class C train in area P; when a section of carriage S in a train has the above characteristics, the boarding and alighting mode adopted by the section of carriage S is called mode C;

[0089] (4) Mode D, (double guest)

[0090] The characteristics of mode D are: among the trains parked on the platform side where the area P is located, there are carriages facing the entire length of the area P; the section of the train corresponding to the area P allows both boarding and alighting of passengers;

[0091] When a train has the above characteristics, the train is called a D-type train in area P; when a section of carriage S in a train has the above characteristics, the boarding and alighting mode adopted by the section of carriage S is called mode D;

[0092] (5) Mode E, (non-customer)

[0093] The characteristics of mode E are: among the trains parked on the platform side where the area P is located, there are carriages facing the entire length of the area P; the section of the train corresponding to the area P does not allow passengers to get on or off, but allows passengers to appear in the area P;

[0094] When a train has the above characteristics, the train is called a Class E train in area P; when a section of carriage S in a train has the above characteristics, the boarding and alighting mode adopted by the section of carriage S is called mode E;

[0095] (6) Mode F, (no car)

[0096] The characteristic of mode F is that: among the trains parked at the platform side where the area P is located, no carriage or door faces any part of the area P, and passengers cannot get on or off in the area P, but passengers are allowed to appear in the area P;

[0097] When a train has the above characteristics, the train is called a Class F train in area P.

[0098] Further, during the time period, the region P is one of the following: an I-type region, an IJ-type region, an IJK-type region, an IJKL-type region, an IJKLM-type region; (one)

[0100] The characteristic of the type I area is that, within a specified time period, any train that stops at the platform side of the area P can only be a type I train of the area P; the value of I is one of the following: A, B, C, D, E, F; (two)

[0102] The characteristic of the IJ-type area is that, within a specified time period, any train that stops at the platform side of the area P can only be a type I or type J train of the area P;

[0103] The characteristic of the IJK type area is that, within a specified time period, any train that stops at the platform side of the area P can only be a type I, J or K train of the area P;

[0104] The characteristic of the IJKL type area is that, within a specified time period, any train that stops at the platform side of the area P can only be a type I, J, K or L train of the area P;

[0105] The characteristic of the JKLM type area is that, within a specified time period, any train that stops at the platform side of the area P can only be a Class I, J, K, L or M train of the area P; (three)

[0107] In the names of the IJ-type region, the IJK-type region, the IJKL-type region and the IJKLM-type region, the symbols I, J, K, L, and M are general symbols having the following characteristics;

[0108] (1) The symbols I, J, K, L, and M are each one of the following: A, B, C, D, E, and F;

[0109] (2) Among the symbols I, J, K, L, and M, the values ​​of any two symbols are different;

[0110] In the name of the IJ type area, it is required that I≠J;

[0111] In the name of the IJK type area, it is required that I≠J, I≠K, and J≠K;

[0112] In the name of the IJKL type area, I≠J, I≠K, I≠L, J≠K, J≠L, K≠L are required;

[0113] In the names of IJKLM type areas, I≠J, I≠K, I≠L, I≠M, J≠K, J≠L, J≠M, K≠L, K≠M, L≠M are required.

[0114] Furthermore, within the time period, the region P has one of the following four characteristics:

[0115] (i) the region P is a type I region, and the selection range of the type I region includes type A region, type B region, type C region, and type D region;

[0116] (ii) The region P is an IJ type region, and the selection range of the IJ type region includes:

[0117] (1) AB type region, (2) AC type region, (3) AD type region, (4) AE type region, (5) AF type region, (6) BC type region, (7) BD type region, (8) BE type region, (9) BF type region, (10) CD type region, (11) CE type region, (12) CF type region, (13) DE type region, (14) DF type region, (15) EF type region;

[0118] (III) The region P is an IJK type region, and the selection range of the IJK type region includes:

[0119] (1) ABC type region, (2) ABD type region, (3) ABE type region, (4) ABF type region, (5) ACD type region, (6) ACE type region, (7) ACF type region, (8) ADE type region, (9) ADF type region, (10) BCD type region, (11) BCE type region, (12) BCF type region, (13) BDE type region, (14) BDF type region, (15) CDE type region, (16) CDF type region, (17) AEF type region, (18) BEF type region, (19) CEF type region, (20) DEF type region;

[0120] (iv) the region P is an IJKL type region, and the selection range of the IJKL type region includes:

[0121] (1) ABEF type region, (2) ACEF type region, (3) ADEF type region, (4) BCEF type region, (5) BDEF type region, (6) CDEF type region, (7) ABCE type region, (8) ABCF type region, (9) ABDE type region, (10) ABDF type region, (11) ACDE type region, (12) ACDF type region;

[0122] (V) The region P is an IJKLM type region, and the selection range of the IJKLM type region includes:

[0123] (1) ABCEF type region, (2) ABDEF type region, (3) ACDEF type region, (4) BCDEF type region.

[0124] Furthermore, in the composite vehicle approaching area, one or more sections of isolation devices are provided between the boarding and alighting area and the longitudinal passage;

[0125] The isolation device has at least one of the following characteristics:

[0126] (1) The isolation device includes at least one section of weak isolation device, and passengers can and are allowed to climb over the isolation device;

[0127] (2) The isolation device includes at least one section of strong isolation device, and passengers are difficult and not allowed to climb over the isolation device;

[0128] (3) The isolation device is a liftable isolation device, and the height of the isolation device can be changed as needed;

[0129] Preferably, during the process of boarding and / or disembarking passengers, the liftable isolation device falls down at least within the range facing the vehicle door; preferably, after the isolation device falls down, its upper end is slightly below the ground, flush with the ground, or slightly above the ground;

[0130] Preferably, the isolation device is used as a strong isolation device after being raised, or as a weak isolation device.

[0131] (4) The isolation device is a fixed isolation device, and there is a blank section between the isolation devices. The blank section is used as an aisle between the boarding and alighting area and the longitudinal passage, and passengers can walk through the blank section;

[0132] (5) The isolation device is a soft isolation device. The weak isolation device is to let passengers know psychologically that there is a boundary between the boarding and alighting area and the longitudinal passage, and they should board, alight and walk according to the set rules;

[0133] Preferably, the soft isolation device is such that the boarding and alighting area and the longitudinal passage have at least one of the following differences near the junction: color, pattern, surface convexity and concavity, surface convexity and concavity pattern, and surface height;

[0134] Preferably, the soft isolation device is a light-emitting device arranged on the ground and distributed on the boundary.

[0135] Further, the vehicle approaching areas on both sides of the combined area are respectively recorded as vehicle approaching areas A and B, vehicle approaching areas A and B are respectively single vehicle approaching areas and compound vehicle approaching areas, and the boarding and alighting areas in vehicle approaching areas A and B are respectively referred to as boarding and alighting areas A and B;

[0136] The boarding and alighting path combination mode of the combination area is one of the following modes: M1.1, M1.2, M13., M1.4, M1.5, M1.6, M1.7, M1.8.

[0137] (1) The mode M1.1 (DD) has the following characteristics:

[0138] (1.1) Both boarding and alighting areas A and B are used as D-type areas;

[0139] (1.2) Passengers who get off at boarding and alighting area A walk along the II′-type combined path to the regular area, and passengers who want to board at boarding and alighting area A walk along the I-type unilateral path to the waiting area;

[0140] (1.3) Passengers who get off the bus in boarding and alighting area B walk along the II′-type unilateral path to the regular area, and passengers who want to board the bus in boarding and alighting area B walk along the I′-type unilateral path to the waiting area;

[0141] (1.4) In the longitudinal passage, passengers getting off from boarding and alighting areas A and B gather together and walk toward the regular area together;

[0142] Preferably, at least during the process of getting off passengers in boarding and alighting area B, the liftable isolation device between the longitudinal passage and boarding and alighting area B falls to the same level as the ground, or falls to the height of the weak isolation device;

[0143] (2) The mode M1.2 (AD) has the following characteristics:

[0144] (2.1) The boarding and alighting areas A and B are used as D and A type areas respectively;

[0145] (2.2) Passengers who get off at boarding and alighting area A walk along the II′-type combined path to the regular area, and passengers who want to board at boarding and alighting area A walk along the I-type unilateral path to the waiting position;

[0146] (2.3) How to arrange for passengers who get off in boarding and alighting area B to walk out of the combination area? Choose one of the following three options: option (2.3.1), option (2.3.2), option (2.3.3).

[0147] (i) The feature of the solution (2.3.1) is that all passengers getting off in boarding and alighting area B are only allowed to walk along the I′ shape;

[0148] (ii) The feature of the scheme (2.3.2) is that all passengers getting off the train in boarding and alighting area B are only allowed to walk along the II′-type one-way path;

[0149] (iii) The feature of the scheme (2.3.3) is that any passenger who gets off in boarding and alighting area B is allowed to choose to walk to the regular area along the I′-type or II′-type unilateral path;

[0150] (2.4) There are passengers from boarding and alighting area A in the longitudinal channel; if some of the passengers getting off in area B walk along the II′-type unilateral path, there are also passengers from boarding and alighting area B in the longitudinal channel; all passengers in the longitudinal channel walk towards the regular area;

[0151] Preferably, at least during the process of getting off passengers in boarding and alighting area B, the liftable isolation device between the longitudinal passage and boarding and alighting area B falls to the same level as the ground, or falls to the height of the weak isolation device;

[0152] (3) The mode M1.3 (CC) has the following characteristics:

[0153] (3.1) Both boarding and alighting areas A and B are used as C-type areas;

[0154] (3.2) How to arrange passengers to wait for the train in the boarding and alighting area A? Choose one of the following four options: option (3.2.1), option (3.2.2), option (3.2.3), option (3.2.4).

[0155] (i) The feature of the scheme (3.2.1) is that any passenger who wants to board the bus in boarding and alighting area A is only allowed to walk from the regular area to the waiting position along the I-shaped one-way path;

[0156] (ii) The feature of the scheme (3.2.2) is that any passenger who wants to board the bus in the boarding and alighting area A is only allowed to walk from the regular area to the waiting position along the II′ type combined path;

[0157] (iii) The feature of the scheme (3.2.3) is that any passenger who wants to board the bus in boarding and alighting area A is allowed to choose to walk from the regular area to the waiting position along the type I single-side path, the type I′ combined path, or the type II′ combined path;

[0158] (iv) The feature of the scheme (3.2.4) is that any passenger who wants to board the bus in the boarding and alighting area A walks from the regular area to the waiting position along the III′ type combined path;

[0159] (3.3) How to arrange passengers to wait in boarding and alighting area B? Choose one of the following five options: option (3.3.1), option (3.3.2), option (3.3.3), option (3.3.4), option (3.3.5).

[0160] (i) The feature of the scheme (3.3.1) is that any passenger who wants to board the bus in boarding and alighting area B is only allowed to walk from the regular area to the waiting position along the I′-shaped one-sided path;

[0161] (ii) The characteristic of the scheme (3.3.2) is that any passenger who wants to board the bus in boarding and alighting area B is only allowed to walk from the regular area to the waiting position along the II′-type unilateral path;

[0162] (iii) The feature of the scheme (3.3.3) is that any passenger who wants to board the bus in boarding and alighting area B is allowed to choose to walk to the waiting position along the I′-type or II′-type unilateral path;

[0163] (iv) The feature of the scheme (3.3.4) is that any passenger who wants to get on the bus in boarding and alighting area B is allowed to choose to walk to the waiting position along the I′-type single-side path, the II′-type single-side path, or the I-type combined path;

[0164] (v) The feature of the scheme (3.3.5) is that any passenger who wants to board the bus in boarding and alighting area B walks to the waiting position along the III′-type unilateral path;

[0165] (3.4) If the scheme selected in the mode allows passengers to walk to the regular area along one of the following four paths, then there are passengers walking to the regular area in the longitudinal channel; the four paths are type II′ combined path, type II′ unilateral path, type III′ combined path, and type III′ unilateral path;

[0166] Preferably, a display is provided in the longitudinal passage to dynamically display the passenger density information at different positions in the boarding and alighting areas A and B; passengers going to the boarding and alighting area B select a suitable waiting position in front according to the displayed information, and passengers going to the boarding and alighting area A select a suitable transverse passage to enter the boarding and alighting area A;

[0167] Preferably, the liftable isolation device between the boarding and alighting area B and the longitudinal passage falls to be flush with the ground or to the height of a weak isolation device.

[0168] (4) The mode M1.4 (AA) has the following characteristics:

[0169] (4.1)Both boarding and alighting areas A and B are used as type A areas;

[0170] (4.2) How to arrange for passengers getting off in boarding and alighting area A to walk out of the combination area? Choose one of the following five options: option (4.2.1), option (4.2.2), option (4.2.3), option (4.2.4), option (4.2.5).

[0171] (i) The feature of the scheme (4.2.1) is that any passenger who gets off the train in boarding and alighting area A is only allowed to walk from the alighting location to the regular area along an I-shaped one-sided path;

[0172] (ii) The feature of the scheme (4.2.2) is that any passenger who gets off in the boarding and alighting area A is only allowed to walk from the alighting location to the regular area along the II′ type combined path;

[0173] (iii) The feature of the scheme (4.2.3) is that any passenger who gets off in boarding and alighting area A is allowed to choose to walk from the alighting location to the regular area along a Type I single-side path or a Type II′ combined path;

[0174] (iv) The feature of the scheme (4.2.4) is that any passenger who gets off in boarding and alighting area A is allowed to choose to walk from the alighting location to the regular area along a Type I single-side path, a Type I′ combined path, or a Type II′ combined path;

[0175] (v) The feature of the scheme (4.2.5) is that any passenger who gets off in the boarding and alighting area A is allowed to choose to walk from the alighting location to the regular area along the III′ type combined path;

[0176] (4.3) How to arrange for passengers getting off in boarding and alighting area B to walk out of the combination area? Choose one of the following five options: option (4.3.1), option (4.3.2), option (4.3.3), option (4.3.4), option (4.3.5).

[0177] (i) The feature of the scheme (4.3.1) is that any passenger who gets off in boarding and alighting area B is only allowed to walk from the getting off location to the regular area along an I′-shaped one-sided path;

[0178] (ii) The feature of the scheme (4.3.2) is that any passenger who gets off in boarding and alighting area B is only allowed to walk from the alighting location to the regular area along a single-sided path of type II′;

[0179] (iii) The feature of the scheme (4.3.3) is that any passenger who gets off in boarding and alighting area B is allowed to choose to walk from the alighting location to the regular area along a Type I′ or Type II′ unilateral path;

[0180] (iv) The feature of the scheme (4.3.4) is that any passenger who gets off in boarding and alighting area B is allowed to choose to walk from the alighting location to the regular area along a Type I′ single-side path, a Type II′ single-side path, or a Type I combined path;

[0181] (v) The feature of the scheme (4.3.5) is that any passenger who gets off in boarding and alighting area B is allowed to choose to walk from the getting off location to the regular area along the III′-type unilateral path;

[0182] (4.4) If the solution selected in the mode allows passengers to walk to the regular area along the Type II′ combined path or / and the Type II′ unilateral path, there are passengers walking to the regular area in the longitudinal channel;

[0183] Preferably, the liftable isolation device between the boarding and alighting area B and the longitudinal passage falls to the level with the ground or to the height of the weak isolation device;

[0184] (5) The mode M1.5 (CA) has the following characteristics:

[0185] (5.1) The boarding and alighting areas A and B are used as type A and type C areas respectively;

[0186] (5.2) Any passenger who gets off at boarding and alighting area A is allowed to choose to walk to the regular area along the II′ type combined path or the I type unilateral path;

[0187] (5.3) Passengers who want to board the bus in boarding and alighting area B should walk along the I′-shaped one-way path to the waiting position;

[0188] (5.4) In the longitudinal passage, only passengers getting off from boarding and alighting area A walk towards the regular area;

[0189] Preferably, a strong isolation device is installed between the boarding and alighting area B and the longitudinal passage, so that the height is kept fixed both during the time periods when trains stop and when trains do not stop;

[0190] (6) The mode M1.6 (CA) has the following characteristics:

[0191] (6.1) Boarding and alighting areas A and B are used as type A and type C areas respectively;

[0192] (6.2) Any passenger who gets off the train at boarding and alighting area A is only allowed to walk to the regular area along the I-shaped one-way path;

[0193] (6.3) Passengers who wish to board the bus in boarding and alighting area B are allowed to choose to walk along the I′-type or II′-type one-way path to the waiting location;

[0194] (6.4) In the longitudinal passage, only passengers who are going to boarding and alighting area B should walk from the regular area to the direction away from the regular area, and look for the waiting position while walking;

[0195] Preferably, a strong isolation device is installed between the boarding and alighting area B and the longitudinal passage to keep the height fixed both during the time periods when trains stop and when trains do not stop.

[0196] (7) The mode M1.7 (D-(DE)) has the following characteristics:

[0197] (7.1) Boarding and alighting area A is used as a DE type area, and boarding and alighting area B is used as a D type area; any train stopping at the adjacent area A is a D type or E type train, and in boarding and alighting area A, D type trains are allowed to pick up and alight passengers, while E type trains are not allowed to pick up or alight passengers;

[0198] (7.2) Passengers who get off at boarding and alighting area A walk along the II′-type combined path to the regular area, and passengers who want to board at boarding and alighting area A walk along the I-type unilateral path to the waiting area;

[0199] (1.3) Passengers who get off the bus in boarding and alighting area B walk along the II′-type unilateral path to the regular area, and passengers who want to board the bus in boarding and alighting area B walk along the I′-type unilateral path to the waiting area;

[0200] (1.4) In the longitudinal passage, passengers getting off from boarding and alighting areas A and B gather together and walk toward the regular area together;

[0201] (8) The mode M1.8 ((AC)-D) has the following characteristics:

[0202] (8.1) Boarding and alighting area A is used as a D-type area, and boarding and alighting area B is used as an AC-type area; in boarding and alighting area B, type A trains only disembark but do not pick up passengers; type C trains only pick up passengers but do not disembark;

[0203] (8.2) Passengers who get off at boarding and alighting area A walk along the II′-type combined path to the regular area, and passengers who want to board at boarding and alighting area A walk along the I-type unilateral path to the waiting area;

[0204] (8.3) Passengers who get off the bus in boarding and alighting area B walk along the II′-type one-way path to the regular area, and passengers who want to board the bus in boarding and alighting area B walk along the I′-type one-way path to the waiting area;

[0205] (8.4) In the longitudinal channel, passengers getting off from boarding and alighting areas A and B gather together and walk toward the regular area together.

[0206] Furthermore, in the vehicle approaching area B, a liftable isolation device is provided on the entire length boundary between the boarding and alighting area B and the longitudinal passage;

[0207] (1) In mode M1.1(DD),

[0208] At least during the process of getting off passengers in boarding and alighting area B, the liftable isolation device falls to the same level as the ground, or falls to the height of the weak isolation device;

[0209] (2) In the mode M1.2 (AD),

[0210] (i) In (2.3), solution (2.3.1) is selected; the liftable isolation device is maintained at the height of the strong isolation device during the time periods when trains are parked and when trains are not parked;

[0211] (ii) In (2.3), the solution (2.3.2) or (2.3.3) is adopted; at least during the disembarkation process in boarding and alighting area B, the lowering isolation device falls to the same level as the ground, or falls to the height of the weak isolation device;

[0212] (3) In the mode M1.3 (CC),

[0213] (i) In (3.2), the solution (3.2.1) or (3.2.2) is selected, and in (3.3), the solution (3.3.1) is selected; in the time period when there are trains stopping and when there are no trains stopping, the liftable isolation device is maintained at the height of the strong isolation device;

[0214] (ii) In (3.2), the solution (3.2.1) or (3.2.2) is adopted, and in (3.3), the solution (3.3.2) is adopted; at least during the boarding process in boarding and alighting area B, the isolation device falls to the same level as the ground, or falls to the height of the weak isolation device;

[0215] (iii) in (3.2), the solution (3.2.3) is selected, and in (3.3), the solution (3.3.3) or (3.3.4) is selected; in the time period when there are trains stopping and when there are no trains stopping, the lowering isolation device falls to the same level as the ground, or falls to the height of the weak isolation device;

[0216] (4) In the mode M1.4 (AA),

[0217] (i) In (4.2), the solution (4.2.1) or (4.2.2) is selected, and in (4.3), the solution (4.3.1) is selected; in the time period when there are trains stopping and when there are no trains stopping, the liftable isolation device is maintained at the height of the strong isolation device;

[0218] (ii) In (4.2), the solution (4.2.1) or (4.2.2) is adopted, and in (4.3), the solution (4.3.2) is adopted; at least during the disembarkation process in boarding and alighting area B, the isolation device falls to the same level as the ground, or falls to the height of the weak isolation device;

[0219] (iii) in (4.2), the solution (4.2.3) or (4.2.4) is selected, and in (4.3), the solution (4.3.3) or (4.3.4) is selected; in the time period when there are trains stopping and when there are no trains stopping, the lowering isolation device falls to the same level as the ground, or falls to the height of the weak isolation device;

[0220] (5) In the mode M1.5 (CA),

[0221] In the time period when there are trains stopping and when there are no trains stopping, the liftable isolation device is kept at the height of the strong isolation device;

[0222] (6) In the mode M1.6 (CA),

[0223] During the time periods when there are trains stopping or when there are no trains stopping, the lowering isolation device falls to the same level as the ground, or falls to the height of the weak isolation device;

[0224] (7) In the mode M1.7 (D-(DE)),

[0225] During the time periods when trains stop or when no trains stop, the lowered isolation device falls to the same level as the ground, or falls to the height of the weak isolation device.

[0226] (8) In the mode M1.8 ((AC)-D),

[0227] During the process of passengers getting off the A-type train at the boarding and alighting area B and within a few seconds after the passengers get off, the isolation device falls to the same level as the ground, or falls to the height of the weak isolation device; during the rest of the time, the isolation device rises to the height of the strong isolation device.

[0228] Furthermore, the approaching areas A and B in the combined area are a single approaching area and a composite approaching area respectively; the boarding and alighting area in the approaching area A is divided into two sections, which are respectively recorded as area P1 and area P2, and one end of area P2 is bounded by the conventional area;

[0229] The boarding and alighting area in the approaching area B is a whole area, which is recorded as area Q;

[0230] The boarding and alighting modes of the combined area are one of the following: M2.1, M2.2, M23., M2.4, M2.5, M2.6, M2.7.

[0231] (1) The mode M2.1 (D-DD) has the following characteristics:

[0232] (1.1) Areas P1 and P2 in the boarding and alighting area A are used as D-type areas; area Q in the boarding and alighting area B is also a D-type area;

[0233] (1.2) Passengers who get off at area P1 walk along the II′ type combined path to the regular area;

[0234] Passengers who want to get on the bus in area P1 walk along the I-shaped unilateral path to the waiting position; these passengers first enter area P2 from the regular area, then walk into area P1, and finally walk to the waiting position;

[0235] (1.3) There are two preferred options for passengers getting off at area P2, and one of them is adopted;

[0236] Scheme 1: Any passenger who gets off in area P2 is allowed to choose to walk to the regular area along the Type I unilateral path or the Type II′ combined path;

[0237] Plan 2: Any passenger who gets off in area P2 is only allowed to walk to the regular area along the Type II combined path;

[0238] Passengers who want to board the bus in the boarding and alighting area P2 are only allowed to walk along the I-shaped one-way path to the waiting position;

[0239] (1.4) Passengers who get off the bus in boarding and alighting area B walk along the II′-type unilateral path to the regular area, and passengers who want to board the bus in boarding and alighting area B walk along the I′-type unilateral path to the waiting area;

[0240] (1.5) In the longitudinal channel, passengers getting off from areas P1, P2 and Q gather together and walk towards the regular area;

[0241] Preferably, at least during the disembarkation process in area Q, the isolation means between the longitudinal passage and area Q falls to the level with the ground, or to the height of the weak isolation means;

[0242] (2) The mode M2.2 (A-DD) has the following characteristics:

[0243] (2.1) Regions P1 and P2 are used as D-type regions; region Q is also an A-type region;

[0244] (2.2) Passengers who get off at the boarding and alighting area P1 walk along the type II combined path to the regular area, and passengers who want to board at the boarding and alighting area P1 walk along the type I unilateral path to the waiting position;

[0245] (2.3) Any passenger getting off the train in the boarding and alighting area P2 is only allowed to walk along the Type II combined path to the regular area; passengers who want to board the train in the boarding and alighting area P2 are only allowed to walk along the Type I unilateral path to the waiting area;

[0246] (2.4) Passengers who get off in area Q walk to the regular area along the I′-shaped unilateral path;

[0247] (2.5) In the longitudinal channel, only passengers getting off from areas P1 and P2 walk together towards the regular area;

[0248] (3) The mode M2.3 (C-DD) has the following characteristics:

[0249] (3.1) Regions P1 and P2 are used as D-type regions; region Q is used as C-type region;

[0250] (3.2) Passengers who get off at the boarding and alighting area P1 walk along the type II combined path to the regular area, and passengers who want to board at the boarding and alighting area P1 walk along the type I unilateral path to the waiting position;

[0251] (2.3) Any passenger getting off the train in the boarding and alighting area P2 is only allowed to walk along the Type II combined path to the regular area; passengers who want to board the train in the boarding and alighting area P2 are only allowed to walk along the Type I unilateral path to the waiting area;

[0252] (3.3) Passengers who want to get on the bus in area Q walk along the I′-shaped unilateral path to the waiting position;

[0253] (3.4) In the longitudinal channel, only passengers from areas P1 and P2 walk towards the regular area;

[0254] (4) The mode M2.4 (DD.A) has the following characteristics:

[0255] (4.1) Regions P1 and P2 are used as D-type and A-type regions, respectively; region Q is used as a D-type region;

[0256] (4.2) Passengers who get off in area P1 walk along the type II combined path to the regular area, and passengers who want to get on in area P1 walk along the type I unilateral path to the waiting position;

[0257] (4.3) Only passengers are allowed to get off in area P2. Passengers who get off in area P2 walk to the regular area along the type II combined path;

[0258] (4.4) Any passenger who gets off in area Q walks to the regular area along the II′ type unilateral path;

[0259] Passengers who want to get on the bus in area Q walk along the I′-shaped one-sided path to the waiting position;

[0260] (4.4) In the longitudinal channel, there are passengers from areas P1, P2 and Q, walking together towards the regular area;

[0261] (5) The mode M2.5 (DA.D) has the following characteristics:

[0262] (5.1) Regions P1 and P2 are used as type A and type D regions, respectively; region Q is used as type D region;

[0263] (5.2) Only passengers are dropped off in area P1, but no passengers are picked up; passengers who drop off in area P1 walk along the type II combined path to the regular area;

[0264] (5.3) Passengers who get off at area P2 walk along the type II combined path to the regular area, and passengers who want to get on at area P2 walk along the type I unilateral path to the waiting position;

[0265] (5.4) Any passenger who gets off in area Q walks to the regular area along the II′ type unilateral path;

[0266] Passengers who want to get on the bus in area Q walk along the I′-shaped one-sided path to the waiting position;

[0267] (5.4) In the longitudinal channel, there are passengers from areas P2 and Q, walking together towards the regular area;

[0268] (6) The mode M2.6 (DA.C) has the following characteristics:

[0269] (6.1) Regions P1 and P2 are used as type A and type C regions, respectively; region Q is used as type D region;

[0270] (6.2) Only passengers are dropped off in area P1, but no passengers are picked up; passengers who drop off in area P1 walk along the type II combined path to the regular area;

[0271] (6.3) Area P2 is for boarding only, not for alighting. Passengers who want to board in area P2 walk along the I-shaped unilateral path to the waiting position.

[0272] (6.4) Any passenger who gets off in area Q walks to the regular area along the II′ type unilateral path;

[0273] Passengers who want to get on the bus in area Q walk along the I′-shaped one-sided path to the waiting position;

[0274] (6.5) In the longitudinal channel, there are passengers from areas P2 and Q, walking together towards the regular area;

[0275] (7) The mode M2.7 (AD.A) has the following characteristics:

[0276] (7.1) Areas P1 and P2 in boarding and alighting area A are used as type D and type A areas, respectively; area Q in boarding and alighting area B is used as type A area;

[0277] (7.2) Passengers who get off at the boarding and alighting area P1 walk along the II′-type combined path to the regular area, and passengers who want to board at the boarding and alighting area P1 walk along the I-type unilateral path to the waiting position;

[0278] Any passenger who gets off at the boarding and alighting area P2 walks to the regular area along the II′ type combined path;

[0279] (7.3) Any passenger who gets off in area Q is allowed to choose to walk to the regular area along the I′ or II′ type unilateral path;

[0280] (7.4) In the longitudinal channel there are passengers from areas P1, P2 and Q, walking together towards the regular area.

[0281] A method for designing an island platform of urban rail transit, characterized in that the platform is one of the platforms described above.

[0282] An urban rail transit line, characterized in that, in at least one station on the line, the platform used is one of the platforms described above.

[0283] A method for passengers to board and alight from an urban rail transit train, characterized in that the platform used in the method is one of the platforms described above.

[0284] Technical Effects

[0285] Increase train formations and improve transportation capacity. In addition, when the waiting area is very long (2 to 5 carriages), the time that passengers occupy a single waiting area during entry and exit is greatly reduced. Avoid increasing the departure interval due to excessive time in and out of the combined area. BRIEF DESCRIPTION OF THE DRAWINGS

[0286] Figure 1 The upbound and downbound vehicle areas are single-type vehicle areas and composite vehicle areas respectively;

[0287] Figure 2 The upbound vehicle area is divided into two areas: P1 and P2;

[0288] Figure 3 The upbound and downbound vehicle areas are single-type vehicle areas and composite vehicle areas respectively;

[0289] Figure 4 The upbound area is divided into two areas, P1 and P2, and the downbound area contains a single area and a composite area;

[0290] Figure 5 The up and down vehicle approaching areas in the non-end combined area are single type vehicle approaching area and compound type vehicle approaching area respectively; the combined area is divided into combined area I and combined area II;

[0291] Figure 6 The preferred form of the non-end combination zone is 1; Figure 7 Preferred form 2 of the non-end combination zone; Figure 8 Preferred form 3 of the non-end combination zone; DETAILED DESCRIPTION

[0292] 《1》Island platform

[0293] 《1.1》Island Platform I

[0294] An urban rail transit island platform includes at least one conventional area and at least one combined area, and has the following characteristics:

[0295] Each combination area is an end combination area or a non-end combination area; the end combination area has only one end bordering the conventional area, and the two ends of the non-end combination area border two conventional areas respectively; each combination area includes an area near the train and a non-area near the train, the area near the train is located on one side or both sides of the platform, and the area near the train allows passengers to appear in it.

[0296] 《1.2》Island Platform II

[0297] An urban rail transit island platform, comprising at least one conventional area and at least one combined area;

[0298] (1) Each combined area includes a train-adjacent area and a non-train-adjacent area, where the train-adjacent area is adjacent to the track;

[0299] (2) Each combination area is an end combination area or a non-end combination area;

[0300] Only one end of the end combination area is bounded by the conventional area, and both ends of the non-end combination area are bounded by two conventional areas respectively;

[0301] (3) In at least one combined area of ​​the island platform, at least one side of the vehicle-facing area is a composite vehicle-facing area;

[0302] The composite vehicle-approaching area is characterized in that at least one section Z along the length direction of the vehicle-approaching area is Composite Area ;

[0303] The composite area Z has the following characteristics: the width of the area Z is equal to the width of the area adjacent to the train at its location; the area Z is divided into two parallel areas Z1 and Z2, the areas Z1 and Z2 are adjacent to the train and the area not adjacent to the train, respectively, and the length of each area is equal to or approximately equal to the length of the area Z, and the areas Z1 and Z2 are respectively referred to as Boarding and alighting areas and Longitudinal channel ;

[0304] The characteristic of the boarding and alighting area is that the area is adjacent to the train. If there are passengers getting on and / or getting off in the carriage of the stopped train facing the boarding and alighting area, the boarding passengers enter the carriage from the boarding and alighting area, and the getting off passengers step into the boarding and alighting area from the carriage.

[0305] Preferably, one or both ends of the longitudinal channel border on the conventional area; preferably, the length of the longitudinal channel is equal to the length of the vehicle adjacent area; preferably, the length of the longitudinal channel is less than the length of the vehicle adjacent area.

[0306] Preferably, the composite vehicle-facing area on at least one side of the combined area includes at least one composite area and at least one single area in the length direction. Single Zone The characteristic of the domain is that the section area is not partitioned horizontally, and when passengers walk horizontally in one area, the width of the single area is equal to the width of the adjacent area at the location. The single area belongs to the boarding and alighting area, and the boarding and alighting area in the composite adjacent area includes the boarding and alighting area in the composite area and the single area.

[0307] Preferably, in at least one combined area of ​​the island platform, the train approaching area on one side is a composite train approaching area, and the train approaching area on the other side is a single train approaching area. The single train approaching area is characterized in that the train approaching area is not partitioned in the width direction, and passengers are in one area when walking horizontally in the train approaching area; in the single train approaching area, all train approaching areas are boarding and alighting areas.

[0308] Preferably, in at least one combined area of ​​the island platform, the vehicle approaching areas on both sides are composite vehicle approaching areas.

[0309] Preferably, in at least one combined area, there are vehicle-adjacent areas on both sides; preferably, a connecting passage is provided between the vehicle-adjacent areas on both sides, and passengers can enter the vehicle-adjacent area on the other side through the connecting passage from the vehicle-adjacent area on one side. For the sake of distinction, this connecting passage is referred to as a transverse passage hereinafter. Preferably, the side boundary line of the transverse passage is a straight line, perpendicular to the length direction of the platform, or obliquely intersecting with the length direction of the platform; preferably, the side boundary line of the transverse passage includes at least one straight line and / or at least one curved line; preferably, the side boundary line of the transverse passage is a broken line.

[0310] Preferably, the length of the composite vehicle adjacent area is 1 to 2 carriage lengths, or 2 to 3 carriage lengths, or greater than 3 carriage lengths.

[0311] Preferably, there is only a composite area in the composite vehicle approaching area, and the length of the composite area is equal to the length of the vehicle approaching area. Preferably, there is at least one composite area and at least one single area in the composite vehicle approaching area. Single ZoneThe characteristic of the domain is that there is no lateral partitioning in this section, and passengers walk in one area when walking horizontally.

[0312] Preferably, the boarding and alighting area Z1 and the longitudinal channel Z2 in the composite area are combined together and used as one area.

[0313] 《1.3》Isolation device

[0314] A soft isolation device is provided between the boarding and alighting area Z1 and the longitudinal passage area Z2. The weak isolation device is to let passengers know psychologically that there is a boundary between the boarding and alighting area and the longitudinal passage, and they should board, alight and walk according to the set rules. Preferably, the soft isolation device is to make the boarding and alighting area and the longitudinal passage have at least one of the following differences near the junction: color, pattern, surface convexity and concavity, surface convexity and concavity pattern, surface height; preferably, the soft isolation device is a light-emitting device distributed on the boundary and provided on the ground. Preferably, the ground colors of areas Z1 and Z2 are different. Preferably, the ground flatness of areas Z1 and Z2 is different; preferably, one area is provided with regularly arranged raised points or raised strips or raised blocks, and the other area has a flat surface.

[0315] Preferably, an isolation device is provided between the zones Z1 and Z2.

[0316] Preferably, the isolation device comprises a weak isolation device. The weak isolation device is characterized in that it can separate passengers in zones Z1 and Z2, but passengers can cross the device to enter from one zone to another. Preferably, the weak isolation device is an isolation board perpendicular to the ground, and its height above the ground is 5 to 50 mm, or 50 to 100 mm, or 100 to 300 mm, or greater than 300 mm.

[0317] Preferably, the isolation device provided between the zones Z1 and Z2 comprises a strong isolation device; the strong isolation device is characterized in that it is not easy and not allowed for passengers to cross the isolation device. Preferably, the height of the strong isolation device is 800-1000 mm, or 1000-1200 mm, or greater than 1200 mm.

[0318] Preferably, the isolation device is a liftable isolation device, which is a weak isolation device when it is raised to a lower height, and a strong isolation device when it is raised to a greater height. Preferably, when passengers are boarding or / and getting off, at least the upper end of the isolation device facing the door falls to be flush with the ground or below the ground.

[0319] Preferably, the liftable isolation device is a liftable board, and the board is perpendicular to the ground. Preferably, the liftable isolation device is a liftable railing, and the railing has a crossbar and at least two vertical bars; preferably, the crossbar is lifted and lowered together with the vertical bars; preferably, when the crossbar is lifted and lowered, the vertical bars remain stationary.

[0320] Preferably, the liftable isolation devices are provided in a plurality of rows, and are raised one row at a time, and the widths of the zones Z1 and Z2 can be changed by raising the isolation devices at different positions.

[0321] Preferably, the isolation device is a fixed isolation device, and its height is the same regardless of whether a train is stopped or not.

[0322] Preferably, there are several sections of isolating devices and several blank sections between the zones Z1 and Z2, on which there are no isolating devices; the blank sections serve as gates, and passengers can walk between the zones Z1 and Z2 in the blank sections. Preferably, the number of the blank sections is less than the number of doors facing the zone Z1; preferably, the number of the blank sections is equal to the number of transverse passages in the combined area. Preferably, at least a part of the blank sections faces the transverse passages.

[0323] Preferably, the ground heights of the areas Z1 and Z2 are different, and the weak isolation device is a transition area between areas Z1 and Z2; preferably, the weak isolation device is a slope or a curved surface on the ground; preferably, the inclination angle of the slope is 10 to 30 degrees, or 30 to 60 degrees, or 60 to 90 degrees, and when the inclination angle is 90 degrees, the slope is a steep wall.

[0324] 《1.4》Combination Area

[0325] 《1.4.1》Boundaries within the combination area

[0326] Preferably, at least one combination area in the station has at least one of the following two characteristics:

[0327] (1) In a combined area, there is at least one section of the vehicle approaching area on one side of the platform, and the vehicle approaching area allows passengers to appear in it; or, in a combined area, there is at least one section of the vehicle approaching area on each side of the platform, and the vehicle approaching area allows passengers to appear in it.

[0328] Preferably, the length of the vehicle-adjacent area is equal to the length of the combined area; preferably, the length of the vehicle-adjacent area is smaller than the length of the combined area.

[0329] Preferably, there is a physical boundary between the area adjacent to the vehicle and the area not adjacent to the vehicle. The physical boundary includes but is not limited to: (i) the surface of a device used for isolation, such as the surface of a wall, a fence, etc.; (ii) the surface of a geological medium, for example, within the height range of the platform layer, the interior of the area not adjacent to the vehicle is all underground rock, and the interior of the area adjacent to the vehicle is a space excavated from the rock.

[0330] Preferably, the non-vehicle-adjacent area includes the area occupied by the equipment management room; preferably, the non-vehicle-adjacent area includes the area occupied by the geological medium.

[0331] (2) In a combined area, there is at least one side area on at least one side of the platform with the following characteristics: (i) one side boundary of the side area is the side boundary of the platform; (ii) no passengers can appear in the side area, and naturally it cannot be used for boarding or alighting.

[0332] Preferably, the side area includes an area occupied by geological media or an area occupied by equipment rooms. Preferably, the side area includes an internal staff passage of the station, which is not allowed to be entered by passengers and naturally cannot be used for passengers to board or alight.

[0333] 《1.4.2》Shape of the area near the vehicle

[0334] Preferably, the vehicle-adjacent area on at least one side of at least one combined area of ​​the platform has at least one of the following characteristics A, B, and C:

[0335] (1) The characteristic A is:

[0336] The width of the area adjacent to the vehicle is equal at any position; or, there are at least two positions where the width of the area adjacent to the vehicle is not equal;

[0337] (2) The characteristic B is:

[0338] The platform edge of the train-approaching area in the top view is a straight line or a curve, or the platform edge of the train-approaching area in the top view includes a straight line and a curve;

[0339] (3) The characteristic C is:

[0340] The entire vehicle-side area includes only one section, and the shape of this section can be selected from rectangle, trapezoid, and curved trapezoid; or,

[0341] The entire vehicle-approaching area includes multiple sections, and the shape of each section can be selected from a range of shapes including rectangle, trapezoid, and curved-edge trapezoid.

[0342] Preferably, in the vehicle-approaching area, the width of the section close to the regular area is greater than the width of other sections.

[0343] Preferably, the length of the area adjacent to the train is less than the length of one carriage; preferably, the width of each section in the area adjacent to the train is selected in the range of 1.0 to 1.5 meters, or 1.5 to 2.0 meters, or 2.0 to 2.5 meters, or greater than 2.5 meters.

[0344] Preferably, the length of the area adjacent to the train is in the range of 1.0 to 1.5 car lengths, 1.5 to 2.0 car lengths, 2.0 to 2.5 car lengths, 2.5 to 3.0 car lengths, and greater than 3.0 car lengths; preferably, the width of each section of the area adjacent to the train is in the range of 1.5 to 2.0 meters, or 2.0 to 2.5 meters, or 2.5 to 3.0 meters, or greater than 3.0 meters.

[0345] Preferably, the width of the boarding and alighting area is between 1.2 and 1.5 meters, or between 1.5 and 1.8 meters, or between 1.8 and 2.1 meters, or between 2.1 and 2.4 meters; preferably, the width of the longitudinal passage is between 1.2 and 1.5 meters, or between 1.5 and 1.8 meters, or between 1.8 and 2.1 meters, or between 2.1 and 2.4 meters. Preferably, the combination of the width of the boarding and alighting area and the width of the longitudinal passage is: (1) the width of the boarding and alighting area is 1.2 to 1.5 meters, and the width of the longitudinal passage is between 1.2 and 1.5 meters, or between 1.5 and 1.8 meters, or between 1.8 and 2.1 meters; (2) the width of the boarding and alighting area is 1.5 to 1.8 meters, and the width of the longitudinal passage is between 1.2 and 1.5 meters, or between 1.5 and 1.8 meters, or between 1.8 and 2.1 meters, or between 2.1 and 2.4 meters; (3) the width of the boarding and alighting area is 1.8 to 2.1 meters, and the width of the longitudinal passage is between 1.5 to 1.8 meters, or between 1.8 and 2.1 meters, or between 2.1 and 2.4 meters.

[0346] 《1.5》Regular Area

[0347] A regular area is characterized by an area width equal to the platform width.

[0348] The regular area also has the following properties: there are passages in the regular area leading to the station hall level or to other passages connected to the station entrances and exits. Passengers entering the station can walk from the ticket gate or entrance to the regular area, and passengers leaving the station can walk from the regular area to the exit.

[0349] The connecting passage includes stairs, escalators, elevators connected to the station hall level, stairs, escalators, elevators or other passages directly connected to the ground or other passages in the station, etc.; the space occupied by the connecting passage itself can be within or outside the conventional area.

[0350] When the areas on both sides of the escalator (stairs or / and escalator) in the conventional area are very long or / and narrow, and the passengers waiting for the train and the passengers walking through the train seriously affect each other, the escalator's influence area and the areas on both sides of the escalator need to be combined as a combined area. The escalator's influence area is considered as a non-train-adjacent area, and the areas on both sides of the influence area are considered as train-adjacent areas.

[0351] Preferably, passengers are allowed to board and alight over the entire length of each regular area. Preferably, in the regular area, at least one area adjacent to a stopped train has the following characteristics, and the boarding and alighting rules for doors facing the area are different from those facing other areas. Preferably, in the regular area, at least one guide area exists, and the boarding and alighting rules for doors in the guide area are different from those facing other areas in the regular area, and the guide area is adjacent to the end of the adjacent train area in the combined area.

[0352] 《2》Boarding and alighting modes and area types

[0353] 《2.1》Boarding and alighting mode

[0354] The boarding and alighting pattern refers to the relationship pattern between the train, the area on the platform, and the boarding and alighting behaviors.

[0355] In at least one side of the boarding and alighting area of ​​at least one combination area of ​​the platform, there is at least one section P having the following characteristics:

[0356] In at least one time period, among the trains that stop at the platform side where the area P is located, the relationship pattern between at least one train and the area P and the boarding and alighting behaviors is one of the following:

[0357] (1) Mode A, (down only)

[0358] For the train parked at the platform side where the area P is located, there are carriages facing the entire length of the area P; the carriages facing the area P are only allowed to get off passengers, and no passengers are allowed to get on passengers;

[0359] For the area P, the train is called the A-type train of the area P; the boarding and alighting mode adopted by the carriage facing the area P is called mode A;

[0360] (2) Mode B, (lower priority)

[0361] For the train parked on the platform side where the area P is located, there are carriages facing the entire length of the area P; the train corresponding to the area P allows passengers to get on and off, but the number of people allowed to get on is determined based on the number of people getting off;

[0362] For the area P, the train is called a Class B train for area P;

[0363] (3) Mode C, (upper only)

[0364] For the train parked on the platform side where the area P is located, there are carriages facing the entire length of the area P; the section of the train corresponding to the area P is only allowed to board passengers, but not to disembark passengers;

[0365] For the area P, the train is called a Category C train for area P;

[0366] (4) Mode D, (double guest)

[0367] For the train parked on the platform side where the area P is located, there are carriages facing the entire length of the area P; the section of the train corresponding to the area P allows both boarding and alighting of passengers;

[0368] For the area P, the train is called a D-type train for area P;

[0369] (5) Mode E, (non-customer)

[0370] For the train parked on the side of the platform where the area P is located, there are carriages facing the entire length of the area P; the section of the train corresponding to the area P does not allow passengers to get on or off, but allows passengers to appear in the area P;

[0371] For the area P, the train is called a Category E train for area P;

[0372] (6) Mode F, (no car)

[0373] For the train parked at the platform side where the area P is located, no carriage or door faces any part of the area P, and passengers cannot get on or off in the area P, but passengers are allowed to be in the area P;

[0374] For the area P, the train is called an F-type train for area P.

[0375] 《2.2》Types of Region P

[0376] 《2.2.1》Only one type of train stops at area P

[0377] Preferably, at least during the time period, the trains parked on the platform side where the area P is located have the following characteristics:

[0378] (1) Any train is one of the following: A train, B train, C train, D train, E train, or F train in zone P;

[0379] (2) Any two trains are of the same type;

[0380] The meaning of the same type of trains is that the two trains are both Class A, or both Class B, or both Class C, or both Class E, or both Class F trains.

[0381] 《2.2.2》Two adjacent trains stopping at area P

[0382] Preferably, at least within the time period, among the trains parked on one side of the platform where the area P is located, at least two adjacent trains have the following characteristics:

[0383] (1) The two adjacent trains are each one of the following: a Class A train, a Class B train, a Class C train, a Class D train, a Class E train, or a Class F train in area P;

[0384] (2) These two adjacent trains are not of the same type.

[0385] The meaning of two trains not being of the same type is: for example, the first train is a Class A train in area P, and the second train is a Class E train in area P. Class A trains and Class E trains are not of the same type.

[0386] 《2.2.3》N adjacent trains stopping at area P

[0387] Preferably, at least in the time period, among the trains that stop at one side of the platform where the area P is located, at least N trains that stop in sequence have the following characteristics:

[0388] (1) N is greater than or equal to 3;

[0389] (2) The N adjacent trains are each one of the following: a Class A train, a Class B train, a Class C train, a Class D train, a Class E train, or a Class F train in area P;

[0390] (3) Among the N trains that stop in sequence, at least two are not of the same type;

[0391] Preferably, among the N trains, any two trains are not the same type of trains.

[0392] Preferably, among the N trains, at least two trains are not of the same type, and at least two trains are of the same type.

[0393] Preferably, among the N trains, at least two adjacent trains are not of the same type, and at least two adjacent trains are of the same type.

[0394] Two trains being of the same type means that: for example, if the first train and the second train are both Class A trains in area P, the first train and the second train are of the same type.

[0395] 《2.3》Preferred type of region P

[0396] Preferably, within the time period, the region P is an I-type region, an IJ-type region, an IJK-type region, an IJKL-type region, or an IJKLM-type region.

[0397] The characteristic of the type I area is that any train parked on the platform side of the area P can only be a type I train of the area P; the value of I is one of the following: A, B, C, D, E, F;

[0398] The characteristic of the IJ-type area is that any train stopping at the platform side where the area P is located can only be a type I or type J train of area P;

[0399] The characteristic of the IJK type area is that any train stopping at the platform side where the area P is located can only be a type I, J or K train of area P;

[0400] The characteristic of the IJKL type area is that any train stopping at the platform side where the area P is located can only be a type I, J, K or L train of area P;

[0401] The characteristic of the JKLM type area is that any train stopping at the platform side of the area P can only be a Class I, J, K, L or M train of the area P;

[0402] In the names of the IJ-type region, IJK-type region, IJKL-type region, and IJKLM-type region, the symbols I, J, K, L, and M are universal symbols with the following characteristics. (1) The value ranges of the symbols I, J, K, L, and M are all A, B, C, D, E, and F; (2) Among the symbols I, J, K, L, and M, the values ​​of any two symbols are different. For example, in the name of the IJ-type region, I≠J is required; in the name of the IJK-type region, I≠J, I≠K, and J≠K are required.

[0403] 《2.4》Region Type

[0404] 《2.4.1》Type I area

[0405] Preferably, within the time period, the type I region is one of the following seven regions:

[0406] (1) Type A area – passenger drop-off area,

[0407] The characteristic of the type A area is that, for any train, the combination of the train, the area P and the boarding and alighting elements is mode A; the type A area is also called the passenger drop-off area;

[0408] (2) Type B area – passenger drop-off priority area,

[0409] The characteristic of the Type B area is that, for any train, the combination of the train, the area P and the boarding and alighting elements is Mode B; the Type B area is also called the passenger alighting priority area:

[0410] (3) Type C area – passenger boarding area,

[0411] The characteristic of the C-type area is that, for any train, the combination of the train, the area P and the boarding and alighting elements is mode C; the C-type area is also called the boarding area;

[0412] (4) Type D area – double guest area,

[0413] The characteristic of the D-type area is that, for any train, the combination of the train, the area P and the boarding and alighting elements is mode D; the D-type area is also called a double passenger area;

[0414] (5) Type E area – non-guest area,

[0415] The characteristic of the E-type area is that, for any train, the combination of the train, the area P and the boarding and alighting elements is mode E; the E-type area is also called a non-passenger area;

[0416] (6) Type F area – car-free zone;

[0417] The characteristic of the F-type area is that, for any train, the combination of the train, the area P and the boarding and alighting elements is mode F; the F-type area is also called a car-free area.

[0418] 《2.4.2》Optimizing IJ-type regions

[0419] Preferably, the selection range of the JK type region includes: (1) AB type region, (2) AC type region, (3) AD type region, (4) AE type region, (5) AF type region, (6) BC type region, (7) BD type region, (8) BE type region, (9) BF type region, (10) CD type region, (11) CE type region, (12) CF type region, (13) DE type region, (14) DF type region, and (15) EF type region.

[0420] The AB type area has the following characteristics: during the time period, any train parked on the platform side of the area P can only be a type A or type B train of the area P.

[0421] The AC type area has the following characteristics: during the time period, any train parked on the platform side where the area P is located can only be a type A or type C train of the area P.

[0422] The AD type area has the following characteristics: during the time period, any train parked on the platform side where the area P is located can only be a type A or type D train of the area P.

[0423] The AE type area has the following characteristics: during the time period, any train that stops at one side of the platform where the area P is located can only be a type A or type E train of the area P.

[0424] The meanings of other IJ-type regions are similar.

[0425] 《2.4.3》Optimizing IJK-type regions

[0426] Preferably, the selection range of the JKL type region includes: (1) ABC type region, (2) ABD type region, (3) ABE type region, (4) ABF type region, (5) ACD type region, (6) ACE type region, (7) ACF type region, (8) ADE type region, (9) ADF type region, (10) BCD type region, (11) BCE type region, (12) BCF type region, (13) BDE type region, (14) BDF type region, (15) CDE type region, (16) CDF type region, (17) AEF type region, (18) BEF type region, (19) CEF type region, (20) DEF type region.

[0427] The ABC type area has the following characteristics: during the time period, any train parked on the platform side of the area P can only be a Class A, Class B or Class C train of the area P.

[0428] The ABD type area has the following characteristics: during the time period, any train parked on the platform side of the area P can only be a Class A, Class B or Class D train of the area P.

[0429] The ABE type area has the following characteristics: during the time period, any train parked on one side of the platform where the area P is located can only be a Class A, Class B or Class E train of the area P.

[0430] The ABF type area has the following characteristics: during the time period, any train parked on the platform side of the area P can only be a Class A, Class B or Class F train of the area P.

[0431] The meanings of other IJK type areas are similar.

[0432] 《2.4.4》Optimal selection of IJKL type regions

[0433] Preferably, the selection range of the JKLM type region includes: (1) ABEF type region, (2) ACEF type region, (3) ADEF type region, (4) BCEF type region, (5) BDEF type region, (6) CDEF type region, (7) ABCE type region, (8) ABCF type region, (9) ACDE type region, and (10) ACDE type region.

[0434] The ABEF type area has the following characteristics: during the time period, any train parked on one side of the platform where the area P is located can only be a Class A, Class B, Class E or Class F train of the area P.

[0435] The ACEF type area has the following characteristics: during the time period, any train parked on one side of the platform where the area P is located can only be a Class A, Class C, Class E or Class F train of the area P.

[0436] The ADEF type area has the following characteristics: during the time period, any train parked on the platform side of the area P can only be a Class A, Class D, Class E or Class F train of the area P.

[0437] The meanings of other IJKM type areas are similar.

[0438] 《2.4.5》Selection range of IJKLM type areas

[0439] The selection range of the IJKLM type region includes: (1) ABCEF type region, (2) ABDEF type region, (3) ACDEF type region, and (4) BCDEF type region.

[0440] The ABCEF type area has the following characteristics: during the time period, any train parked on the platform side of the area P can only be a Class A, Class B, Class C, Class E or Class F train of the area P.

[0441] The ABDEF type area has the following characteristics: during the time period, any train parked on one side of the platform where the area P is located can only be a Class A, Class B, Class D, Class E or Class F train of the area P.

[0442] The ACDEF type area has the following characteristics: during the time period, any train parked on one side of the platform where the area P is located can only be a Class A, Class C, Class D, Class E or Class F train of the area P.

[0443] The BCDEF type area has the following characteristics: during the time period, any train parked on the platform side of the area P can only be a Class B, C, D, E or F train of the area P.

[0444] 《2.5》Regional Boundaries

[0445] During the time period, the region P also has the following characteristics:

[0446] At least one of the two ends of the region P has a boundary that is one of the following: an α-type boundary, a β-type boundary, a γ-type boundary, or a δ-type boundary;

[0447] The α-type boundary is also called an entry-only boundary. Passengers are allowed to enter area P through the α-type boundary, but are not allowed to exit from area P through the α-type boundary.

[0448] The β-type boundary is also called an exit-only boundary. Passengers are allowed to exit from area P through the β-type boundary, but are not allowed to enter area P through the β-type boundary.

[0449] The γ-shaped boundary is also called a double-row boundary. Passengers are allowed to exit from area P through the γ-shaped boundary, and are also allowed to enter area P through the γ-shaped boundary.

[0450] The δ-shaped boundary is also called a no-entry boundary, which neither allows passengers to exit from the area P through the δ-shaped boundary nor allows passengers to enter the area P through the δ-shaped boundary.

[0451] Preferably, a door control is set at the boundary to control the walking direction of passengers. Preferably, the door control set at the α-shaped boundary of area P only allows passengers to enter area P, but not to leave area P. Preferably, the door control set at the β-shaped boundary of area P does not allow passengers to enter area P, but only allows them to leave area P. Preferably, no door control is set at the γ-shaped boundary of area P, and passengers can enter and exit freely. Preferably, an isolation device is set at the δ-shaped boundary of area P, or a building structure or a geological medium boundary is used to achieve a prohibition of travel.

[0452] 《3》Combination patterns and implementation examples of boarding and alighting paths in combination areas

[0453] 《3.1》Path

[0454] 《3.1.1》Unilateral path and combined path

[0455] In the combined area, in the boarding and alighting area in at least one side of the vehicle adjacent area, there is at least one section S having the following characteristics A and / or B:

[0456] (I) The characteristic A is that it has one of the following characteristics:

[0457] (1) Any passenger who gets off the bus in area S is only allowed to walk along a single path from the getting off location to the regular area;

[0458] (2) Any passenger who gets off the bus in area S is only allowed to walk along the combined path from the getting-off location to the regular area;

[0459] (3) Any passenger who gets off the bus in area S is allowed to choose to walk from the getting-off location into the regular area along a single path or a combined path;

[0460] (ii) The characteristic B is that it has one of the following characteristics:

[0461] (1) Any passenger who wants to get on the bus in area S is only allowed to walk along a single path from the regular area to the waiting position in area S;

[0462] (2) Any passenger who wants to get on the bus in area S is only allowed to walk along the combined path from the regular area to the waiting position in area S;

[0463] (3) Any passenger who wants to get on the bus in area S is allowed to choose to walk from the regular area to the waiting location in area S along a single path or a combined path;

[0464] (iii) Among them,

[0465] The characteristic of the one-way path is that the passenger's walking path only appears in the vehicle-adjacent area on the same side in the combined area;

[0466] Assume that the vehicle approaching areas on both sides are vehicle approaching areas 1 and 2 respectively, and the vehicle approaching area where area S is located is located in vehicle approaching area 2; the characteristic of the combined path is that from the getting-off position in area S in vehicle approaching area 2 to the regular area, or from the regular area to the waiting position in area S in vehicle approaching area 2, the walking trajectory of the passengers in the combined area passes through vehicle approaching area 1 and the transverse passage.

[0467] 《3.1.2》Eight typical paths for optimization

[0468] The path has the following feature A and / or feature B:

[0469] (I) Feature A is:

[0470] The unilateral path is one of the following: a type I′ unilateral path, a type II′ unilateral path, or a type III′ unilateral path; or the unilateral path is a type I unilateral path;

[0471] (1) The I′-type unilateral path has the following characteristics:

[0472] (i) Feature B1

[0473] The feature B1 is that the boarding and alighting area where the area S is located is located in a composite vehicle approaching area.

[0474] (ii) The walking trajectory of passengers in the combined area only appears in the boarding and alighting area where area S is located;

[0475] (2) The II′ type unilateral path has the following characteristics:

[0476] (i) Feature B1,

[0477] (ii) Feature B2,

[0478] The feature B2 is that the walking trajectory of the passenger in the combined area only appears in the vehicle-approaching area where the area S is located;

[0479] (iii) The walking trajectory in the vehicle-passenger area passes through the composite area, and all or most of the longitudinal travel of passengers in the composite area is completed in the longitudinal passage;

[0480] (3) The II′ type unilateral path has the following characteristics:

[0481] (i) Feature B1,

[0482] (ii) Feature B2,

[0483] (iii) The walking path in the approaching area passes through one or more composite areas, and in each composite area, passengers are allowed to choose to walk in the boarding and alighting area or in the longitudinal passage;

[0484] (4) The characteristics of the type I unilateral path are:

[0485] (i) the boarding and alighting area where the area S is located is located in a single type of vehicle adjacent area;

[0486] (ii) The walking trajectory of passengers in the combined area only appears in the boarding and alighting area where area S is located;

[0487] (ii) Feature B is:

[0488] The combination path is one of the following: type I' combination path, type II' combination path, type III' combination path; or the combination path is type I combination path;

[0489] The two side vehicle approaching areas in the combined area are respectively recorded as vehicle approaching areas 1 and 2, and the boarding and alighting area where area S is located is located in vehicle approaching area 1; the vehicle approaching area 1 is a single vehicle approaching area or a composite vehicle approaching area;

[0490] (1) The I′-type combination path has the following three characteristics:

[0491] (i) Feature C1;

[0492] The feature C1 is that the passenger's moving trajectory in the combined area passes through the area 2 and the transverse passage when walking from the get-off position in the area S within the area 1 to the regular area, or from the regular area to the waiting position in the area S within the area 1;

[0493] (ii) Feature C2,

[0494] The feature C2 is that the vehicle approaching area 2 is a composite vehicle approaching area;

[0495] (iii) In the approaching area 2, the longitudinal journey of the passenger is completed in the boarding and alighting area;

[0496] (2) The II′ type combination pathway also has the following three characteristics:

[0497] (i) Feature C1;

[0498] (ii) Feature C2,

[0499] (iii) passing through the composite area in the vehicle-adjacent area 2, with all or most of the longitudinal travel in the composite area being completed in the longitudinal passage;

[0500] (3) The III′ type combination pathway also has the following three characteristics:

[0501] (i) Feature C1;

[0502] (ii) Feature C2,

[0503] (iii) The walking trajectory in the vehicle approaching area 2 passes through one or more composite areas, and in each composite area, passengers are allowed to choose to walk in the boarding and alighting area or in the longitudinal passage.

[0504] (4) The Type I combination path has the following two characteristics:

[0505] (i) Feature C1;

[0506] (ii) The vehicle approaching area 2 is a single type vehicle approaching area.

[0507] 《3.2》Example 1

[0508] A combination area is selected in the island platform, and the areas adjacent to the trains on both sides of the combination area are respectively recorded as the adjacent areas A and B. The adjacent areas A and B are respectively a single type adjacent area and a compound adjacent area, and the boarding and alighting areas in the adjacent areas A and B are respectively boarding and alighting areas A and B.

[0509] The boarding and alighting path combination mode in the combination area is one of the following modes: mode M1.1, M1.2, M13., M1.4, M1.5, M1.6, M1.7.

[0510] by Figure 1Take an example for explanation. The platform in the figure includes at least the end combination area C1 and the conventional area 2.u. The combination area includes the upward train area 1, the downward train area 01 and the non-train area. The upward and downward train areas are respectively recorded as train areas A and B. Train areas A and B are single-type train areas and composite train areas, respectively. Train area B includes boarding and alighting area Z1 and longitudinal passage Z2. The train area A is all boarding and alighting area, called boarding and alighting area A; the boarding and alighting area Z1 in the train area B is called boarding and alighting area B. A liftable isolation device is arranged between areas Z1 and Z2. The trains parked in the train areas A and B are respectively called trains A and B.

[0511] The non-car-side area includes areas 1.1.h, 1.2.h, 1.3.h, 1.4.h, and transverse passages 101, 102, 103, and 104. The spacing between transverse passages is 0.5 to 0.8 car lengths. The far end boundary H1.1 of the car-side area A, the far end boundary H01.1.1 of the boarding and alighting area B, and the far end boundary and H01.1.2 of the longitudinal passage are all prohibited boundaries.

[0512] Preferably, the width of the vehicle-approaching area B is greater than or equal to the width of the vehicle-approaching area A.

[0513] 《3.2.1》Mode M1.1(DD)

[0514] 1. Describing characteristics

[0515] The mode M1.1 (DD) has the following characteristics,

[0516] (1.1) Both boarding and alighting areas A and B are used as D-type areas, allowing passengers to board and alight;

[0517] (1.2) Passengers who get off at boarding and alighting area A walk along the II′-type combined path to the regular area, and passengers who want to board at boarding and alighting area A walk along the I-type unilateral path to the waiting position; boundary H1.2 is an entry-only boundary, allowing passengers to enter the adjacent area A from the regular area 2.u, but not to leave the adjacent area A;

[0518] (1.3) Passengers who get off in boarding and alighting area B walk along the II′-type unilateral path to the regular area, and passengers who want to board in boarding and alighting area B walk along the I′-type unilateral path to the waiting position; boundary H01.2.1 is an entry-only boundary, which allows passengers to enter boarding and alighting area B from regular area 2.u, but not to leave boarding and alighting area B;

[0519] (1.4) In the longitudinal channel, passengers getting off from boarding and alighting areas A and B walk together towards the regular area; boundary H01.2.2 is the exit-only boundary of the longitudinal channel, allowing passengers to exit but not enter.

[0520] (II) Process Description

[0521] Preferably, one-way access control is provided at boundary H1.2, boundary H01.2.1 and boundary H01.2.2; preferably, management personnel are provided near the above three boundaries to control the walking direction of passengers.

[0522] (I) Area A

[0523] Preferably, when the double doors (screen door and carriage door of train A) are opened in boarding and alighting area A, there are waiting passengers in boarding and alighting area A, and the waiting passengers queue up close to the train and avoid the area in front of the door.

[0524] After the double doors are opened, passengers get off first and then get on. After getting off the train, passengers walk close to the non-passing area and enter the horizontal passage. They all walk out of the passing area A within a few seconds to ten seconds after entering the passing area A. After passing through the horizontal passage, passengers enter the longitudinal passage Z2 in the passing area B; walk along the longitudinal passage toward the regular area, cross the boundary H01.2.2, and enter the regular area 2.u.

[0525] When it is time to start, the doors of train A are closed. If there are passengers who have not boarded the train, the passengers are reminded to go to the far end of the train area A to wait for the train, so as not to hinder the passengers from walking in. The far end refers to the end of a certain area that is farther away from the regular area.

[0526] The train usually stops for 30 seconds. If it is not seriously overcrowded, passengers can get on and off within about 20 seconds. When the passengers are boarded, there are almost no waiting passengers in the adjacent area A. After that, the passengers who enter the adjacent area A can walk quickly and unimpeded to the far end until they reach the appropriate waiting position. The appropriate means that at the moment of stopping, the passenger density from the far end to the waiting position is within the preset range; if it is lower than the preset range, the passengers are reminded to continue moving inside. If the adjacent area A is not seriously crowded, usually even when getting on and off, passengers in the regular area are not restricted from entering the adjacent area A, and it is up to the passengers to decide whether to enter according to the situation at the time.

[0527] (II) Area B

[0528] When the platform screen door of boarding and alighting area B and the door of train B are opened, there are waiting passengers in boarding and alighting area B. The waiting passengers queue up close to the train and avoid the area in front of the door.

[0529] Before or while the double doors are opened, the liftable isolation device is lowered. Preferably, the isolation device lowered in the area in front of the shielding door is flush with the ground or below the ground; preferably, all isolation devices are lowered to be flush with the ground.

[0530] After the double doors of the boarding area B are opened, passengers get off first and then get on. After the passengers get off enter the boarding and alighting area B, they walk directly horizontally into the longitudinal passage Z2. Usually within 1 to 2 seconds after the passengers get off, the passengers basically enter the longitudinal passage. After the passengers get off enter the longitudinal passage, the isolation device is raised. Preferably, before raising the isolation device, audio and / or video are used to remind the passengers to quickly enter the longitudinal passage, and then the isolation device is raised to the height of the strong isolation device. Preferably, the isolation device is first raised to the height of the weak isolation device, maintained at this height for several seconds, and then the isolation device is raised to the stiffness of the strong isolation device.

[0531] In the longitudinal channel Z2, the passengers getting off from the boarding and alighting areas A and B walk together, and their walking directions are the same.

[0532] Passengers who want to board the bus should enter the boarding and alighting area B from boundary H01.2.1 and walk to the waiting area.

[0533] (III) Technical Effect Analysis

[0534] In boarding and alighting area A, during the process of getting off, the passengers getting off and the passengers waiting for the bus appear in the area at the same time, and the number of passengers in the area is the largest at this time. A few seconds to ten seconds after the passengers have finished getting off, the passengers getting off will all leave boarding and alighting area A. The time that the passengers getting off occupy the boarding and alighting area is short, and most of the time between departures is left for the passengers who want to get on to use alone, during which they can quickly walk to the waiting position. In boarding and alighting area B, after getting off, the passengers directly enter the longitudinal passage, and the time that they occupy boarding and alighting area B is shorter. This leaves more time for the passengers who want to get on to use alone. Mode M1.1 has the following two advantages.

[0535] (1) Both sides of the boarding and alighting area are used as double passenger areas, where passengers can board and alight, and the passenger transport capacity is higher than that of the single passenger area.

[0536] (2) In the combined area, the passenger flow moves fast and congestion is not likely to occur. In most sections and / or at most times, passengers who are getting on the bus and passengers who are getting off the bus on the same side are separated; when passengers getting off the bus on different sides appear in the same area (longitudinal channel) at the same time, they walk in the same direction; passengers who are getting on the bus on different sides will not meet.

[0537] 《3.2.2》Mode M1.2 (AD)

[0538] (2) The mode M1.2 (AD) has the following characteristics:

[0539] (2.1) The boarding and alighting areas A and B are used as D and A type areas respectively;

[0540] (2.2) Passengers who get off at boarding and alighting area A walk along the II′-type combined path to the regular area, and passengers who want to board at boarding and alighting area A walk along the I-type unilateral path to the waiting position;

[0541] (2.3) How to arrange for passengers getting off in boarding and alighting area B to walk out of the combination area? Choose one of the following three options: option (2.3.1), option (2.3.2), option (2.3.3);

[0542] (i) The feature of the solution (2.3.1) is that all passengers getting off in boarding and alighting area B are only allowed to walk along the I′ shape;

[0543] (ii) The feature of the scheme (2.3.2) is that all passengers getting off the train in boarding and alighting area B are only allowed to walk along the II′-type one-way path;

[0544] (iii) The feature of the scheme (2.3.3) is that any passenger who gets off in boarding and alighting area B is allowed to choose to walk to the regular area along the I′-type or II′-type unilateral path;

[0545] (2.4) There are passengers from boarding and alighting area A in the longitudinal channel; if plan (2.3.2) or plan (2.3.2) is selected in boarding and alighting area B, there are also passengers from boarding and alighting area B in the longitudinal channel; all passengers in the longitudinal channel walk towards the regular area.

[0546] Preferably, solution (2.3.1) is selected in (2.3); in the time period when there are trains stopping and when there are no trains stopping, the liftable isolation device is maintained at the height of the strong isolation device.

[0547] Preferably, in (2.3), solution (2.3.2) or (2.3.3) is selected; at least during the passenger disembarkation process in boarding and alighting area B, the lowering isolation device falls to the same level as the ground, or falls to the height of the weak isolation device.

[0548] 《3.2.3》M1.3(CC)

[0549] (3) The mode M1.3 (CC) has the following characteristics:

[0550] (3.1) Both boarding and alighting areas A and B are used as C-type areas;

[0551] (3.2) How to arrange passengers to wait for the train in the boarding and alighting area A? Choose one of the following four options: option (3.2.1), option (3.2.2), option (3.2.3), option (3.2.4).

[0552] (i) The feature of the scheme (3.2.1) is that any passenger who wants to board the bus in boarding and alighting area A is only allowed to walk from the regular area to the waiting position along the I-shaped one-way path;

[0553] (ii) The feature of the scheme (3.2.2) is that any passenger who wants to board the bus in the boarding and alighting area A is only allowed to walk from the regular area to the waiting position along the II′ type combined path;

[0554] (iii) The feature of the scheme (3.2.3) is that any passenger who wants to board the bus in boarding and alighting area A is allowed to choose to walk from the regular area to the waiting position along the type I single-side path, the type I′ combined path, or the type II′ combined path;

[0555] (iv) The feature of the scheme (3.2.4) is that any passenger who wants to board the bus in the boarding and alighting area A walks from the regular area to the waiting position along the III′ type combined path;

[0556] (3.3) How to arrange passengers to wait in boarding and alighting area B? Choose one of the following five options: option (3.3.1), option (3.3.2), option (3.3.3), option (3.3.4), option (3.3.5).

[0557] (i) The feature of the scheme (3.3.1) is that any passenger who wants to board the bus in boarding and alighting area B is only allowed to walk from the regular area to the waiting position along the I′-shaped one-sided path;

[0558] (ii) The characteristic of the scheme (3.3.2) is that any passenger who wants to board the bus in boarding and alighting area B is only allowed to walk from the regular area to the waiting position along the II′-type unilateral path;

[0559] (iii) The feature of the scheme (3.3.3) is that any passenger who wants to board the bus in boarding and alighting area B is allowed to choose to walk to the waiting position along the I′-type or II′-type unilateral path;

[0560] (iv) The feature of the scheme (3.3.4) is that any passenger who wants to get on the bus in boarding and alighting area B is allowed to choose to walk to the waiting position along the I′-type single-side path, the II′-type single-side path, or the I-type combined path;

[0561] (v) The feature of the scheme (3.3.5) is that any passenger who wants to board the bus in boarding and alighting area B walks from the regular area to the waiting position along the III′-type unilateral path;

[0562] (3.4) If the solution selected in the mode allows passengers to walk to the waiting position along the Type II′ combined path or / and the Type II′ single-side path, there are passengers entering from the regular area in the longitudinal channel;

[0563] (i) Preferably, the solution (3.2.1) or (3.2.2) is selected in (3.2), and the solution (3.3.1) is selected in (3.3); during the time periods when trains stop and when no trains stop, the liftable isolation device is maintained at the height of the strong isolation device.

[0564] (ii) Preferably, in (3.2), the solution (3.2.1) or (3.2.2) is selected to be adopted, and in (3.3), the solution (3.3.2) is selected to be adopted; at least during the boarding process in the boarding and alighting area B, the isolation device falls to the same level as the ground, or falls to the height of the weak isolation device.

[0565] (iii) Preferably, the solution (3.2.3) is selected in (3.2), and the solution (3.3.3) or (3.3.4) is selected in (3.3); during the time periods when there are trains stopping and when there are no trains stopping, the lowering isolation device falls to the same level as the ground, or falls to the height of the weak isolation device.

[0566] (iv) Preferably, the solution (3.2.4) is selected in (3.2), and the solution (3.3.5) is selected in (3.3); during the time periods when there are trains stopping and when there are no trains stopping, the lowering isolation device falls to the same level as the ground, or falls to the height of the weak isolation device.

[0567] Preferably, a display is provided in the longitudinal passage to dynamically display the passenger density information at different positions in the boarding and alighting areas A and B; passengers going to the boarding and alighting area B select a suitable waiting position in front according to the displayed information, and passengers going to the boarding and alighting area A select a suitable transverse passage to enter the boarding and alighting area A;

[0568] 《3.2.4》Mode M1.4(AA)

[0569] (4) The mode M1.4 (AA) has the following characteristics:

[0570] (4.1)Both boarding and alighting areas A and B are used as type A areas;

[0571] (4.2) How to arrange for passengers getting off in boarding and alighting area A to walk out of the combination area? Choose one of the following four options: option (4.2.1), option (4.2.2), option (4.2.3), option (4.2.4), option (4.2.5).

[0572] (i) The feature of the scheme (4.2.1) is that any passenger who gets off the train in boarding and alighting area A is only allowed to walk from the alighting location to the regular area along an I-shaped one-sided path;

[0573] (ii) The feature of the scheme (4.2.2) is that any passenger who gets off in the boarding and alighting area A is only allowed to walk from the alighting location to the regular area along the II′ type combined path;

[0574] (iii) The feature of the scheme (4.2.3) is that any passenger who gets off in boarding and alighting area A is allowed to choose to walk from the alighting location to the regular area along a Type I single-side path or a Type II′ combined path;

[0575] (iv) The feature of the scheme (4.2.4) is that any passenger who gets off in boarding and alighting area A is allowed to choose to walk from the alighting location to the regular area along a Type I single-side path, a Type I′ combined path, or a Type II′ combined path;

[0576] (v) The feature of the scheme (4.2.5) is that any passenger who gets off in the boarding and alighting area A is allowed to choose to walk from the alighting location to the regular area along the III′ type combined path;

[0577] (4.3) How to arrange for passengers getting off in boarding and alighting area B to walk out of the combination area? Choose one of the following four options: option (4.3.1), option (4.3.2), option (4.3.3), option (4.3.4), option (4.3.5).

[0578] (i) The feature of the scheme (4.3.1) is that any passenger who gets off in boarding and alighting area B is only allowed to walk from the getting off location to the regular area along an I′-shaped one-sided path;

[0579] (ii) The feature of the scheme (4.3.2) is that any passenger who gets off in boarding and alighting area B is only allowed to walk from the alighting location to the regular area along a single-sided path of type II′;

[0580] (iii) The feature of the scheme (4.3.3) is that any passenger who gets off in boarding and alighting area B is allowed to choose to walk from the alighting location to the regular area along a Type I′ or Type II′ unilateral path;

[0581] (iv) The feature of the scheme (4.3.4) is that any passenger who gets off in boarding and alighting area B is allowed to choose to walk from the alighting location to the regular area along a Type I′ single-side path, a Type II′ single-side path, or a Type I combined path;

[0582] (v) The feature of the scheme (4.3.5) is that any passenger who gets off in boarding and alighting area B is allowed to choose to walk from the getting off location to the regular area along the III′-type unilateral path;

[0583] (4.4) If the scheme selected in the mode allows passengers to walk to the regular area along one of the following four paths, then there are passengers walking to the regular area in the longitudinal channel; the four paths are type II′ combined path, type II′ unilateral path, type III′ combined path, and type III′ unilateral path;

[0584] (i) Preferably, in (4.2), the solution (4.2.1) or (4.2.2) is selected, and in (4.3), the solution (4.3.1) is selected; in the time period when there are trains stopping and when there are no trains stopping, the liftable isolation device is maintained at the height of the strong isolation device;

[0585] (ii) Preferably, in (4.2), the solution (4.2.1) or (4.2.2) is selected, and in (4.3), the solution (4.3.2) is selected; at least during the disembarkation process in the boarding and alighting area B, the isolation device falls to the same level as the ground, or falls to the height of the weak isolation device; after all the disembarking passengers in area B enter the longitudinal passage, the isolation device rises to the height of the strong isolation device or the height of the weak isolation device;

[0586] (iii) Preferably, in (4.2), the solution (4.2.3) or (4.2.4) is selected, and in (4.3), the solution (4.3.3) or (4.3.4) is selected; in the time period when there are trains stopping and when there are no trains stopping, the lowering isolation device falls to the same level as the ground, or falls to the height of the weak isolation device;

[0587] (iv) Preferably, the solution (4.2.5) is selected in (4.2), and the solution (4.3.5) is selected in (4.3); during the time periods when there are trains stopping and when there are no trains stopping, the lowering isolation device falls to the same level as the ground, or falls to the height of the weak isolation device.

[0588] 《3.2.5》Mode M1.5(CA)

[0589] (5) The mode M1.5 (CA) has the following characteristics:

[0590] (5.1) The boarding and alighting areas A and B are used as type A and type C areas respectively;

[0591] (5.2) Any passenger who gets off at boarding and alighting area A is allowed to choose to walk to the regular area along the II′ type combined path or the I type unilateral path;

[0592] (5.3) Passengers who want to board the bus in boarding and alighting area B should walk along the I′-shaped one-way path to the waiting position;

[0593] (5.4) In the longitudinal passage, only passengers getting off from boarding and alighting area A walk towards the regular area;

[0594] Preferably, the liftable isolation device is maintained at the height of the strong isolation device during the time periods when trains stop and when trains do not stop.

[0595] 《3.2.6》Mode M1.6 (CA)

[0596] (6) The mode M1.6 (CA) has the following characteristics:

[0597] (6.1) Boarding and alighting areas A and B are used as type A and type C areas respectively;

[0598] (6.2) Any passenger who gets off the train at boarding and alighting area A is only allowed to walk to the regular area along the I-shaped one-way path;

[0599] (6.3) Passengers who wish to board the bus in boarding and alighting area B are allowed to choose to walk along the I′-type or II′-type one-way path to the waiting location;

[0600] (6.4) In the longitudinal passage, only passengers who are going to boarding and alighting area B should walk from the regular area to the direction away from the regular area, and look for the waiting position while walking;

[0601] Preferably, during the time periods when trains stop and when no trains stop, the lowered isolation device drops to be flush with the ground, or drops to the height of a weak isolation device.

[0602] 《3.2.7》Mode M1.7(D-(DE))

[0603] 1. Describing characteristics

[0604] The mode M1.7 (D-(DE)) has the following characteristics,

[0605] (1.1) The boarding and alighting area A is used as a DE type area, and the boarding and alighting area B is used as a D type area.

[0606] Preferably, every two trains in the boarding and alighting area A are selected as a cycle, and the types of the stopped trains are D-type, E-type, D-type, E-type..., D-type trains allow passengers to board and alight, and E-type trains do not allow passengers to board or alight.

[0607] (1.2) Passengers who get off at boarding and alighting area A walk along the II′-type combined path to the regular area, and passengers who want to board at boarding and alighting area A walk along the I-type unilateral path to the waiting position; boundary H1.2 is an entry-only boundary, allowing passengers to enter the adjacent area A from the regular area 2.u, but not to leave the adjacent area A;

[0608] (1.3) Passengers who get off in boarding and alighting area B walk along the II′-type unilateral path to the regular area, and passengers who want to board in boarding and alighting area B walk along the I′-type unilateral path to the waiting position; boundary H01.2.1 is an entry-only boundary, which allows passengers to enter boarding and alighting area B from regular area 2.u, but not to leave boarding and alighting area B;

[0609] (1.4) In the longitudinal channel, passengers getting off from boarding and alighting areas A and B walk together towards the regular area; boundary H01.2.2 is the exit-only boundary of the longitudinal channel, allowing passengers to exit but not enter.

[0610] Technical effect analysis

[0611] When the lengths of boarding and alighting areas A and B are both very long (e.g., 3 to 4 carriages long) and the departure interval is very short (e.g., 87 seconds), the following situations may occur in the longitudinal channel: (1) the passenger density is too high, which leads to a low walking speed; (2) passengers getting off from two trains in the boarding and alighting areas on the same side appear in the longitudinal channel at the same time. These two phenomena may cause more and more passengers in the longitudinal channel, eventually causing congestion or jam.

[0612] To prevent the above phenomenon, use one side of the boarding and alighting area as a DE type area or a DF type area. If the problem is not solved, use both boarding and alighting areas A and B as DE type areas or DF type areas.

[0613] Another solution is to set up multiple rows of liftable isolation devices. When the passenger density in the longitudinal channel is too high, the width of the boarding and alighting area B is reduced and the width of the longitudinal channel is increased. When the width of the boarding and alighting area B is reduced, the walking speed of passengers who want to board the bus will decrease, and the number of passengers in the bus will also decrease accordingly. This solution is to transfer passenger boarding resources to disembarkation.

[0614] 《3.2.8》Mode M1.8((AC)-D)

[0615] 1. Describing characteristics

[0616] The mode M1.8 ((AC)-D) has the following characteristics,

[0617] (1.1) The boarding and alighting area A is used as a D-type area, and the boarding and alighting area B is used as an AC-type area.

[0618] Preferably, the trains that stop in boarding and alighting area B are divided into two trips in a cycle, and the types of the trains that stop are Type A, Type C, Type A, Type C... Type D trains allow passengers to get on and off; Type A trains only allow passengers to get off, but not get on; Type C area only allows passengers to get on, but not get off.

[0619] (1.2) Passengers who get off at boarding and alighting area A walk along the II′-type combined path to the regular area, and passengers who want to board at boarding and alighting area A walk along the I-type unilateral path to the waiting position; boundary H1.2 is an entry-only boundary, allowing passengers to enter the adjacent area A from the regular area 2.u, but not to leave the adjacent area A;

[0620] (1.3) Passengers who get off in boarding and alighting area B walk along the II′-type unilateral path to the regular area, and passengers who want to board in boarding and alighting area B walk along the I′-type unilateral path to the waiting position; boundary H01.2.1 is an entry-only boundary, which allows passengers to enter boarding and alighting area B from regular area 2.u, but not to leave boarding and alighting area B;

[0621] (1.4) In the longitudinal channel, passengers getting off from boarding and alighting areas A and B walk together towards the regular area; boundary H01.2.2 is the exit-only boundary of the longitudinal channel, allowing passengers to exit but not enter.

[0622] The process of passengers boarding, alighting and walking in the combined area is as follows.

[0623] The process in boarding and alighting area A is the same as before and will not be repeated here.

[0624] In boarding and alighting area B, when a type A train opens its door, the isolation device is lowered, and the disembarking passengers step into boarding and alighting area A and directly enter the longitudinal passage, then walk along the longitudinal passage until they enter the regular area; when a type C train opens its door, the device is still kept at its original height, and the waiting passengers enter the train from the boarding and alighting area.

[0625] The advantage of this solution is that in boarding and alighting area B, passengers who want to board the bus have nearly twice the departure interval time to walk to the waiting position; passengers who get off the bus also have nearly twice the departure interval time to walk out of the combination area. When the boarding and alighting area is very long and the departure interval time is very short, it is very suitable to use the boarding and alighting area on one side or the boarding and alighting areas on both sides as AC-type areas.

[0626] 《3.3》Example 2: (Q——P1-P2), Figure 2

[0627] The vehicle approaching areas on both sides of the combined area are respectively recorded as vehicle approaching areas A and B. Vehicle approaching areas A and B are respectively single-type vehicle approaching areas and composite-type vehicle approaching areas. The boarding and alighting areas in vehicle approaching areas A and B are respectively boarding and alighting areas A and B. The boarding and alighting area in vehicle approaching area A is divided into two sections, respectively recorded as area P1 and area P2, and one end of area P2 borders the conventional area. Vehicle approaching area B Vehicle approaching area B includes boarding and alighting area Z1 and longitudinal channel Z2.

[0628] by Figure 2For example, the boarding and alighting area A is divided into areas P1 and P2, the boundary between the two is H1.2, and the other boundaries of P1 and P2 are H1.1 and H1.3 respectively. Figure 2 Other areas in Figure 1 same.

[0629] The boarding and alighting modes in the combined area are one of the following: modes M2.1, M2.2, M23., M2.4, M2.5, M2.6, and M2.7.

[0630] Mode M2.1 (D-DD)

[0631] The mode M2.1 (D-DD) has the following characteristics.

[0632] (1.1) Areas P1 and P2 in boarding and alighting area A, and boarding and alighting area B (Z1) are used as D-type areas.

[0633] (1.2) Region P1

[0634] Passengers who get off at area P1 walk to the regular area along the II′ type combined path;

[0635] Passengers who want to get on the bus in area P1 walk along the I-shaped unilateral path to the waiting position; these passengers first enter area P2 from the regular area, then walk into area P1, and finally walk to the waiting position;

[0636] (1.3) Region P2

[0637] (1.3.1) Passengers who wish to board the bus in the boarding and alighting area P2 are only allowed to walk along the I-shaped one-way path to the waiting position;

[0638] (1.3.2) How to arrange for passengers getting off in area P2 to walk out of the combined area? Choose one of the following two options: option (1.3.2a) or option (1.3.2b).

[0639] (1.3.2b);

[0640] (i) Solution (1.3.2a) is that any passenger who gets off in area P2 is only allowed to walk to the regular area along the II′ type combined path; boundary H1.2 is the entry-only boundary of area P2;

[0641] (ii) Solution (1.3.2b) is that any passenger who gets off in area P2 is allowed to choose to walk to the regular area along the Type I unilateral path or the Type II′ combined path; H1.2 is the bidirectional boundary of area P2.

[0642] (1.3.2) Boundary H1.2 between areas P1 and P2 is the entry-only boundary of area P1 and the exit-only boundary of area P2; or, boundary H1.2 is the bidirectional boundary of areas P1 and P2. When boundary H1.2 is the entry-only boundary of area P1, passengers getting off in area P1 can only choose to go to area B via transverse passage 101, 102 or 103; when boundary H1.2 is the bidirectional boundary of area P1, passengers getting off in area P1 can also choose to go to area B via transverse passage 104 according to the passenger density of area P2.

[0643] (1.4) Passengers getting off the train in boarding and alighting area B walk along the II′-type one-sided path to the regular area; passengers boarding the train in boarding and alighting area B walk along the I′-type one-sided path to the waiting area. Boundary H01.2.1 is the entry-only boundary of boarding and alighting area B.

[0644] (1.5) In the longitudinal channel, passengers getting off from areas P1, P2 and Z1 walk together towards the regular area; boundary H01.2.2 is the exit-only boundary of the longitudinal channel.

[0645] Preferably, at least during the process of getting off passengers in boarding and alighting area B, the isolation device between the longitudinal passage and the boarding and alighting area falls to the same level as the ground, or falls to the height of the weak isolation device; when all the getting off passengers in boarding and alighting area B enter the longitudinal passage, the isolation device is raised to the height of the strong isolation device or the height of the weak isolation device.

[0646] Technical effect analysis.

[0647] When area P2 chooses to adopt solution (1.3.2b) and boundary H1.3 is selected as the bidirectional boundary of area P2, passengers in area P2 are given more autonomy. Passengers will choose a suitable walking path for convenience. This is also an optimization method that uses the intelligence of passengers to optimize the exit path within the local space. For example, when the passenger density in area P2 is low and there are fewer passengers walking inward at boundary H1.3, those passengers who get off closer to boundary H1.3 may choose to cross boundary H1.3 to exit the combined area.

[0648] Mode M2.2 (A-DD)

[0649] The mode M2.2 (A-DD) has the following characteristics,

[0650] (2.1) Areas P1 and P2 are used as D-type areas; boarding and landing area B is used as A-type area;

[0651] (2.2) Passengers who get off at area P1 walk along the II′ type combined path to the regular area, and passengers who want to get on in area P1 walk along the I type unilateral path to the waiting position;

[0652] (2.3) Any passenger getting off the train in the boarding and alighting area P2 is only allowed to walk along the II′ type combined path to the regular area; passengers who want to board the train in the boarding and alighting area P2 are only allowed to walk along the I type unilateral path to the waiting position;

[0653] (2.4) Passengers who get off in boarding and alighting area B walk along the I′-shaped one-sided path to the regular area;

[0654] (2.5) In the longitudinal channel, only passengers getting off from areas P1 and P2 walk together towards the regular area.

[0655] Preferably, the liftable isolation device is maintained at the height of the strong isolation device during the time periods when trains stop and when trains do not stop.

[0656] Mode M2.3 (C-CD)

[0657] The mode M2.3 (C-CD) has the following characteristics,

[0658] (3.1) Areas P1 and P2 are used as type C and type D areas respectively; boarding and landing area B is used as type C area;

[0659] (3.2) Passengers who want to get on the bus in area P1 walk along the II′ type combined path to the waiting position;

[0660] (2.3) Any passenger getting off the bus in area P2 is only allowed to walk along the I-shaped one-way path to the regular area; any passenger who wants to get on the bus in area P2 is only allowed to walk along the I-shaped one-way path to the waiting area;

[0661] (3.3) Any passenger who wants to board the bus in boarding and alighting area B is allowed to choose to walk along the I′-type or II′-type unilateral path to the waiting position;

[0662] (3.4) Passengers in the longitudinal aisle all enter from the regular area and walk towards the far end.

[0663] This mode is applicable when the length of the boarding and alighting area is large and there are many passengers boarding both the up and down trains. For example, assume that the length of area P1 is between 2 and 3 car lengths, the length of area P2 is 1 car length, and the length of boarding and alighting area B is between 3 and 4 car lengths. The waiting passengers in area P1 walk to the waiting position along the II′ type combined path. The specific walking path is to enter the longitudinal channel from the conventional area through the boundary H01.2.2, and then enter area P1 through the transverse channel 101 or 102 or 103. Since area P1 only picks up passengers but does not alight passengers, passengers related to area P1 do not pass through area P2.

[0664] Area P2 is a double passenger area, allowing passengers to board and disembark. All disembarking passengers exit Area P2 from boundary H1.3, and all boarding passengers enter Area P2 from boundary H1.3. The boarding and disembarking behavior in Area P2 is the same as that of the side platform defined in the current subway regulations. The subway regulations require that the length of the side platform is no longer than the length of one car and the width is greater than or equal to 2.4 meters. Area P2 meets these requirements.

[0665] In the waiting area B, only passengers get on but no passengers get off. In the waiting area B, some passengers walk to the waiting position along the I′-type unilateral path, and they enter the boarding and alighting area B from the boundary H1.2.1; the other part walks to the waiting position along the II′-type unilateral path, and these passengers enter the longitudinal passage from the boundary H1.2.2, and then walk forward all the way, and when they find a suitable waiting position, they enter the boarding and alighting area B from the longitudinal passage. Since stopping is not allowed in the longitudinal passage, waiting passengers will not occupy the longitudinal passage and will not hinder the walking of passengers behind. This can avoid the phenomenon of lack of passengers at the far end in the boarding and alighting area B and area P1. The lack of passengers at the far end means that the density of waiting passengers in the area near the far end of the boarding and alighting area is significantly low.

[0666] Preferably, the liftable isolation device is maintained at the height of the weak isolation device during the time periods when trains stop and when trains do not stop; preferably, the isolation device is 50 to 150 mm above the ground.

[0667] Mode M2.4 (DD.A)

[0668] (4) The mode M2.4 (DD.A) has the following characteristics:

[0669] (4.1) Regions P1 and P2 are used as D-type and A-type regions, respectively; region Q is used as a D-type region;

[0670] (4.2) Passengers who get off in area P1 walk along the type II combined path to the regular area, and passengers who want to get on in area P1 walk along the type I unilateral path to the waiting position;

[0671] (4.3) Only passengers are allowed to get off in area P2. Passengers who get off in area P2 walk to the regular area along the type II combined path;

[0672] (4.4) Any passenger who gets off in area Q walks to the regular area along the II′ type unilateral path;

[0673] Passengers who want to get on the bus in area Q walk along the I′-shaped one-sided path to the waiting position;

[0674] (4.4) In the longitudinal channel, there are passengers from areas P1, P2 and Q, walking together towards the regular area;

[0675] Mode M2.5 (DA.D)

[0676] (5) The mode M2.5 (DA.D) has the following characteristics:

[0677] (5.1) Regions P1 and P2 are used as type A and type D regions, respectively; region Q is used as type D region;

[0678] (5.2) Only passengers are dropped off in area P1, but no passengers are picked up; passengers who drop off in area P1 walk along the type II combined path to the regular area;

[0679] (5.3) Passengers who get off at area P2 walk along the type II combined path to the regular area, and passengers who want to get on at area P2 walk along the type I unilateral path to the waiting position;

[0680] (5.4) Any passenger who gets off in area Q walks to the regular area along the II′ type unilateral path;

[0681] Passengers who want to get on the bus in area Q walk along the I′-shaped one-sided path to the waiting position;

[0682] (5.4) In the longitudinal channel, there are passengers from areas P2 and Q, walking together towards the regular area;

[0683] Mode M2.6 (DA.C)

[0684] (6) The mode M2.6 (DA.C) has the following characteristics:

[0685] (6.1) Regions P1 and P2 are used as type A and type C regions, respectively; region Q is used as type D region;

[0686] (6.2) Only passengers are dropped off in area P1, but no passengers are picked up; passengers who drop off in area P1 walk along the type II combined path to the regular area;

[0687] (6.3) Area P2 is for boarding only, not for alighting. Passengers who want to board in area P2 walk along the I-shaped unilateral path to the waiting position.

[0688] (6.4) Any passenger who gets off in area Q walks to the regular area along the II′ type unilateral path;

[0689] Passengers who want to get on the bus in area Q walk along the I′-shaped one-sided path to the waiting position;

[0690] (6.5) In the longitudinal channel, there are passengers from areas P2 and Q, walking together towards the regular area;

[0691] (5) The mode M2.5 (AD.A) has the following characteristics:

[0692] (5.1) Areas P1 and P2 in boarding and alighting area A are used as type D and type A areas, respectively; area Q in boarding and alighting area B is used as type A area;

[0693] (5.2) Passengers who get off at the boarding and alighting area P1 walk along the type II combined path to the regular area, and passengers who want to board at the boarding and alighting area P1 walk along the type I unilateral path to the waiting position;

[0694] Any passenger who gets off at boarding and alighting area P2 walks to the regular area along the Type II combined path;

[0695] (5.3) Any passenger who gets off in area Q is allowed to choose to walk to the regular area along the I′ or II′ type unilateral path;

[0696] (5.4) In the longitudinal channel, there are passengers from areas P1, P2 and Q, walking together towards the regular area;

[0697] (6) The mode M2.6 (AA.C) has the following characteristics:

[0698] (5.1) Areas P1 and P2 in boarding and alighting area A are used as type D and type A areas, respectively; area Q in boarding and alighting area B is used as type A area;

[0699] (5.2) Passengers who get off at the boarding and alighting area P1 walk along the type II combined path to the regular area, and passengers who want to board at the boarding and alighting area P1 walk along the type I unilateral path to the waiting position;

[0700] Any passenger who gets off at boarding and alighting area P2 walks to the regular area along the Type II combined path;

[0701] (5.3) Any passenger who gets off in area Q is allowed to choose to walk to the regular area along the I′ or II′ type unilateral path;

[0702] (5.4) In the longitudinal channel, there are passengers from areas P1, P2 and Q, walking together towards the regular area;

[0703] (5) The mode M2.5 (A-DC) has the following characteristics:

[0704] (5.1) Areas P1 and P2 in boarding and alighting area A are used as type D and type C areas; area Q in boarding and alighting area B is used as type A area.

[0705] area;

[0706] (5.2) Passengers who get off at the boarding and alighting area P1 walk along the type II combined path to the regular area, and passengers who want to board at the boarding and alighting area P1 walk along the type I unilateral path to the waiting position;

[0707] Passengers who want to board the bus in the boarding and alighting area P2 are only allowed to walk along the I-shaped one-way path to the waiting position;

[0708] (5.3) Passengers who get off in area Q walk along the I′-shaped unilateral path to the waiting position;

[0709] (5.4) In the longitudinal passage, only passengers getting off from areas P1 and P2 walk towards the regular area;

[0710] (6) The mode M1.5 (CA) has the following characteristics:

[0711] (5.1) The boarding and alighting areas A and B are used as type A and type C areas respectively;

[0712] (5.2) Any passenger who gets off at boarding and alighting area A is allowed to choose to walk to the regular area along the Type II combined path or the Type I unilateral path;

[0713] (5.3) Passengers who want to board the bus in boarding and alighting area B should walk along the I′-shaped one-way path to the waiting position;

[0714] (5.4) In the longitudinal passage, only passengers getting off from boarding and alighting area A walk towards the regular area;

[0715] (6) The mode M1.6 (CA) has the following characteristics:

[0716] (6.1) Boarding and alighting areas A and B are used as type A and type C areas respectively;

[0717] (6.2) Any passenger who gets off the train at boarding and alighting area A is only allowed to walk to the regular area along the I-shaped one-way path;

[0718] (6.3) Passengers who wish to board the bus in boarding and alighting area B are allowed to choose to walk along the I′-type or II′-type one-way path to the waiting location;

[0719] (6.4) In the longitudinal passage, only passengers who are going to boarding and alighting area B should walk from the regular area to the direction away from the regular area, and look for the waiting position while walking;

[0720] Preferably, the liftable isolation device between the boarding and alighting area B and the longitudinal passage falls to the level with the ground or to the height of the weak isolation device;

[0721] (7) The mode M1.7 (CC) has the following characteristics:

[0722] (7.1)Both boarding and alighting areas A and B are used as C-type areas;

[0723] (7.2) Any passenger who wishes to board the bus in boarding and alighting area A is allowed to choose to walk from the regular area to the waiting location along the Type I single-side path or the Type II combined path;

[0724] (7.3) Passengers who wish to board the bus in boarding and alighting area B are allowed to choose to walk along the I′-type or II′-type one-way path to the waiting location;

[0725] (7.4) Passengers who are waiting for the train in boarding and alighting areas A and B respectively enter the longitudinal passage from the regular area;

[0726] Preferably, a display is provided in the longitudinal channel to dynamically display the passenger density information at different positions in the boarding and alighting areas A and B; passengers going to the boarding and alighting area B select a suitable waiting position in front according to the displayed information, and passengers going to the boarding and alighting area A select a suitable transverse channel to enter the boarding and alighting area A.

[0727] 《3.4》Example 3: (Q1-0.5 (Q2.1 and Q2.2)——P1-P2), Figure 3 , Figure 4

[0728] The two sides of the combined area are marked as the vehicle area A and B, respectively. The vehicle area A and B are single type vehicle area and composite type vehicle area, respectively. The boarding and alighting areas in the vehicle area A and B are respectively called boarding and alighting areas A and B. The vehicle area A is divided into two sections, and the vehicle area B includes a single area and a composite area.

[0729] by Figure 4 This figure is used as an example for illustration only and does not constitute a limitation on the solution.

[0730] exist Figure 4 In the figure, the up-bound area and the down-bound area are called the area A and B respectively. The area A is divided into a section P1 and a section P2; the area B includes a single area Za and a composite area Zb, and the composite area Zb includes the boarding and alighting area and the longitudinal channel. The boarding and alighting area B includes the single area Za and the boarding and alighting area in the area Zb. In order to facilitate the description of boarding and alighting behavior, the boarding and alighting area B is re-divided into Q1 and Q2.1, and the junction between the two is the boundary H01.2; the length of the longitudinal channel Q2.2 is approximately equal to the length of the area Zb. The non-boarding area includes areas 1.1.h, 1.2.h, 1.3.h, 1.4.h, and transverse channels 101, 102, 103 and 104. The spacing between the transverse channels is 0.5 to 0.8 car lengths. The far normal end boundary H1.1 of the area A and the far normal end boundary H01.1 of the boarding and alighting area B are both prohibited boundaries.

[0731] The boarding and alighting path combination mode of the combination area is one of the following modes: mode M3.1, M3.2, and M3.3.

[0732] 《3.4.1》Mode M3.1 (AD-DD)

[0733] The mode M3.1 (D-DD) has the following characteristics.

[0734] (1.1) Areas P1 and P2 in boarding and alighting area A are both type D areas, and areas Q1 and Q2.1 in boarding and alighting area B are type A and type D areas, respectively.

[0735] (1.2) Region P1

[0736] Passengers who get off the bus in area P1 walk along the II′ type combined path to the regular area; passengers who want to get on the bus in area P1 walk along the I type unilateral path to the waiting position.

[0737] Some passengers who get off in area P1 enter area Q1 through transverse passages 101 and 102, and then enter the regular area through longitudinal passage Q2.2. Another part of passengers who get off in area P1 enter the end of longitudinal passage Q2.2 through transverse passage 103, and then walk along the longitudinal passage until they enter the regular area.

[0738] Passengers who want to wait for the train in area P1 enter area P1 from the regular area through area P2.

[0739] (1.3) Region P2

[0740] Passengers who get off in area P2 walk to the regular area along the II′ type combined path; passengers who want to get on in area P2 walk to the waiting position along the I type unilateral path.

[0741] Passengers near the boundary H1.2 enter the area P1 from the area P2, then enter the end of the longitudinal channel Q2.2 through the transverse channel 103, and then walk into the regular area. Passengers from other areas in the area P2 enter the longitudinal channel Q2.2 through the transverse channel 104, and then walk into the regular area.

[0742] (1.4)Q1

[0743] Passengers who get off in area Q1 walk along the II'-type unilateral path to the regular area, which is to walk along area Q1 into the longitudinal passage Q2.2 and then into the regular area.

[0744] (1.5)Q2.1

[0745] Passengers who get off in area Q2.1 walk along the II′-type unilateral path to the regular area. The specific path is to directly enter the longitudinal passage Q2.2 after getting off the bus, and then walk into the regular area.

[0746] Passengers who wish to wait for the bus in area Q2.1 enter area Q2.1 from the regular area across boundary H01.3.1.

[0747] (1.6) Longitudinal channel

[0748] In the longitudinal channel, passengers getting off from areas Q1, Q2.1 and areas P1 and P2 walk together towards the regular area; boundary H01.2.2 is the exit-only boundary of the longitudinal channel.

[0749] Preferably, at least during the process of getting off passengers in area Q2.1, the isolation device between the longitudinal passage and area Q2.1 falls to the same level as the ground, or falls to the height of a weak isolation device; when all the getting off passengers in area Q2.1 enter the longitudinal passage, the isolation device is raised to the height of a strong isolation device or the height of a weak isolation device.

[0750] Technical effect analysis.

[0751] The length of the longitudinal channel is shorter than the length of the vehicle adjacent area, which can reduce the area of ​​the non-vehicle adjacent area occupied by the longitudinal channel and is conducive to the layout of equipment.

[0752] The mode M3.2 (CD-CD) has the following features.

[0753] (2.1) Regions P1 and P2 are used as C-type and D-type regions, respectively; regions Q1 and Q2.1 are also used as C-type and D-type regions, respectively.

[0754] (2.2) Region P1

[0755] Area P1 is for boarding only, not for alighting. Passengers who want to board in area P1 walk along the II′ type combined path to the waiting position. The specific path is: (i) enter the longitudinal channel Q2.2 from the regular area, then enter area Q1, and then enter area P1 through the transverse channel 101 or 102; or, (ii) directly enter area P1 from the longitudinal channel through the transverse channel 103.

[0756] (2.3) Region P2

[0757] Area P2 is used for both boarding and alighting. Passengers who alight in area P2 walk along the unilateral path I into the regular area; passengers who want to board in area P2 all walk along the I-type unilateral path to the waiting position. Preferably, area P2 should meet the size requirements of the opposite platform in the subway specifications.

[0758] (2.4) Region Q1

[0759] Passengers who want to get on the bus in area Q1 walk to the waiting position along the II'-type unilateral path. The specific path is to enter the longitudinal passage Q2.2 from the conventional area and then enter area Q1.

[0760] (2.5) Region Q2.1

[0761] Passengers who want to board the train in area Q2.1 walk along the I'-shaped single-sided path to the waiting position. The specific path is to enter area Q2.1 directly from the regular area. Passengers who get off the train in area Q2.1 walk along this area and directly enter the regular area. Area Q2.1 should meet the size requirements of the opposite side platform of the subway specification.

[0762] (2.6) Region Q2.2

[0763] Passengers in the longitudinal channel Q2.2 all enter from the regular area, and all passengers therein walk in the same direction.

[0764] Preferably, the isolation device is always maintained at the height of the strong isolation device regardless of whether there is a train stop or not.

[0765] This mode is applicable when the length of the boarding and alighting area is large and the number of passengers boarding both the up and down trains is large.

[0766] 《3.4.3》Mode M3.3 (DC-AD)

[0767] The mode M3.3 (DC-AD) has the following characteristics.

[0768] (2.1) Regions P1 and P2 are used as type A and type D regions, respectively; regions Q1 and Q2.1 are also used as type D and type C regions, respectively.

[0769] (2.2) Region P1

[0770] Area P1 is for passengers to get off but not to get on. Passengers who get off at area P1 walk along the II′ type combined path to the regular area. The specific path is: (i) enter area Q1 through transverse passage 101 or 102, and then enter the regular area through longitudinal passage Q2.2; or (ii) pass through transverse passage 103 to enter the longitudinal passage directly to area P1, and then enter the regular area.

[0771] (2.3) Region P2

[0772] Area P2 is used for both boarding and alighting. Passengers who alight in area P2 walk along the unilateral path I into the regular area; passengers who want to board in area P2 all walk along the I-type unilateral path to the waiting position. Preferably, area P2 should meet the size requirements of the opposite platform in the subway specifications.

[0773] (2.4) Region Q1

[0774] Passengers who get off in area Q1 walk along the II'-type unilateral path to the waiting position. The specific path is to enter the longitudinal passage Q2.2 from area Q1 and then enter the regular area.

[0775] Passengers who want to board the bus in area Q1 walk along the I'-shaped unilateral path to the waiting position. The specific path is to enter the boarding and alighting area Q2.1 from the regular area and then enter area Q1.

[0776] In area Q1, passengers getting off the train walk in the opposite direction to passengers getting on the train. Area Q1 should comply with the size requirements of the opposite platform of the subway specification.

[0777] (2.5) Region Q2.1

[0778] Area Q2.1 is for boarding only, not for alighting. Passengers who want to board in area Q2.1 walk along the I'-shaped one-way path to the waiting position. The specific path is to enter area Q2.1 directly from the regular area. All passengers in area Q2.1 walk in the same direction.

[0779] (2.6) Region Q2.2

[0780] Passengers in the longitudinal channel Q2.2 all enter from the regular area, and all passengers therein walk in the same direction.

[0781] This mode is suitable when the boarding and alighting area is long.

[0782] The station used in this embodiment can also be used Figure 3 The form shown.

[0783] 《3.5》Example 4: Not ((Q1-Q2)——(P1-P2)), Figure 5

[0784] The two sides of the non-end combined area are marked as the adjacent areas A and B, respectively. The adjacent areas A and B are the single type adjacent areas and the composite type adjacent areas, respectively. The lengths of adjacent areas A and B are equal to the length of the combined area. The adjacent area B includes the boarding and alighting area and the longitudinal passage. The boarding and alighting areas in the adjacent areas A and B are called the boarding and alighting areas A and B, respectively.

[0785] by Figure 5 This figure is used as an example for illustration only and does not constitute a limitation on the solution.

[0786] exist Figure 5 In the figure, the up train area and the down train area are called train area A and train area B respectively; train area A is divided into areas P1 and P2, and the intersection of the two is at the boundary H1.2; there is a boarding and alighting area and a longitudinal channel Q0.2 in the train area B, and the boarding and alighting area is divided into areas Q1.1 and Q1.2, and the intersection of areas Q1.1 and Q1.2 is at the boundary H01.2.1. The non-train area includes areas 1.1.h, 1.2.h, 1.3.h, 1.4.h, and transverse channels 101, 102, and 103. The spacing between the transverse channels is 0.5 to 0.8 car lengths.

[0787] The boarding and alighting path combination mode of the combination area is one of the following modes: mode M4.1, M4.2, and M4.3.

[0788] 《3.5.1》Mode M4.1 (Isolation of combined area I-II)

[0789] The processing method of mode M5.1 is: divide the non-end combination area into two end combination areas, that is, divide it into combination areas I and II; combination areas I and II are strictly isolated, and passengers cannot enter from one combination area to another combination area; the above-mentioned end combination area mode is adopted in combination areas I and II respectively.

[0790] Preferably, combination zone I and / or combination zone II respectively adopt one of the following modes: mode M1.1, M1.2, M1.3, M1.4, M1.5, M1.6, M1.7, M1.8.

[0791] For example, in Figure 5 Boundaries H1.2, H01.2.1 and H01.2.2 are all prohibited boundaries, and combined areas I and II are respectively selected to adopt modes M1.1 and M1.2. Preferably, physical isolation devices are set at boundaries H1.2 and H01.2.1 to completely block passengers from walking across zones. For detailed process, refer to mode M5.2.

[0792] 《3.5.2》Mode M4.2 (combination area I-II connected)

[0793] The processing method of mode M4.2 is: passengers are allowed to walk in both directions between combination areas I and II, and combination areas I and II respectively adopt the modes in the aforementioned end combination areas.

[0794] Preferably, combination zone I and / or combination zone II respectively adopt one of the following modes: mode M1.1, M1.2, M1.3, M1.4, M1.5, M1.6, M1.7, M1.8.

[0795] by Figure 5 Take this as an example to illustrate.

[0796] (I) Mode M1.1-M1.1

[0797] (1) Combination zones I and II use modes M1.1 and M1.1 respectively. (2)

[0799] Areas P1 and Q1.1 are used as D-type areas, areas P2 and Q2.1 are also used as D-type areas, and areas Q1.2 and Q2.2 are used as longitudinal passages. The D-type area allows passengers to board and disembark.

[0800] In the boarding and alighting area A, boundaries H1.1 and H1.3 are the entry-only boundaries of areas P1 and P2 respectively, and boundary H1.2 is the bidirectional boundary of areas P1 and P2;

[0801] In boarding and alighting area B, boundaries H01.1.1 and H01.3.1 are entry-only boundaries of areas Q1.1 and Q2.1 respectively, and boundary H01.2.1 is a bidirectional boundary of areas Q1.1 and Q2.1;

[0802] In the longitudinal channel, boundaries H01.1.2 and H01.3.2 are the out-only boundaries of regions Q1.2 and Q2.2 respectively, and boundary H01.2.2 is the bidirectional boundary of regions Q1.2 and Q2.2.

[0803] (3) Combination Zone I

[0804] (3.1) Region P1

[0805] (3.1.1) Drop off passengers

[0806] Passengers who get off at P1 walk along the II′ type combined path in combined area I to the conventional area 1.u, or walk along the II′ type combined path in combined area II to the conventional area 2.u.

[0807] The specific walking path is:

[0808] (i) Get off the vehicle and enter area P1, pass through the transverse channel 101, enter the longitudinal channel Q1.2, cross the boundary H1.1.2, and enter the conventional area 1.u;

[0809] (ii) Get off the bus and enter area P1, cross boundary H1.2 to enter area P2, cross transverse channel 102, enter longitudinal channel Q2.2, and then choose to cross area Q1.2 to enter regular area 1.u, or cross area Q2.2 to enter regular area 2.u, depending on the number of passengers in the two areas.

[0810] (3.1.2) Pickup

[0811] Passengers who want to get on the bus in area P1 walk from the conventional area 1.u to the waiting position along the type I unilateral path in the combined area I, or walk from the conventional area 2.u to the waiting position along the type II unilateral path in the combined area II.

[0812] The specific walking path is:

[0813] (i) From the regular area 1.u, cross the boundary H1.1 and enter the area P1 to wait for the train;

[0814] (ii) From the regular area 2.u, cross the boundary H1.3 to enter the area P2, then cross the boundary H1.2 to enter the area P1 to wait for the bus. The waiting position is near the boundary H1.2.

[0815] (3.2) Region Q1.1

[0816] (3.2.1) Drop off passengers

[0817] Passengers who get off in area Q1.1 walk along the type II′ unilateral path in combined area I to the conventional area 1.u, or walk along the type II′ unilateral path in combined area II to the conventional area 2.u.

[0818] The specific walking path is:

[0819] (i) Passengers who get off in area Q1.1 walk into area Q1.2 and then cross boundary H01.1.2 to enter regular area 1.u.

[0820] (ii) Passengers who get off in area Q1.1 walk into area Q1.2, then cross boundary H01.2.2 to enter area Q2.2, and then cross boundary H01.3.2 to enter regular area 2.u. Passengers who get off will choose this path when the alighting location is close to boundary H01.2.1 or / and there are fewer passengers in area Q2.2.

[0821] (3.2.2) Pickup

[0822] Passengers who want to get on the bus in area Q1.1 walk from the conventional area 1.u to the waiting position along the I′-type unilateral path in the combined area I, or walk from the conventional area 2.u to the waiting position along the I′-type unilateral path in the combined area II.

[0823] The specific walking path is:

[0824] (i) From the regular area 1.u, cross the boundary H01.1.1 and enter the area Q1.1 to wait for the train;

[0825] (ii) From regular area 2.u, cross boundary H01.3.1 to enter area Q2.1, then cross boundary H01.2.1 to enter area Q1.1 to wait for the bus. The waiting area is near boundary H01.2.1.

[0826] (4) Combined Area II

[0827] The boarding and alighting modes in combination area II are similar to those in combination area I and will not be described in detail.

[0828] 《3.5.3》Mode M4.3 (one-way walking in combined area I-II)

[0829] The processing method of mode M4.3 is: at least in one of the three areas, namely, boarding and alighting area A, boarding and alighting area B, and longitudinal passage, the boundary between combination areas I and II is an entry-only boundary or an exit-only boundary of the area in combination area I; combination area I and / or combination area II respectively adopt one of the following modes: mode M1.1, M1.2, M1.3, M1.4, M1.5, M1.6, M1.7, M1.8.

[0830] For the specific process, please refer to Mode 4.2.

[0831] 《3.6》 Example 5 - Preferred geometric shapes of non-end combination areas

[0832] Figure 6 , Figure 7 and Figure 8 Three preferred forms of non-end combination areas with composite vehicle-adjacent areas are shown.

[0833] 《3.7》A subway line

[0834] A subway line, characterized in that at least one station in the line uses the platform as described above.

[0835] 《4》Terminology

[0836] length

[0837] Unless otherwise specified, the lengths of all areas in this article refer to the length along the length of the stopped train.

[0838] width

[0839] Unless otherwise specified, the width of all areas in this article refers to the dimension along the width of the train.

[0840] Facing, facing

[0841] The meaning of a section of carriage S0 facing or opposite to a section of area S1 on the platform is that if the section of carriage S0 is projected toward the area S1, and the projection direction is perpendicular to the length direction of the entire platform, then any end of the projection of the section of carriage falls between the two ends of the area S1, or falls at the end of the area S1.

[0842] For example, a section of carriage S0 faces or is opposite to the adjacent area S1. This statement includes three meanings: (1) the two ends of the projection of that section of carriage S0 are aligned with the two ends of the adjacent area S1; (2) the two ends of the projection of that section of carriage S0 fall between the two ends of the adjacent area S1; (3) one end of the projection of that section of carriage S0 is aligned with one end of the adjacent area S1, and the other end falls between the two ends of the adjacent area S1.

[0843] Escalator impact area

[0844] Due to the existence of escalators, the platform ground level is not suitable for passengers to stand or walk.

[0845] Uplink direction, downlink direction

[0846] The trains on both sides of the island platform travel in opposite directions. For the purpose of description, if the train on one side is traveling in the upward direction, the train on the other side is traveling in the downward direction.

[0847] Upward traffic area

[0848] The upstream waiting area is the waiting area close to the upstream stopped trains.

[0849] Downward traffic area

[0850] The downlink waiting area is the waiting area close to the downlink train.

[0851] Non-car area

[0852] The non-train-approaching area and the stopped train are separated by the train-approaching area and / or other areas.

[0853] Escalator impact area

[0854] Due to the existence of escalators, the platform ground level is not suitable for passengers to stand or walk.

[0855] Drop-off area

[0856] The disembarkation area is an area near the train. When the train stops, only passengers in the carriage facing the disembarkation area are allowed to get off the train and enter the disembarkation area. Passengers are not allowed to get on the train from the disembarkation area and enter the carriage to ride.

[0857] Preferably, the length of the passenger disembarkation area is shorter than the length of the vehicle adjacent area, and preferably, the length of the passenger disembarkation area is equal to the length of the vehicle adjacent area.

[0858] Preferably, passengers on the platform enter and exit the passenger disembarkation area from one or both ends of the passenger disembarkation area, or / and enter and exit the passenger disembarkation area from other passages. Preferably, the other passages are transverse passages, or / and cross-area passages. The cross-area passages lead to the ground, or / and to the concourse level, or / and to passages connected to other platforms, or / and to other areas of the station connected to the entrance and exit of the station.

[0859] Pickup Area

[0860] The boarding area is an area near the train. When the train stops, passengers are not allowed to get off the train and enter the boarding area in the carriage facing the boarding area, but passengers are allowed to board the train from the boarding area and enter the carriage to ride.

[0861] Double guest area

[0862] The double passenger area is an area adjacent to the train. When the train stops, the carriage facing the double passenger area allows passengers to get off the train and enter the boarding area, and also allows passengers to board the train from the double passenger area and enter the carriage to ride.

[0863] No-guest zone

[0864] The characteristic of a no-passenger zone is that passengers cannot get on or off the bus in this area.

[0865] There are three meanings of a no-passenger zone: (1) Passengers can enter the zone but are not allowed to get on or off the bus; (2) Passengers are not allowed to enter the zone, so naturally no passengers get on or off the bus; (3) The zone is occupied and not suitable for entry, so naturally no passengers get on or off the bus.

[0866] Preferably, the no-passenger zone is located in the vehicle-adjacent area; preferably, the no-passenger zone includes a passageway in the vehicle-adjacent area that is not open to passengers.

[0867] Preferably, when the platform layer is below the ground surface, the passenger-free zone includes the area near the train occupied by rooms and / or by geotechnical media. Preferably, when the ground of the platform layer is at the ground surface or at least one floor height above the ground surface, the passenger-free zone includes the occupied area; preferably, the occupied area includes the area occupied by rooms and / or another track, etc.

[0868] Preferably, when the train is long or there are special requirements for the location where the train stops, if a part of the carriage extends into the tunnel outside the subway station when the train stops, the area next to the train in the tunnel is also a no-passenger zone. Preferably, the no-passenger zone includes an area occupied by rock and soil media; preferably, the no-passenger zone includes a maintenance personnel walkway.

[0869] Preferably, when the platform floor is at the ground surface or at least one floor height above the ground surface, the train is long or there are special requirements for the train stop location, if part of the carriage extends into the viaduct when the train stops, the area next to the train on the viaduct is also a passenger-free area.

[0870] The "guests" in the no-guest zone refer to those boarding and disembarking guests.

[0871] No-passenger zones include non-passenger zones and zero-passenger zones.

[0872] Non-guest area

[0873] The non-passenger zone is an area near trains with the following two characteristics: (1) when the train stops, there are carriages facing it throughout the entire length of the non-passenger zone; and (2) passengers are allowed to be in the non-passenger zone, but neither boarding nor alighting is allowed.

[0874] Preferably, the non-passenger area allows passengers to pass through.

[0875] The "guests" in non-guest areas refer to boarding and disembarking guests.

[0876] Car-free zone

[0877] A car-free zone is an area near trains with the following characteristics: (1) Passengers are allowed in the car-free zone; and (2) when a train stops on the platform side of the zone, no car or door on the train faces any part of the car-free zone.

[0878] Zero Passenger Zone

[0879] A zero-passenger zone is an area near trains with the following characteristics: (1) no passengers are allowed in the zero-passenger zone; and (2) among the trains parked on one side of the platform where the zero-passenger zone is located, at least one train has its carriage or door facing the zero-passenger zone.

[0880] The "zero" in the zero passenger zone refers to 0 passengers.

[0881] Horizontal channel

[0882] The transverse passage is a connecting passage between two adjacent vehicle areas in the same combination area.

[0883] The waiting areas on both sides of the platform are respectively waiting areas A and B. The function of the transverse passage is to enable at least some passengers in waiting area A to enter area B, or / and to enable at least some passengers in area B to enter area A.

[0884] Specifically, including but not limited to:

[0885] (1) A passenger who enters Area A from the regular area to wait for a bus changes his mind and enters Area B through the horizontal passage, and then returns to the regular area from Area B;

[0886] (2) Passengers who get off at the waiting area A enter the waiting area B through the horizontal passage, wait for the train in area B, and then board the train traveling in the opposite direction;

[0887] (2) According to the designed walking route, passengers who get off at the waiting area A enter the waiting area B through the horizontal passage, then walk out of the waiting area from area B and enter the regular area;

[0888] (4) According to the designed walking route, first enter the waiting area A from the regular area, then enter the waiting area B through the horizontal passage, and wait for the bus and get on the bus in area B.

[0889] Preferably, the platform is an island platform or a split island platform.

[0890] Near normal end, far normal end, adjacent normal end

[0891] There is an area Q in the vehicle-adjacent area or longitudinal channel in the combined area. Among the two ends of area Q, the end closer to the conventional area is called the near-normal end, and the end farther from the conventional area is called the far-normal end.

[0892] When the vehicle-adjacent area is in the end combination zone, any one of the vehicle-adjacent areas has a near normal end and a far normal end.

[0893] When the vehicle-approaching area is in a non-end combination area, a certain area in the vehicle-approaching area may have the following possibilities: one near-normal end and one far-normal end, or two near-normal ends.

[0894] In the vehicle-adjacent area, if the near-normal end is the intersection boundary between the vehicle-adjacent area or the longitudinal passage and the conventional area, the near-normal end is called the adjacent normal end. In the end combination area, the vehicle-adjacent area has one adjacent normal end, and in the non-end combination area, the vehicle-adjacent area or the longitudinal passage has two adjacent normal ends.

[0895] Functional area

[0896] Areas related to passenger pickup and / or drop-off functions.

[0897] For example, A-type area, G-type area, AD-type area, CDE-type area and regular area are all types of functional areas.

[0898] Undetermined area

[0899] The undetermined region can represent the location of the region in the diagram, and even its geometric shape and size; however, it does not need to be determined to which specific region it belongs. The type of region will be determined when discussing specific issues. Its role is equivalent to the unknown number in the equation.

[0900] Adjacent trains

[0901] Among the trains stopping at the same side of the platform, if train b stops after train a stops and leaves, and there is no other train stopping between train a and train b, then trains a and b are adjacent trains.

[0902] A and / or B

[0903] “A or / and B” means “A or B”, or “A and B”. “A and / or B” has the same meaning.

[0904] Multiple

[0905] The term "plurality" as used herein means greater than or equal to 2.

[0906] At least

[0907] The meaning of "at least" in this document is greater than or equal to.

[0908] For example, "at least two" means two or more.

[0909] For example, “at least two of the five items have the following characteristics” means that two, three, four, or five of the five items have the following characteristics.

[0910] αβγδ type boundary

[0911] For an area adjacent to a vehicle or a section of the area adjacent to a vehicle, if one end boundary of the area is an α-type boundary, passengers are allowed to enter the area from the outside of the area through the boundary, but passengers are not allowed to walk from the inside of the area through the boundary to the outside of the area; an α-type boundary is also called an entry-only boundary.

[0912] If the boundary is a β-type boundary, passengers are not allowed to cross the boundary from the outside of the area to enter the area, but passengers are allowed to cross the boundary from the inside of the area to the outside of the area; a β-type boundary is also called an exit-only boundary.

[0913] If the boundary is a γ-type boundary, passengers are allowed to cross the boundary to enter or exit the vehicle adjacent area; a γ-type boundary is also called a two-way boundary.

[0914] If the boundary is a delta-shaped boundary, passengers are not allowed to cross the boundary to enter or exit the area. A delta-shaped boundary is also called a no-go boundary.

[0915] Non-Pickup Area

[0916] When a certain area P in the train area is a non-boarding area, any train stopping at the platform where area P is located cannot board passengers in area P, but can allow passengers to get off, or can allow neither boarding nor getting off. Non-boarding areas include: A-type area, E-type area, F-type area, AE-type area, AF-type area, and AEF-type area.

[0917] Non-drop-off area

[0918] When a certain area P in the approaching area is a non-passenger disembarkation area, any train stopping at the platform where area P is located cannot disembark passengers in area P, but passengers can be boarded or neither boarded nor disembarked. Non-passenger disembarkation areas include: C-type area, E-type area, F-type area, CE-type area, CF-type area, and CEF-type area.

[0919] Periodic arrangement and number of periods of train stops in area Q

[0920] The types of trains that stop at one side of the platform in area Q change periodically. The arrangement of the types of trains that stop in a cycle is called the periodic arrangement, and the number of trains that stop in a cycle is called the cycle number.

[0921] For example, area Q is an AE type area. During a period of time, the trains that stop on the platform side of area Q can only be type A trains or type E trains. When the number of cycles of stopped trains is 2, the trains that stop in sequence are type A, E, A, E, A, E... trains, and the periodic arrangement of the trains is recorded as AE. When the number of cycles of stopped trains is 3, the trains that stop in sequence corresponding to the first arrangement are type A, A, E, A, A, E, A, A, E... trains, and the periodic arrangement of the trains is recorded as AAE; the trains that stop in sequence corresponding to the second arrangement are type A, E, E, A, E, E, A, E, E... trains, and the periodic arrangement of the trains is recorded as AEE.

[0922] Far away from customers

[0923] The meaning of lack of passengers at the far end of the regular area is that there are continuously enough passengers in the regular area to enter a certain adjacent area of ​​the combined area to wait for the train, but at the moment of door opening after the train stops, there is a lack of waiting passengers in the area near the far end of the regular end of the adjacent area to board the train; while this train has carriage doors open throughout the entire length of the adjacent area, allowing passengers to board the train.

[0924] A lack of passengers at the far end is likely to occur when the following situations occur: the length of the waiting area is long, and / or the width of the waiting area is narrow, and / or the departure interval is short.

[0925] One of the purposes of the present invention is to solve the problem of lack of customers at the remote end.

[0926] Boot Area

[0927] The guide area is an area separated from the regular area. It is located near the normal end of the vehicle area in the combined area. Its purpose is to guide passengers entering or / and leaving the vehicle area to avoid passengers getting off the vehicle at nearby doors from interfering with passengers entering and leaving the vehicle area. Preferably, separate boarding and alighting rules are adopted for the doors facing the guide area. Preferably, an isolation device is provided at a portion of the boundary of the guide area.

[0928] Curved Trapezoid

[0929] A curved trapezoid is a figure formed by three straight lines and a curved line, two of which are parallel to each other, the third is perpendicular to the first two, and the fourth side is a curved line (equivalent to the waistline).

[0930] Section

[0931] A section refers to an area of ​​a certain length, or an engineering entity of a certain length, or a structure of a certain length, or a geological medium of a certain length, etc.

[0932] For example, a section P of the vehicle approaching area refers to an area P whose width is the same as the width of the vehicle approaching area and whose length is the length of the section P.

[0933] For another example, a section in an interval tunnel refers to a section of the interval tunnel.

Claims

1. An urban rail transit island platform, comprising at least one conventional area and at least one combined area, having the following characteristics: Each combination area is an end combination area or a non-end combination area; the end combination area has only one end bordering the conventional area, and the two ends of the non-end combination area border two conventional areas respectively; each combination area includes an area near the train and a non-area near the train, the area near the train is located on one side or both sides of the platform, and the area near the train allows passengers to appear in it.

2. The station according to claim 1, characterized in that In at least one combined area of ​​the island platform, the vehicle approaching area on at least one side is a composite vehicle approaching area; The composite vehicle-approaching area is characterized in that at least one section Z along the length direction of the vehicle-approaching area is complex Combined area ; The composite area Z has the following characteristics: the width of the area Z is equal to the width of the area adjacent to the train at its location; the area Z is divided into two parallel areas Z1 and Z2, the areas Z1 and Z2 are adjacent to the train and the area not adjacent to the train, respectively, and the length of each area is equal to or approximately equal to the length of the area Z, and the areas Z1 and Z2 are respectively referred to as Boarding and alighting areas and Longitudinal channel ; The characteristic of the boarding and alighting area is that the area is adjacent to the train; if there are passengers getting on and / or getting off in the carriage of the stopped train facing the boarding and alighting area, the boarding passengers enter the carriage from the boarding and alighting area, and the getting off passengers step into the boarding and alighting area from the carriage.

3. The station according to claim 2, characterized in that: In the combined area, there are vehicle-adjacent areas on both sides, and one or more connecting passages are provided between the vehicle-adjacent areas on both sides; passengers can enter the vehicle-adjacent area on the other side from the vehicle-adjacent area on one side through the connecting passage; For the sake of distinction, this connecting channel is referred to as a transverse channel hereinafter.

4. The station according to claim 2 or 3, characterized in that In at least one combined area of ​​the island platform, the train-facing area on one side is a composite train-facing area, and the train-facing area on the other side is a single train-facing area; The characteristic of the single-type approaching area is that the approaching area is not divided in the width direction, and passengers are in one area when walking horizontally in the approaching area; in the single-type approaching area, all the approaching areas are boarding and alighting areas.

5. The station according to claim 2 or 3, characterized in that: In at least one combined area of ​​an island platform, the vehicle approaching areas on both sides are composite vehicle approaching areas.

6. The station according to any one of claims 2 to 5, characterized in that: At least one side of the composite vehicle-adjacent area of ​​the combined area includes at least one composite area and at least one single area in the length direction; Said Single Zone The characteristic of the domain is that there is no horizontal partition in this section. When passengers walk horizontally in one area, the width of a single area is equal to the width of the area next to the vehicle at the location. The single area belongs to the boarding and alighting area, and the boarding and alighting area in the composite vehicle approaching area includes the boarding and alighting areas in the single area and the composite area.

7. The station according to claim 2, characterized in that: In the combined area, in the boarding and alighting area in at least one side of the vehicle adjacent area, there is at least one section S having the following characteristics: (1) Any passenger who gets off the bus in area S is only allowed to walk along a single path from the getting off location to the regular area; or / and, (2) Any passenger who wants to get on the bus in area S walks along a unilateral path from the regular area to the waiting position in area S; in, The characteristic of the one-way path is that the walking path of the passenger in the combined area only appears in the vehicle adjacent area on the same side.

8. The station according to any one of claims 3 to 6, characterized in that: In the combined area, in the boarding and alighting area in at least one side of the vehicle adjacent area, there is at least one section S having the following characteristics A and / or B: (I) The characteristic A is that it has one of the following characteristics: (1) Any passenger who gets off the bus in area S is only allowed to walk along a single path from the getting off location to the regular area; (2) Any passenger who gets off the bus in area S is only allowed to walk along the combined path from the getting-off location to the regular area; (3) Any passenger who gets off the bus in area S is allowed to choose to walk from the getting-off location into the regular area along a single path or a combined path; (ii) The characteristic B is that it has one of the following characteristics: (1) Any passenger who wants to get on the bus in area S is only allowed to walk along a single path from the regular area to the waiting position in area S; (2) Any passenger who wants to get on the bus in area S is only allowed to walk along the combined path from the regular area to the waiting position in area S; (3) Any passenger who wants to get on the bus in area S is allowed to choose to walk from the regular area to the waiting location in area S along a single path or a combined path; (iii) Among them, The characteristic of the one-sided path is that the walking trajectory of the passenger in the combined area only appears in the vehicle-adjacent area on the same side; Assume that the areas adjacent to the vehicles on both sides are areas 1 and 2 respectively, and the boarding and alighting area where area S is located is located in area adjacent to the vehicle 2; the characteristic of the combined path is that, from the getting-off position in area S within area adjacent to the vehicle 2 to the regular area, or from the regular area to the waiting position in area S within area adjacent to the vehicle 2, the walking trajectory of the passengers in the combined area passes through area adjacent to the vehicle 1 and the transverse passage.

9. The station according to claim 7 or 8, characterized in that: The path has the following feature A and / or feature B: (I) Feature A is: The unilateral path is one of the following: a type I′ unilateral path, a type II′ unilateral path, or a type III′ unilateral path; or the unilateral path is a type I unilateral path; (1) The I′-type unilateral path has the following characteristics: (i) Feature B1 The feature B1 is that the boarding and alighting area where the area S is located is located in a composite vehicle approaching area. (ii) The walking trajectory of passengers in the combined area only appears in the boarding and alighting area where area S is located; (2) The II′ type unilateral path has the following characteristics: (i) Feature B1, (ii) Feature B2, The feature B2 is that the walking trajectory of the passenger in the combined area only appears in the vehicle-approaching area where the area S is located; (iii) The walking trajectory in the vehicle-passenger area passes through the composite area, and all or most of the longitudinal travel of passengers in the composite area is completed in the longitudinal passage; (3) The III′ type unilateral path has the following characteristics: (i) Feature B1, (ii) Feature B2, (iii) The walking path in the approaching area passes through one or more composite areas, and in each composite area, passengers are allowed to choose to walk in the boarding and alighting area or in the longitudinal passage; (4) The characteristics of the type I unilateral path are: (i) the boarding and alighting area where the area S is located is located in a single type of vehicle adjacent area; (ii) The walking trajectory of passengers in the combined area only appears in the boarding and alighting area where area S is located; (ii) Feature B is: The combination path is one of the following: type I' combination path, type II' combination path, type III' combination path; or the combination path is type I combination path; The two side vehicle approaching areas in the combined area are respectively recorded as vehicle approaching areas 1 and 2, and the boarding and alighting area where area S is located is located in vehicle approaching area 1; the vehicle approaching area 1 is a single vehicle approaching area or a composite vehicle approaching area; (1) The I′-type combination path has the following three characteristics: (i) Feature C1; The feature C1 is that the passenger's moving trajectory in the combined area passes through the area 2 and the transverse passage when walking from the get-off position in the area S within the area 1 to the regular area, or from the regular area to the waiting position in the area S within the area 1; (ii) Feature C2, The feature C2 is that the vehicle approaching area 2 is a composite vehicle approaching area; (iii) In the approaching area 2, the longitudinal journey of the passenger is completed in the boarding and alighting area; (2) The II′ type combination pathway also has the following three characteristics: (i) Feature C1; (ii) Feature C2, (iii) passing through the composite area in the vehicle-adjacent area 2, with all or most of the longitudinal travel in the composite area being completed in the longitudinal passage; (3) The III′ type combination pathway also has the following three characteristics: (i) Feature C1; (ii) Feature C2, (iii) The walking trajectory in the vehicle approaching area 2 passes through one or more composite areas, and in each composite area, passengers are allowed to choose to walk in the boarding and alighting area or in the longitudinal passage. (4) The Type I combination path has the following two characteristics: (i) Feature C1; (ii) The vehicle approaching area 2 is a single type vehicle approaching area.

10. A station according to any one of claims 2 to 9, characterized in that There is at least one section P in at least one side of the boarding and alighting area of ​​at least one combination area of ​​the platform having the following characteristics: In at least one time period, among the trains that stop at the platform side where the area P is located, the relationship pattern between at least one train and the area P and the boarding and alighting behaviors is one of the following: (1) Mode A, (down only) The characteristics of mode A are: in the train parked at the platform side where the area P is located, there is a section of carriage S facing the entire length of the area P, and the length of the section of carriage S is the same as the length of the area P; the section of carriage S only allows passengers to get off, but not to get on; When a train has the above characteristics, the train is called a Class A train in area P; when a section of carriage S in a train has the above characteristics, the boarding and alighting mode adopted by the section of carriage S is called mode A; (2) Mode B, (lower priority) The characteristics of mode B are: among the trains parked at the platform side where the area P is located, there is a carriage facing the entire length of the area P; the carriage S corresponding to the area P allows passengers to get on and off, but the number of people allowed to get on is determined based on the number of people getting off; When a train has the above characteristics, the train is called a Class B train in area P; when a section of carriage S in a train has the above characteristics, the boarding and alighting mode adopted by the section of carriage S is called mode B; (3) Mode C, (upper only) The characteristics of mode C are: among the trains parked on the platform side where the area P is located, there are carriages facing the entire length of the area P; the section of the train corresponding to the area P only allows passengers to board, but not to get off; When a train has the above characteristics, the train is called a Class C train in area P; when a section of carriage S in a train has the above characteristics, the boarding and alighting mode adopted by the section of carriage S is called mode C; (4) Mode D, (double guest) The characteristics of mode D are: among the trains parked on the platform side where the area P is located, there are carriages facing the entire length of the area P; the section of the train corresponding to the area P allows both boarding and alighting of passengers; When a train has the above characteristics, the train is called a D-type train in area P; when a section of carriage S in a train has the above characteristics, the boarding and alighting mode adopted by the section of carriage S is called mode D; (5) Mode E, (non-customer) The characteristics of mode E are: among the trains parked on the platform side where the area P is located, there are carriages facing the entire length of the area P; the section of the train corresponding to the area P does not allow passengers to get on or off, but allows passengers to appear in the area P; When a train has the above characteristics, the train is called a Class E train in area P; when a section of carriage S in a train has the above characteristics, the boarding and alighting mode adopted by the section of carriage S is called mode E; (6) Mode F, (no car) The characteristic of mode F is that: among the trains parked at the platform side where the area P is located, no carriage or door faces any part of the area P, and passengers cannot get on or off in the area P, but passengers are allowed to appear in the area P; When a train has the above characteristics, the train is called a Class F train in area P.

11. The station according to claim 10, characterized in that During the time period, the region P is one of the following: an I-type region, an IJ-type region, an IJK-type region, an IJKL-type region, or an IJKLM-type region; (one) The characteristic of the type I area is that, within a specified time period, any train that stops at the platform side of the area P can only be a type I train of the area P; the value of I is one of the following: A, B, C, D, E, F; (two) The characteristic of the IJ-type area is that, within a specified time period, any train that stops at the platform side of the area P can only be a type I or type J train of the area P; The characteristic of the IJK type area is that, within a specified time period, any train that stops at the platform side of the area P can only be a type I, J or K train of the area P; The characteristic of the IJKL type area is that, within a specified time period, any train that stops at the platform side of the area P can only be a type I, J, K or L train of the area P; The characteristic of the JKLM type area is that, within a specified time period, any train that stops at the platform side of the area P can only be a Class I, J, K, L or M train of the area P; (three) In the names of the IJ-type region, the IJK-type region, the IJKL-type region and the IJKLM-type region, the symbols I, J, K, L, and M are general symbols having the following characteristics; (1) The symbols I, J, K, L, and M are each one of the following: A, B, C, D, E, and F; (2) Among the symbols I, J, K, L, and M, the values ​​of any two symbols are different; In the name of the IJ type area, it is required that I≠J; In the name of the IJK type area, it is required that I≠J, I≠K, and J≠K; In the name of the IJKL type area, I≠J, I≠K, I≠L, J≠K, J≠L, K≠L are required; In the names of IJKLM type areas, I≠J, I≠K, I≠L, I≠M, J≠K, J≠L, J≠M, K≠L, K≠M, L≠M are required.

12. The method according to claim 10, characterized in that During the time period, the region P has one of the following four characteristics: (i) the region P is a type I region, and the selection range of the type I region includes type A region, type B region, type C region, and type D region; (ii) The region P is an IJ type region, and the selection range of the IJ type region includes: (1) AB type region, (2) AC type region, (3) AD type region, (4) AE type region, (5) AF type region, (6) BC type region, (7) BD type region, (8) BE type region, (9) BF type region, (10) CD type region, (11) CE type region, (12) CF type region, (13) DE type region, (14) DF type region, (15) EF type region; (III) The region P is an IJK type region, and the selection range of the IJK type region includes: (1) ABC type region, (2) ABD type region, (3) ABE type region, (4) ABF type region, (5) ACD type region, (6) ACE type region, (7) ACF type region, (8) ADE type region, (9) ADF type region, (10) BCD type region, (11) BCE type region, (12) BCF type region, (13) BDE type region, (14) BDF type region, (15) CDE type region, (16) CDF type region, (17) AEF type region, (18) BEF type region, (19) CEF type region, (20) DEF type region; (iv) the region P is an IJKL type region, and the selection range of the IJKL type region includes: (1) ABEF type region, (2) ACEF type region, (3) ADEF type region, (4) BCEF type region, (5) BDEF type region, (6) CDEF type region, (7) ABCE type region, (8) ABCF type region, (9) ABDE type region, (10) ABDF type region, (11) ACDE type region, (12) ACDF type region; (V) The region P is an IJKLM type region, and the selection range of the IJKLM type region includes: (1) ABCEF type region, (2) ABDEF type region, (3) ACDEF type region, (4) BCDEF type region.

13. A station according to any one of claims 2 to 9, or any one of claims 10 to 12, characterized in that In the composite vehicle approaching area, one or more isolation devices are arranged between the boarding and alighting area and the longitudinal passage; The isolation device has at least one of the following characteristics: (1) The isolation device includes at least one section of weak isolation device, and passengers can and are allowed to climb over the isolation device; (2) The isolation device includes at least one section of strong isolation device, and passengers are difficult and not allowed to climb over the isolation device; (3) The isolation device is a liftable isolation device, and the height of the isolation device can be changed as needed; Preferably, during the process of boarding and / or disembarking passengers, the liftable isolation device falls down at least within the range facing the vehicle door; preferably, after the isolation device falls down, its upper end is slightly below the ground, flush with the ground, or slightly above the ground; Preferably, the isolation device is used as a strong isolation device after being raised, or as a weak isolation device. (4) The isolation device is a fixed isolation device, and there is a blank section between the isolation devices. The blank section is used as an aisle between the boarding and alighting area and the longitudinal passage, and passengers can walk through the blank section; (5) The isolation device is a soft isolation device. The weak isolation device is to let passengers know psychologically that there is a boundary between the boarding and alighting area and the longitudinal passage, and they should board, alight and walk according to the set rules; Preferably, the soft isolation device is such that the boarding and alighting area and the longitudinal passage have at least one of the following differences near the junction: color, pattern, surface convexity and concavity, surface convexity and concavity pattern, and surface height; Preferably, the soft isolation device is a light-emitting device arranged on the ground and distributed on the boundary.

14. The station according to any one of claims 1 to 6, or any one of claims 7 to 9, or any one of claims 10 to 13, characterized in that: The vehicle approaching areas on both sides of the combined area are respectively recorded as vehicle approaching areas A and B, vehicle approaching areas A and B are respectively single vehicle approaching areas and composite vehicle approaching areas, and the boarding and alighting areas in the vehicle approaching areas A and B are respectively referred to as boarding and alighting areas A and B; The boarding and alighting path combination mode of the combination area is one of the following modes: M1.1, M1.2, M13., M1.4, M1.5, M1.6, M1.7, M1.

8. (1) The mode M1.1 (DD) has the following characteristics: (1.1) Both boarding and alighting areas A and B are used as D-type areas; (1.2) Passengers who get off at boarding and alighting area A walk along the II′-type combined path to the regular area, and passengers who want to board at boarding and alighting area A walk along the I-type unilateral path to the waiting area; (1.3) Passengers who get off the bus in boarding and alighting area B walk along the II′-type unilateral path to the regular area, and passengers who want to board the bus in boarding and alighting area B walk along the I′-type unilateral path to the waiting area; (1.4) In the longitudinal passage, passengers getting off from boarding and alighting areas A and B gather together and walk toward the regular area together; Preferably, at least during the process of getting off passengers in boarding and alighting area B, the liftable isolation device between the longitudinal passage and boarding and alighting area B falls to the same level as the ground, or falls to the height of the weak isolation device; (2) The mode M1.2 (AD) has the following characteristics: (2.1) The boarding and alighting areas A and B are used as D and A type areas respectively; (2.2) Passengers who get off at boarding and alighting area A walk along the II′-type combined path to the regular area, and passengers who want to board at boarding and alighting area A walk along the I-type unilateral path to the waiting position; (2.3) How to arrange for passengers who get off in boarding and alighting area B to walk out of the combination area? Choose one of the following three options: option (2.3.1), option (2.3.2), option (2.3.3). (i) The feature of the solution (2.3.1) is that all passengers getting off in boarding and alighting area B are only allowed to walk along the I′ shape; (ii) The feature of the scheme (2.3.2) is that all passengers getting off the train in boarding and alighting area B are only allowed to walk along the II′-type unilateral path; (iii) The feature of the scheme (2.3.3) is that any passenger who gets off in boarding and alighting area B is allowed to choose to walk to the regular area along the I′-type or II′-type unilateral path; (2.4) There are passengers from boarding and alighting area A in the longitudinal channel; if some of the passengers getting off in area B walk along the II′-type unilateral path, there are also passengers from boarding and alighting area B in the longitudinal channel; all passengers in the longitudinal channel walk towards the regular area; Preferably, at least during the process of getting off passengers in boarding and alighting area B, the liftable isolation device between the longitudinal passage and boarding and alighting area B falls to the same level as the ground, or falls to the height of the weak isolation device; (3) The mode M1.3 (CC) has the following characteristics: (3.1) Both boarding and alighting areas A and B are used as C-type areas; (3.2) How to arrange passengers to wait for the train in the boarding and alighting area A? Choose one of the following four options: option (3.2.1), option (3.2.2), option (3.2.3), option (3.2.4). (i) The feature of the scheme (3.2.1) is that any passenger who wants to board the bus in boarding and alighting area A is only allowed to walk from the regular area to the waiting position along the I-shaped one-way path; (ii) The feature of the scheme (3.2.2) is that any passenger who wants to board the bus in the boarding and alighting area A is only allowed to walk from the regular area to the waiting position along the II′ type combined path; (iii) The feature of the scheme (3.2.3) is that any passenger who wants to board the bus in boarding and alighting area A is allowed to choose to walk from the regular area to the waiting position along the type I single-side path, the type I′ combined path, or the type II′ combined path; (iv) The feature of the scheme (3.2.4) is that any passenger who wants to board the bus in the boarding and alighting area A walks from the regular area to the waiting position along the III′ type combined path; (3.3) How to arrange passengers to wait in boarding and alighting area B? Choose one of the following five options: option (3.3.1), option (3.3.2), option (3.3.3), option (3.3.4), option (3.3.5). (i) The feature of the scheme (3.3.1) is that any passenger who wants to board the bus in boarding and alighting area B is only allowed to walk from the regular area to the waiting position along the I′-shaped one-sided path; (ii) The characteristic of the scheme (3.3.2) is that any passenger who wants to board the bus in boarding and alighting area B is only allowed to walk from the regular area to the waiting position along the II′-type unilateral path; (iii) The feature of the scheme (3.3.3) is that any passenger who wants to board the bus in boarding and alighting area B is allowed to choose to walk to the waiting position along the I′-type or II′-type unilateral path; (iv) The feature of the scheme (3.3.4) is that any passenger who wants to get on the bus in boarding and alighting area B is allowed to choose to walk to the waiting position along the I′-type single-side path, the II′-type single-side path, or the I-type combined path; (v) The feature of the scheme (3.3.5) is that any passenger who wants to board the bus in boarding and alighting area B walks to the waiting position along the III′-type unilateral path; (3.4) If the scheme selected in the mode allows passengers to walk to the regular area along one of the following four paths, then there are passengers walking to the regular area in the longitudinal channel; the four paths are type II′ combined path, type II′ unilateral path, type III′ combined path, and type III′ unilateral path; Preferably, a display is provided in the longitudinal passage to dynamically display the passenger density information at different positions in the boarding and alighting areas A and B; passengers going to the boarding and alighting area B select a suitable waiting position in front according to the displayed information, and passengers going to the boarding and alighting area A select a suitable transverse passage to enter the boarding and alighting area A; Preferably, the liftable isolation device between the boarding and alighting area B and the longitudinal passage falls to be flush with the ground or to the height of a weak isolation device. (4) The mode M1.4 (AA) has the following characteristics: (4.1)Both boarding and alighting areas A and B are used as type A areas; (4.2) How to arrange for passengers getting off in boarding and alighting area A to walk out of the combination area? Choose one of the following five options: option (4.2.1), option (4.2.2), option (4.2.3), option (4.2.4), option (4.2.5). (i) The feature of the scheme (4.2.1) is that any passenger who gets off the train in boarding and alighting area A is only allowed to walk from the alighting location to the regular area along an I-shaped one-sided path; (ii) The feature of the scheme (4.2.2) is that any passenger who gets off in the boarding and alighting area A is only allowed to walk from the alighting location to the regular area along the II′ type combined path; (iii) The feature of the scheme (4.2.3) is that any passenger who gets off in boarding and alighting area A is allowed to choose to walk from the alighting location to the regular area along a Type I single-side path or a Type II′ combined path; (iv) The feature of the scheme (4.2.4) is that any passenger who gets off in boarding and alighting area A is allowed to choose to walk from the alighting location to the regular area along a Type I single-side path, a Type I′ combined path, or a Type II′ combined path; (v) The feature of the scheme (4.2.5) is that any passenger who gets off in the boarding and alighting area A is allowed to choose to walk from the alighting location to the regular area along the III′ type combined path; (4.3) How to arrange for passengers getting off in boarding and alighting area B to walk out of the combination area? Choose one of the following five options: option (4.3.1), option (4.3.2), option (4.3.3), option (4.3.4), option (4.3.5). (i) The feature of the scheme (4.3.1) is that any passenger who gets off in boarding and alighting area B is only allowed to walk from the getting off location to the regular area along an I′-shaped one-sided path; (ii) The feature of the scheme (4.3.2) is that any passenger who gets off in boarding and alighting area B is only allowed to walk from the alighting location to the regular area along a single-sided path of type II′; (iii) The feature of the scheme (4.3.3) is that any passenger who gets off in boarding and alighting area B is allowed to choose to walk from the alighting location to the regular area along a Type I′ or Type II′ unilateral path; (iv) The feature of the scheme (4.3.4) is that any passenger who gets off in boarding and alighting area B is allowed to choose to walk from the alighting location to the regular area along a Type I′ single-side path, a Type II′ single-side path, or a Type I combined path; (v) The feature of the scheme (4.3.5) is that any passenger who gets off in boarding and alighting area B is allowed to choose to walk from the getting off location to the regular area along the III′-type unilateral path; (4.4) If the solution selected in the mode allows passengers to walk to the regular area along the Type II′ combined path or / and the Type II′ unilateral path, there are passengers walking to the regular area in the longitudinal channel; Preferably, the liftable isolation device between the boarding and alighting area B and the longitudinal passage falls to the level with the ground or to the height of the weak isolation device; (5) The mode M1.5 (CA) has the following characteristics: (5.1) The boarding and alighting areas A and B are used as type A and type C areas respectively; (5.2) Any passenger who gets off at boarding and alighting area A is allowed to choose to walk to the regular area along the II′ type combined path or the I type unilateral path; (5.3) Passengers who want to board the bus in boarding and alighting area B should walk along the I′-shaped one-way path to the waiting position; (5.4) In the longitudinal passage, only passengers getting off from boarding and alighting area A walk towards the regular area; Preferably, a strong isolation device is installed between the boarding and alighting area B and the longitudinal passage, so that the height is kept fixed both during the time periods when trains stop and when trains do not stop; (6) The mode M1.6 (CA) has the following characteristics: (6.1) Boarding and alighting areas A and B are used as type A and type C areas respectively; (6.2) Any passenger who gets off the train at boarding and alighting area A is only allowed to walk to the regular area along the I-shaped one-way path; (6.3) Passengers who wish to board the bus in boarding and alighting area B are allowed to choose to walk along the I′-type or II′-type one-way path to the waiting location; (6.4) In the longitudinal passage, only passengers who are going to boarding and alighting area B should walk from the regular area to the direction away from the regular area, and look for the waiting position while walking; Preferably, a strong isolation device is installed between the boarding and alighting area B and the longitudinal passage to keep the height fixed both during the time periods when trains stop and when trains do not stop. (7) The mode M1.7 (D-(DE)) has the following characteristics: (7.1) Boarding and alighting area A is used as a DE type area, and boarding and alighting area B is used as a D type area; any train stopping at the adjacent area A is a D type or E type train, and in boarding and alighting area A, D type trains are allowed to pick up and alight passengers, while E type trains are not allowed to pick up or alight passengers; (7.2) Passengers who get off at boarding and alighting area A walk along the II′-type combined path to the regular area, and passengers who want to board at boarding and alighting area A walk along the I-type unilateral path to the waiting area; (1.3) Passengers who get off the bus in boarding and alighting area B walk along the II′-type unilateral path to the regular area, and passengers who want to board the bus in boarding and alighting area B walk along the I′-type unilateral path to the waiting area; (1.4) In the longitudinal passage, passengers getting off from boarding and alighting areas A and B gather together and walk toward the regular area together; (8) The mode M1.8 ((AC)-D) has the following characteristics: (8.1) Boarding and alighting area A is used as a D-type area, and boarding and alighting area B is used as an AC-type area; in boarding and alighting area B, type A trains only disembark but do not pick up passengers; type C trains only pick up passengers but do not disembark; (8.2) Passengers who get off at boarding and alighting area A walk along the II′-type combined path to the regular area, and passengers who want to board at boarding and alighting area A walk along the I-type unilateral path to the waiting area; (8.3) Passengers who get off the bus in boarding and alighting area B walk along the II′-type one-way path to the regular area, and passengers who want to board the bus in boarding and alighting area B walk along the I′-type one-way path to the waiting area; (8.4) In the longitudinal channel, passengers getting off from boarding and alighting areas A and B gather together and walk toward the regular area together.

15. The station according to claim 14, characterized in that: In the vehicle approaching area B, a liftable isolation device is provided on the entire length boundary between the boarding and alighting area B and the longitudinal passage; (1) In mode M1.1(DD), At least during the process of getting off passengers in boarding and alighting area B, the liftable isolation device falls to the same level as the ground, or falls to the height of the weak isolation device; (2) In the mode M1.2 (AD), (i) In (2.3), solution (2.3.1) is selected; the liftable isolation device is maintained at the height of the strong isolation device during the time periods when trains are parked and when trains are not parked; (ii) In (2.3), the solution (2.3.2) or (2.3.3) is adopted; at least during the disembarkation process in boarding and alighting area B, the lowering isolation device falls to the same level as the ground, or falls to the height of the weak isolation device; (3) In the mode M1.3 (CC), (i) In (3.2), the solution (3.2.1) or (3.2.2) is selected, and in (3.3), the solution (3.3.1) is selected; in the time period when there are trains stopping and when there are no trains stopping, the liftable isolation device is maintained at the height of the strong isolation device; (ii) In (3.2), the solution (3.2.1) or (3.2.2) is adopted, and in (3.3), the solution (3.3.2) is adopted; at least during the boarding process in boarding and alighting area B, the isolation device falls to the same level as the ground, or falls to the height of the weak isolation device; (iii) in (3.2), the solution (3.2.3) is selected, and in (3.3), the solution (3.3.3) or (3.3.4) is selected; in the time period when there are trains stopping and when there are no trains stopping, the lowering isolation device falls to the same level as the ground, or falls to the height of the weak isolation device; (4) In the mode M1.4 (AA), (i) In (4.2), the solution (4.2.1) or (4.2.2) is selected, and in (4.3), the solution (4.3.1) is selected; in the time period when there are trains stopping and when there are no trains stopping, the liftable isolation device is maintained at the height of the strong isolation device; (ii) In (4.2), the solution (4.2.1) or (4.2.2) is adopted, and in (4.3), the solution (4.3.2) is adopted; at least during the disembarkation process in boarding and alighting area B, the isolation device falls to the same level as the ground, or falls to the height of the weak isolation device; (iii) in (4.2), the solution (4.2.3) or (4.2.4) is selected, and in (4.3), the solution (4.3.3) or (4.3.4) is selected; in the time period when there are trains stopping and when there are no trains stopping, the lowering isolation device falls to the same level as the ground, or falls to the height of the weak isolation device; (5) In the mode M1.5 (CA), In the time period when there are trains stopping and when there are no trains stopping, the liftable isolation device is kept at the height of the strong isolation device; (6) In the mode M1.6 (CA), During the time periods when there are trains stopping or when there are no trains stopping, the lowering isolation device falls to the same level as the ground, or falls to the height of the weak isolation device; (7) In the mode M1.7 (D-(DE)), During the time periods when trains stop or when no trains stop, the lowered isolation device falls to the same level as the ground, or falls to the height of the weak isolation device. (8) In the mode M1.8 ((AC)-D), During the process of passengers getting off the A-type train at the boarding and alighting area B and within a few seconds after the passengers get off, the isolation device falls to the same level as the ground, or falls to the height of the weak isolation device; during the rest of the time, the isolation device rises to the height of the strong isolation device.

16. The station according to any one of claims 1 to 6, or any one of claims 7 to 9, or any one of claims 10 to 13, characterized in that: The approaching areas A and B in the combined area are a single approaching area and a composite approaching area respectively; the boarding and alighting area in the approaching area A is divided into two sections, which are respectively recorded as area P1 and area P2, and one end of area P2 is bounded by the conventional area; The boarding and alighting area in the approaching area B is a whole area, which is recorded as area Q; The boarding and alighting modes of the combined area are one of the following: M2.1, M2.2, M23., M2.4, M2.5, M2.6, M2.

7. (1) The mode M2.1 (D-DD) has the following characteristics: (1.1) Areas P1 and P2 in the boarding and alighting area A are used as D-type areas; area Q in the boarding and alighting area B is also a D-type area; (1.2) Passengers who get off at area P1 walk along the II′ type combined path to the regular area; Passengers who want to get on the bus in area P1 walk along the I-shaped unilateral path to the waiting position; these passengers first enter area P2 from the regular area, then walk into area P1, and finally walk to the waiting position; (1.3) There are two preferred options for the passengers getting off at area P2, and one of them is adopted; Scheme 1: Any passenger who gets off in area P2 is allowed to choose to walk to the regular area along the type I unilateral path or the type II′ combined path; Plan 2: Any passenger who gets off in area P2 is only allowed to walk to the regular area along the Type II combined path; Passengers who want to board the bus in the boarding and alighting area P2 are only allowed to walk along the I-shaped one-way path to the waiting position; (1.4) Passengers who get off the bus in boarding and alighting area B walk along the II′-type unilateral path to the regular area, and passengers who want to board the bus in boarding and alighting area B walk along the I′-type unilateral path to the waiting area; (1.5) In the longitudinal channel, passengers getting off from areas P1, P2 and Q gather together and walk towards the regular area; Preferably, at least during the disembarkation process in area Q, the isolation means between the longitudinal passage and area Q falls to the level with the ground, or to the height of the weak isolation means; (2) The mode M2.2 (A-DD) has the following characteristics: (2.1) Regions P1 and P2 are used as D-type regions; region Q is also an A-type region; (2.2) Passengers who get off at the boarding and alighting area P1 walk along the type II combined path to the regular area, and passengers who want to board at the boarding and alighting area P1 walk along the type I unilateral path to the waiting position; (2.3) Any passenger who gets off at boarding and alighting area P2 is only allowed to walk to the regular area along the Type II combined path; Passengers who want to board the bus in the boarding and alighting area P2 are only allowed to walk along the I-shaped one-way path to the waiting position; (2.4) Passengers who get off in area Q walk to the regular area along the I′-shaped unilateral path; (2.5) In the longitudinal channel, only passengers getting off from areas P1 and P2 walk together towards the regular area; (3) The mode M2.3 (C-DD) has the following characteristics: (3.1) Regions P1 and P2 are used as D-type regions; region Q is used as C-type region; (3.2) Passengers who get off at the boarding and alighting area P1 walk along the type II combined path to the regular area, and passengers who want to board at the boarding and alighting area P1 walk along the type I unilateral path to the waiting position; (2.3) Any passenger who gets off at boarding and alighting area P2 is only allowed to walk to the regular area along the Type II combined path; Passengers who want to board the bus in the boarding and alighting area P2 are only allowed to walk along the I-shaped one-way path to the waiting position; (3.3) Passengers who want to get on the bus in area Q walk along the I′-shaped unilateral path to the waiting position; (3.4) In the longitudinal channel, only passengers from areas P1 and P2 walk towards the regular area; (4) The mode M2.4 (DD.A) has the following characteristics: (4.1) Regions P1 and P2 are used as D-type and A-type regions, respectively; region Q is used as a D-type region; (4.2) Passengers who get off in area P1 walk along the type II combined path to the regular area, and passengers who want to get on in area P1 walk along the type I unilateral path to the waiting position; (4.3) Only passengers are allowed to get off in area P2. Passengers who get off in area P2 walk to the regular area along the type II combined path; (4.4) Any passenger who gets off in area Q walks to the regular area along the II′ type unilateral path; Passengers who want to get on the bus in area Q walk along the I′-shaped one-sided path to the waiting position; (4.4) In the longitudinal channel, there are passengers from areas P1, P2 and Q, walking together towards the regular area; (5) The mode M2.5 (DA.D) has the following characteristics: (5.1) Regions P1 and P2 are used as type A and type D regions, respectively; region Q is used as type D region; (5.2) Only passengers are dropped off in area P1, but no passengers are picked up; passengers who drop off in area P1 walk along the type II combined path to the regular area; (5.3) Passengers who get off at area P2 walk along the type II combined path to the regular area, and passengers who want to get on at area P2 walk along the type I unilateral path to the waiting position; (5.4) Any passenger who gets off in area Q walks to the regular area along the II′ type unilateral path; Passengers who want to get on the bus in area Q walk along the I′-shaped one-sided path to the waiting position; (5.4) In the longitudinal channel, there are passengers from areas P2 and Q, walking together towards the regular area; (6) The mode M2.6 (DA.C) has the following characteristics: (6.1) Regions P1 and P2 are used as type A and type C regions, respectively; region Q is used as type D region; (6.2) Only passengers are dropped off in area P1, but no passengers are picked up; passengers who drop off in area P1 walk along the type II combined path to the regular area; (6.3) In area P2, only passengers are picked up, but not dropped off; Passengers who want to board the bus in area P2 walk along the I-shaped one-way path to the waiting position; (6.4) Any passenger who gets off in area Q walks to the regular area along the II′ type unilateral path; Passengers who want to get on the bus in area Q walk along the I′-shaped one-sided path to the waiting position; (6.5) In the longitudinal channel, there are passengers from areas P2 and Q, walking together towards the regular area; (7) The mode M2.7 (AD.A) has the following characteristics: (7.1) Areas P1 and P2 in boarding and alighting area A are used as type D and type A areas, respectively; area Q in boarding and alighting area B is used as type A area; (7.2) Passengers who get off at the boarding and alighting area P1 walk along the II′-type combined path to the regular area, and passengers who want to board at the boarding and alighting area P1 walk along the I-type unilateral path to the waiting position; any passenger who gets off at the boarding and alighting area P2 walks along the II′-type combined path to the regular area; (7.3) Any passenger who gets off in area Q is allowed to choose to walk to the regular area along the I′ or II′ type unilateral path; (7.4) In the longitudinal channel there are passengers from areas P1, P2 and Q, walking together towards the regular area.

17. A design method for an island platform of urban rail transit, characterized in that: The station is a station as claimed in any one of claims 1 to 16.

18. An urban rail transit line, characterized in that In at least one station on the line, the platform used is a platform as claimed in any one of claims 1 to 16.

19. A method for passengers to board and alight from a city rail transit train, characterized in that: The station used in the method is a station as claimed in any one of claims 1 to 16.

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