Rail train with length exceeding platform and platform ticket checker system

Abstract

The system comprises an in-station compartment, a waiting compartment and an out-station compartment, and the waiting compartment is connected between the in-station compartment and the out-station compartment; the in-station carriages are parked in the platform, the station waiting carriages are parked at the end of the platform, the out-station carriages are parked outside the platform, and the out-station carriages are also named side-door-free carriages; a wall is arranged between the in-station compartment and the station waiting compartment and isolates the in-station compartment from the station waiting compartment, and passengers in the out-station compartment get off the station from the station waiting compartment in the station. The system is characterized in that a ticket checker is arranged on a platform corresponding to the parking position of a waiting compartment, the ticket checker divides the platform into an in-station compartment riding area and an out-station compartment riding area, and the in-station compartment riding area is the platform corresponding to the parking position of the in-station compartment; the out-station carriage riding area is a platform corresponding to the parking position of the waiting carriage; the out-station carriage riding area is a totally-enclosed out-station carriage riding area composed of an out-station carriage riding area ticket checker and an out-station carriage riding area ticket checker; the out-station carriage riding area entrance ticket checker is connected with a counter; the counter is provided with a preset number of passengers, and the passengers do not enter the ticket checker and do not enter the out-station carriage riding area on the platform, so that the passengers can get on and off the bus within one minute.

Description

Technical Field

[0001] The present invention relates to a rail train and a marshaling system thereof, and more particularly to a rail train and a marshaling system thereof for a long super platform. Background Art

[0002] The passenger pressure on subways or light rails in cities is increasing day by day, and during peak hours, the traffic density and the number of people in the carriages of some lines have reached saturation, causing a large number of passengers to be stranded, even to the extent that safety is affected.

[0003] Traditionally, there are at least three possible ways to increase transportation capacity: increasing the frequency of departures, increasing train speeds, and increasing the number of passengers on trains. However, these methods all have certain limitations and cannot increase transportation capacity more efficiently.

[0004] In the existing subway or light rail design principles, the length of the train is required to be less than or equal to the length of the platform section, and the length of the subway or light rail trains currently in operation is also less than or equal to the length of the platform section. Therefore, for example, if the number of passengers in the carriage is already overloaded, if the number of passengers on the train is to be increased, the only way is to increase the number of carriages on the train. In the existing lines with heavy passenger flow pressure, such as Beijing Subway Line 1 and Line 5, the length of the train has reached the length of the platform section. If the number of carriages is increased, there will inevitably be some carriages with doors facing outside the platform when they are parked, making it impossible for passengers in these carriages to get on and off quickly, or even impossible to get on and off.

[0005] According to the existing design principles, in order to increase the number of train carriages, the length of the platform must be increased first. In fact, this is indeed done in the Beijing subway planning. For example, in order to increase the transportation capacity, the long-term plan will lengthen the platforms of some lines to be able to accommodate 8-carriage trains. However, increasing the length of the platform will inevitably generate a large amount of civil engineering, which will increase costs and affect operations during construction. Moreover, in large cities, lengthening the platform length is usually not possible due to the special conditions of the geographical location.

[0006] In the Chinese patent application entitled "Station system based on synchronous operation of platform train and passenger train" and application number No. 201310250390.3, although the problem of increasing train capacity without changing the platform length is solved, in this application, other transport carriers (platform train in this application) running synchronously with the passenger train are required to get on and off the platform, which causes the platform train and the passenger train to be constantly connected and separated at a high frequency and cannot leave the platform all the time. Therefore, the technical solution of this application has the problems of too high platform cost and insufficient safety.

[0007] Therefore, there is a need for a rail train and its marshaling system that allows users to safely and effectively increase the transportation capacity without changing the length of the existing platform. Summary of the invention

[0008] The present invention designs a novel rail train and its marshaling system to solve the above problems. According to the technical solution of the present invention, it is possible to achieve the function of passengers getting on and off the platform directly from the existing rail train marshaling carriages connected to the carriages without side doors, without using other transport carriers, while keeping the length of the existing rail train platform unchanged, thereby safely and effectively improving the transportation capacity.

[0009] According to a first aspect of the present invention, a rail train formation is provided, comprising: an in-station carriage, the in-station carriage comprising a plurality of carriages, wherein the in-station carriage is configured such that, when the rail train formation stops at the platform, the in-station carriage stops within the platform or corresponds to the platform; and a carriage without side doors, the in-station carriage being connected to the in-station carriage in both directions or one direction in front of and behind the in-station carriage, comprising at least one carriage and having no side door for passengers to get on and off, and the sum of the length of the in-station carriage without side doors and the length of the in-station carriage is greater than the length of the platform, wherein the carriage without side doors is configured such that, when the rail train formation stops at the platform, the in-station carriage stops outside the platform, and passengers in the in-station carriage directly get off the platform via the in-station carriage; the technical feature of the carriage without side doors is that the entire carriage has no side doors for passengers to get on and off.

[0010] Preferably, the station carriage further includes a standard carriage and a waiting carriage, the waiting carriage is connected between the standard carriage and the carriage without side doors, and there is no passenger seat in the waiting carriage, and the sum of the effective widths of the single-side doors of the waiting carriage is infinitely close to the length of the side wall of the waiting carriage.

[0011] Preferably, the total effective width of the single-side doors of the waiting carriage is greater than 8 meters, and the total effective width of the double-side doors is greater than 16 meters; the total number of single-side doors of the rail train carriage can be increased from a maximum of 5 to more than 6.

[0012] Preferably, a door or a wall is provided between the waiting carriage and the standard carriage to separate the waiting carriage from the standard carriage.

[0013] Preferably, the method of boarding a rail train at a Changchao platform is that the rail train at the Changchao platform is composed of a carriage without side doors, a waiting carriage and a standard carriage, and the method includes: in the rail train marshaling of the Changchao platform, passengers getting off in the carriage without side doors at the next stop enter the waiting carriage one stop in advance or at a scheduled time through a through passage; passengers who do not get off at the next stop are not allowed to stay in the waiting carriage, and after the waiting carriage, the carriage without side doors and the entire train enter and stop at the platform at the same time, the passengers get off the platform directly from the waiting carriage connected to the carriage without side doors without using other transportation vehicles, wherein the waiting carriage is connected to the carriage without side doors beyond the platform through a through passage, the waiting carriage and the standard carriage are parked on the inner sides of both ends of the platform length, and the entire carriage of the carriage without side doors is parked outside the platform length.

[0014] Preferably, the vehicle door is an overlapping, translationally moving power door, and when the adjacent side doors of the vehicle compartment are opened, the adjacent door leaves form two or more front and rear door leaves that overlap with the side walls of the vehicle, and the overlapping combinations of the overlapping, translationally moving power doors include inner plug sliding door power doors, outer plug sliding door power doors, inner embedded vehicle doors, outer swing door power doors, and outer hanging door power doors, which are selected from each other to form two or more overlapping door leaves.

[0015] Preferably, the vehicle door is a parallel door-post type folding power door, and the parallel door-post type folding power door forms a certain angle or is perpendicular to the vehicle compartment when opened.

[0016] Preferably, the waiting car is a train car with a load-bearing column frame structure, including a cross beam that can be used as a handrail, a side load-bearing column that can be used as a handrail and a center load-bearing column that can be used as a handrail, a center longitudinal beam and reinforced side longitudinal beams of a roof module, and a center longitudinal beam and reinforced side longitudinal beams of a bottom module, and the side load-bearing columns and the center load-bearing columns are connected to the center longitudinal beam of the roof module and the reinforced side longitudinal beams of the roof module, and the center longitudinal beam of the bottom module and the reinforced side longitudinal beams of the bottom module.

[0017] Preferably, the waiting car is used to accommodate passengers who will get off at the next stop or after a scheduled time. Passengers who have boarded the train and will not get off at the next stop or after the scheduled time are not allowed to stay in the waiting car, so as to separate passengers who need to get off at the next stop or after the scheduled time from passengers who do not need to get off.

[0018] Preferably, a door for controlling entry and exit from the waiting carriage is provided between the waiting carriage and the carriage without side doors.

[0019] Preferably, the waiting carriage comprises a detection device, and the detection device is used to detect whether there are passengers in the waiting carriage.

[0020] Preferably, the detection device is connected to a switch of a door for entering and exiting the waiting carriage to control the opening or closing of the door, and the door for entering and exiting the waiting carriage is arranged between the carriage without side doors and the carriage in the station.

[0021] Preferably, the rail train formation further includes: a transitional car without side doors, which is connected between the car without side doors and the car in the station, so that passengers can pass through the transitional car without side doors from the car in the station, and then enter the car without side doors. The transitional car without side doors has no passenger seats, and a partition is provided in the transitional car without side doors in the longitudinal direction of the car to separate passengers getting on and off the car.

[0022] Preferably, the rail train formation further includes: a waiting car without side doors, which is located between the car without side doors and the cars in the station, and has no passenger seats, so that passengers can go from the cars in the station through the waiting car without side doors, and then enter the car without side doors.

[0023] Preferably, the carriage without side doors is a seat or sleeper carriage.

[0024] Preferably, the rail train formation further includes a rail train formation ticket sales and inspection subsystem, wherein the ticket sales and inspection subsystem divides the entire line station into at least two route sections according to the distance based on the "separate rides in different route sections" method for the passengers to travel, and divides the rail train formation into at least two riding sections in a one-to-one correspondence with the route sections in both directions or one direction forward and backward from the center of the train formation, and arranges the farthest riding section at the farthest end of the entire train formation, and the closest riding section at the middle part of the entire train formation; the station sells corresponding riding section tickets, including IC card tickets, according to the route section to which the passenger's destination belongs; the passenger purchases tickets according to the route section to which his or her destination belongs and rides the corresponding riding section car.

[0025] Preferably, the ticket vending and checking subsystem is an automatic ticket vending and checking subsystem, which includes: an entry ticket checking machine; an exit ticket checking machine; a reader / writer, which is installed on the platform or in the rail train marshaling carriage to record the riding information of passengers riding in the carriage without side doors and communicate with the entry ticket checking machine and the exit ticket checking machine; and an IC card, which records the riding information of passengers riding in the carriage without side doors and exchanges information with the reader / writer in coupling to achieve the purpose of classifying passengers.

[0026] Preferably, the passenger boarding information of the automatic ticket vending and checking subsystem includes at least one of the following: passenger boarding section information and platform section information.

[0027] Preferably, the reader / writer is installed on the platform or in the rail train marshaling carriage.

[0028] Preferably, the ticket selling and checking subsystem sells interval tickets marked with "travel interval" according to the route interval of the passenger's entry point and destination, and the interval tickets include IC tickets and paper tickets.

[0029] Preferably, the rail train formation further includes a ticket sales and inspection subsystem, wherein a reader-writer entry gate is installed in the platform area corresponding to the parking position of the waiting carriage. There is a gate at the exit without swiping the card, and no one can enter the platform area without swiping the card.

[0030] Preferably, the rail train formation further includes a rail train formation signal subsystem, wherein the train length data in the signal subsystem is based on the sum of the length of the rail train's carriage without side doors and the length of the carriage within the station.

[0031] Preferably, the rail train marshaling further includes a rail train marshaling signal subsystem, wherein the rail train marshaling signal subsystem includes a train automatic control subsystem, and the train automatic control subsystem includes an ATC subsystem including ATP, ATO, ATS, and a high-speed railway automatic control subsystem.

[0032] Preferably, the train automatic control subsystem further includes data. The train length is set to the sum of the length of the side door-free carriage of the rail train formation and the length of the carriage in the station: train safety positioning, storage unit, storage unit including data warehouse, CBTC system data storage unit DSU database, embedded database of the train's own inherent data. The train length is set to the Changchao platform track train length, real-time database RTDB, high-speed rail database of the train's own inherent data; the train's own inherent data in the block section system of the Changchao platform track train ATC system is set to the Changchao platform track train length: the moving authorization limit LMA, the moving authorization limit LMA calculation function, the train's own inherent data in the computer interlocking system are set to the Changchao platform train length: the target distance control mode is also called the continuous single braking speed control mode. The train length is set to the Changchao platform train length: the following communication mode contains the train length of the Changchao platform track train.

[0033] Preferably, an advertising light box is provided in the tunnel space outside the window corresponding to the parking position of the carriage without side doors, and the advertising light box includes an advertisement with lighting function.

[0034] Preferably, the platform is divided into a platform boarding area corresponding to the parking position of the standard carriage in the station and a platform boarding area corresponding to the parking position of the waiting carriage.

[0035] Preferably, the effective width of the screen door corresponding to the parking position of the waiting carriage is greater than or equal to the effective width of the waiting carriage door.

[0036] Preferably, the screen doors corresponding to the parking position of the terminal carriage are overlapping doors and folding doors, including double or multiple overlapping doors.

[0037] Preferably, the effective width of the screen door corresponding to the parking position of the waiting carriage is greater than or equal to the effective width of the waiting carriage door; the effective width of the screen door is greater than or equal to 8 meters.

[0038] Preferably, the surface and bottom layers of the car skin of the roof, side walls, end walls and door leaves of the rail train formation can be made of carbon fiber to reduce the weight of the car; the crossbeams, load-bearing columns and horizontal handrails are made of solid or hollow materials and can be made of carbon fiber to reduce the weight of the car, including the load-bearing column frame structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 Distribution diagram of rail train marshaling and riding intervals parked at the platform: There are 26 stations on the line; 18 carriages are used:

[0040] For example, if there are 26 stations on the line: 1.2.3.4.5.6.7.8.9.10.11.12.13.14.15.16.17.18.19.20.21.22.23.24.25.26, then 18 carriages are used: the corresponding diagram of the station number, route section, boarding section, ticket color, and carriage color (or key 0.01) of the rail train, (1) Route sections are divided into: 2.3.4.5.6.7.8.9.10.11 stations are the shortest route sections, marked with white route sections; 12.13.14 stations are the shortest route sections, marked with blue route sections; 15, 16, 17 stations are the shorter route sections, marked with green route sections; 18, 19, 20 stations are the middle route sections, marked with green route sections; 21, 22, 23 stations are the middle route sections, marked with yellow route sections; 24.25.26 stations are the longest route sections, marked with orange route sections;

[0041] (2) The riding section is divided into: Carriages 1, 2, 3, 4, 5, and 6 are the existing 6 carriages on the platform. The invention converts carriages 1 and 6 into waiting carriages, and carriages 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, and 18 are carriages without side doors beyond the platform;

[0042] Carriages 2, 3, 4, and 5 are the closest riding intervals, marked with white riding intervals, with white ticket colors, and are white carriages; 7 and 13 are 20 transitional carriages without side doors; carriages 8 and 14 are 21 short-distance riding intervals, marked with blue riding intervals, with blue ticket colors, and are blue carriages (or have key 0.01); carriages 9 and 15 are 22 relatively short-distance riding intervals, with green riding intervals marked with green ticket colors. Green carriage (or with key 0.02); 10th and 16th carriages are 23 intermediate riding interval, green riding interval mark, green ticket color, green carriage (or with key 0.03); 11th and 17th carriages are 24 intermediate riding interval, yellow riding interval mark, yellow ticket color, yellow carriage (or with key 0.05); 12th and 18th carriages are 25 long-distance riding interval, red riding interval mark, red ticket color, red carriage (or with key 0.06), 19 is the platform length;

[0043] The standard map uses 26 platforms. If there are more or less platforms, the number can be increased or decreased as appropriate. Train attendants require passengers to check their tickets in the carriages according to the ticket color. Medium and long-distance passengers cannot stay in short-distance carriages. The interior and exterior of the carriages are painted with corresponding colors to facilitate passengers to quickly find the carriages and take seats. The waiting carriages have no seats, and the train management cannot stop the flow of passengers in the carriages. They are not ticket-selling carriages.

[0044] "Ride interval distribution structure"; 6 intervals: 2-11 stations, white; 12-14 stations, blue; 15-17 stations, cyan; 18-20 stations, green; 21-23 stations, yellow; 24-26 stations, orange structure, abbreviated as 10-3-3-3-3-3 structure;

[0045] The number of carriages and the division into short-distance, short-distance, relatively short-distance, medium-distance, relatively medium-distance, long-distance and longest-distance carriages are determined by the specific passenger flow of the local lines and cannot be set in a uniform manner.

[0046] Figure 2 In the figure, a standard schematic diagram of the positions of the waiting car, the car without side doors and the inner side of the platform end parked at one end of the platform in the rail train formation of the Changchao platform is shown: 1 is the waiting car parked on the inner side of the platform end, 2 is the car without side doors parked on the outer side of the platform end, and 3 is the inner side of the platform end. This is the most important technical feature of the present invention.

[0047] Figure 3, Train passenger car marshaling diagram, the distribution diagram of the boarding intervals stopped at the platform: If the standard line has 6 stations: 36 carriages are used: If the standard line has 6 stations: The carriage intervals are divided into; 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18 are the existing 18 carriages in the platform, the invention turns 1 and 18 into waiting carriages (that is, half of them are waiting carriages The waiting cars for the trains to arrive at the station are 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35 and 36, which are cars without side doors and are beyond the platform. Since the trains are direct express, the cars 19 to 36, which are cars without side doors and are beyond the platform, can all be converted into sleeper cars, which are used for the "step-type station exit method" or the "zone-type station exit method". 37 is the platform length.

[0048] (1) The route sections are divided into: 2.3 stations are the closest route sections, marked with white route sections; 4 and 5 stations are the shortest route sections, marked with blue route sections; 6 stations are the farthest route sections, marked with red route sections;

[0049] (2) The riding sections are divided into: 7, 8, 9, 10, 11, 12 are the nearest riding sections, with white riding section marks and white carriages; 2, 3, 4, 5, 6, 13, 14, 15, 16, 17 are short-distance riding sections (Note: short-distance riding sections that stop at stations under special circumstances on these riding sections), with blue riding section marks and blue carriages; 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36 are long-distance riding sections, with red riding section marks and red carriages;

[0050] The "Carriage Section Distribution Structure Diagram" of this line is: "Ride Section Distribution Structure"; standard 4 sections: (2-3) station, white --- (4-5) station, blue----(6) station, red; abbreviated as 2-2-1 red structure.

[0051] Figure 4 Distribution diagram of rail train marshaling and riding intervals parked at the platform: There are 26 stations on the line; 12 carriages are used:

[0052] The riding interval is divided into: carriages 1, 2, 3, 4, 5, and 6 are the 6 existing carriages in the platform. The invention turns carriages 1 and 6 into waiting carriages, 7, 8, 9, 10, 11, and 12 are carriages without side doors beyond the platform, 2, 3, 4, and 5 are the closest riding interval, and the white riding interval is marked as white carriages; carriages 7 and 10 are short-distance riding intervals, and the blue riding interval is marked as blue carriages (carriages 7 and 10 can also be turned into transitional carriages without side doors) carriages 8 and 11 are mid-distance riding intervals, and the yellow riding interval is marked as yellow carriages; carriages 9 and 12 are long-distance riding intervals, and the red riding interval is marked, and 13 is the platform length.

[0053] 1.2.3.4.5.6.7.8.9.10.11.12.13.14.15.16.17.18.19.20.21.22.23.24.25.26 stations,

[0054] 2.3.4.5.6.7.8.9.10.11 The corresponding riding interval for the nearest interval is the nearest riding interval - white carriage; 12.13.14.15.16 The corresponding riding interval is the short riding interval - blue carriage; 17.18.19.20.21 The corresponding riding interval is the middle riding interval - yellow carriage; 22.23.24.25.26 The corresponding riding interval is the farthest riding interval - red carriage;

[0055] The "Car Section Distribution Structure Diagram" of this line: "Ride Section Distribution Structure"; standard 4 sections: (1-11) white --- (12-16) blue----(17-21) yellow --- (22-26) red; abbreviated 10 - 5-5-5 structure.

[0056] Fig.12 Explanation of the "Preferential Price Parameter Table and Ride Section Distribution Structure"

[0057] Figure 5The overhead view of the train car structure of the "load-bearing column frame structure" of the rail train waiting car is the overhead view of the "load-bearing column frame structure" of the car of the subway type A overlapping horizontally moving power door. The subway car is 22 meters long, the frame width of the horizontally overlapping power door is 1.5 meters, the window width is 0.75 meters, and the total width of the door frames of the 9 doors is 13.5 meters. 1 is the central load-bearing column (also serving as a handrail), 2 is the side load-bearing column (also serving as a handrail), which is a solid central load-bearing column and side load-bearing column, which serves to support and reinforce the car due to the weakening of the tensile and torsional strength due to multiple doors, 3 is the door frame, 4 is the through-aisle, 5 is the newly added central longitudinal beam; on the roof is the central longitudinal beam of the roof, and the vertical counterpart is the central longitudinal beam of the bottom of the car, which is connected by the central load-bearing column; 6 is a door in the through-aisle, leading to the original car in the station; the door is closed when the rail train is running. State; 7 is the door column reinforcement column; 8 is the horizontal top beam on the roof, and the bottom cross beam on the bottom, which is connected by the side load-bearing column, and is welded with the door column reinforcement column and the reinforced side longitudinal beam on the side of the car to form a ring-shaped support frame, which plays a role in the lateral reinforcement of the overall structure of the car door; 9 is the newly added reinforced side longitudinal beam, which is the roof reinforced side longitudinal beam on the roof, and the vertical counterpart is the bottom reinforced side bottom beam, which is connected by the side load-bearing column. The side door frame has two vertical reinforcement columns and is welded to the reinforcement beam on the roof. The central load-bearing column, side load-bearing column, side load-bearing column and the bottom reinforced side bottom beam, roof reinforced side bottom welding, bolt connection constitute the door body load-bearing structure. The overall car is reinforced to compensate for the reduction in overall tensile and torsional resistance of the car caused by widening the door.

[0058] Figure 6 It is an overlapping horizontal moving power door of a rail train, with the side wall of the carriage as the center line, hidden and exposed horizontal moving overlapping power door, hidden - carriage side wall - exposed overlapping horizontal moving power door, top view of subway A-type car, 1.2 is the exposed horizontal moving power door, 3.4 is the hidden horizontal moving power door, 1.2.3.4 together form the hidden - carriage side wall - exposed overlapping horizontal moving power door, 2 and 3 are the carriage side walls, 5 is the closed door state. This hidden and exposed horizontal sliding door group makes the total width of the horizontal door opening reach the widest of the horizontal moving power door with the same length of the carriage.

[0059] Figure 7 This is the main view of the A-type subway car with sliding overlapping doors of a rail train. 1 is the reinforcing transverse rib of the upper door frame on the side of the car, which serves to reinforce the upper door frame and make up for the reduction in the overall tensile and torsional resistance of the car due to the lack of side walls; at the side support columns and the center support columns are the crossbeam handrails and the longitudinal beam handrails; 2 is the roof longitudinal beam, 3 is the floor plate, 4 is the floor longitudinal beam, and 5 is the car-to-ground cross support beam.

[0060] Figure 8This is the side view of a subway type A car with hidden interior - car side wall - exposed horizontal sliding overlapping power doors of a rail train. 1 is the newly added roof center fir beam, 2 is the roof cross reinforcement beam, 3.4 are the newly added roof reinforcement side longitudinal beams, 5 is the center load-bearing column (also serving as a handrail), 6.7 are the side load-bearing columns (also serving as handrails), 8 is the newly added vehicle bottom supporting center bottom beam, 9 is the car floor, 10.12 are the newly added vehicle bottom reinforcement side longitudinal beams, 11 is the newly added vehicle bottom center fir beam, 13 is the exposed door leaf of the horizontal sliding heavy-drop power door, 14 is the hidden door leaf of the horizontal sliding heavy-drop power door, and 15 is the horizontal beam handrail.

[0061] Fig. 9 The top view of the train carriage structure of the load-bearing column frame structure of the rail train is the parallel door column type vertical opening power door mode 1 of the subway type A car; the parallel door column type vertical opening power mode 1, the column type vertical opening power 90-degree vertical door axis door carriage reinforcement structure diagram, the door frame width is 1.76 meters, the door column (built-in) width is 0.18 meters, there are 12 doors in total, and the total door frame width is 21.12 meters. 1 The central load-bearing column 2 The side load-bearing column is welded with the bottom beam of the car and the reinforcement beam of the roof to play a role in reinforcing the structure of the entire car. 3 is the side door frame 10×20 cm reinforcement column and the reinforcement beam of the roof are welded, and the bottom of the car is the bottom horizontal bottom beam of the car correspondingly welded to form a ring support frame to reinforce the entire car to compensate for the reduction in the overall tensile and torsional resistance of the car caused by widening the door. 4 is the 50×50×1 cm reinforced aluminum alloy at the four corners of the carriage, 5 is the 40×2 cm reinforced beam welded to reinforce the side column in the middle of the carriage, 6 is the 20×1 cm reinforced longitudinal top beam, and the vertical corresponding is the 20×2 cm reinforced longitudinal bottom beam. (This carriage structure is also used for train (including two-story) waiting carriages, EMU train waiting carriages, and high-speed train waiting carriages. The number of doors increases accordingly, and the advantage is that the door width is larger).

[0062] Fig.10 This is a top view of a subway type A car of a rail train, and a top view of a door carriage with parallel door posts and vertical door shafts. 1.2 is the vertical door shaft with the door opened outward, 3.4 is the door closed state, with the door frame inside, and two adjacent door posts are connected together.

[0063] Fig.11 This is the main view of the 90-degree vertical door axis door with parallel door posts of the subway type A car of the rail train. 1 is the top beam, 2 is the side reinforcement rib of 20×1.5 cm, 2 are the crossbeam handrails and longitudinal beam handrails at the side load-bearing columns and the center load-bearing columns; 3 is the car floor, 4 is the side longitudinal beam at the bottom of the car, and 5 is the 90-degree vertical door axis door.

[0064] A long-distance platform rail train formation is invented, which is composed of a waiting carriage that is parked within the platform and is used for waiting and getting on and off the platform when the train stops, and at least one carriage without side doors that is parked outside the platform when the train stops, and the carriage without side doors includes a carriage without side doors for emergency doors;

[0065] Structurally: The technical features of the carriage without side doors are that the entire carriage has no side doors for passengers to get on and off the platform; the train stops outside the platform; the technical features of the waiting carriage are that it is connected to the carriage without side doors; the train stops inside the platform; structurally, the Changchao platform rail train formation includes a waiting carriage connected to a carriage without side doors; the Changchao platform rail train formation does not include other transport vehicles that assist in getting on and off the platform, and the Changchao platform rail train formation does not include coupling carriages that assist in getting on and off the platform; a method of directly getting off the platform from the waiting carriage connected to the carriage without side doors. Preferably, "the formation of a rail train with a long platform" is a new method of riding, in terms of method: under the condition that the length of the existing rail train platform remains unchanged, at least one car that exceeds the platform length is added in both directions or one direction at the front and rear of the existing rail train formation, and the car without side doors that stops outside the platform when stopping (including riding separately according to the route section) is removed from the function of passengers getting on and off the platform. Passengers in this car enter the waiting car that stops within the platform when stopping and removes the riding function through the through passage one stop in advance, and after the waiting car, the car without side doors and the entire train enter and stop at the platform at the same time, the passengers do not use other transportation vehicles and go directly to the platform from the waiting car connected to the car without side doors; preferably, (the name of the present invention is "the method of long platform" "The marshaling of rail trains with platforms, waiting carriages, carriages without side doors and advertising light boxes" is a new way of riding. In terms of the method: under the condition that the length of the existing rail train platform remains unchanged, at least one carriage exceeding the platform length is added in both directions or one direction at the front and rear of the existing rail train marshaling, and the carriage without side doors is removed from the platform boarding and alighting function when the passengers stop outside the platform (including riding separately according to the route section). The passengers in this carriage enter the waiting carriage (or mobile platform) with no riding function when the passengers stop through the through passage one stop in advance. After the waiting carriage, carriage without side doors and the entire train enter and stop at the platform at the same time, the passengers get off the platform directly from the waiting carriage connected to the carriage without side doors without using other transportation vehicles;

[0066] Preferably, in order to implement the method of the present invention, a rail train marshaling device for a long super platform is designed, which has the following structural and technical features:

[0067] A rail train formation for long over-platforms is invented, which is composed of a waiting carriage that is parked within the platform and is used for waiting and getting on and off the platform, and at least one carriage without side doors that is parked outside the platform when the train stops. The carriage without side doors includes a carriage without side doors for emergency doors.

[0068] Structurally: The technical characteristics of the carriage without side doors are: the entire carriage has no side passenger doors; and it stops outside the platform when it stops; the technical characteristics of the waiting carriage are: it is connected to the carriage without side doors; and it stops inside the platform when it stops; structurally, the rail train formation of the Changchao platform includes the waiting carriage connected to the carriage without side doors; the rail train formation of the Changchao platform does not include other auxiliary transport vehicles for getting on and off the platform, and the rail train formation of the Changchao platform does not include the coupling carriages for assisting getting on and off the platform.)

[0069] Preferably, the present invention is a new train marshaling method; a method in which a non-side-door carriage for taking a route section exceeding the platform length is added to the front and rear of an existing rail passenger train marshaling in both directions or in one direction, and the passengers in the carriage enter the waiting carriage one station in advance through a through passage, and get off the platform after the waiting carriage and the entire train enter and stop at the platform; the "rail train marshaling passenger transportation system for a long platform exceeding the platform" of the present invention (structurally) is composed of the waiting carriages of the rail passenger train on the inner sides of the two ends of the platform length, and the non-side-door carriages for taking a route section exceeding the platform length are connected through a through passage to form a dynamic marshaling of a passenger train with a length exceeding the platform length;

[0070] Preferably, the present invention provides a new rail train formation and ticket selling, boarding method and ticket checking method: the capacitance of the traction substation system, the contact wire cross-sectional area and the tunnel lighting system of the track, signal, subway and light rail train formation are increased accordingly according to the needs of the newly added rail passenger train formation. The passenger car operation system of the existing rail train formation without a long over-platform is changed, and a new functional train formation composed of a waiting car and a car without side doors (the present invention refers to a passenger car without side doors unless otherwise specified) is invented; under the condition that the length of the existing platform remains unchanged, at least one complete car without side doors is added to the front and rear of the existing rail train formation in both directions or one way for passengers who exceed the platform length (including passengers who ride according to "separate routes"). The passengers in this car are provided with a through passage. The present invention is a new rail train marshaling method in structure, which is composed of the waiting carriages on the inner sides of the two ends of the platform length, and the side door-free carriages for passengers who exceed the platform length are connected through the through passage to form a dynamic marshaling of rail train carriages whose length exceeds the platform length; the purpose of expanding transportation capacity is achieved, and the technical breakthrough is the invention of the rail train marshaling whose length exceeds the platform length, such as Figure 1 , Figure 2 The figure shows that the rail train is marshaled at the platform position. During the train operation, the passengers who are going to get off at the next station in the carriage without side doors beyond the platform are gathered in the waiting carriage one station in advance. When the whole train stops at the station, the passengers in the carriage without side doors beyond the platform get off to the platform. Under the condition that the platform length and the carriage length remain unchanged, the problem of how to let the passengers in the rail train carriage beyond the platform get off to the platform safely and quickly is solved;

[0071] The technical feature of the present invention is to create a train formation in which a waiting car is connected to a car without side doors; the technical feature of the present invention is to create a waiting car for a railway passenger train; the technical feature of the present invention is to create a car without side doors for a railway passenger train;

[0072] It is particularly noted that: due to the inconsistency of platform length standards in various countries, the maximum length of a Chinese platform can accommodate 8 carriages; therefore, the length of the train outside the station in the present invention is a concept of an interval bounded by the two ends of the platform, and does not simply refer to the number of carriages, but specifically refers to the length of the train beyond the two ends of the platform, that is, the carriage without side doors outside the two ends of the platform. The carriage without side doors is one or more carriages without side doors outside the platform; the length of each individual platform can accommodate up to 18 carriages, and these 18 carriages are not counted as the length of the train outside the station as long as they are within the platform, so the train formation is not counted as the automatic control ATC system of the long rail train; some platforms can accommodate up to 6 carriages; the 7th carriage or more than 7 carriages are carriages outside the platform, which are also counted as the length of the train outside the station, so the train formation is counted as the automatic control ATC system of the long rail train;

[0073] The characteristic of a carriage without side doors is that it has no side passenger doors for getting on and off the train during operation, but has an emergency door; it stops in the area outside the boundaries of the two ends of the platform; a foot pedal or foot ladder is provided on the carriage floor corresponding to the emergency door for passengers to get on and off the train in an emergency, and the foot pedal is of two types: hidden type and obvious-hidden type; the foot pedal is usually stored under the car, and is unfolded in an emergency, so that passengers can step down from the foot pedal to the ground, which is a hidden type; the foot pedal can also be in an obvious place, such as the foot pedal for getting off a bus, and the lower half of the foot pedal is movable and retractable, which automatically extends when the door is opened for passengers to get off the bus, such as the movable and retractable foot pedal for getting off a bus at an existing long-distance bus, which automatically extends when the door is opened for passengers to get off the bus.

[0074] The waiting carriage is characterized by stopping within the boundaries of the two ends of the platform and connecting with the carriages without side doors beyond the boundaries of the two ends of the platform;

[0075] The long track train is composed of a waiting car connected to at least one car without side doors beyond the platform; the number of cars without side doors can be selected according to the passenger flow; the waiting car, which is used for passengers to board and get on the platform when stopping, is connected to a car without side passenger boarding and getting on the platform and is parked outside the platform when stopping. The car without side passenger boarding and getting on the platform is referred to as a car without side doors, and the car without side doors can be equipped with emergency doors, etc.; the existing technology can increase the length of the train from the car inside the platform to the car outside the platform, solving the technical problem of passengers in the car outside the platform getting on and off the platform safely within 1 minute;

[0076] The role of carriages without side doors solves the problem of insufficient seating space in carriages on the platform;

[0077] The function of the waiting carriages is to solve the problem of getting multiple carriages without side doors on and off the long platform in a short time;

[0078] The technical features of the rail train marshaling (structurally) of the long super platform of the present invention are as follows:

[0079] (1) The invention of the waiting carriage is a carriage specifically used to provide a centralized place for passengers from other carriages to board and alight;

[0080] (2) Invented the method of parking waiting carriages on the inner sides of the platform at both ends;

[0081] (3) Invented a train carriage without side doors, which is a structure in which the entire carriage has no side doors for passengers to get on and off (excluding emergency and maintenance doors);

[0082] (4) Invented a car without side doors where the entire car stops beyond the length of the platform;

[0083] (5) Inventing a method in which all passengers in the carriage must get off from other carriages;

[0084] (6) Invented a method of connecting the waiting carriages with the carriages without side doors beyond the platform via a through passage;

[0085] (8) Invented the waiting carriage, the carriage without side doors and the entire train arriving and stopping at the platform at the same time;

[0086] (9) The capacitance of the track, signal, subway and light rail train systems, the cross-sectional area of ​​the contact wire, and the tunnel lighting system shall be increased accordingly according to the needs of the newly added rail passenger train sets.

[0087] The effect of the present invention is that the capacity of the carriage is increased by 2 times minus the comfort of the carriage, that is, the number of passengers is increased by at least 1 times compared with the existing marshaling. At the same time, the comfort of passengers is greatly improved.

[0088] Preferably, the waiting car of the rail train is functionally created as a car specially provided for passengers from other cars to get off, the waiting car has no seats, and the waiting car has invented a method of separating passengers who will get off at the next stop and passengers who will not get off the next stop into separate cars.

[0089] Preferably, the rail train carriage without side doors changes the previous method that passengers in the carriage can only get off the platform from the carriage, and the method that each carriage must have side doors for getting on and off, and creates a carriage without side doors for getting on and off, and passengers must get off from other carriages, thereby giving full play to the mobility of people and achieving the purpose of increasing the capacity of the carriage.

[0090] Preferably, rail trains without side door carriages have changed the past habit of mixed riding in rail passenger train carriages, and created a method of selling tickets and riding in carriages according to distance, so that passengers with the same distance can ride in the same carriage, reducing the obstruction of long-distance passengers to short-distance passengers.

[0091] (1) Between the carriage without side doors and the waiting carriage, a transition carriage without side doors can also be added, so that passengers can walk from the waiting carriage to the transition carriage without side doors, which can alleviate crowd congestion. The transition carriage without side doors has no seats, only two-way sidewalks. Passengers are prohibited from staying in this carriage. There is a longitudinal partition in the middle to separate the passengers getting on and off. One sidewalk is used exclusively for getting off, and the other sidewalk is used exclusively for getting on. Passengers getting on and off walk in their own lanes, and passengers walk in one direction to reduce congestion before entering and exiting the carriage without side doors. The longitudinal partition in the middle of the two-way sidewalk in the transition carriage without side doors has a "two-way passage single-leaf door". Only when the boarding passengers leave the waiting carriage, the one-way door will close the door to the carriage without side doors and open the door to the carriage waiting for the station, and vice versa. This door is located approximately one-third of the distance from the transition carriage without side doors to the waiting carriage, and is guarded by someone to ensure that the boarding passengers enter the carriage without side doors immediately after getting on the train.

[0092] (2) Between the waiting carriage and the transition carriage without side doors, a transition carriage without side doors with a two-way moving walkway can be added. The transition carriage without side doors with a moving walkway has no seats and a two-way moving walkway with a moving walkway. The moving walkway adopts a chain-type or belt-type moving walkway with a longitudinal partition in the middle to separate the passengers getting on and off. The longitudinal partition in the middle of the two-way walkway and the waiting carriage has a "two-way channel single-leaf door".

[0093] (3) There shall be at least one "two-way passage door" between the transitional carriage without side doors or the carriage without side doors and the terminal carriage, including parallel overlapping doors. Such doors shall be provided with an "anti-crowding procedure": when one door is opened, the other door must be closed or both doors must be closed at the same time, so as to control the passenger flow and prevent crowding. For example, the left door shall be the door for passengers to get off from the transitional carriage without side doors and the right door shall be the door for passengers to get on from the terminal carriage. The anti-crowding procedure for overlapping doors is as follows:

[0094] 1) After all passengers are on board, the door of the waiting carriage is closed. When the train starts, the right door is opened; passengers enter the transition carriage without side doors from the waiting carriage;

[0095] 2) After all passengers have entered the transition carriage without side doors, the right door is closed and the left door is opened; passengers enter the waiting carriage from the transition carriage without side doors;

[0096] 3) The passageway of the waiting carriage on the side of the station carriage is replaced by a wall. On the wall, there are longitudinal detectors at a height of about one meter and 20 centimeters apart, which are the same height as the waist of the human body. The detectors include infrared detectors and thermal detectors. The longitudinal detector points to the right door closing and the left door opening. There is a transverse detector at the left door opening of the transition carriage without side doors. The longitudinal detector and the transverse detector jointly complete the detection of passengers in the carriage. If a passenger stays within one minute of the detection, the broadcast or red light will be turned on to urge the passenger to enter the transition carriage without side doors. Since the elderly, children and patients are riding in the station carriage, the passengers will soon enter the transition carriage without side doors. After the passengers enter the transition carriage without side doors, the left door is closed and the right door is opened.

[0097] 4) After all passengers have entered the waiting carriage from the transition carriage without side doors, the left door is closed to prevent crowding, the train stops, and the door of the waiting carriage is opened; passengers get off; after getting off;

[0098] 5) Passengers board the bus; at this time, to prevent crowding, the left and right doors are closed.

[0099] (4) Train passenger car riding mode: The carriage without side doors can be converted into a sleeper carriage, which can greatly improve the comfort of the train passenger car.

[0100] Figure 1 A new type of train formation including waiting cars and cars without side doors was invented, connecting the waiting cars on the inner sides of the platform with the cars without side doors outside the platform. Figure 2 It is the standard parking position of the subway train marshaling of the long super platform of the present invention; 1 is the waiting car, 2 is the car without side doors, and 3 is the platform. The waiting car is inside the platform, and the car without side doors is outside the platform. The car without side doors is located outside the platform.

[0101] Preferably, the waiting car of a rail train changes its function and nature from a riding car to a waiting car, or a mobile platform. This car has no seats and does not sell tickets. When there are many passengers on the line, multiple passenger cars can be added in both directions in front and behind the platform. The subway can have more than 12 cars. The through passage connecting the waiting car and the original cars in the station is equipped with a door to separate the passengers in the waiting car, the passengers in the car without side doors and the passengers in the original cars in the station. This door is closed during train working hours to prohibit the movement of passengers in the waiting car and the original cars in the station, thereby ensuring that there are no passengers in the waiting car who will not get off at the next stop. When the train is not running, it can be used as a passage for cleaning and maintenance.

[0102] Preferably, in order to allow passengers to get on and off the train without hindrance, the key point of the waiting car of a rail train is to maximize the existing door width while ensuring that the overall tensile and torsional strength of the car and the existing car length remain unchanged. It can also be infinitely close to the length of the train car, that is, the longest state is reached without car side walls, that is, the total door width is greatly increased than the existing door, and the subway A-type car is increased from 7.5 meters on one side to more than 7.5 meters; it can also be infinitely close to the car length.

[0103] Preferably, for lines with fewer passengers, half of the waiting cars can be designed as waiting cars, and the other half can still be designed as original cars to form a dynamic formation; for lines with more passengers, the waiting cars can also be connected in two sections.

[0104] Preferably, a carriage without side doors is invented, that is, the side doors are removed from the existing carriage and replaced with windows, and the carriage without side doors contains an emergency door and a carriage without side doors.

[0105] Preferably, the present invention changes the carriage from a mixed-ride method for short-distance and medium-distance passengers to a carriage without side doors and a "separate ride for each route section" method;

[0106] Preferably, Figure 6 , the door opening method of the waiting carriage 1. The overlapping horizontal moving power door of the rail train was invented - after the doors on the adjacent sides of the carriage are opened, the front and rear door leaves are basically equal to the width of the carriage side wall and overlap, and the overlapping method is as follows:

[0107] Preferably, after the adjacent two side doors of the rail train carriage are opened, the front and rear door leaves are roughly equal and overlap; after the adjacent two side doors of the carriage are opened, the front and rear door leaves are basically equal to the width of the vehicle side wall and overlap; or there are more than two overlapping doors; the overlapping types include inner plug sliding door power door, outer plug sliding door power door, inner embedded door, outer swing door power door, outer hanging door power door and other types of overlapping that are mutually selected:

[0108] (1) Concealed and exposed overlapping horizontally moving power doors with the side wall of the carriage as the center line:

[0109] Inner recessed doors overlap power doors with outer plug sliding doors;

[0110] Built-in embedded doors overlap power doors with external doors;

[0111] Built-in recessed doors overlap power doors with outward swing doors;

[0112] The inner plug sliding door overlaps the outer plug sliding door with the power door;

[0113] The inner plug sliding door overlaps the outer plug door with the power door;

[0114] The inner plug sliding door and the outer swing door overlap the power door.

[0115] (2) Exposed and overlapping horizontally moving power doors with the side wall of the carriage as the innermost layer:

[0116] The outer plug sliding door and the re-exposed plug sliding door overlap the power door;

[0117] The outer plug sliding door overlaps the power door with the re-exposed outer swing door;

[0118] The outer plug sliding door overlaps the power door with the re-exposed external hanging door;

[0119] The outer swing door overlaps the power door with the re-exposed outer swing door;

[0120] The outward swing door overlaps the power door with the re-exposed external hanging door;

[0121] The external door overlaps the power door with the re-exposed external door.

[0122] (3) The outermost layer is built-in, and then the overlapping horizontally moving power doors are built-in;

[0123] The inner plug sliding door overlaps the inner plug sliding door with the power door;

[0124] Built-in flush doors overlap power doors with built-in flush doors;

[0125] The inner plug sliding door overlaps the power door with the built-in embedded door.

[0126] In the same train formation, when different types of doors overlap, the same electronic control system is used, that is, the electric door control system is used together; or the electric pneumatic door control system is used together, which must also be consistent with the electric control system of the carriage in the platform and connected with the two control units of the train and vehicle in the cab.

[0127] Preferably, Fig.10 , the door opening method of the waiting carriage 2, invented the parallel door pillar type power door of the rail train carriage; its characteristic is the state of the carriage without side walls: parallel door pillar type power door------the door pillars of the adjacent two side doors are connected in parallel, or the state of the carriage without side walls can be achieved, and the door leaf is perpendicular to the carriage when the door is opened; it adopts the existing subway train (or bus) outward swing door opening method, but the door opening angle ensures that the door leaf is perpendicular to the carriage side wall when it is fully opened, so as to maximize the net width of the door opening:

[0128] When the door leaf is opened outward, the existing outward swing door of the subway train is used, and only the length and the rotation axis position of the upper and lower curved arms of the door leaf are adjusted, and the length and the rotation axis position of the upper and lower hinges on the door leaf are adjusted; so that the length and the rotation axis position of the upper and lower curved arms on the door leaf, the length and the rotation axis position of the upper and lower hinges on the door leaf, and the edge of the door leaf are coordinated to ensure that the door leaf is perpendicular to the position of the carriage when it is fully opened;

[0129] Preferably, Figure 6 It is one of the opening methods of the subway A-type waiting car of the rail train waiting car. It is an overlapping horizontal moving power door with equal length of inner hidden, window and exposed.

[0130] Preferably, the door frame of the railway train compartment is widened by 20 cm by 3 cm, and the two sides of the compartment are symmetrically provided with reinforcing ribs of the same length as the compartment to increase the strength of the compartment. Figure 7 In the figure, 2 is the reinforcement rib on the door frame.

[0131] Preferably, the bottom and roof of the railway train carriage are provided with a central longitudinal bottom beam and a side longitudinal bottom beam, such as Figure 5 Among them, the 5th longitudinal line is the central longitudinal bottom beam of the bottom and roof of the car body, and the 9th longitudinal line is the side longitudinal beam of the bottom and roof of the car body.

[0132] Preferably, the original horizontal handrail in the railway train carriage is changed into a solid longitudinal beam and a solid transverse beam for reinforcing the load-bearing column, such as Figure 5 In the middle, 2-3 are solid horizontal beams, and 2-6 are solid vertical beams.

[0133] Preferably, an electric-pneumatic or electric-electric door control system is used, which should also be consistent with the electric control system of the carriages in the platform.

[0134] Preferably, the subway train doors are opened in the following ways: built-in, external, inner plug sliding, outer plug sliding, and outer swinging doors, which can be used for all rail passenger trains and waiting cars.

[0135] Preferably, the parallel door-pillar type horizontally opening power door of the rail train and the two-layer light rail train carriage: - the door shafts of the adjacent two sides are horizontally arranged and the door pillars are connected in parallel to achieve the purpose of maximizing the net width of the door opening;

[0136] The door leaf drive system adopts the bus outer swing door drive system;

[0137] The parallel door pillar type horizontal opening power door leaf locking system adopts the bus outer swing door locking system;

[0138] The door pivot is located on the top of the vehicle roof and should not be close to the traction line in principle, so as to reduce the length of the door bottom edge from the side wall of the vehicle when the door is opened;

[0139] Preferably, the structure of the parallel door pillar-type horizontally opening power door is to adopt the existing bus swing door system (door suspension and guide mechanism, door drive device, left and right door leaves, emergency unlocking device, crew key switch sealing profile and other mechanical components) and the existing rail train, two-layer light rail train electronic door control unit (or pneumatic control unit), electrical connection, various travel switches responsible for monitoring, indicator lights and other electrical or pneumatic components (that is, the electric control electric door control system of rail train and two-layer light rail train is adopted; or the electric control pneumatic door control system of rail train and two-layer light rail train is adopted; the driving cylinder, door control solenoid valve mechanical transmission system and travel switch of the existing rail train and two-layer light rail train are adopted to be the same as the electric control system of the car door of the existing rail train and two-layer light rail train; the locking system of the car door of the existing rail train and two-layer light rail train is adopted to be the same as the locking system of the built-in embedded door; the existing rail train and two-layer light rail train are adopted to be connected with the integrated train management system of the rail train and two-layer light rail train in the driver's cab).

[0140] Preferably, the total number of single-side doors of the rail train carriage can be increased from a maximum of 5 to more than 6.

[0141] Preferably, the tracks between the "human" turnouts at both ends of the entire train line (including the marshalling yard and the tracks between the "human" turnouts at both ends of the track in front of the platform) should be lengthened so that the operation of trains on other tracks is not hindered. The track length of the end track of the "human" turnout at the starting and ending stations and the end track of the "human" turnout at the turning point should be increased accordingly, so that the length of the newly added track is slightly longer than the length of the newly added train formation; the purpose is to allow the rail train to fully enter the platform without leaving the head or tail outside the "human" turnouts at both ends of the platform, thereby blocking the operation of other rail trains, so that the length of the newly added track is slightly longer than the length of the newly added train formation.

[0142] Preferably, when the traction power requirement of a rail train increases by 1-2 times due to the increase in the length of the carriage, the capacity and number of traction substations increase by 1-2 times accordingly, the cross-sectional area of ​​the contact network increases from 120 square millimeters to greater than 120 square millimeters; the cross-sectional area of ​​the auxiliary feeder increases from 150 square millimeters to greater than 150 square millimeters.

[0143] Preferably, in order to reduce the congestion of long track train carriages, a method of "separately riding by route section" is invented;

[0144] 1) Arrange all the stations on the line in natural order and divide them into several continuous "route sections"; divide the entire long-distance platform rail train formation into several continuous "ride sections" in a one-to-one correspondence with the "route sections" in two directions or one direction forward and backward from the center of the train formation; and arrange the longest ride section at the farthest end of the entire long-distance platform rail train formation, and the shortest ride section at the middle of the entire train formation;

[0145] 2) In order to distinguish different riding intervals, riding interval marks corresponding to the route intervals are used. The riding interval marks are all symbols, numbers, words, keys, etc. that represent "riding intervals";

[0146] 3) The station ticketing system sells tickets with the travel interval mark printed on them according to the route of the passenger's destination. The interval ticket with the travel interval mark printed on it consists of two parts: the fare and the travel interval mark:

[0147] 4) In the station ticketing system of the railway train system that implements IC card tickets, the ticketing system sells the section ticket (including IC card) with the mark of "travel section" written on it according to the route section of the passenger's destination;

[0148] 5) Passengers enter the corresponding riding section by pressing the section ticket with the "riding section" mark printed on it, or the section ticket (including IC card) on which the "riding section" mark can be written;

[0149] The present invention discloses a method for selling, boarding and checking tickets for a rail train or a two-layer rail train according to the distance intervals or called intervals (divided into at least two intervals) of the nearest, short, medium and far (or short, shorter, medium, relatively medium, far and farthest) of the route, which is referred to as the "ride according to distance" method. In summary, passengers who get off at the nearest distance can ride in the carriage inside the station, that is, the elderly, children and pregnant women can ride in the carriage inside the station, and passengers who get off at distances other than the nearest distance can ride in the carriage without side doors outside the station. The carriages are divided into corresponding riding intervals according to the short, shorter, medium, relatively medium, far and farthest distance intervals, and the station sells corresponding color lottery tickets, and passengers ride the same color carriage according to the color tickets.Different colors are printed on the tickets (colors are just marks and can be agreed upon), changing the previous unified white background of the ticket, leaving only a long white box in the middle of the ticket with the station name written on it, and dividing the train carriages into short-distance carriages - blue tickets, blue carriages; shorter-distance carriages - green tickets, green carriages; medium-distance carriages - green tickets, green carriages; relatively medium-distance carriages - yellow tickets, yellow carriages; long-distance carriages - orange tickets, orange carriages; the longest-distance carriages - red tickets, red carriages, and the interior and exterior of the carriages are painted in sequence. Passengers take the corresponding color carriages according to different color tickets; the purpose is to prevent congestion in carriages without side doors, change the previous method of mixed passengers, and adopt the nearest, short, medium, In order to ensure orderly boarding in distant intervals, a method of "boarding according to distance" was invented for rail trains. This method stipulates that the stations of the entire line are arranged in natural order and divided into several consecutive "intervals" (or route intervals) such as nearest, short, medium and far according to the direction of travel of the rail train from near to far; and the train formation of the entire long-distance platform is divided into several consecutive riding intervals such as nearest, short, medium and far in two-way or one-way directions forward and backward from the center of the train formation according to a one-to-one correspondence with the "route interval" (the train formation in this article refers to the train formation of the long-distance platform), and the longest distance riding interval is arranged at the farthest end of the entire train formation, and the nearest distance riding interval is arranged in the middle of the entire train formation; the number of intervals is based on the total passenger volume of the line and The number of train carriages divided; the "ride interval distribution structure" of this line is determined by the number of stations in each "interval" of this line and the order of intervals from near to far; based on this, the "Preferential Price Parameter Table and Ride Interval Distribution Structure" of this line is formulated; and the route interval marks and the ride interval marks that correspond one to one with the route interval marks are agreed upon; when selling tickets, the station ticketing system divides the entire line into several "route intervals" according to the nearest, short, medium and far stations based on the passenger's entry point as the origin, and determines the corresponding interval ticket to be sold according to the route interval to which the passenger's destination belongs; the hardware measure to realize the "separate ride according to distance" method is the "separate ticketing and ticket inspection procedures"; the station ticketing system sells "interval tickets "(hereinafter referred to as "interval ticket" in the present invention refers to contactless IC card, smart card is also known as IC card, contactless IC card city card, CPU card, M1 card, magnetic card, PASMO, single-ride ticket card including thin contactless IC card, etc.) and the ticket selling and ticket checking system of the rail train that implements IC card ticket is equipped with a reader / writer (hereinafter referred to as "reader / writer" in the present invention refers to smart card reader / writer, CPU card reader / writer, M1 card reader / writer, magnetic card reader / writer, etc. that adopt radio frequency identification technology, such as bus-mounted reader / writer) and the "interval ticket selling program" and "separate ride ticket checking program" constitute the "separate ride ticket selling and ticket checking program";.

[0150] Specific methods:

[0151] (1) “Section” means dividing the stations of the entire line arranged in natural order into several consecutive groups of stations (referred to as “route sections”) from near to far in the direction of travel of the rail train into the categories of nearest, short, medium, and far (or short, relatively short, medium, relatively medium, far, and farthest) (for the sake of convenience in explanation, the claims are temporarily summarized as the nearest, short, medium, and far being divided into four sections as an example) into at least two sections; the station number is a natural number of the stations of the entire line arranged in natural order.

[0152] (2) The passenger's "journey section" is divided into several consecutive "journey sections" or station groups based on the natural order of the train's travel direction from near to far, with the passenger's entry point as the origin. The passenger's destination is the passenger's journey section;

[0153] (3) Route section marks are used to distinguish different route sections. The present invention temporarily uses symbols, numbers, words, colors, keys, etc. as route section marks; the route section mark is any symbol, number, word, color, key, etc. that indicates "route section"; when a passenger gets on the bus, he / she first confirms the passenger's route section mark, that is, the passenger's route section mark color, and then enters the corresponding boarding section according to the route section mark color;

[0154] (4) "Ride section" means dividing the entire train set into several continuous ride sections from near to far in a one-to-one correspondence with the "route section" in the forward and backward directions or one-way directions from the center of the train set, and the farthest ride section is arranged at the farthest end of the entire train set, and the closest ride section is arranged in the middle of the entire train set. For a one-way train set, only one direction of the farthest ride section is arranged at the far end of the entire train set;

[0155] (5) In order to distinguish different riding sections, riding section marks corresponding to the route sections are used (for the convenience of explanation in this claim, the riding section marks are arranged in the order of nearest, shortest, medium and far, and are tentatively agreed to be in colors such as white, blue, yellow, red, etc.); the riding section marks are all symbols, numbers, words, colors, keys, etc. that represent "riding section";

[0156] (6) The “ride interval distribution structure” of this line is determined by the number of stations in each “section” of this line and the natural order of the sections from near to far; and the preferential price parameters (where the preferential price and the discount range are determined according to market price changes) are used to form the “Preferential Price Parameter Table and Ride Interval Distribution Structure” of the trains on this line; the “Ride Interval Distribution Structure” is one of the operating rules of the ticketing and ticket checking system composed of the station ticketing system, the exit ticket checking machine, the station ticket checking system AFC equipment, the station computer system, and the central computer system; that is, the hardware composed of the station ticketing system, the exit ticket checking machine, the station ticket checking system AFC equipment, the station computer system, and the central computer system operates according to the “Ride Interval Distribution Structure” rules to ensure that the “separate rides in different sections along the route” method is implemented;

[0157] (7) Cars waiting for the train station and cars without side doors are equipped with an "Electronic Display Screen of the Entry Station ------ Arrival Station -- Riding Section Guide Map" formulated in accordance with the "Preferential Price Parameter Table and Riding Section Distribution Structure Formula" for the station. When boarding the train, passengers will board the train according to the "riding section" marked with the color of their "journey section" displayed on the "Electronic Display Screen of the Entry Station ------ Arrival Station -- Riding Section Guide Map". On the wall of the train, there is a "Real-time Route Section Marking Color Guide Table" formulated in accordance with the "Preferential Price Parameter Table and Riding Section Distribution Structure Formula" for passengers to check the corresponding riding section marking color at any time;

[0158] (8) When passengers board the bus, they take the corresponding ride section according to the route section of their destination, that is, according to the "distance-based ride" method: passenger's ride section (i.e. carriage section marking color) = passenger's route section (i.e. route section marking color) = passenger's exit station number - passenger's entry station number (according to the "Preferential Price Parameter Table and Ride Section Distribution Structure");

[0159] (9) The station ticketing system sells "section tickets"; "section tickets" are tickets with section marks printed on them, or tickets with section marks that can be written on them. Passengers enter the corresponding section by pressing the section tickets with section marks on them; IC card section tickets for subway trains and light rail trains are one of the "section tickets" with section marks that can be written on them;

[0160] (10) The ticket checking system checks the passengers’ entry and exit points according to the “Preferential Price Parameter Table and Ride Section Distribution Structure” and conducts ticket checking procedures;

[0161] (11) “Ride according to distance” stipulates the “Preferential Price Parameter Table and Ride Section Distribution Structure”, that is, it stipulates the one-to-one correspondence between “passenger route section mark (symbol or color), ride section mark (symbol or color), ticket color, carriage interior and exterior paint color, key and preferential price”.

[0162] (12) The train marshaling method is based on the principle of "taking passengers according to the distance of the journey", which has invented the "step-by-step alighting method" or "zone-by-zone alighting method": half of the train marshaling is waiting carriages and the other half is the waiting carriages of the original carriages, which can accommodate passengers getting on the train; when there is one stop to the terminal station, since the short-distance and intermediate sections are all on the platform, these carriages are basically empty at this time, and passengers with no side doors and long-distance sections can enter the waiting carriages one stop in advance, or enter the short-distance and intermediate sections on the platform, and get off after the train enters the terminal station. This is called the "step-by-step alighting method". The step-by-step alighting method is applicable to most direct trains, express passenger cars, intercity light rail trains, high-speed trains, and EMU trains, that is, direct trains, express passenger cars, and trains where the number of passengers from the starting station to the terminal station accounts for more than half of all the passengers on the line.

[0163] (14) A station ticketing system was invented to sell interval tickets, so that the color of the interval ticket face corresponds to the color of the interval traveled. Passengers who use the color ticket can ride in the same color carriage. The ticket face is printed with the color corresponding to the mark (symbol or color) of the interval traveled, the ticket color, and the interior and exterior colors of the carriage. The ticket face, which used to be uniformly white, is changed to leave only a long white box in the middle of the ticket face with the station name written on it. The train carriages are divided into short-distance carriages - blue tickets, blue carriages; shorter-distance carriages - green tickets, green carriages; mid-distance carriages - green tickets, green carriages; relatively mid-distance carriages - yellow tickets, yellow carriages; long-distance carriages - orange tickets, orange carriages; and the longest-distance carriages - red tickets, red carriages. The interior and exterior of the carriages are painted in order, and passengers ride in the corresponding color carriages according to the different color tickets.

[0164] Preferably, in order to achieve the purpose of "separate boarding according to the distance" method of rail trains, the invention designs a "separate boarding ticket checking procedure" in the automatic ticket checking and selling system of rail trains with IC card tickets; that is, the station ticket selling system sells "interval tickets" according to the "interval ticket selling procedure" and the "separate boarding ticket checking procedure" ticket checking system checks the passenger's entry and exit points according to the "preferential price parameter table and boarding interval distribution structure formula" and performs a ticket checking procedure for the interval tickets;

[0165] (1) "Interval Ticket Sales Procedure": This procedure consists of two parts: ticket sales system and interval tickets;

[0166] 1) The station ticketing system sells interval tickets with the "travel interval" mark printed on them according to the "Preferential Price Parameter Table and Travel Interval Distribution Structure" based on the passenger's entry point and destination: or sells interval tickets with the "travel interval" mark that can be written; interval tickets consist of two parts: the distance fare and the travel interval mark, and do not include the contactless IC card city card that can be used multiple times:

[0167] 2) Section tickets are divided into:

[0168] ① The station ticketing system sells interval tickets with the "travel interval" mark printed on them according to the passenger's entry point and destination and the "Preferential Price Parameter Table and Travel Interval Distribution Structure". "Interval tickets" are tickets with the "travel interval" mark printed on existing tickets, including: high-speed trains, EMU trains, train passenger trains, intercity light rail trains, maglev trains, subway trains, light rail trains, subway train single-ride tickets, and light rail train single-ride tickets;

[0169] ② The station ticketing system sells interval tickets with "travel interval" marks, which are used in the ticketing and ticket checking system of rail trains that implement IC card tickets. The technical features are: IC card tickets with the function of writing "travel interval" marks (symbols, text, numbers, keys, etc.) added to the existing IC card tickets; IC card tickets are divided into IC card interval tickets, PASMO, and single-ride IC card interval tickets;

[0170] IC card section ticket: In the ticketing and ticket checking system of rail trains that implement IC card tickets, the "section ticket" referred to in the present invention includes contactless IC cards, which can also be called "contactless IC card section ticket", including contactless IC card city cards, CPU cards, M1 cards, magnetic cards, PASMO, etc. for maglev trains (part), city light rail trains (part), subway trains and light rail trains;

[0171] Single-ride IC card section ticket: In the ticketing and ticket checking system of rail trains that implement IC card tickets, it is "single-ride contactless IC card section ticket", magnetic card, etc.;

[0172] Preferably, in terms of method procedures: a "separate riding ticket checking procedure" method is designed in the rail train automatic ticket checking system (hereinafter referred to as the automatic ticket checking system including the automatic ticket checking AFC system) specially designed and invented for implementing the "separate riding procedure for route sections" method for rail train formations at the Changchao platform; the AFC system database stores the passenger IC card swiping records, which include the entry line number, entry station code, entry time, exit line number, exit station code, transaction time, and adds the code for the car mark without side doors.

[0173] The rail train of the present invention follows the "separate boarding ticket checking procedure" method. The automatic ticket vending and checking system (hereinafter referred to as the automatic ticket vending and checking system includes the automatic ticket vending and checking AFC system) of the rail train at the long-distance platform that implements IC card (including contactless IC card ticket), including the whole network AFC system clearing system, line central computer system, station computer system, station line equipment, and ticket five levels, including on the platform or carriage, a reader is installed (hereinafter referred to as the reader includes a wireless radio frequency reader, magnetic card reader, IC card reader, such as: vehicle-mounted ticket checking machine, POS machine, bus reader, etc.); the reader is connected to the automatic ticket vending and checking system;

[0174] The reader / writer (and POS machine) is used as the data information processing equipment for passengers to locate their boarding positions, and in conjunction with the ticket gates at the platform entrance and exit to read and write records, a mileage management system for IC card tickets in the "reader / writer-contactless IC card" mode is established based on the "separate rides for each route section" method.

[0175] The AFC system clearing system for the entire railway network enables passengers to get on the bus at any station in the "separate boarding and ticket checking procedure" of the entire railway network and enjoy preferential treatment according to the rules.

[0176] The reader is connected to the automatic ticket vending and checking system and the central computer system in the following ways: offline, wireless and wired.

[0177] The reader is installed in the carriage or on the platform;

[0178] The reader / writer cannot complete the positioning and transmission functions alone, that is, the interval ticket contains the contactless IC card and the reader / writer exchanges information to form the software mode of the "separate boarding ticket checking procedure" method; the interval ticket contains the contactless IC card and the reader / writer exchanges information in a handshake process, and neither party can do without the other, and no one party can complete the "separate boarding ticket checking procedure" method alone; the contactless IC card is a re-use invention, that is, the fare recording technology in the field of the existing contactless IC card technology is re-used in the field of the separate boarding ticket checking procedure technology;

[0179] The reader cannot complete the positioning and transmission functions alone, that is, the section ticket contains the contactless IC card and exchanges information with the reader, together forming the coupling mode of the software of the "separate boarding ticket checking procedure" method; that is, the section ticket contains the contactless IC card in the "separate boarding ticket checking procedure" with the positioning and transmission functions;

[0180] The reader is connected to the automatic ticket vending and checking system and the central computer system in the following ways: offline, wireless communication and wired networking;

[0181] Preferably, the software program: the automatic ticket vending and checking system and the central computer system of the Changchao platform are provided with a "separate boarding ticket checking program"; the technical features of the program: in the program of the automatic ticket vending and checking system and the central computer software system, a reader / writer is provided in the program between the entry ticket checking machine and the exit ticket checking machine (including a wireless radio frequency reader / writer; including a wireless radio frequency reader / writer provided in the carriage or on the platform); the reader / writer and the ticket (interval ticket) exchange information with each other, including the position information of the passenger in the carriage or on the platform, and the interval ticket includes a contactless IC card, a city card, and a interval ticket sold by the station ticketing system with a "boarding interval" mark (including a contactless IC card, which can be called a "contactless IC card interval ticket"); and the information is compared with the relevant provisions set in advance, including the preferential fare provisions, to determine the fare of the passenger; the purpose of separating the passengers according to the boarding interval is achieved;

[0182] Preferably, the automatic ticket vending and checking system and central computer system of the rail train formation at the Changchao platform are equipped with wireless radio frequency readers (including ticket checking machines, POS machines, bus-mounted readers, etc.) in the train car or on the platform; that is, a reader with a key for setting the riding interval mark of the agreed car is installed in the car or at the platform where the waiting car is located; (or a reader with a key for setting the agreed riding interval mark or at the platform where the waiting car is located).

[0183] Preferably, the central computer system agrees on the "travel interval mark" and the central computer system "travel interval mark": a reader / writer set at the exit ticket gate, the station ticket gate system AFC equipment, and the location of each carriage or at the platform where the waiting carriage is located;

[0184] Preferably, the reader / writer of the present invention includes a smart card reader / writer (or IC card reader / writer) using radio frequency identification technology, i.e., a CPU card reader / writer, an M1 card reader / writer, a magnetic card reader / writer, etc., such as a bus-mounted reader / writer; the reader / writer's fee recording function is changed into a positioning function.

[0185] Preferably, the contactless IC card on which the "travel section" mark can be written can be called a "contactless IC card section ticket".

[0186] Preferably, the technical feature of the present invention in the program of the automatic ticket vending and checking AFC system and the central computer software system is that a program of a wireless radio frequency reader is set in the program between the entry ticket checking machine and the exit ticket checking machine;

[0187] The program technical features of the present invention are as follows: in the program of the automatic ticket vending and checking AFC system and the central computer software system: a wireless radio frequency reader (or ticket checking machine) program is set in the program between the entry ticket checking machine and the exit ticket checking machine; a wireless radio frequency reader (including ticket checking machine, POS machine, bus-mounted reader, etc.) program is set in the carriage or on the platform to achieve the purpose of separating passengers according to the riding range.

[0188] Preferably, a wireless radio frequency reader (including ticket checking machine, POS machine, bus-mounted reader, etc.) is installed in the carriage or on the platform, and the data information transmission mode between the automatic ticket vending and checking AFC system and the central computer system includes offline system-wireless communication system and wired network system.

[0189] Preferably, on the equipment: in the wireless communication system transmission mode, the wireless transmission mode adopts a wireless transmission mode such as a passenger information system (PIS) or 3G, 4G, WIFI, etc., as long as the wireless transmission mode does not interfere with the ATC system, and can realize the interface and wireless transmission communication mode between the on-board ticket checking machine (or POS machine, etc.) subsystem of the wireless radio frequency reader and the automatic ticket vending and checking system AFC;

[0190] 81. Software program: In the off-line system transmission mode, the software program sets a wireless radio frequency reader (a bus reader) to use a digital amount (the present invention uses a digital amount) as a key to mark the interval ticket; the digital amount does not have a monetary meaning, but is only used as a key for the mark. The key can also use any value, and finally the digital amount value is subtracted when the exit ticket gate calculates; the key uses the digital amount because the reader is a wireless radio frequency (such as a bus reader), and an arbitrary password is set in the central computer; the key digital amount is then filled in at the exit ticket gate;

[0191] The "system boarding section mark" of the central computer = the "entry station number" written on the section ticket by the station ticket gate + the boarding section mark (key, etc.) of the passenger's carriage written on the section ticket by the reader / writer;

[0192] The central computer software system sets the agreed "system boarding section mark" on the exit ticket gate, the station ticket gate system AFC equipment, the station computer system, and the central computer software system;

[0193] The central computer system "system car riding section key" = (including symbols, numbers, text, amount, etc.); and the "system car riding section key" is set in each car reader;)

[0194] Preferably, on the equipment: in the wireless communication system transmission mode, the wireless transmission mode adopts a wireless transmission mode such as a passenger information system (PIS) or 3G, 4G, WIFI, etc., as long as the wireless transmission mode does not interfere with the ATC system, and can realize the interface and wireless transmission communication mode between the on-board ticket checking machine (or POS machine, etc.) subsystem of the wireless radio frequency reader and the automatic ticket vending and checking system AFC;

[0195] Preferably, the software program: a wireless radio frequency reader is provided to transmit the recorded riding interval mark and the unique card number of the interval ticket to the automatic ticket vending and checking AFC system and the program of the central computer software system, including the unique card number of the interval ticket (including the contactless IC card, which can be called "contactless IC card interval ticket") sold by the station ticket vending system with the mark of "no side door carriage ticket checking machine"; the program of the automatic ticket vending and checking AFC system and the central computer software system finally calculates the passenger's exit fare according to the "entry station number" written by the entry ticket checking machine in the transmitted interval ticket + the actual number of stations taken by the passenger, and calculates the passenger's exit fare according to the preferential regulations or relevant regulations; long-distance passengers who do not swipe the card are calculated according to the actual fare; in order to prevent short-distance passengers from entering the carriage without side doors and causing congestion, a certain amount of tickets will be deducted for swiping the card for short-distance tickets;

[0196] Preferably, the software program: in the wired communication system transmission mode, a wireless radio frequency reader is set at the platform to adopt a wired interface with the automatic ticket vending and checking system AFC; the software program sets a wireless radio frequency reader (including ticket checking machine, bus on-board reader) to use as a mark to stamp the interval mark and the unique card number of the interval ticket on the interval ticket, and transmits it to the automatic ticket vending and checking AFC system and the central computer software system program, including the station ticketing system to sell interval tickets (including contactless The unique card number of the contactless IC card (also known as the "contactless IC card interval ticket"); the AFC system and the central computer software system program, and finally the exit ticket machine calculates the passenger's exit fare based on the "entry station number" written in the transmitted interval ticket by the entry ticket machine + the actual number of stations taken by the passenger, and calculates the passenger's exit fare based on preferential regulations or relevant regulations; long-distance passengers who do not swipe the card are calculated based on the actual fare; in order to prevent short-distance passengers from entering the carriage without side doors and causing congestion, a certain amount of ticket will be deducted for swiping the card for short-distance tickets;

[0197] The process for passengers in this procedure is as follows: the first step is that the station ticketing system sells interval tickets with the "no-side door carriage ticket machine" mark (including contactless IC cards, which can be called "contactless IC card interval tickets"); the second step is to swipe the interval ticket through the entry ticket machine; the third step is to swipe the interval ticket on the no-side door carriage ticket machine set up on the platform, and write the "no-side door carriage ticket machine" mark (symbol or key, etc.) of the passenger's car in the interval ticket; the fourth step is the exit ticket machine, the automatic ticket vending and checking AFC system, and the central computer software system program to check whether the interval tickets are consistent, and release them if they are consistent; if they are inconsistent, they must pay the additional fee; and it is set in the software program that medium and short-distance passengers will be fined 2 yuan for swiping the card.

[0198] Comfort and passenger density can also be used to attract passengers; that is, the passenger density in carriages without side doors can be adjusted to less than 1-5 per square meter, and the passenger density in carriages within stations can be greater than 2.5 per square meter; short-distance passengers can be fined for entering carriages without side doors, etc., instead of preferential regulations.

[0199] Preferably, the program flow is: the central computer system agrees on the "system riding interval mark" and the central computer system "system carriage riding interval key": set at the exit ticket gate, the station ticket gate system AFC equipment, and set at the bus reader in each carriage;

[0200] Since the preferential regulations and the "separate boarding ticket checking procedure" software system are set in the exit ticket checking machine software system, the station ticket checking system AFC equipment software system, and the central computer software system; therefore, whether it is the Anfen line billing system (such as the Beijing subway ticket checking system) or the Ancheng city main line billing system (such as the Beijing subway ticket checking system), the preferential regulations can be fully implemented.

[0201] 85. In terms of equipment: adopt a simplified procedure to divide the platform into the station carriage boarding area and the preferential area (outside the station carriage boarding area). The preferential area is the platform section corresponding to the parking position of the waiting carriage, that is, the long-distance passenger boarding area; the station carriage boarding area is the medium- and short-distance passenger boarding area, and the platform section corresponding to the parking position of the station carriage.

[0202] A ticket gate for entering a carriage without side doors (or a discount zone) is set up on the platform to play a positioning role, that is, it is set at the location of the discount zone on the platform, so that long-distance passengers can swipe their cards when entering the discount zone; swipe their cards at the exit ticket gate when leaving the station; and when leaving the station, the software system of the ticket gate will give discounts according to the fare discount regulations set in advance; to prevent medium and short-distance passengers from entering the discount zone ticket gate and causing crowding and trampling, two types of discount zones are adopted: semi-enclosed discount zones and fully enclosed discount zones: only cards can be swiped when entering the discount zone, and there is no gate when leaving the discount zone, that is, tickets can only be checked when entering the discount zone The machine type belongs to a semi-enclosed preferential area; you swipe your card to enter the preferential area, but you don't need to swipe your card to exit the preferential area. The gate will open when it senses someone leaving, and passengers entering cannot enter, which is a one-way free-travel gate; that is, there are ticket checking machines for entering two preferential areas and a one-way free-travel gate, which belongs to a fully-enclosed preferential area; the semi-enclosed preferential area has a small station area and is convenient for entering and exiting the station; the fully-enclosed preferential area can prevent short-distance passengers from entering the preferential area without swiping their cards; the two methods are selected according to the number of passengers on the route; in short, at least one ticket checking machine for entering a carriage without side doors is installed on each platform.

[0203] There is only one pedestrian passage in the carriage without side doors, so the weakness of the carriage without side doors is that the passenger density must be controlled, which generally does not exceed 1-1-5 people per square meter. If the passenger density exceeds this, passengers' activities will be difficult to carry out; therefore, in the semi-enclosed preferential area and the fully enclosed preferential area, in order to ensure that the passengers can complete the whole process of entering the carriage without side doors and entering the waiting carriage from the carriage within 1 minute, the entry to the waiting carriage must be restricted within a reasonable range, such as 80 people as the limit. If the number exceeds 80, the entrance gate of the fully enclosed preferential area will light up a red light or a buzzer will sound to inform the passengers that it is overloaded and please take the next train; the method is to install a counter at the entrance gate, the counter is set to be limited to a reasonable range, and the counter is connected to a detector, including an infrared detector; after the detector detects that the train is starting, the detector stops the counting work of the counter, and immediately resumes the re-counting of the counter, and the cycle continues.

[0204] The practicability of the present invention is manifested in: 1) ensuring that passengers can complete the whole process of entering the carriage without side doors and entering the carriage without side doors within 1 minute; 2) ensuring that passengers get on and off the train within 1 minute is the time control standard for passenger behavior of rail trains with long platforms; arranging the stops of passengers in the carriage on the platform (preferably 5-6 stops), that is, the passenger density is based on the time control standard.

[0205] To enter the waiting carriage, one must pass through the station ticket gate. No one is allowed to enter without the ticket gate. The discount area and the short-distance boarding area are separated on the station platform, so that long-distance passengers board the train from the discount area, that is, at the platform corresponding to the waiting carriage; medium and short-distance passengers board the train from the medium and short-distance boarding area, that is, at the platform inside the station; there are staff to monitor the card swiping; and the software program is set to fine medium and short-distance passengers 2 yuan for swiping the card.

[0206] 86. The platform reader can also distinguish the long-distance passengers from the medium-distance and short-distance passengers by setting a special passage for long-distance passengers on the platform where the waiting carriage is located, and a ticket gate for long-distance passengers is provided, so that long-distance passengers can enter the waiting carriage through the special passage for long-distance passengers. The ticket gate for long-distance passengers can be set up in the platform, near the waiting carriage;

[0207] Preferably, a "separate riding ticket checking program" is invented; this program includes two parts: program software part and hardware structure. The specific "separate riding ticket checking program" process is described as follows: One of the technical features of the hardware of the "separate riding ticket checking program" is that a reader is installed in the car, and the second technical feature of the hardware is that the interval ticket with the "riding interval" mark can be recorded (including contactless IC cards, which can be called "contactless IC card interval tickets"); the program flow is: first, the central computer system agrees on the "system riding interval mark" and the central computer system "system car riding interval key":

[0208] That is, the "system riding section mark" of the central computer = the "entry station number" written in the section ticket by the station entrance ticket gate + the riding section mark (key, etc.) of the passenger's carriage in the section ticket written by the reader / writer; the central computer system sets the agreed "system riding section mark" on the exit ticket gate, the station ticket gate system AFC equipment, and the station computer system; the central computer system's "system carriage riding section key" = (including symbols, numbers, text, amount, etc.): and the "system carriage riding section key" is set on the reader / writer of each carriage;

[0209] The passenger flow of this program is as follows: the first step is that the station ticketing system sells interval tickets with "travel interval" marks (including contactless IC cards, which can be called "contactless IC card interval tickets"); the second step is to swipe the interval ticket through the station ticket gate to record the "entry station number"; the third step is to swipe the interval ticket on the reader in the carriage without side doors, and write the "travel interval" mark (symbol or key, etc.) of the passenger's carriage on the interval ticket; the fourth step is to press the "system travel interval mark" central computer at the exit ticket gate Passenger "travel interval" mark agreed by the system: check whether the passenger's exit station number, entry station number and the "travel interval" mark (symbol or key, etc.) of the carriage written on the interval ticket are consistent. The two must be consistent at the same time; if they are consistent, the fare is calculated according to the preferential price set by the central computer and the passenger is released; if they are inconsistent, the fare is calculated according to the actual fare at the exit station, and the interval ticket is deducted according to the actual fare at the exit station; passengers with single interval tickets must pay the discount fee at the exit platform service window before they can leave the station; the specific technical features are:

[0210] 88. (Auxiliary Program) In the "separate boarding and ticket checking program" cryptographic system of the ticketing and ticket checking system of rail trains that implement IC card tickets; it is invented that a key is set in the central computer program and the reader / writer of the carriage without side doors: that is, symbols, characters, numbers or colors can be set as the key of the riding section (mark), and set in the reader / writer, the exit ticket checking machine, the station ticket checking system AFC equipment, the station computer system, the central computer system, and can be written into the section ticket. The reader / writer uses the digital (the present invention temporarily uses the digital amount) amount as the key and marks the riding section on the section ticket as a mark; the digital amount has no monetary meaning, but is only used as the key of the mark. The key can also use any number (mark), and finally the same number (mark) is subtracted when the exit ticket checking machine calculates; the key uses the digital amount because the reader / writer is a bus reader / writer, and an arbitrary password is set in the central computer system; the key number is completed at the exit ticket checking machine.

[0211] Preferably, the hardware technical features of the invented "separate boarding ticket checking procedure" are:

[0212] ① The invention has invented a "separate ticket checking procedure" implemented in the ticket checking system of a railway train with IC card tickets. Its technical features are: the carriage is equipped with readers and writers arranged in an agreed order. The so-called readers and writers of the invention include smart card readers and writers (or IC card readers and writers) using radio frequency identification technology, that is, CPU card readers and writers, M1 card readers and writers, magnetic card readers and writers, etc., such as bus-mounted readers and writers; the fare recording function of the reader and writer is changed into a positioning function.

[0213] ② In the ticket checking system of rail trains using IC card tickets, a new technical solution has been invented for recording the riding interval mark (symbol, number, text, mark, color or key) in the recording area of ​​the storage area of ​​the "interval ticket" containing a contactless IC card, which can be called a "contactless IC card interval ticket". This is to add the function of recording the "riding interval" mark (symbol, text, number, color, key, etc.) to the existing IC card ticket, and to transform the single payment function of the IC card ticket in the rail train ticket checking procedure into a dual function of positioning and payment.

[0214] ③ In the ticket checking system of the rail train with IC card tickets, a reader-writer arranged in an agreed order is invented in the carriage of the long overpass platform; the reader-writer is a reader-writer that can record the passenger's riding section mark (symbol, number, text, mark, color or key) in the "non-contact IC card section ticket" (recording area of ​​the storage area). The on-board reader-writer of the present invention includes a smart card reader-writer (or IC card reader-writer) using radio frequency identification technology, that is, a CPU card reader-writer, an M1 card reader-writer, a magnetic card reader-writer, etc., such as a bus-mounted reader-writer; the reader-writer's fare recording function is changed into a positioning function.

[0215] ④ The hardware (auxiliary hardware) for implementing the "separate boarding ticket checking procedure" in the ticket checking system of the rail train with IC card tickets includes;

[0216] ⑤ (Auxiliary hardware) Exit ticket gates equipped with "separate boarding ticket checking procedures";

[0217] ⑥ The station ticket checking system AFC equipment, station computer system, and central computer system installed with the "separate boarding and ticket checking procedure" form the ticket selling and ticket checking system of the station according to the "separate boarding and ticket checking procedure for the route section" method;

[0218] Preferably, waiting cars and cars without side doors are equipped with real-time scrolling "Entry Stations---Entry Stations---Travel Section Guidance Electronic Display Screen" which is displayed according to the "Preferential Price Parameter Table and Travel Section Distribution Structure". When passengers board the car, the "Real-time Travel Section Marking Color Guide" is displayed with the passenger's entry point as the origin, so that passengers can check the corresponding travel section marking color at any time. Passengers entering the car must first confirm the route section marking color of their destination, then enter the corresponding travel section according to the route section marking color, and scan the travel section marking color on the card reader. Passengers enter the section marked with the travel section according to the guidance of the electronic display screens at the station waiting platform, ticket office, and waiting car; each platform and car is posted with the "Entry Stations---Entry Stations---Travel Section Marking Color Guidance Table", which refers to the "Preferential Price Parameter Table and Travel Section Distribution Structure" as shown in the figure. Fig.12 , so that passengers can check the corresponding riding section mark color at any time.

[0219] Preferably, the cryptographic system of the "Separate Ticket Checking Procedure for Section Tickets" is as follows: (Note: The working method adopted by an encryption and decryption system is called a cryptographic system, that is, cryptographic coding. The cryptographic system consists of two elements: cryptographic algorithm and key. The former is a formula, rule or program, which can be public; the latter is a parameter involved in the operation when implementing encryption and decryption. Changing the key also changes the relationship between plaintext and ciphertext. To ensure the confidentiality of information, the key must be strictly prevented from being leaked.)

[0220] (1) The key is set in the central computer program and the reader / writer. According to the three intervals of short, medium and long distance, the reader / writer uses the key (station confidential, self-set, provisional) of 0.01 yuan, 0.02 yuan, 0.03 yuan, and 0.09 to mark the travel interval on the ticket card. The key set for the blue reader / writer to mark the travel interval is 0.01 yuan; the key set for the yellow reader / writer to mark the travel interval is 0.02 yuan; the key set for the red reader / writer to mark the travel interval is 0.03 yuan, and the key set for the full-color reader / writer to mark the travel interval is 0.09 yuan. It can replace other color riding interval marking cards to achieve corresponding discounts; the exit ticket gate determines the passenger's "riding interval marking color" according to the following procedures: blue passenger riding interval marking color = "entry station number" recorded by the entry ticket gate + 0.01 yuan, yellow passenger riding interval marking color = "entry station number" recorded by the entry ticket gate + 0.02 yuan, red passenger riding interval marking color = "entry station number" recorded by the entry ticket gate + 0.03 yuan, full-color passenger riding interval marking color = "entry station number" recorded by the entry ticket gate + 0.09 yuan;

[0221] (2) 0.01 yuan to 0.09 yuan has no monetary meaning. It is just a key that replaces the mark. The key can also be any value. Finally, the same amount is subtracted when the exit ticket gate calculates. The key uses the amount because the reader is a bus reader. An arbitrary password is set in the central computer. The key amount is then supplemented with the same amount at the exit ticket gate.

[0222] (3) The exit ticket gate verifies the travel range mark on the ticket according to the actual exit location and confirms whether the exit location is consistent with the entry station number and travel range mark recorded on the ticket based on the "Preferential Price Parameter Table and Travel Range Distribution Structure" set by the central computer. If they are consistent, the fare is obtained based on the preferential price parameters set by the central computer, and the key amount is supplemented at the exit ticket gate.

[0223] Preferably, Figure 4For example: taking 26 stations as the standard, for lines with few passengers without side door carriages, 3x2=6 carriages are added in both directions in the front and rear directions, for a total of 12 carriages. The riding section marking color, ticket color, car color, reader color and discount price are temporarily agreed as follows: 2-11 stations are white tickets and white carriages; 12-16 stations are set as blue riding section marking color, blue tickets, blue carriage, blue reader, and a discount of 0.50 yuan; 17-21 stations are set as yellow riding section marking color, yellow tickets, yellow carriage, yellow reader, and a discount of 1.00 yuan; 22-26 stations are set as red riding section marking color, red tickets, red carriage, red reader, and a discount of 1.50 yuan. The fare is calculated according to the red, yellow, blue and full colors marked by the reader; the route section marking color belongs to the concept that passengers are variable, and the riding section marking color belongs to the concept that the carriage is fixed.

[0224] Preferably, the "Preferential Price Parameter Table and Ride Section Distribution Structure" describes: Fig.12 .

[0225] by Figure 4 For example: the standard line of Nvru has 26 stations: 12 carriages;

[0226] For example, a standard line has 26 stations: 1.2.3.4.5.6.7.8.9.10.11.12.13.14.15.16.17.18.19.20.21.22.23.24.25.26; the route interval is divided into the corresponding relationship with the riding interval:

[0227] (1) Route sections are divided into: 2.3.4.5.6.7.8.9.10.11 stations are the shortest route sections, marked with white route sections; 12.13.14.15.16 stations are the shortest route sections, marked with blue route sections; 17.18.19.20.21 stations are the middle route sections, marked with yellow route sections; 22.23.24.25.26 stations are the farthest route sections, marked with red route sections;

[0228] (2) The riding sections are divided into: Carriages 1, 2, 3, 4, 5, and 6 are the existing 6 carriages on the platform. The invention turns carriages 1 and 6 into waiting carriages. Carriages 7, 8, 9, 10, 11, and 12 are carriages without side doors beyond the platform. Carriages 2, 3, 4, and 5 are the nearest riding sections and are marked as white riding sections, while carriages 7 and 10 are short-distance riding sections and are marked as blue riding sections. Carriages 8 and 11 are mid-distance riding sections and are marked as yellow riding sections. Carriages 9 and 12 are long-distance riding sections and are marked as red riding sections. 13 is the platform length.

[0229] The route interval is divided into the corresponding relationship with the riding interval: 2.3.4.5.6.7.8.9.10.11 The station number is the nearest route interval and the corresponding riding interval is the nearest riding interval-white carriage; 12.13.14.15.16 The station number is the short route interval and the corresponding riding interval is the short riding interval-blue carriage; 17.18.19.20.21 The station number is the middle route interval and the corresponding riding interval is the middle riding interval-yellow carriage; 22.23.24.25.26 The station number is the far route interval and the corresponding riding interval is the far riding interval-red carriage;

[0230] The "Carriage Section Distribution Structure Diagram" of this line is: "Ride Section Distribution Structure"; standard 4 sections: (2-11) white --- (12-16) blue --- (17-21) yellow --- (22-26) red; abbreviated 10 white --- 5-5-5 structure;

[0231] "Preferential Price Parameter Table and Ride Section Distribution Structure" explains: Fig.12 .

[0232] 1.2.3.4.5.6.7.8.9.10.11.12.13.14.15.16.17.18.19.20.21.22.23.24.25.26 stations,

[0233] 2.3.4.5.6.7.8.9.10.11 The corresponding riding interval for the nearest interval is the nearest riding interval - white carriage; 12.13.14.15.16 The corresponding riding interval is the short riding interval - blue carriage; 17.18.19.20.21 The corresponding riding interval is the middle riding interval - yellow carriage; 22.23.24.25.26 The corresponding riding interval is the farthest riding interval - red carriage;

[0234] The "Car Section Distribution Structure Diagram" of this line: "Ride Section Distribution Structure"; standard 4 sections: (1-11) white --- (12-16) blue----(17-21) yellow --- (22-26) red; abbreviated 10 - 5-5-5 structure.

[0235] Preferably, for example, Beijing Subway Line 1 has a total of 31 stations; except for the closest section within the station, there are three sections: short, medium and long.

[0236] 2.3.4.5.6.7.8.9.10.11.12 The corresponding riding interval for the nearest interval is the nearest riding interval - white carriage; 13.14.15.16.17 The corresponding riding interval is the short riding interval - blue carriage; 18.19.20.21.22 The corresponding riding interval is the middle riding interval - yellow carriage; 23.24.25.26.27.28.29.30.31 The corresponding riding interval is the farthest riding interval - red carriage;

[0237] "Ride interval distribution structure:" 4 intervals: 2-12 white; 13-17 blue (key: 0, 01); 18-22 yellow (key: 0, 02); 23----31 red (key: 0, 03); Beijing Metro Line 1 from Pingguoyuan to Tuqiao, when it arrives at the starting station Pingguoyuan, the "Entry Station Number----Entry Station Number---Ride Interval Guide Map Electronic Display Screen" displays the real-time guide map electronic display:

[0238] The first stop is Pingguoyuan, the second stop is Gucheng, the third stop is Bajiao Amusement Park, the fourth stop is Babaoshan, the fifth stop is Yuquan Road, the sixth stop is Wukesong, the seventh stop is Wanshou Road, the eighth stop is Military Museum, the tenth stop is Muxidi, the eleventh stop is Fuxingmen, the twelfth stop is Xidan (the 2nd to 12th stops are the nearest section - white carriages); the thirteenth stop is Tiananmen West, the fourteenth stop is Tiananmen East, the fifteenth stop is Wangfujing, the sixteenth stop is Dongdan, the seventeenth stop is Jianguomen (the 13th to 17th stops are The 18th station is the short ride section --- blue carriage), the 18th station is Yong'anli, the 19th station is Guomao, the 20th station is Sihui, the 21st station is Sihui East, the 22nd station is Gaobeidian (the 18th-22nd medium ride section --- yellow carriage), the 23rd station is Communication University, the 24th station is Shuangqiao, the 25th station is Guanzhuang, the 26th station is Baliqiao, the 27th station is Guoyuan, the 28th station is Jiukeshu, the 29th station is Liyuan, the 30th station is Linheli, the 31st station is Tuqiao (the 23rd-31st far ride section --- red carriage);

[0239] The carriage section distribution structure diagram of this line is: (2-12) white --- (13---17) blue----- (18-22) yellow----- (23-31) red, that is, 11-5-5---8;

[0240] Passenger A enters Wukesong Station and his destination is Communication University of China. 23 stops - 5 stops = 18 stops. The corresponding riding section for 18 stops is the middle riding section - yellow carriage. At this time, he gets on the train and goes to the next stop. The electronic display screen of the "Guide Map for Entry-Arrival-Riding Section" shows the electronic display of the guide map:

[0241] The first stop is Pingguoyuan, the second stop is Gucheng, the third stop is Bajiao Amusement Park, the fourth stop is Babaoshan, the fifth stop is Yuquan Road, (A passengers enter the station) the first stop is Wukesong, the second stop is Wanshou Road, the third stop is Gongzhufen, the fourth stop is Military Museum, the fifth stop is Muxidi, the sixth stop is Fuxingmen, the seventh stop is Xidan, the eighth stop is Tiananmen West, the ninth stop is Tiananmen East, the tenth stop is Wangfujing, the eleventh stop is Dongdan, the twelfth stop is Jianguomen (the 2nd to 12th stops are the white carriages in the nearest section), the thirteenth stop is The 14th stop is Yong'anli, the 14th stop is Guomao, the 15th stop is Sihui, the 16th stop is Sihui East, the 17th stop is Gaobeidian (the 13th to 17th stops are the blue carriages with short ride intervals), the 18th stop is Communication University of China (A passenger's destination), the 19th stop is Shuangqiao, the 20th stop is Guanzhuang, (the 21st stop is Baliqiao, the 22nd stop is Guoyuan (the 18th to 22nd stops are the yellow carriages with medium ride intervals), the 23rd stop is Jiukeshu, the 24th stop is Liyuan, the 25th stop is Linheli, the 26th stop is Tuqiao; (the 23rd to 26th stops are the red carriages with the farthest ride intervals).Therefore, after passenger A sees the electronic display of the guide map, he gets off at the waiting carriage and enters the waiting carriage. Passenger A sees the "Entering Station-----Arriving Station---Travel Section Guide Map Electronic Display Screen" on the side wall of the carriage, which means that the electronic display of the guide map shows that the destination station, Communication University of China, is the yellow carriage: (Because this train has no transition carriage without side doors, if there is a transition carriage without side doors, the one-way door of the transition carriage without side doors will open, and passengers will enter the transition carriage without side doors. Since the two-way sidewalks are not blocked from entering the passage, all passengers will soon enter the carriage without side doors, and the one-way entrance door of the transition carriage without side doors will close, and the door of the alighting passage will open.) Passenger A just enters the blue carriage, then enters the yellow carriage and swipes the card on the reader with a yellow LED light. The card swiped on the reader swipes 0.02 yuan on Passenger A's ticket card, which means he pays 0.02 yuan... At Gaobeidian Station of the train, the train broadcast sounds "Transmission" Passengers getting off at Media University, please go to the waiting carriage to get off at the waiting station". (The one-way exit door of the transition carriage without side doors opens, and passenger A quickly passes through the transition carriage without side doors without hindrance) and enters the waiting carriage. The whole train arrives at Media University station, and passenger A gets off. The exit ticket gate verifies that passenger A has entered Wukesong Station. According to the "Preferential Price Parameter Table and Carriage Section Distribution Structure Formula", when exiting Media University Station, it should be the blue carriage. According to the key ticket card, 0.02 yuan should be swiped; passenger A swiped 0.02 yuan on his ticket card, so according to the preferential price of 0.50 yuan + 0.02 yuan, the 0.02 yuan paid just now is used to offset it. The actual preferential price of passenger A's ticket card is 0.50 yuan. Set the transaction record of passenger A's ticket card in the reader / writer and the exit ticket gate---upload---station ticket checking system AFC equipment---upload----station computer system---upload---central computer system, and it is completed.

[0242] Wireless transmission system of ticket checking program reader: There is an interface between the automatic ticket vending and checking system AFC and the reader of the carriage without side doors. The transmission method is wireless transmission, including passenger information system (PIS), 3G, 4G, and WIFI.

[0243] Wireless transmission method for ticket checking program and reader / writer in carriage without side doors: There is an interface between the automatic ticket vending system AFC and the reader / writer in carriage without side doors, and the transmission method is wireless transmission including connecting to the existing ATC system or CBTC system wireless transmission system; or sharing the existing ATC system or CBTC system wireless transmission system; including the on-board controller communicating with the regional controller and the automatic ticket vending system AFC through the data communication subsystem DCS; NMS, WSP.

[0244] When the subway train stops, in order to eliminate the passengers' sense of insecurity caused by the darkness in the tunnel outside the window of the carriage without side doors at the Changchao platform, an advertising light box that serves as a lighting light box is installed in the space outside the window of the carriage without side doors in the subway tunnel. Advertising light boxes refer to all advertisements with lighting functions, including electronic advertisements. Electronic advertisements do not need to be manually set or replaced in terms of advertising content, but can be set or replaced in terms of advertising content through a control center located on the platform or in the central computer system; they can also be connected to the existing electronic advertising media in subway stations.

[0245] Advertising light boxes are installed outside the windows of parking spaces in carriages without side doors in subway tunnels. Advertising light boxes refer to all advertisements with lighting functions, including electronic advertisements, computer network advertisements, electronic display screen advertisements, computer-designed and printed (or computer-directly printed), POP poster advertisements, light box advertisements, wall advertisements, focus media, crowd media, electric signboard advertisements, LED display screens, advertising machines, LCD display screens, data picture frames, etc.

[0246] Figure 1 Distribution diagram of rail train marshaling and riding intervals parked at the platform: There are 26 stations on the line; 18 carriages are used:

[0247] For example, if there are 26 stations on the line: 1.2.3.4.5.6.7.8.9.10.11.12.13.14.15.16.17.18.19.20.21.22.23.24.25.26, then 18 carriages are used: the corresponding diagram of the station number, route section, boarding section, ticket color, and carriage color (or key 0.01) of the rail train,

[0248] (1) Route sections are divided into: 2.3.4.5.6.7.8.9.10.11 stations are the shortest route sections, marked with white route sections; 12.13.14 stations are the shortest route sections, marked with blue route sections; 15, 16, 17 stations are the shorter route sections, marked with green route sections; 18, 19, 20 stations are the middle route sections, marked with green route sections; 21, 22, 23 stations are the middle route sections, marked with yellow route sections; 24.25.26 stations are the longest route sections, marked with orange route sections;

[0249] (2) The riding section is divided into: Carriages 1, 23, 4, 5, and 6 are the existing 6 carriages on the platform. The invention converts carriages 1 and 6 into waiting carriages, and carriages 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, and 18 are carriages without side doors beyond the platform;

[0250] Cars 2, 3, 4, and 5 are the closest riding intervals, white riding intervals, white ticket colors, and white carriages; 7 and 13 are 20 transitional carriages without side doors; Cars 8 and 14 are 21 short-distance riding intervals, blue riding intervals, blue ticket colors, and blue carriages (or with key 0.01); Cars 9 and 15 are 22 shorter-distance riding intervals, green riding intervals, blue ticket colors, and green carriages (or with key 0.02); 10, Carriage 16 is 23 for intermediate riding interval, green riding interval mark, green ticket color, green carriage (or with key 0.03); Carriages 11 and 17 are 24 for intermediate riding interval, yellow riding interval mark, yellow ticket color, yellow carriage (or with key 0.05); Carriages 12 and 18 are 25 for long-distance riding interval, red riding interval mark, red ticket color, red carriage (or with key 0.06), and 19 is the platform length;

[0251] The standard map uses 26 platforms. If there are more or less platforms, the number of platforms can be increased or decreased as appropriate. Train attendants require passengers to check tickets in the carriages according to the ticket color. Medium- and long-distance passengers cannot stay in short-distance carriages. The interior and exterior of the carriages are painted with corresponding colors to facilitate passengers to quickly find the carriages and take seats. The waiting carriages have no seats, passengers cannot stop in the carriages, and are not ticket-selling carriages.

[0252] "Ride interval distribution structure"; 6 intervals: 2-11 stations, white; 12-14 stations, blue; 15-17 stations, cyan; 18-20 stations, green; 21-23 stations, yellow; 24-26 stations, orange structure, abbreviated as 10-3-3-3-3-3 structure;

[0253] The number of carriages and the division into short-distance, short-distance, relatively short-distance, medium-distance, relatively medium-distance, long-distance and longest-distance carriages are determined by the specific passenger flow of the local lines and cannot be set in a uniform manner.

[0254] Figure 2 In the figure, a standard schematic diagram of the positions of the waiting car, the car without side doors and the inner side of the platform end parked at one end of the platform in the rail train formation of the Changchao platform is shown: 1 is the waiting car parked on the inner side of the platform end, 2 is the car without side doors parked on the outer side of the platform end, and 3 is the inner side of the platform end. This is the most important technical feature of the present invention.

[0255] Figure 3, Schematic diagram of train passenger car marshaling, distribution diagram of the boarding intervals stopped at the platform: If the standard line has 6 stations: 36 carriages are used: If the standard line has 6 stations: The carriage intervals are divided into; 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18 are the existing 18 carriages in the platform, the invention turns carriages 1 and 18 into waiting carriages (that is, half of them are The waiting carriages are waiting carriages for waiting stations), 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36 are the carriages without side doors beyond the platform; because it is a direct express train, the carriages 19-36 without side doors beyond the platform can all be converted into sleeper carriages; used for the "step-type station exit method", or "zone-type station exit method"; 37 is the platform length;

[0256] (1) The route sections are divided into: 2.3 stations are the closest route sections, marked with white route sections; 4 and 5 stations are the shortest route sections, marked with blue route sections; 6 stations are the farthest route sections, marked with red route sections;

[0257] (2) The riding sections are divided into: 7, 8, 9, 10, 11, 12 are the nearest riding sections, with white riding section marks and white carriages; 2, 3, 4, 5, 6, 13, 14, 15, 16, 17 are short-distance riding sections (Note: short-distance riding sections that stop at stations under special circumstances on these riding sections), with blue riding section marks and blue carriages; 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36 are long-distance riding sections, with red riding section marks and red carriages;

[0258] The "Carriage Section Distribution Structure Diagram" of this line is: "Ride Section Distribution Structure"; standard 4 sections: (2-3) station, white --- (4-5) station, blue----(6) station, red; abbreviated as 2-2-1 red structure.

[0259] Figure 4 Distribution diagram of rail train marshaling and riding intervals parked at the platform: There are 26 stations on the line; 12 carriages are used:

[0260] The riding interval is divided into: carriages 1, 2, 3, 4, 5, and 6 are the 6 existing carriages in the platform. The invention turns carriages 1 and 6 into waiting carriages, 7, 8, 9, 10, 11, and 12 are carriages without side doors beyond the platform, carriages 2, 3, 4, and 5 are the nearest riding interval, and the white riding interval is marked as white carriages; carriages 7 and 10 are short-distance riding intervals, and the blue riding interval is marked as blue carriages (carriages 7 and 10 can also be turned into transitional carriages without side doors) carriages 8 and 11 are mid-distance riding intervals, and the yellow riding interval is marked as yellow carriages, carriages 9 and 12 are long-distance riding intervals, and are marked as red riding intervals, and 13 is the platform length.

[0261] 1.2.3.4.5.6.7.8.9.10.11.12.13.14.15.16.17.18.19.20.21.22.23.24.25.26 stations,

[0262] 2.3.4.5.6.7.8.9.10.11 The corresponding riding interval for the nearest interval is the nearest riding interval - white carriage; 12.13.14.15.16 The corresponding riding interval is the short riding interval - blue carriage; 17.18.19.20.21 The corresponding riding interval is the middle riding interval - yellow carriage; 22.23.24.25.26 The corresponding riding interval is the farthest riding interval - red carriage;

[0263] The "Carriage Section Distribution Structure Diagram" of this line: "Ride Section Distribution Structure"; standard 4 sections: (1-11) white --- (12-16) blue --- (17-21) yellow --- (22-26) red; abbreviated 10 - 5-5-5 structure.

[0264] "Preferential Price Parameter Table and Ride Section Distribution Structure" explains: Fig.12 .

[0265] Figure 5The overhead view of the train carriage structure of the "load-bearing column frame structure" of the rail train waiting car is an overhead view of the "load-bearing column frame structure" of the subway A-type car with overlapping horizontally moving power doors. The subway car is 22 meters long, the frame of the horizontally moving overlapping power door is 1.5 meters wide, the window is 0.75 meters wide, and there are 9 doors with a total frame width of 13.5 meters. 1 is the central load-bearing column (also a handrail), 2 is the side load-bearing column (also a handrail), which is a solid central load-bearing column and side load-bearing column, which supports and reinforces the car due to multiple doors. The tensile and torsional strength are weakened. 3 is the door frame, 4 is the through-aisle, and 5 is the newly added central longitudinal beam; on the roof is the central longitudinal beam of the roof, which corresponds vertically to the central longitudinal beam of the bottom of the car, connected by the central load-bearing column; 6 is a door in the through-aisle, leading to the original car in the station; the door is closed when the rail train is running. State; 7 is the door column reinforcement column; 8 is the horizontal top beam on the roof, and the bottom cross beam on the bottom, which is connected by the side load-bearing column, and is welded with the door column reinforcement column and the reinforced side longitudinal beam on the side of the car to form a ring-shaped support frame, which plays a role in the lateral reinforcement of the overall structure of the car door; 9 is the newly added reinforced side longitudinal beam, which is the roof reinforced side longitudinal beam on the roof, and the vertical counterpart is the bottom reinforced side bottom beam, which is connected by the side load-bearing column. The side door frame has two vertical reinforcement columns and is welded to the reinforcement beam on the roof. The central load-bearing column, side load-bearing column, side load-bearing column and the bottom reinforced side bottom beam, roof reinforced side bottom welding, bolt connection constitute the door body load-bearing structure. The overall car is reinforced to compensate for the reduction in overall tensile and torsional resistance of the car caused by widening the door.

[0266] Figure 6 The overlapping horizontal moving power door of the train, with the side wall of the carriage as the center line, the hidden and exposed horizontal moving overlapping power door, the top view of the subway type A car, 1.2 is the exposed horizontal moving power door, 3.4 is the hidden horizontal moving power door, 1.2.3.4 together constitute the hidden - Carriage side wall - exposed overlapping horizontal moving power door, between 2 and 3 is the car side wall, 5 is the closed door state. This hidden and exposed horizontal sliding door group makes the total opening width of the horizontal sliding door reach the widest horizontal moving power door of the same length of the car.

[0267] Figure 7 It is the main view of the overlapping six subway A-type national railway vehicles for translation. 1 is the transverse reinforcement bar of the upper door frame on the side of the car, which plays the role of reinforcing the upper door frame and makes up for the reduction of the overall tensile and torsional resistance of the car due to the lack of side walls; at the side support columns and the center support columns are the crossbeam handrails and the longitudinal beam handrails; 2 is the roof longitudinal beam, 3 is the floor plate, 4 is the bottom longitudinal beam, and 5 is the car-ground cross support beam.

[0268] Figure 8This is the side view of a subway type A car with hidden interior - car side wall - exposed horizontal sliding overlapping power doors of a rail train. 1 is the newly added roof center fir beam, 2 is the roof cross reinforcement beam, 3.4 are the newly added roof reinforcement side longitudinal beams, 5 is the center load-bearing column (also serving as a handrail), 6.7 are the side load-bearing columns (also serving as handrails), 8 is the newly added vehicle bottom supporting center bottom beam, 9 is the car floor, 10.12 are the newly added vehicle bottom reinforcement side longitudinal beams, 11 is the newly added vehicle bottom center fir beam, 13 is the exposed door leaf of the horizontal sliding heavy-drop power door, 14 is the hidden door leaf of the horizontal sliding heavy-drop power door, and 15 is the horizontal beam handrail.

[0269] Fig. 9 The top view of the train carriage structure of the load-bearing column frame structure of the rail train is the parallel door column type vertical opening power door mode 1 of the subway type A car; the parallel door column type vertical opening power mode 1, the column type vertical opening power 90-degree vertical door axis door carriage reinforcement structure diagram, the door frame width is 1.76 meters, the door column (built-in) width is 0.18 meters, there are 12 doors in total, and the total door frame width is 21.12 meters. 1 Central load-bearing column, 2 side load-bearing columns, welded with the bottom beam of the car and the reinforcement beam of the roof, play a role in reinforcing the structure of the entire carriage, 3 is the side door frame 10×20 cm reinforcement column and the reinforcement beam of the roof are welded, and the bottom of the car is the bottom of the car The bottom beam is welded to form a ring-shaped support frame to reinforce the entire carriage to compensate for the reduction in the overall tensile and torsional resistance of the carriage caused by widening the door. 4 is the 50×50×1 cm reinforced aluminum alloy at the four corners of the carriage, 5 is the 40×2 cm reinforced beam welded to reinforce the side column in the middle of the carriage, 6 is the 20×1 cm reinforced longitudinal top beam, and the vertical corresponding is the 20×2 cm reinforced longitudinal bottom beam. (This carriage structure is also used for train (including two-story) waiting carriages, EMU train waiting carriages, and high-speed train waiting carriages. The number of doors increases accordingly, and the advantage is that the door width is larger).

[0270] Fig.10 This is a top view of a subway type A car of a rail train, and a top view of a door carriage with parallel door posts and vertical door shafts. 1.2 is the vertical door shaft with the door opened outward, 3.4 is the door closed state, with the door frame inside, and two adjacent door posts are connected together.

[0271] Fig.11 This is the main view of the 90-degree vertical door axis door with parallel door posts of the subway type A car of the rail train. 1 is the top beam, 2 is the side reinforcement rib of 20×1.5 cm, 2 are the crossbeam handrails and longitudinal beam handrails at the side load-bearing columns and the center load-bearing columns; 3 is the car floor, 4 is the side longitudinal beam at the bottom of the car, and 5 is the 90-degree vertical door axis door.

[0272] In order to reduce weight, carbon fiber is used as the surface and bottom layers of the roof modules, side wall modules, end wall modules, and door leaf skins of rail trains, light rail trains, and two-story light rail trains to reduce the weight of the carriages.

[0273] 107 Long track trains are used during peak passenger flow periods, and existing track trains are used during off-peak passenger flow periods, so as to achieve dynamic formation and energy saving.

[0274] The capacity or number of traction substations for 108 rail trains, light rail trains and two-decker light rail trains has increased compared to before.

[0275] The cross-sectional area of ​​the contact line is increased to more than 120 square millimeters.

[0276] The cross-sectional area of ​​the auxiliary feeder is increased to greater than 150 square millimeters.

[0277] The track length of the 109 track train should be increased accordingly at the end of the "human" switch at the train terminal and the end of the turning point. The length of the newly added track is slightly longer than the length of the extended train.

[0278] 110. Carriage waiting cars and cars without side doors are equipped with real-time scrolling "Electronic Display Screen of Entry Station---Entry Station---Travel Section Guidance Map" which displays according to the "Preferential Price Parameter Table and Travel Section Distribution Structure". When passengers are on the bus, the "Real-time Travel Section Marking Color Guide" is displayed with the passenger's entry point as the origin, so that passengers can check the corresponding travel section marking color at any time.

[0279] 111. The platform screen door of the present invention, which overlaps and moves horizontally with the power door of the platform of a long rail train, is specially used for enabling passengers in the waiting carriage of a long rail train to get off the platform safely. The platform screen door is located inside the two ends of the platform and corresponds to the upper and lower doors of the waiting carriage of the rail train one by one, so that passengers in the waiting carriage can get off the platform safely. The feature of the platform screen door is that the length of the platform screen door corresponds to the upper and lower doors of the waiting carriage one by one.

[0280] 112. Technical features of the platform screen door (structurally) of the rail train marshaling of the long platform of the present invention:

[0281] The platform screen doors of the rail train marshaling of the Changchao platform are required to maximize the total net width of the doors in terms of structure. Under the premise of ensuring the solidity and safety of the overall structure of the carriage, the total net width of the platform screen doors is required to exceed the total net width of the existing platform screen doors; including: the total net width of the platform screen doors exceeds the total net width of the side doors (single-side doors) of the existing subway trains and light rail trains by about 7.5 meters (the total net width of the installed doors is 1.4X5=7.5 meters), that is, the total net width of the doors (single-side doors) of the waiting carriages of subway trains and light rail trains is more than 7.5 meters;

[0282] Invented the manufacturing method of platform screen doors with overlapping horizontal sliding power doors:

[0283] The manufacturing method of the platform screen door is overlapping and parallel moving power door: technical features: when the adjacent doors on both sides of the carriage are opened, the adjacent door leaves form the front and rear door leaves and the width of the side wall of the carriage overlapping; its overlapping method: the overlapping types include inner plug sliding door power door, outer plug sliding door power door, inner embedded door, outer swing door power door, outer hanging door power door and other types of overlapping with each other:

[0284] The overlapping modes are as follows: 1) overlapping horizontal power doors with the side wall of the platform screen door as the center line; overlapping combination of internal embedded doors and exposed plug doors; overlapping combination of internal embedded doors and external hanging doors; overlapping combination of internal embedded doors and external swing doors; overlapping combination of internal plug doors and exposed plug doors; overlapping combination of internal plug doors and external hanging doors; overlapping combination of internal plug doors and external swing doors;

[0285] 2) Exposed and re-exposed overlapping translational power doors with the vehicle side wall as the innermost layer; overlapping combination of exposed plug sliding door and re-exposed plug sliding door; overlapping combination of exposed plug sliding door and re-exposed external hanging door; overlapping combination of exposed external swing door and re-exposed external swing door; overlapping combination of exposed plug sliding door and re-exposed external swing door; overlapping combination of exposed external swing door and re-exposed external hanging door; overlapping combination of exposed external hanging door and re-exposed external hanging door;

[0286] 3) The inner-layered and inner-layered, overlapping and parallel-moving power doors with the side wall of the platform screen door as the outermost layer; the inner-plug sliding door overlaps with the inner-plug sliding door; the inner-layered embedded door overlaps with the inner-layered embedded door; the inner-plug sliding door overlaps with the inner-layered embedded door;

[0287] Other ways to manufacture platform screen doors:

[0288] 4) The parallel door pillar type power door of the platform screen door has the technical feature of parallel door pillars; the door leaf is perpendicular to the carriage when the door is opened;

[0289] Parallel door pillar vertical opening door - the door shafts of the adjacent two sides are placed vertically and the door pillars are connected in parallel. The total net width can be infinitely close to the length of the side wall of the platform screen door. The door leaf is perpendicular to the carriage when it is opened. It adopts the existing subway train (or bus) outward swing door opening method, but the door opening angle ensures that the door leaf is perpendicular to the side wall of the platform screen door when it is fully opened, so as to maximize the net width of the door opening:

[0290] When the door leaf is opened outward, the existing outward swing door of the subway train is used, and only the length and the rotation axis position of the upper and lower curved arms of the door leaf are adjusted, and the length and the rotation axis position of the upper and lower hinges on the door leaf are adjusted; so that the length and the rotation axis position of the upper and lower curved arms on the door leaf, the length and the rotation axis position of the upper and lower hinges on the door leaf, and the edge of the door leaf are coordinated to ensure that the door leaf is perpendicular to the position of the carriage when it is fully opened;

[0291] The parallel door pillar power door of the platform screen closing door has an outward swing door with door leaves opening outward; the parallel door pillar power door of the platform screen closing door has an inward swing door with door leaves opening inward.

[0292] 5) In the same train formation, when different types of doors overlap, the same electronic control system is used, that is, the electric electric door control system is used together; or the electric pneumatic door control system is used together, which must also be consistent with the electric control system of the carriage in the platform, and connected to the train automatic control ATC\ATO unit; and controlled by the ATO system. And it has an interface connection with the train automatic control ATO system and receives the control of the train automatic control ATO system; 113. Invented the manufacturing method of platform screen doors overlapping horizontal power doors: more than two layers of overlapping doors, including three layers of overlapping doors, and four layers of overlapping doors;

[0293] The combination of three-layer and four-layer overlapping doors of the screen door can refer to the two-layer overlapping doors;

[0294] Overlapping parallel power door type The overlapping types of the front and rear doors include: built-in embedded door, external plug sliding door overlapping power door, external swing door overlapping power door, hanging door overlapping power door, internal plug sliding door overlapping power door in different positions of the side wall:

[0295] (1) The concealed and exposed overlapping horizontally moving power doors and the exposed overlapping horizontally moving power doors with the side wall of the screen door as the center line include:

[0296] Built-in embedded door and external plug sliding door overlap power door, plus external plug sliding door overlap power door;

[0297] Built-in embedded door and external door overlap power door, plus external door overlap power door;

[0298] Built-in embedded door and outward swing door overlap power door, plus outward swing door overlap power door;

[0299] Inner plug sliding door and inner plug sliding door overlap power door, plus inner plug sliding door overlap power door;

[0300] The inner plug sliding door and the outer hanging door overlap the power door, and the outer hanging door overlaps the power door;

[0301] The inner plug sliding door and the outer swing door overlap the power door, and the outer swing door overlaps the power door.

[0302] (2) The exposed and re-exposed overlapping horizontally moving power doors with the side wall of the screen door as the innermost layer, and the re-exposed overlapping horizontally moving power doors include:

[0303] External plug sliding door and re-exposed plug sliding door overlap power door, plus re-exposed plug sliding door overlap power door

[0304] External plug sliding door and re-exposed external swing door overlapped power door, plus re-exposed external swing door overlapped power door;

[0305] External plug sliding door and re-exposed external hanging door overlap power door, plus re-exposed external hanging door overlap power door;

[0306] An outer swing door and a re-exposed outer swing door overlap a power door, or an outer swing door and a re-exposed outer swing door overlap a power door;

[0307] The outer swing door and the re-exposed external hanging door overlap the power door, and the re-exposed external hanging door overlaps the power door;

[0308] The external door and the re-exposed external door overlap the power door, and the re-exposed external door overlaps the moving door.

[0309] (3) The inner and outer overlapping sliding power doors with the side wall of the screen door as the outermost layer, and the outer overlapping sliding power doors with the side wall of the screen door as the outermost layer include:

[0310] Inner plug sliding door and inner plug sliding door overlap power door, plus inner plug sliding door overlap power door;

[0311] Built-in embedded door overlaps with built-in embedded door and overlaps with power door;

[0312] Inner plug sliding door and inner embedded door overlap power door, plus inner embedded door overlap power door;

[0313] Preferably, a manufacturing method of platform screen doors is invented: overlapping horizontally moving power doors: Technical features: When the adjacent doors on both sides of the carriage are opened, the adjacent door leaves form the front and rear door leaves and overlap with the side walls of the carriage:

[0314] The manufacturing method of the platform screen door is a two-layer overlapping and sliding power door: The manufacturing method of the platform screen door is an overlapping and sliding power door: Technical features:

[0315] When the doors on the two adjacent sides of the carriage are opened, the adjacent door leaves form a three-way overlap of the front and rear door leaves and the width of the side wall of the carriage; the overlapping method is as follows:

[0316] Invented the manufacturing method of platform screen doors: multi-layer overlapping horizontally moving power doors: the manufacturing method of platform screen doors: overlapping horizontally moving power doors: technical features:

[0317] When the doors on both sides of the carriage are opened, the adjacent door leaves form the front and rear door leaves overlapping the side walls of the carriage:

[0318] The overlapping sliding power doors of the platform screen doors are connected to the ATC system and controlled by the ATC system.

[0319] The overlapping types of front and rear door leaves of the two-layer or more overlapping parallel-moving power door type include: including combinations of built-in embedded doors, outer plug sliding doors overlapping power doors, outer swing doors overlapping power doors, hanging door overlapping power doors, and inner plug sliding doors overlapping power doors at different positions on the side walls. Example

[0320] Take subway train formation as an example:

[0321] like Figure 1 For example, the line has 26 stations: 1.2.3.4.5.6.7.8.9.10.11.12.13.14.15.16.17.18.19.20.21.23.24.25.26, divided into 7 sections; 18 carriages "Preferential Price Parameter Table and Ride Section Distribution Structure" (omitted) "Ride Section Distribution Structure"; 6 sections: 2--8 white; -9 ---11 blue; -12-14 cyan; -15---17 green; -18--20 yellow; -21-23 orange; 24---26 red structural formula, abbreviated as 8 white-3 blue (key 0, 01)-3 cyan (key 0, 02)-3 green (key 0, 03)-3 yellow (key 0, 05)-3 orange (key 0, 06)---24---26 red (key 0, 06) structural formula;

[0322] (1) Subway train formation and riding process: Taking subway train formation as an example, due to the length of the rail train carriages being lengthened, the tunnel walls outside the subway platform at both ends of the same length as the carriages without side doors are too dark, making passengers feel unsafe. It is necessary to add advertising light boxes on the tunnel walls on both sides of the platform, which will kill two birds with one stone. The "human" turnout guide end of the subway terminal and the "human" turnout track in front of the platform need to be lengthened to the same length as the newly lengthened total length of the carriages. This is the track length required for the U-turn and switch replacement of the 12 additional carriages without side doors. The 1.6 carriages with driver's cabs of the original formation are placed at the very end of the new formation, still the first and last carriages of the train. Since the position of the 1.6 carriages is at both ends of the platform, the waiting carriages 1 and 6 will replace the original 1 and 6 carriages. When the train stops at the platform, carriages 1-6 are still at both ends of the platform. At the first station, passengers enter the transition carriage without side doors from carriages 1.6 and 2.3.4.5, and passengers getting off within three stations, the elderly, the young, the sick and pregnant, short-distance, mid-distance, mid-distance, long-distance and the longest-distance passengers all enter (before and after the platform) 7.8.9.10.11.12.13.14.15.1617.18. Carriages without side doors, the train attendant inspects and supervises the passengers on the platform to board the train safely, and when watching the monitoring screen, when there are no passengers in front of the door, close the main door switch, and can also close the single door switches separately, and the train starts, allowing passengers getting off at the next station to gather in the waiting carriage and get off together. The electronic station announcement display board and station announcement broadcast in each carriage enable passengers to get off immediately The waiting cars are concentrated in time, allowing passengers in the cars without side doors that are beyond the platform to enter the concentrated waiting cars one stop in advance through the through passage and wait for the train to arrive before getting off. The waiting cars of the train stop on the standard lines on the inside at both ends of the platform. Since the passengers are concentrated in the waiting cars one stop in advance, when the train arrives, the passengers can get off quickly and without hindrance. There are train attendants in the cars specifically checking and supervising that all the passengers in the waiting cars have got off. After the cars are empty, the passengers on the platform can get on the train quickly and without hindrance. Passengers getting off at the second station start to stay in the 1.6 waiting cars; after arriving at the second station, the waiting cars of the train stop on the standard lines on the inside at both ends of the platform. Passengers in the 1.6 waiting cars get off first. After all the passengers in the waiting cars have got off, the train attendants check and supervise that they have finished getting off, and the passengers on the platform can get on the train and enter the cars without side doors. The train attendant will check and supervise the passengers on the platform to board the train safely. When watching the monitoring screen, if there are no passengers in front of the door, he will close the main door switch, or he can close the single door switch separately. The train will start. Passengers getting off at the 3rd station will start to gather in the waiting car. After arriving at the 3rd station, the train waiting car will stop on the standard line inside the platform at both ends. 1.6 Passengers in the waiting car will get off first. After all passengers in the waiting cars have got off, the train attendant will check and supervise the passengers getting off. Passengers on the platform will get on the train again and enter the car without side doors. The train attendant will check and supervise the passengers on the platform to board the train safely. When watching the monitoring screen, if there are no passengers in front of the door, he will close the main door switch, or he can close the single door switch separately. The train will start. Passengers getting off at the 4th station will start to gather in the waiting car. After arriving at the 4th station, the train waiting car will stop on the standard line inside the platform at both ends. 1.6. Passengers in the waiting carriage get off the train first. After all passengers in the waiting carriages have got off, the train attendant will check and supervise that they have finished getting off. Passengers on the platform can then get on the train and enter the carriage without side doors. The train attendant will check and supervise that passengers on the platform get on the train safely, and the cycle will continue. At the terminal station, the guide rails are extended to the same length as the newly added carriages. The train conductor changes the locomotive and then goes back and forth to start a new route. On routes with a large number of passengers, an outside waiting carriage can be added between the waiting carriages and the carriages without side doors. Passengers first go to the waiting carriages outside the station, and then go to the transition waiting carriages or carriages without side doors. There are no seats in the waiting carriages and the outside waiting carriages. On routes with a large number of passengers, a transition carriage without side doors can be added between the waiting carriages and the carriages without side doors. Passengers first go to the transition carriage without side doors, and then go to the transition waiting carriages or carriages without side doors. There are no seats in the waiting carriages and the transition carriages without side doors. After the passenger peak, some carriages without side doors can be removed from 13:00 to 17:00 and 21:00 to 24:00 to reduce empty loads and implement dynamic marshaling.

[0323] (2) Ticket checking process of "Separate boarding ticket checking procedure";

[0324] For example, the line has 26 stations: 1.2.3.4.5.6.7.8.9.10.11.12.13.14.15.16.17.18.19.20.21.23.24.25.26, divided into 7 sections; 18 carriages "Preferential Price Parameter Table and Passenger Section Distribution Structure" (omitted) "Passenger Section Distribution Structure"; 6 sections: 2--8 white; -9-- -11 blue; -12-14 cyan; -15---17 green; -18--20 yellow; -21-23 orange; 24---26 red structural formula, abbreviated as 8 white-3 blue (key 0, 01)-3 cyan (key 0, 02)-3 green (key 0, 03)-3 yellow (key 0, 05)-3 orange (key 0, 06)---24---26 red (key 0, 06) structural formula; for example Figure 1

[0325] A passenger enters the station at the 6th station and gets off at the 16th station; 16-6=10, the 9th-10th stations are marked with blue route interval color, so the passenger should take the train in the blue carriage interval color. Single-passenger passengers who buy blue tickets should first check the "Entry Station---Arrival Station---Car Interval Guidance Map Electronic Display Screen" or "Entry Station---Arrival Station---Car Interval Color Guidance Table", which shows that the 16th station is now marked with blue carriage interval color;

[0326] The LED blue reader writes 0.02 yuan, that is, 0.02 yuan is deducted from the ticket card (because there is a record area in the IC card storage area, which contains the details of each transaction, called "log" for query.) The exit ticket gate verifies the carriage interval mark of the ticket card according to the actual exit location 16 stations, confirms the blue interval mark according to the "Preferential Price Parameter Table and Ride Interval Distribution Structure" set by the central computer, and confirms whether the exit location is consistent with the 6 entry stations and carriage interval mark 0.02 yuan recorded in the ticket card. If they are consistent, the ticket price is obtained according to the preferential price parameters set by the central computer; if the IC card storage area has a record area record of 0.2 yuan, and the IC card ticket has 6 entry stations, the preferential price parameter is 3-0.5+0.02-0.02=2.5 yuan; if any of the two records is not paid, the original price of 3.00 yuan will be used to calculate the bid price, the same as the single bid mode;

[0327] A passenger enters the station at the 7th stop and gets off at the 22nd stop; 22-7=15, and the 15th to 17th stops are marked with green route sections, so the passenger should board the train in the green carriage section. Single-passenger passengers buy green tickets and first check the "Entry Stop --- Arrival Stop --- Car Section Guidance Map Electronic Display" or "Entry Stop --- Arrival Stop --- Car Section Guidance Table", which shows that the 22nd stop is marked with green carriage section color.

[0328] The LED green reader writes 0.05 yuan, that is, 0.05 yuan is deducted from the ticket card. The exit ticket gate checks the green car interval mark color of the ticket card according to the actual exit station, the 22nd station, and confirms the green car interval mark color according to the "Preferential Price Parameter Table and Riding Section Distribution Structure" set by the central computer. It confirms whether the exit and the 7th station and the car interval mark color of 0.05 yuan recorded on the ticket card are consistent. If they are consistent, the fare is obtained according to the preferential price parameters set by the central computer; if the IC card storage area has a record of 0.05 yuan, and the IC card ticket has 7 stations to enter the station, the preferential price parameter is 4.00-1.00+0.05-0.05=3.00 yuan; if any of the two records is not paid, the fare will be calculated according to the original price of 4.00 yuan, the same as the single ticket mode.

[0329] Preferably, the passenger train ride mode is as follows: the end of the 'human' shaped guide rail at the passenger train terminal needs to be lengthened to the same length as the newly extended total length of the carriage. This is the track length required for the U-turn and switchover of the newly added carriage without side doors. The track length between the switches at both ends of the track in front of the platform and the track at the turning point should be increased accordingly, so that the newly added track length is slightly longer than the length of the newly added train formation. The 1.18 carriages with driver's cabs of the original formation are placed at the very end of the new formation, still at the head and tail of the train. Because the position of the 1.18 carriages is at both ends of the platform, the waiting carriages 1 and 18 replace the original 1 and 18 carriages.

[0330] For example, a standard route such as the Xi'an to Beijing Express has 6 stations: 1.2.3.4.5.6.

[0331] 2.3 stations are the closest interval, and the corresponding riding interval is the closest riding interval-white carriage; 4-5 stations correspond to the short riding interval-blue carriage; 6 stations correspond to the far riding interval-red carriage;

[0332] The “ride interval distribution structure” of this line: standard 3 intervals: (2-3) white --- (4-5) blue --- (6) red; abbreviated structure of 2 white -- 2 blue -- 1 red;

[0333] Figure 3 The diagram of the train marshaling is shown in FIG. 1. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18 are the existing 18 carriages in the platform. The invention converts carriages 1 and 18 into waiting carriages. Cars 19, 20, 21, 22, 23, 24, 25, 26, 27, 29, 30, 31, 32, 33, 34, 35, 36 are carriages without side doors beyond the platform. Cars 19, 20, 21, 28, 29, 30 are short-distance blue carriages, 22, 23, 24, 31, 32, 33 are mid-distance yellow carriages, and 25, 26, 27, 34, 35, 36 are long-distance red carriages. Cars 19 and 28 can be transitional carriages without side doors. 37 is the platform length.

[0334] Xi'an, Weinan, Sanmenxia, ​​Zhengzhou, Luoyang, Shijiazhuang, Beijing;

[0335] (1) The route sections are divided into: (2-3) white riding section; (4-5) blue riding section; (6) red riding section;

[0336] (2) The riding intervals are divided into; 1, 2, 2, 3, 4, 5, 6, 7 - the carriages are the closest riding intervals, the white riding intervals are marked with white carriages; 8, 9, 10, 11, 12, 13, 14, 15, 16, 1 - the carriages are short-distance riding intervals, the blue riding intervals are marked with blue carriages; 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36 - the carriages are long-distance riding intervals, the red riding intervals; 1, 18 are waiting carriages, which are half waiting carriages and half original carriages, because two-thirds of the passengers go from Xi'an to Beijing. Since the white section and the blue section are both on the platform, passengers can get off directly to the platform. Passengers in the red section can get into the waiting car after Shijiazhuang, or get off directly to other cars on the platform. Because these cars are basically empty at this time, they can wait for the train to enter Beijing before getting off. This is also called the step-by-step method of getting off.

[0337] Preferably, in order to prevent the rear-end collision of the rail passenger train formation at the Changchao platform, the length of all trains in the signal system of the rail passenger train formation system at the Changchao platform is designed to be the length of the rail train inside the platform plus the length of the train outside the station; the signal system SIG is composed of the automatic control system ATC system and peripheral general signal equipment, and this design includes the automatic control system ATC system;

[0338] This design of the Changchao platform's rail train automatic control ATC system is referred to as the "Changchao platform's rail train ATC system"

[0339] (In the present invention, unless otherwise specified, rail trains refer to subway trains, light rail trains, maglev trains, high-speed railways (or high-speed railway trains, EMU trains), intercity light rail trains, and commuter intercity light rail trains; and can be used for high-speed railway signal and control systems used by high-speed railway trains and EMUs, generally referred to as advanced train control systems ATCS, and rail trains include double-decker rail trains) The rail train with a hardware longer than the platform, i.e., the length of the rail train with side passenger doors on the platform, referred to as the "rail train inside the station", plus the length of the rail train without side passenger doors outside the platform, referred to as the "rail train outside the station", and the automatic control system ATC system form a whole; the rail train with a longer than the platform and the automatic control system ATC system form a whole; the signal system SIG is composed of the automatic control system ATC system and peripheral general signal equipment, and the present invention mainly refers to the automatic control system ATC system;

[0340] The ATC system consists of the automatic train monitoring system ATS, the automatic train protection system ATP, the automatic train operation system ATO and the computer interlocking system CI;

[0341] The existing automatic control ATC system of rail trains can be upgraded or reconstructed according to the length of train formation, or new software programs can be written to form the rail trains of long platforms and the selection of automatic control ATC system for rail trains of long platforms; including: Westinghouse ATC, Siemens ATC, US&SATC, AISTOMATC, domestic experimental quasi-mobile block ATC system, Siemens CBTC system, Seltrac S40 CBTC system, Seltrac CBTC system, Alstom CBTC system, USSI CBTC system, LCF-300 CBTC system, CITYFLO-650 CBTC system, AISTOM CBTC system, Alcatel CBTC system, Alstom CBTC system, high-speed railway CTCS-3 train control system, CTCS-2 train control system, etc.; including high-speed railway signal and control system, commonly known as Advanced Train Control System (ATC) systems) such as North America's Advanced Train Control System (ATCS) and Advanced Railway Electronic System (ARES), European Train Control System (EICS), France's Real-time Tracking Automation System (ASTREE), Japan's Computer and Radio Train Control System (CARAT), etc., high-speed railway signal and control system. The control mode of the ATC system has different names for different lines in different cities, but the content of its control method is basically the same. The above rail train automatic control ATC system is basically the same; the hardware rail train is composed of the length of the rail train inside the platform plus the length of the train outside the station and the automatic control system ATC system as a whole; according to different application conditions, you can choose a matching ATC system or CBTC system and interface circuit;

[0342] The technical features are: the train length in the existing track train automatic control ATC system is integrated into a whole by adding the track train length inside the platform plus the train length outside the station and the automatic control system ATC system;

[0343] It is particularly noted that the length of the train outside the station in the present invention is a concept of the interval bounded by the two ends of the platform, and does not only refer to the number of carriages, but specifically refers to the length of the train beyond the boundaries of the two ends of the platform, that is, one or more carriages without side doors outside the boundaries of the two ends of the platform;

[0344] The length of the long track train in the automatic control ATC system needs to be reset, that is, the inherent data train length of the train itself is set to the length of the long track train at the platform; this is reflected in the following aspects:

[0345] The hardware upgrades include train safety positioning, storage unit including database, mobile authorization limit LMA, mobile authorization limit LMA calculation function, and new software program writing, among which the inherent data of the train itself, the train length is set to the track train length of the long over-platform;

[0346] The inherent data train length of the train in the EMU train safety positioning, storage unit, storage unit including data warehouse unit, ATP on-board equipment, ground train control center TCC, interlocking IXL, ground electronic unit LEU, ZPW2000 and radio block center RBC is set to the track train length of the long platform;

[0347] (1) The train length in the ATO subsystem is set to the length of the railcar at the long overpass platform; the train drive and braking equipment are controlled according to the speed curve and train position, thereby controlling the train speed;

[0348] (2) Supervisory control mode of ATS subsystem The train length in the system is set to the track train length of the long overpass platform; it is divided into three types: centralized control type, centralized supervision decentralized control type, and autonomous decentralized type;

[0349] (3) The inherent data train length of the train in the positioning system is set to the track train length of the long-distance platform: The train safety positioning of the long-distance track train ATC system includes: using track circuits to position the train, using axle counters to position the train, using speed measurement to position the train (including wheel speed odometer method, Doppler radar method, speed generator), transponder positioning, using induction loops to position the train, using wireless spread spectrum to position the train, using inertial train positioning system, etc.; the train length in these train positioning systems is set to the track train length of the long-distance platform;

[0350] In the CBTC system, onboard equipment, speed sensors, radars, and positioning transponders jointly determine the train position and report the position information to the ground ATP equipment. The information transmitted, including the train length, is set to the track train length of the Changchao platform. The ground ATP equipment will calculate the movement authorization for the following train based on the position of the leading train and the status information of the track obstacles. The inherent data train length of the train itself is set to the track train length of the Changchao platform.

[0351] The train length parameters in all the positioning function devices of the long track train ATC system, including the train positioning beacon transponder, axle counter calculator (or the axle counter host system ACE composed of a microcomputer), track circuit train positioning (i.e. the station function for supervising the line), trackside signs, ground signal machines, and on-board signals, are all set to the track train length of the long overpass platform;

[0352] The high-speed rail onboard equipment obtains the train's location information through the transponder. The train length transmitted in these train positioning system function devices is set to the track train length of the Changchao platform; the onboard equipment has the function of determining the train's location, which is based on the information received by the ground transponder and uses it as a reference point to measure the train's running distance through equipment such as the speed measurement unit to obtain the train's location. The inherent data of the train itself, the train length, is set to the track train length of the Changchao platform;

[0353] (4) The inherent data train length of the train in the storage unit (including the database) is set to the track train length of the long-over platform: that is, the train length stored in the database storage unit is set to the track train length of the long-over platform; the database storage unit of the long-track train ATC system and the train length parameters stored in all storage units are set to the train length inside the platform plus the train length outside the platform; that is, the data storage unit includes: the central controller storage unit, the ATC area controller storage unit or the on-board ATC storage unit, the data storage unit DSU database of the CBTC system, the embedded database, the real-time database, such as: RTDB, etc.; high-speed rail data input and storage - that is, the on-board equipment records the external input train parameters, train length,

[0354] The data storage unit increases the length of the track train at the Changchao platform by the length of the train inside the station plus the length of the train outside the station, and sets it in the read-only database; because it is important data, in order to prevent loss or arbitrary change, the length of the track train at the Changchao platform is increased by setting it as the length of the train inside the station plus the length of the train outside the station and set it in the read-only database;

[0355] (5) The inherent data train length of the train in the train running interval control mode of the ATP subsystem is set to the track train length of the long over-platform:

[0356] Target speed mode: The trackside equipment of the ATP subsystem transmits the speed command information of the block section to the train. For the system adopting exit speed control, a block section should be added as a protection section; the train length in the system is set to the track train length of the long over-platform;

[0357] Target distance system: The train speed is controlled as a speed curve. The ground equipment of the ATP subsystem transmits the occupancy information of the preceding train, the line data of the corresponding section, or the train operation authority LMA to the train. The on-board equipment of the ATP subsystem generates the speed curve of the train operation according to the target distance of the train operation and the corresponding line data to ensure that the train operation does not exceed the operation authority (distance) obtained by the train. The train length in the system is set to the track train length of the long over-platform.

[0358] (6) The inherent data train length of the train in the block section system is set to the track train length of the long-pass platform; the inherent data train length of the train in the block section system of the long-pass platform ATC system, including the fixed block system, quasi-mobile block system, mobile block system, and virtual block system, is set to the track train length of the long-pass platform; the virtual block system is not defined by the physical block partition. It is defined by the data control in the area controller;

[0359] The inherent data train length of the train in the movement authorization system formulated according to the block section principle is set to the track train length of the long-distance platform: the movement authorization of the "target-distance" control system of the long-distance train ATC system, the movement authorization limit LMA, and the driving permission MA of the high-speed railway train control system are all set to the track train length of the long-distance platform;

[0360] The LMA algorithm for calculating the mobile authorization range of the long track train ATC system, the MA generation algorithm for the high-speed railway train control system, and the MA generation method for the CTCS-3 level train control system and the CTCS-2 level train control system of the track train; the inherent data train length of the train itself is set to the length of the track train of the long over-platform; because the LMA algorithm for calculating the mobile authorization range of different ATC system software is different; but each algorithm includes the train length, that is, the train length is set to include the longest train length in the station plus the longest train length outside the station;

[0361] The block section length of the ATC system for long track trains in fixed block is designed according to the unfavorable conditions such as the longest track train length beyond the platform, which is set as the longest train length inside the station plus the longest train length outside the station, and the most unfavorable braking rate;

[0362] (7) Train route control technology (interlocking) In order to ensure the route safety of intermediate stations and turnaround stations with switches, ground signals are set up at both ends of the switch. There is a certain mutual restriction relationship between the signal, switch and route, which is called the interlocking relationship.

[0363] The inherent data train length of the train in the computer interlocking system is set to the track train length of the long-distance platform: the conditional train length solidified in the computer interlocking computer of the long-distance train ATC system is set to the track train length of the long-distance platform; interlocking function: respond to the command from the ATS function, manage the control of the approach, turnout and signal under the premise of meeting the safety criteria at any time, and provide the status information of the approach, track circuit, turnout and signal to the ATS ATC function. The interlocking function is realized by the equipment on the trackside of the branch;

[0364] Computer interlocking is a real-time control system with fault-safe performance composed of microcomputers and other electronic and relay components. Computer interlocking uses general industrial microcomputers and special software to realize the interlocking relationship between station signals, switches, and switches, and perform logical operations and judgments on interlocking. The system automatically collects and processes information from signals, switches, and track circuits, inputs train control commands and various on-site information into the computer, and then processes the interlocking relationship according to the conditions solidified in the computer, and then outputs action information to the execution unit to realize control and supervision of station signal equipment. The conditions solidified in the computer contain the inherent data of the train itself. The train length is set to the track train length that exceeds the platform.

[0365] (8) The inherent data train length of the train in the software program upgrade system is set to the track train length of the Changchao platform: that is, the configuration setting in the software program design: the train length is set to the track train length of the Changchao platform; the software program of the long track train ATC system is upgraded to a program that matches and corresponds one-to-one with the track train of the Changchao platform, in which the inherent data train length of the train is set to the track train length of the Changchao platform;

[0366] That is, the basic algorithm used in the process of sequence design. When designing the algorithm, the inherent data train length of the train in the algorithm is set to the track train length of the long over-platform, such as: (Train movement authorization LMA, its effective coverage range is the part of the line from the rear of the train to the protection point in front of the train. The existing technology does not include the length of the train outside the station; LMA management is the core function of ATP, and its algorithm principle and design implementation are particularly important for complete train control;) The tracking interval distance is to ensure that under a series of unfavorable conditions, it can still ensure that there is a safe interval distance between trains to prevent rear-end collisions; the train tracking interval distance is based on the maximum allowable speed, the current speed of the subsequent train, the terminal speed of the movement authorization, the line, etc.

[0367] The software program upgrade system includes the following algorithms when designing the algorithm: safe driving speed, actual speed, mobile authorization limit LMA, positioning calculation method, database calculation to generate the safe position of the train, control host including calculation module, zone controller ZC, data storage unit DSU; on-board controller VOBC, train autonomous speed measurement and positioning calculation of running distance, permanent speed limit, mobile authorization limit MA of CBTC system, PMI (computer interlocking) unit of interlocking control, MAU (mobile authorization unit) of train running interval control, on-board equipment safety computer VC of high-speed rail, mobile block center RBC, train control center TCC, on-board equipment The safety computer VC and the on-board safety computer generate dynamic speed curves, the CTCS-3 level train control on-board equipment generates speed mode curves, and the distance code ATC system transmits data such as the distance to the target point ahead from the ground to the train. The on-board computer calculates the running speed curve in real time based on the information transmitted from the ground to the train, including the maximum speed limit of the section, the distance to the target point, the allowed speed of the target point, and the inherent data of the train itself stored in the on-board unit, such as the train length, and monitors the actual running speed of the train according to this curve; the on-board controller calculates the software design and programming of the speed curve of the train according to the area controller

[0368] The movement authorization limit LMA of the subsequent train of the long track train ATC system is from the tail of the subsequent train to the tail of the preceding train, where the necessary data includes the train length set as the track train length of the long over-platform; that is, the movement authorization range LMA is set (calculated) by the moving block principle, and this part of the line includes the longest train length in the station plus the longest train length outside the station; different ATC system software has different algorithms for calculating the movement authorization range LMA; but in each algorithm, the train length is set as the longest train length in the station plus the longest train length outside the station; such as the typical algorithm formula:

[0369] Different ATC system software can be upgraded according to the train length, including positioning calculation method and mobile authorization limit LMA calculation method, that is, the current train length is the longest train length in the station, or the upgraded train length is the longest train length in the station plus the longest train length outside the station.

[0370] The on-board equipment generates a static train speed curve based on train data and line data, and a dynamic train braking mode curve considering various restrictions on train operation.

[0371] In the calculation module system of the software, the inherent data of the train length is set to the length of the track train with a long starting platform: the core of the regional controller is the calculation module, in which the conditions solidified in the computer contain the inherent data of the train length, which is set to the length of the track train with a long platform. The calculation functions of the ATC systems of different manufacturers and the calculation modules of different standards are different, but the calculation functions of the ATC systems of different manufacturers and the calculation modules of different standards all contain the inherent data of the train length; the calculation functions of the ATC systems of long track trains and the calculation modules of different standards all contain the inherent data of the train length, which is set to the length of the track train with a long platform;

[0372] The necessary data in the calculation module include actual speed, safe driving speed, section permanent speed limit, section temporary speed limit, and maximum speed that enables the train to stop safely within the movement authorization limit. The train length is set as the longest train length inside the station plus the longest train length outside the station;

[0373] The distance code ATC system transmits data such as the distance to the target point ahead from the ground to the train. The on-board computer calculates the operating speed curve in real time based on the information transmitted from the ground to the train, including the maximum speed limit of the section, the distance to the target point, the allowable speed of the target point, and the train's own inherent data stored in the on-board unit, such as the train length, and monitors the actual operating speed of the train according to this curve; the on-board controller designs and programs the software for calculating the speed curve of the train based on the area controller.

[0374] The existing algorithm design cannot meet the special safety performance of the automatic control ATC system of long track trains. In order to obtain good and feasible safety performance, the algorithm must be adjusted. Only after the algorithm is adjusted can the safety requirements be met. That is, in the design algorithm involving the train length in the computer of the automatic control ATC system of long track trains, the inherent data train length of the train itself is set to the track train length of the long platform;

[0375] That is, in the process of software design, the algorithm is used. When designing the algorithm, the inherent data train length of the train in the algorithm is set as the track train length of the long platform. For example, in the design algorithm of the computer's mobile authorization, the inherent data train length of the train is set as the track train length of the long platform; (Train movement authorization LMA, its effective coverage range is the part of the line from the rear of the train to the protection point in front of the train, and the existing technology does not include the length of the train outside the station; As the core function of ATP, LMA management, its algorithm principle and design implementation are particularly important for complete train control;) Tracking interval distance is to ensure that under a series of unfavorable conditions, there is still a safe interval distance between trains to ensure that there is no rear-end collision; the train tracking interval distance is calculated based on the maximum allowable speed, the current speed of the following train, the terminal speed of the movement authorization, the line and other information, safe braking distance + safety protection distance + distance between ATO protection and ATP protection points + the length of the preceding train. Assuming the maximum allowable speed of the train,

[0376] Moving space block mode: the train tracking interval is determined by the maximum speed of the tracking train and the protection distance, and the moving block section moves continuously at a fixed size; the train tracking interval distance S interval is:

[0377] Moving space blocking mode: the time interval between the preceding train and the following train passing any point on the line is always fixed, regardless of the travel speed, that is, the trains are tracked at a fixed interval; the train tracking interval distance S interval is:

[0378] Relative distance block mode: the train tracking interval is determined by the current speed of the tracking train and the protection distance, and the size of the moving block section changes continuously; the train tracking interval S interval is:

[0379] The design algorithms for the ATP system software upgrade include: safe driving speed, actual speed, mobile authorization limit LMA, positioning calculation method, database calculation to generate the safe position of the train, control host including calculation module, zone controller ZC, data storage unit DSU; on-board controller VOBC, train autonomous speed measurement and positioning calculation of running distance, permanent speed limit, mobile authorization limit MA of CBTC system, PMI (computer interlocking) unit of interlocking control, MAU (mobile authorization unit) of train running interval control, on-board equipment safety computer VC of high-speed rail, mobile block center RBC, train control center TCC, on-board equipment The safety computer VC and the on-board safety computer generate dynamic speed curves, the CTCS-3 level train control on-board equipment generates speed mode curves, and the distance code ATC system transmits data such as the distance to the target point ahead from the ground to the train. The on-board computer calculates the running speed curve in real time based on the information transmitted from the ground to the train, including the maximum speed limit of the section, the distance to the target point, the allowed speed of the target point, and the inherent data of the train itself stored in the on-board unit, such as the train length, and monitors the actual running speed of the train according to this curve; the on-board controller calculates the software design and programming of the speed curve of the train according to the area controller

[0380] The movement authorization limit LMA of the subsequent train of the long track train ATC system is from the tail of the subsequent train to the tail of the preceding train, where the necessary data includes the train length set as the track train length of the long over-platform; that is, the movement authorization range LMA is set (calculated) by the moving block principle, and this part of the line includes the longest train length in the station plus the longest train length outside the station; different ATC system software has different algorithms for calculating the movement authorization range LMA; but in each algorithm, the train length is set as the longest train length in the station plus the longest train length outside the station; such as the typical algorithm formula:

[0381] Different ATC system software can be upgraded according to the train length, including positioning calculation method, distance calculation method, and mobile authorization limit LMA calculation method, that is, the current train length is the longest train length in the station, and the train length is set or upgraded to the longest train length in the station plus the longest train length outside the station.

[0382] The on-board equipment generates a static train speed curve based on train data and line data, and a dynamic train braking mode curve considering various restrictions on train operation.

[0383] The long track train ATC system (including interlocking system) has its own inherent data train length in the software calculation module system set to the long-over platform track train length: the core of the regional controller is the calculation module, in which the computer solidifies the conditions that contain the train's own inherent data train length set to the long-over platform track train length. The ATC systems of different manufacturers and the calculation functions of different standard calculation modules are different, but the ATC systems of different manufacturers and the calculation functions of different standard calculation modules all contain the train's own inherent data train length; the long track train ATC system and the calculation functions of different standard calculation modules all contain the train's own inherent data train length set to the long-over platform track train length;

[0384] The necessary data in the calculation module include actual speed, safe driving speed, section permanent speed limit, section temporary speed limit, and maximum speed that enables the train to stop safely within the movement authorization limit. The train length is set as the longest train length inside the station plus the longest train length outside the station;

[0385] The distance code ATC system transmits data such as the distance to the target point ahead from the ground to the train. The on-board computer calculates the operating speed curve in real time based on the information transmitted from the ground to the train, including the maximum speed limit of the section, the distance to the target point, the allowable speed of the target point, and the train's own inherent data stored in the on-board unit, such as the train length, and monitors the actual operating speed of the train according to this curve; the on-board controller designs and programs the software for calculating the speed curve of the train based on the area controller.

[0386] (9) The ATC system is divided into the ATC system based on track circuits and the CBTC system based on wireless communication.

[0387] Based on the inherent data of the train in the wireless communication CBTC system, the train length is set to the track train length of the long platform: the CBTC system consists of on-board equipment, ground equipment and wireless transmission equipment DCS, and together with ATS and CI subsystem equipment, it constitutes a signal system based on CBTC; the on-board equipment includes a control host, a speed sensor, a transponder antenna, a waveguide antenna and a free wave antenna; the control host includes a computing module, a communication module, etc.; the ground equipment includes a zone controller ZC and a data storage unit DSU; the wireless DSU system provides a transparent data transmission channel for each subsystem, and is composed of an on-board wireless unit, trackside wireless equipment, and station wireless access and management equipment; train positioning is based on the following information: a specific transponder in the line is detected; the train receives a message sent by each transponder, which contains an identification number; because the location of the relevant transponder has been stored in the track database of the ATP on-board equipment, The train can know its exact position on the line; the odometer and radar measure the train position; according to the accuracy of transponder detection, transponder installation and displacement measurement, the system derives the maximum safe front position, minimum safe rear position and error value of the train, and uses it to describe a train position, which contains the inherent data of the train itself. The train length is set to the track train length of the long-over-platform; the train position report is sent to the trackside area controller ZC; the ZC subsystem receives the train's unsafe position information, current speed, etc. from the on-board ATP equipment through the wireless network, and provides the relevant information to the database by querying the database, and the database calculates and generates the necessary data such as the safe position of the train. The train length is set to the longest train length inside the station plus the longest train length outside the station; the calculation module of the control host contains the conditions solidified in the computer, that is, the inherent data of the train itself. The train length is set to the track train length of the long-over-platform;

[0388] Autonomous speed measurement and positioning of trains: The speed sensor and Doppler radar installed on the train are used to measure the speed of the train. The system can calculate the travel distance, realize continuous positioning of the train through the odometer and electronic map based on the initial position of the train, and calibrate the train position using the transponder on the line to realize accurate positioning of the train. The necessary data of the train length is set as the longest train length inside the station plus the longest train length outside the station;

[0389] Overspeed protection: When establishing, monitoring and executing the ATP curve in the safety braking mode, the on-board ATP will ensure that the actual speed of the train will not exceed the safe driving speed under any conditions (including faults); the safe speed is determined by the following limiting factors: the permanent speed limit of the section specified by the ATP curve, the temporary speed limit of the section specified by the ATP curve; the permanent speed limit applicable to a specific train grade or configuration; the maximum speed at which the train can be safely stopped within the movement authorization limit, etc. (i.e. including the actual speed, safe driving speed, permanent speed limit of the section, temporary speed limit of the section, and the maximum speed at which the train can be safely stopped within the movement authorization limit) The calculation module includes the necessary data train length, which is set as the longest train length inside the station plus the longest train length outside the station;

[0390] Trains of different marshaling (different lengths) can run on the same line at the highest density: Trains running online report the specific location information of the train on the running line to the control center. This information is not the marshaling information of the train, but the head position and tail length information of the train. Therefore, trains of different marshaling can run on the same line at the highest density. The inherent data train length of the train itself is set to the track train length of the long platform.

[0391] All CBTC systems are software-based systems: the software program of the long track train ATC system must be upgraded and set to match and correspond to the train length of the track train at the Changchao platform, in which the inherent data train length of the train itself is set to the track train length of the Changchao platform; that is, the configuration setting in the software program design: the train length is set to the track train length of the Changchao platform; due to the different software of different CBTC systems, the software of different functional parts of the same CBTC system is also different, which cannot be described one by one, but each CBTC system is the software and the software of each functional part of the CBTC system have the necessary data parameter train length, that is, the inherent data train length of the train itself is set to the track train length of the Changchao platform;

[0392] Therefore, the CBTC system based on wireless communication (Radio): For the convenience of explanation, the present invention selects Thales' CBTC as the focus: other wireless communication CBTC systems: Siemens' CBTC system, Seltrac S40 CBTC system, Seltrac CBTC system, Alstom's CBTC system, USSI's CBTC system, LCF-300 CBTC system, CITYFLO-650 CBTC system, AISTOM CBTC system, Alcatel's CBTC system, Alstom's CBTC system, the inherent data train length of the train itself is set to the track train length of the long platform; and the necessary data parameter train length possessed by the software with similar functional parts in the CBTC system, that is, the inherent data train length of the train itself is set to the track train length of the long platform;

[0393] The virtual block system of the CBTC system is not defined by physical block partitions, but by the database in the regional controller. The mobile block line cancels the physical level partition division, and divides the line into line units pre-defined by the database. The length of each unit is between a few meters and more than ten meters. The mobile block partition is composed of a certain number of units. The number of units can change with the speed and position of the train, and the length of the partition is also dynamically changed. That is, the block partition of the virtual block system is defined by the database in the regional controller. The inherent data train length of the train itself in the software design and programming is set to the track train length of the long over-platform.

[0394] When the balise (positioning beacon) reaches the position in the line database, the train itself automatically measures and calculates the distance traveled since the last balise was detected, and determines the relative position of the train; the inherent data train length of the train itself is set as the track train length of the Changchao platform; that is, the software design and programming of the train itself automatically measures and calculates, and the inherent data train length of the train itself is set as the track train length of the Changchao platform;

[0395] The equipment subsystems of the CBTC system include the automatic train monitoring system ATS, the data communication system DCS, the zone controller ZC, and the vehicle-mounted controller VOBC. The control center ATS also has a database unit DSU. The inherent data train length of the train itself is set to the track train length of the long over-platform.

[0396] DCS ensures that any two connected subsystem nodes can communicate with each other: between the zone controller ZC and the zone controller ZC; between the zone controller ZC and the vehicle controller VOBC; between the automatic train monitoring system ATS and the zone controller ZC; between the automatic train monitoring system ATS and the vehicle controller VOBC; between the automatic train monitoring system ATS and the database storage unit DSU; between the database storage unit DSU and the vehicle controller VOBC; between the database storage unit DSU and the zone controller ZC; the inherent data train length of the train itself is set to the track train length of the long platform;

[0397] The core of the trackside equipment of the CBTC system is the zone controller ZC, which is equipped with a PMI (computer interlocking) unit for interlocking control and a MAU (mobile authorization unit) for train running interval control; they are all modular structures, reconfigurable, reprogrammable and scalable; the inherent data train length of the train itself is set to the track train length of the long-distance platform; that is, the software design and programming of the train's own computing module, the inherent data train length of the train itself is set to the track train length of the long-distance platform;

[0398] All regional controllers and data communication system backbone network connections are redundant; each interlocking station is equipped with an ATS workstation, which is redundantly connected to the data communication system; the settings of ATS workstations are different in different CBTC systems. In some systems, all stations are equipped with ATS workstations, and there is no ATS workstation authority for station switches, which is only used for monitoring train operations; ATS workstations at switch stations can be used for monitoring and control; the inherent data train length of the train itself is set to the track train length of the Changchao platform; that is, the software design and programming of the ATS workstations at each interlocking station, the inherent data train length of the train itself is set to the track train length of the Changchao platform;

[0399] In order to meet the needs of "backup mode" operation, axle counters, axle counter electronic unit signals and sensors are also installed on the line; an axle counter evaluation unit is installed in the signal equipment room; the inherent data train length of the train itself is set to the track train length of the long over-platform;

[0400] The onboard controller is a modular structure, which is reconfigurable, reprogrammable and scalable; the inherent data train length of the train itself is set to the track train length of the long-transition platform; that is, the onboard controller is the software design and programming of the calculation module in the modular structure, and the inherent data train length of the train itself is set to the track train length of the long-transition platform;

[0401] The basic functions of the CBTC system can be seen in the information flow between the control center ATC, regional controller, database storage unit, and on-board controller;

[0402] Function allocation of each subsystem: The ATS subsystem is responsible for the control of the train route. For the CBTC system, it is the setting of the train running line, which is to set the train running route on the line. The ATC subsystem's request route instruction is sent to the regional controller, and the interlocking PMI unit in the regional controller automatically arranges the route according to the interlocking conditions such as the train running line and the train's location; the software design and programming of the ATS subsystem, the train's own inherent data train length is set to the track train length of the long super platform.

Claims

1. The Changchao platform rail train and platform ticket checking machine system includes an in-station carriage, a waiting carriage and an out-station carriage, wherein the waiting carriage is connected between the in-station carriage and the out-station carriage; the in-station carriage stops inside the platform, the waiting carriage stops at the end of the platform, and the out-station carriage stops outside the platform, and the out-station carriage is also called a carriage without side doors; a wall is provided between the in-station carriage and the waiting carriage to separate the in-station carriage from the waiting carriage in the station, and passengers in the out-station carriage go down to the platform from the waiting carriage in the station; the characteristics are: A ticket gate is provided at the platform corresponding to the parking position of the waiting carriage, and the ticket gate divides the platform into an in-station carriage boarding area and an out-station carriage boarding area. The in-station carriage boarding area is the platform corresponding to the parking position of the in-station carriage; The off-station carriage boarding area is the platform corresponding to the parking position of the waiting carriage; the off-station carriage boarding area is composed of a fully enclosed off-station carriage boarding area ticket checking machine for entering the off-station carriage boarding area and a ticket checking machine for exiting the off-station carriage boarding area; the off-station carriage boarding area entry ticket checking machine is connected to a counter; the counter is set with a predetermined number of passengers, and passengers are not allowed to enter the off-station carriage boarding area without passing through the off-station carriage boarding area entry ticket checking machine on the platform, so that passengers can complete boarding and alighting within 1 minute.

2. The long-distance platform rail train system is characterized by: It includes a train carriage, a waiting carriage and at least one outside carriage, the waiting carriage is connected between the train carriage and the outside carriage; a wall is set between the train carriage and the waiting carriage; the train carriage and the waiting carriage are parked inside the platform, and the outside carriage is parked outside all platforms; A ticket gate is provided at the platform corresponding to the parking position of the waiting carriage, and the ticket gate divides the platform into an in-station carriage boarding area and an out-station carriage boarding area. The out-station carriage boarding area is composed of a fully enclosed out-station carriage boarding area consisting of a ticket gate for entering the out-station carriage boarding area and a ticket gate for exiting the out-station carriage boarding area; The platform entry ticket gate corresponding to the waiting car parking position is connected to a counter, and the counter is set with a predetermined number of people. Passengers are not allowed to enter the off-station car boarding area without entering the ticket gate through the off-station car boarding area on the platform, so that passengers can complete boarding and alighting within 1 minute.

3. The long platform rail train system according to claim 2, characterized in that: The carriage boarding area within the station includes the boarding area for short-distance passengers; the platform section corresponding to the parking position of the carriages in the waiting station includes the boarding area for long-distance passengers.

4. A method for riding a rail train with a long platform, characterized in that: Applicable to the long super platform rail train system described in claim 2; The boarding method for passengers in off-station carriages: Step A, swipe the ticket at the ticket gate in the entrance hall; Step B, swipe the ticket at the ticket gate in the off-station carriage boarding section on the platform; Step C, swipe the card at the ticket gate in the exit hall.

5. A method for riding a rail train with a long platform, characterized in that: A rail train system applicable to the long-distance platform described in claims 2 and 3; comprising dividing the entire line station into at least two route sections according to the distance of the route, and dividing the rail train formation of the long-distance platform into at least two riding sections corresponding to the route sections in a forward and backward two-way or one-way direction with the center of the train formation, and arranging the passengers of the farthest riding section at the farthest end of the whole train formation, and arranging the passengers of the closest riding section at the middle part of the whole train formation: The method for long-distance passengers is as follows: Step A, long-distance passengers swipe their tickets at the ticket gate in the entrance hall; Step B, swipe their tickets at the ticket gate in the boarding section of the carriage outside the platform; Step C, swipe their cards at the ticket gate in the exit hall.

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