Automatic fare collection system of rail train longer than platform

Abstract

An automatic fare collection system of a rail train longer than a station comprises an in-station compartment, a station waiting compartment and at least one out-station compartment, a ticket checker is arranged on the station corresponding to the parking position of the station waiting compartment, and the ticket checker divides the station into a short-distance compartment riding area and a long-distance compartment riding area. The ticket checker for entering the long-distance carriage riding area is provided with a reader-writer, and the reader-writer comprises a riding area mark; the reader-writer is connected with the automatic fare collection system; the function of the riding interval marks is that the riding interval marks are arranged on the reader-writer, and the automatic fare collection system comprises the riding interval marks with or without writing, and divides the tickets into short-distance passengers and long-distance passengers.

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] Since it is not possible to extend the platform due to the special geographical conditions, the only option is to increase the length of the train while keeping the platform length unchanged. However, the problem of ensuring that passengers can get on and off the platform safely has not been solved.

[0003] For the above reasons, all train lengths in the existing railway passenger train signal system refer to the length of trains within the station;

[0004] The reader / writer of the existing rail train ticket sales and inspection system does not have the function of recording the location of passengers within the paid area; the existing tickets do not have the function of locating the location of passengers within the paid area. Summary of the invention

[0005] 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.

[0006] A rail train marshaling, characterized in that: the front and rear of the station carriage are connected to the waiting carriage or the outside carriage in two directions or one direction; wherein the waiting carriage is connected between the station carriage and the outside carriage; the waiting carriage is located inside the long end boundary of the platform when stopping at a station, and the outside carriage is located outside the long end boundary of the platform when stopping at a station; wherein the outside carriage stops outside the long end boundary of the platform at least once at consecutive odd-numbered stations and even-numbered stations;

[0007] The carriages inside the station include multiple carriages; the carriages outside the station include at least one carriage; the carriages outside the platform may include carriages without side doors.

[0008] Preferably, the rail train marshaling is characterized by: further comprising the function of a carriage without side doors,

[0009] When the rail train marshaling stops at the platform, the carriage without side doors does not have the function of side doors for passengers to get on and off the platform;

[0010] Passengers in the carriage without side doors get off directly to the platform via the station carriage;

[0011] The carriage without side doors stops outside the platform regardless of odd-numbered or even-numbered stations.

[0012] Preferably, the rail train marshaling includes a waiting car, which is characterized in that: the waiting car is a car dedicated to passengers getting off at the next stop waiting for the stop platform and providing passengers with a place to get on the train;

[0013] The passengers in the waiting carriage can directly get on and off the platform without using other rail train carriages that are not structurally connected to the rail train formation.

[0014] Preferably, in the rail train formation, a door or a wall is structurally provided between the waiting car and the car inside the station, so as to functionally isolate the car inside the station from the waiting car during operation.

[0015] Preferably, in the rail train formation, the technical feature of the waiting car in structure is that the waiting car has no passenger seats.

[0016] Preferably, in the rail train formation, the waiting car is structurally designed to be a car that is partly a waiting car and partly an in-station car.

[0017] Preferably, in the rail train formation, the waiting car stops on the inner side of both ends of the platform when stopping.

[0018] Preferably, the rail train formation, wherein the total effective width of the single-side doors of the waiting car applicable to subway trains, light rail trains and intercity rail trains 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 waiting car applicable to subway trains, light rail trains and intercity rail trains is greater than 6; the total effective width of the single-side doors of the waiting car applicable to trains and high-speed trains is greater than 3 meters, and the total effective width of the double-side doors is greater than 6 meters.

[0019] Preferably, the rail train formation includes a waiting car, which is characterized in that the doors of the waiting car are overlapping translational power doors, and when the doors on adjacent sides of the car are opened, adjacent door leaves form front and rear two or more door leaves that overlap the side walls of the car.

[0020] Preferably, the described rail train formation, wherein the overlapping combination of the overlapping translational power doors includes: inner plug sliding door power door, outer plug sliding door power door, inner embedded door, outer swing door power door, and outer hanging door power door, which are selected from each other to form two or more overlapping door leaves.

[0021] Preferably, the rail train formation includes a waiting car, which is characterized in that the doors of the waiting car are parallel door-post type folding power doors, and the parallel door-post type folding power doors form a certain angle or are perpendicular to the car when opened.

[0022] Preferably, in the rail train formation, the parallel door post type folding power door opens inwards, outwards or upwards when opened.

[0023] Preferably, the rail train formation includes a waiting car structure, which is characterized in that: the car structure 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, 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.

[0024] Preferably, in the rail train formation, the crossbeam that can be used as a handrail, the side load-bearing columns that can be used as a handrail, and the center load-bearing column that can be used as a handrail are made of solid material or aluminum alloy material or carbon fiber material.

[0025] Preferably, the rail train formation includes a waiting car, which is characterized in that a door for controlling entry and exit from the waiting car is provided between the waiting car and the car without side doors, and the door is a two-way passage door.

[0026] Preferably, in the rail train formation, the door for controlling entry and exit from the waiting car provided between the waiting car and the car without side doors comprises a detection device, and the detection device is used to detect whether there are passengers in the waiting car.

[0027] Preferably, in the rail train formation, the detection device is connected to the switch of the two-way passage door for controlling entry and exit of the waiting car to control the opening or closing of the door.

[0028] Preferably, in the rail train marshaling, at least one of the two-way passage doors is provided between the transitional carriage without side doors or the carriage without side doors and the waiting carriage of the rail train marshaling, and is a parallel and overlapping door, and the door is provided with an "anti-crowding program": when one door is opened, the other door must be closed or both doors are closed at the same time, so as to control the passenger flow and play the function of anti-crowding; for example, the left door is provided as the door for passengers to get off from the transitional carriage without side doors to the waiting carriage; the right door is provided as the door for passengers to get on from the waiting carriage to the transitional carriage without side doors; the overlapping door anti-crowding program is as follows:

[0029] Step 1: After all passengers are on board, the door of the waiting car is closed. When the train starts, the right door is opened; passengers enter the transition car without side doors from the waiting car;

[0030] Step 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;

[0031] Step 3: The through passage of the waiting car on the side of the station car is replaced by a wall. There are longitudinal detectors on the wall. The detectors include distance infrared detectors and distance heat detectors. The longitudinal detector points to the right door closed and the left door open. There is a transverse detector at the left door open of the transition car without side doors. The longitudinal detector and the transverse detector jointly complete the detection of passengers in the car. 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 car without side doors. Since the elderly, children and patients are riding in the station car, the passengers will soon enter the transition car without side doors. After the passengers enter the transition car without side doors, the left door is closed and the right door is opened.

[0032] Step 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;

[0033] Step 5: Passengers get on the bus; at this time, to prevent crowding, the left and right doors are closed.

[0034] Preferably, the rail train formation includes a carriage without side doors, which is characterized in that: in terms of structure: 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 the platform.

[0035] Preferably, the rail train formation, wherein structurally: the technical feature of the carriage without side doors is that it includes a carriage without side doors provided with at least one side emergency door.

[0036] Preferably, the rail train formation, wherein the carriage without side doors further includes: a waiting carriage without side doors, and the waiting carriage without side doors has no passenger seats.

[0037] Preferably, in the rail train formation, the carriage without side doors can be converted into a sleeper carriage in a passenger train. Preferably, the rail train formation includes a transitional car without side doors, which is characterized in that: the car without side doors further includes a transitional car without side doors, and the transitional car without side doors is provided with at least one partition in the length direction of the transitional car without side doors.

[0038] Preferably, the rail train formation includes a transitional carriage without side doors with a two-way automatic walkway, and is characterized in that: wherein, a two-way automatic walkway is arranged in the transitional carriage without side doors with a two-way automatic walkway, and the automatic walkway is a chain-type or belt-type automatic walkway.

[0039] Preferably, an implementation of the platform shield door of the rail train formation includes a platform shield door of a waiting car, characterized in that the effective width of the platform shield door of the waiting car corresponding to the parking position of the waiting car is greater than or equal to the effective width of the waiting car door.

[0040] Preferably, the platform screen doors of the rail train marshaling include overlapping doors and folding doors, including double or multiple overlapping doors, among which the closing doors corresponding to the parking position of the waiting carriage are overlapping doors and folding doors.

[0041] Preferably, the platform screen door of the rail train set, wherein the effective width of the screen door corresponding to the parking position of the waiting car is greater than or equal to the effective width of the waiting car door; the effective width of the screen door is greater than or equal to 8 meters.

[0042] Preferably, the rail train formation includes a car body material, characterized in that: wherein the surface layer and bottom layer of the car skin of the roof, side walls, end walls, and door leaves of the rail train formation are 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 carbon fiber to reduce the weight of the car, including a load-bearing column frame structure.

[0043] Preferably, the rail train formation further includes an advertising light box in the tunnel space, which is characterized in that: the advertising light box in the tunnel space 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.

[0044] Preferably, a ticket selling and checking system for a railway train set including a long over-platform,

[0045] The functional characteristics of the rail train ticket selling and checking system are: selling tickets containing interval tickets; the characteristics of the interval tickets are: tickets containing the riding interval mark;

[0046] The riding section mark is to divide the stations of the entire line into at least two route sections; and divide the rail train formation of the Changchao platform into at least two riding sections according to the corresponding relationship; to distinguish different route sections, a route section mark is used, and to distinguish different riding sections, a riding section mark is used, and the route section mark is in a corresponding relationship with the riding section mark;

[0047] The characteristics of the section ticket are:

[0048] (1) Including the printed riding section mark;

[0049] (2) It includes the functions of recording, storing and transmitting the mark of the travel interval, and the said interval ticket includes stored value card, single-ride card, mobile payment, and mobile payment including ISM;

[0050] The rail train ticket selling and checking system includes an automatic ticket selling and checking system, referred to as an AFC system. Preferably, the rail train ticket sales and inspection system further includes the interval ticket use management method, and the interval ticket use management method is characterized by:

[0051] The stations of the entire line are divided into at least two route sections; and the rail train marshaling of the Changchao platform is divided into at least two riding sections according to the corresponding relationship; the rail train marshaling of the Changchao platform is referred to as the rail train marshaling hereinafter;

[0052] The rail train ticket sales and inspection system implements a method for managing the use of interval tickets including taking the riding section corresponding to the rail train formation according to the route section to which the passenger's entry point and / or destination belongs.

[0053] Preferably, the method for managing the use of the interval ticket includes the issuance of the interval ticket, and the issuance mainly includes the definition of interval ticket code, interval ticket initialization, and assignment and sale of interval ticket; interval ticket is hereinafter referred to as ticket.

[0054] Preferably, the method for managing the use of the interval ticket comprises an automatic ticket vending and checking system completing the assignment and sale of the interval ticket through a terminal device; the terminal device comprises an automatic ticket vending machine and a semi-automatic ticket vending machine.

[0055] Preferably, the method for managing the use of the section tickets includes selling section tickets by the rail train ticket sales and inspection system; the section tickets are the section tickets corresponding to the route section to which the passenger's entry point and / or destination belongs, and the section tickets have the function of riding the section corresponding to the rail train formation according to the route section.

[0056] The shuttle ticket includes at least one of the following:

[0057] (1) a section ticket with the section marked;

[0058] (2) A section ticket that records and transmits the riding section mark, wherein the stored value card and single-ride card of the section ticket include an IC card, a magnetic card, a mobile phone payment, and a mobile phone payment including an ISM.

[0059] Preferably, in the rail train ticket sales and inspection system, the section ticket is characterized by:

[0060] The interval tickets printed with the above-mentioned riding interval mark include: 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.

[0061] Preferably, in the rail train ticket sales and inspection system, the section ticket is characterized by:

[0062] The stored-value card for recording and transmitting the interval ticket with the riding interval mark includes an IC card, a magnetic card, and a mobile payment, wherein the mobile payment includes an ISM;

[0063] The IC card interval ticket includes the IC card and the multi-use contactless IC card city card;

[0064] Further including: contactless IC card, contactless IC card city card, bank IC card, CPU card, M1 card, magnetic card, PASMO, single-ride ticket card including thin contactless IC card.

[0065] Preferably, the rail train ticket sales and inspection system and the method for managing the use of interval tickets include adopting the method of "taking the trains separately according to the route intervals": dividing the entire line station into at least two route intervals according to the distance, and dividing the rail train formation into at least two riding intervals corresponding to the route intervals in the forward and backward two-way or one-way direction from the center of the train formation, and arranging the farthest riding interval at the farthest end of the whole train formation, and arranging the shortest riding interval at the middle part of the whole train formation;

[0066] Preferably, the rail train ticket selling and checking system, the interval ticket use management method; the rail train ticket selling and checking system sells interval tickets; the interval tickets include selling the corresponding interval tickets according to the passenger's entry point and / or destination;

[0067] The rail train ticket selling and checking system implements a ticket use management method for passengers to travel in the riding section corresponding to the rail train formation according to the section ticket.

[0068] Preferably, an automatic ticket vending and checking system is implemented, referred to as an AFC system. The structural features of the automatic ticket vending and checking system are:

[0069] The automatic ticket vending and checking system has at least four layers of architecture: the first layer, the central layer consisting of the line central computer system;

[0070] The second layer is the station layer composed of the station computer system;

[0071] The third layer is the terminal layer composed of station terminal equipment: entry ticket gate and exit ticket gate;

[0072] A reader / writer, the reader / writer is installed between the ticket gate and the ticket gate, that is, the reader / writer is installed within the junction of the payment area, and

[0073] The ticket is coupled to the reader / writer; the reader / writer realizes data exchange with the ticket card and provides information,

[0074] The reader / writer and / or the ticket are connected to the automatic ticket vending and checking system; including the connection between the reader / writer and / or the ticket and the ticket calculation unit of the automatic ticket vending and checking system; wherein, it further includes a communication connection with the ticket calculation unit of the exit ticket checking machine of the automatic ticket vending and checking system; the automatic ticket vending and checking system includes the station computer system; the exit ticket checking machine includes the reader / writer of the exit ticket checking machine.

[0075] Preferably, the automatic ticket vending and checking system,

[0076] Further comprising using route section marks to distinguish different route sections, wherein the route section marks are all symbols, numbers, characters, and keys indicating "travel section";

[0077] In order to distinguish different riding sections, riding section marks are used. The riding section marks are all symbols, numbers, characters, and keys that represent "riding sections".

[0078] The route section mark and the riding section mark are in a corresponding relationship;

[0079] Further comprising a function of setting the riding section mark in the reader / writer, for the reader / writer to record the position of the ticket in the riding section.

[0080] Preferably, the automatic ticket vending and checking system, wherein the ticket, the ticket includes an IC card, a magnetic card, and a mobile payment, and the mobile payment includes ISM; wherein the ticket includes a single-trip ticket and a stored-value card ticket, the single-trip ticket is a ticket output by the train station computer system using the ticket selling method of the rail train formation, and the single-trip ticket carries a riding interval mark written by the train station computer system.

[0081] Preferably, the reader / writer of the automatic ticket vending and checking system, which is installed between the entry ticket checking machine and the exit ticket checking machine, further includes: including a platform corresponding to the parking space of the riding interval and / or in the carriage corresponding to the riding interval, the reader / writer is provided with a riding interval mark; the reader / writer is connected to the ticket calculation unit of the automatic ticket vending and checking system.

[0082] Preferably, a reader / writer for the automatic ticket vending and checking system, the functions of the reader / writer are: the ticket is coupled to the reader / writer; the reader / writer realizes data exchange with the ticket card and provides information, and realizes the connection between the reader / writer and / or the ticket and the automatic ticket vending and checking system; the connection includes the connection between the reader / writer and / or the ticket and the ticket calculation unit of the automatic ticket vending and checking system; wherein, it further includes a communication connection with the ticket calculation unit of the exit ticket checking machine of the automatic ticket vending and checking system; the automatic ticket vending and checking system includes the station computer system; the exit ticket checking machine includes the reader / writer of the exit ticket checking machine.

[0083] Preferably, the reader / writer of the automatic ticket vending and checking system further includes: the functions of the reader / writer are: to connect the reader / writer and / or the ticket with the computing unit of the automatic ticket vending and checking system; to implement a fare calculation method for calculating the fare according to the riding interval. Preferably, the reader / writer of the automatic ticket vending and checking system further comprises:

[0084] The ticket on the ticket card is coupled to the reader / writer, and the reader / writer realizes data exchange with the ticket and provides information; the reader / writer realizes data exchange with the ticket and provides information, and the information includes passenger travel section information; the passenger travel section information further includes at least one of the following: (1) the passenger travel section mark; the travel section information including the travel section mark of the platform corresponding to the parking space of the train formation and / or the travel section mark in the train formation; (2) the ticket number.

[0085] Preferably, the reader / writer of the automatic ticket vending and checking system, wherein the ticket card is coupled to the reader / writer, further comprises: the ticket; the ticket has the function of recording the riding section mark.

[0086] Preferably, the reader / writer of the automatic ticket vending and checking system further comprises: the ticket has the function of locating the position of the passenger within the paid area, recording and transmitting the position information of the passenger within the paid area.

[0087] Preferably, the reader / writer of the automatic ticket vending and checking system further comprises: the reader / writer has the function of locating the position of the passenger within the paid area, recording and transmitting the position information of the passenger within the paid area.

[0088] Preferably, the automatic ticket vending and checking system further includes the function of the outbound ticket checking machine reader-writer: the function of the outbound ticket checking machine reader-writer: the outbound ticket checking machine reader-writer includes reading at least one of the riding section marks of the information recorded in the ticket to calculate the fare;

[0089] The calculated fare includes comparing it with the memory content of the judgment unit to obtain the fare: the first step is to judge whether there is a system riding section mark. If there is no system riding section mark, the fare is calculated according to the existing fare regulations without system riding section mark; the second step is to judge whether there is a system riding section mark. If there is a system riding section mark, the fare is calculated according to the existing fare regulations with system riding section mark. Preferably, the automatic ticket vending and checking system, the reader / writer and / or the ticket are connected to the automatic ticket vending and checking system; Further including:

[0090] The reader / writer and / or the ticket are connected to the ticket calculation unit of the automatic ticket vending and checking system; wherein, Further comprising a communication connection with a ticket calculation unit of an exit ticket checking machine;

[0091] Communication connection methods include: off-grid system;

[0092] The automatic ticket vending and checking system includes the station computer system; the exit ticket checking machine includes the reader / writer of the exit ticket checking machine.

[0093] Preferably, the automatic ticket vending and checking system, the reader / writer and / or the ticket card (the ticket card is changed to a ticket) are connected to the automatic ticket vending and checking system; further comprising:

[0094] In off-grid systems;

[0095] The ticket transmits information to the ticket calculation unit of the station computer system; the information includes the information of the passenger in the riding section;

[0096] The ticket transmits information to the ticket calculation unit of the station terminal device; the information includes the information of the passenger in the riding section;

[0097] The ticket transmits information to the ticket calculation unit of the station computer system; the information includes the information of the passenger in the riding section;

[0098] The station computer system includes the station terminal equipment; the automatic ticket vending and checking system includes the station computer system; the exit ticket checking machine includes the reader / writer of the exit ticket checking machine.

[0099] Preferably, the automatic ticket vending and checking system, which further includes an off-line system transmission mode, the software program sets the reader / writer including the bus-mounted reader / writer to use a digital amount (the present invention temporarily uses a digital amount) as a key, and marks the riding interval on the interval ticket; the digital amount has no monetary significance, but is only used as a key for the mark, the key can also be any value, or it can be selected to subtract the digital amount value when calculating at the exit ticket gate; the key uses a digital amount, which is the reason why the reader / writer is a bus reader / writer, and an arbitrary password is set in the central computer; the key digital amount is included in the exit ticket gate and then supplemented with an equal amount.

[0100] Preferably, the automatic ticket vending and checking system, wherein the reader / writer is connected to the automatic ticket vending and checking system by using a wireless communication system and a wired communication system; further comprising:

[0101] In wireless communication systems and wired communication systems;

[0102] The reader / writer and / or the ticket transmits information to the ticket calculation unit of the station computer system; the information includes the passenger's information on the travel section and / or the ticket number;

[0103] The automatic ticket vending and checking system includes the station computer system; the station computer system includes station terminal equipment. Preferably, the automatic ticket vending and checking system further comprises:

[0104] The wireless communication system and the wired communication system;

[0105] AFC network communication system: The subway AFC network system consists of three parts, namely the central host network system, the station host network system and the backbone network transmission system; the AFC system network connects the central AFC system, the station AFC system, the automatic ticket vending machine, the gate machine and the reader terminal device through network transmission; the station AFC host completes the upload of transaction data processing and the upload and download of control information; the terminal device completes the collection of transaction data and is managed by the station AFC host, which is connected through the station local area network and forwards the data to the AFC central host through a dedicated backbone network; the control information contains the ticket number;

[0106] AFC system terminal equipment: The reader / writer is used for information recording, which includes passenger inspection records and / or riding interval marks in the station payment area. Its main functions include recording and / or riding interval marks, and can communicate and exchange data with the station AFC application system through the network; the station AFC application system includes an exit ticket gate.

[0107] Preferably, the wireless communication system and wired communication system of the automatic ticket vending and checking system further include a memory, wherein the memory is connected to the reader / writer for communication on one side and is connected to the fare calculation unit for communication on the other side;

[0108] The function of the memory is to store the data obtained by the coupling between the reader and the ticket, the data including the number data of the ticket; the memory is connected to the reader for communication while storing the data and providing it to the fare calculation unit in real time;

[0109] The reader / writer is coupled with the ticket card to record the number of the ticket card, and transmits the riding section mark of the reader / writer and the number of the ticket card to the memory of the platform computer through the wireless communication system and the wired communication system. The memory is dedicated to storing the riding section mark of the reader / writer and the number of the ticket card, and is the information storage and exchange center of the ticket calculation unit; the memory uses the storage unit as the storage unit; the memory includes the reader / writer set in the line central computer, the station computer or the exit ticket gate; the memory has a storage address; and is uploaded to the line central computer, the line central computer, and / or through the line central computer, the line central computer, and then transmitted to the memory of each station computer of the line;

[0110] (Note: Memory: stores programs and data, and is the information storage and communication center of the computer; the memory uses storage units as storage units, and each storage unit has a storage address;)

[0111] The memory of each station computer is transferred to the memory of the ticket calculation unit of the terminal device; when the passenger swipes the card at the exit ticket gate when leaving the station, the ticket calculation unit calculates the passenger's fare according to the method of the ticket calculation unit including at least one of the mark of the entry ticket gate + the riding section mark and / or the number of the ticket card + the mark of the exit ticket gate;

[0112] The reader / writer uploads the information record to the storage unit through the wireless communication system and the wired communication system. The storage unit is connected to the fare calculation unit. The function of the storage unit is to store the information record and provide it to the fare calculation unit in real time for comparative calculation.

[0113] Preferably, the automatic ticket vending and checking system further comprises a wireless communication system and a wired communication system; the reader is connected to the station computer via the station LAN network, the station computer is connected to the central computers of each line via the line LAN network, the central computers of each line are interconnected, and the central computers of each line are connected to the station computer via the line LAN network, the information of the reader is issued, and the station LAN network includes a wireless LAN network and a wired LAN network;

[0114] The exit ticket gate is connected to the line central computer through the station local area network, receives the reader / writer information issued by the line central computer, stores it in the memory of the ticket calculation unit, and provides the exit ticket gate for real-time call, combines the record data of the ticket card swiped on the exit ticket gate, and compares it with the calculation method of the calculation unit, so as to obtain the passenger's fare in real time according to the "Fare Regulations";

[0115] The station LAN network can be a dedicated station LAN network, or borrow the LAN network of other stations.

[0116] Preferably, a method for managing the use of tickets implementing the automatic ticket vending and checking system;

[0117] The ticket issuance and use management of the automatic ticket vending and checking system mainly includes the ticket code definition, ticket initialization, ticket assignment and ticket sales, and ticket management;

[0118] The issuance and use management flow chart of the ticket is as follows Figure 3 As shown:

[0119] The process of issuance and use management: the first step is that the station ticketing system sells the ticket with the "corresponding to the riding interval" mark; the second step is to swipe the ticket through the entry ticket gate to record the "entry station number"; the third step is to swipe the ticket at least once on the reader / writer at the platform corresponding to the riding interval and / or the reader / writer in the carriage of the riding interval, and write the riding interval mark of the passenger's carriage in the interval ticket; the fourth step is to swipe the card at the exit ticket gate, and further the ticket is connected to the ticket calculation unit in the station computer, the ticket calculation unit in the station computer, the ticket calculation unit contains a ticket calculation method, and according to the fare regulations formulated by the station, the fare is calculated and included in the ticket card, the station computer contains a reader / writer of the exit ticket gate; the process of issuance and use management is the settlement of passenger fares, and the riding interval mark contains symbols or keys.

[0120] Preferably, the automatic ticket vending and checking system and the method of the ticket calculation unit have the technical characteristics of: including calculating the passenger fare according to the mark of the entry ticket checking machine, at least one mark according to the riding range and / or the ticket card number, and the mark of the exit ticket checking machine.

[0121] Preferably, the automatic ticket vending and checking system, the method of the ticket calculation unit,

[0122] Among them, the technical features of the ticket calculation method are further included: the method of the ticket calculation unit is composed of two parts: (1) the memory content of the judgment unit: the passenger's fare is calculated according to the mark of the entry ticket gate, at least one of the boarding interval mark and / or the number of the ticket card, and the mark of the exit ticket gate; (2) the memory content of the judgment unit is compared and judged in real time with the system boarding interval mark of the IC card; when the ticket card is swiped, the ticket calculation unit compares and judges the recorded information of the ticket card (system boarding interval mark) with the memory content of the judgment unit; after the comparison, the fare is calculated according to the station's "Fare Regulations".

[0123] Preferably, the automatic ticket vending and checking system is provided with a ticket calculation unit method, and the technical features of the memory content of the method determination unit of the ticket calculation unit are:

[0124] A system riding section mark, wherein the system riding section mark comprises a mark of an entry ticket gate, at least one of the riding section mark and / or the ticket number, and a mark of an exit ticket gate;

[0125] The one-to-one correspondence between the system's riding section mark and the fare constitutes the memory content of the judgment unit. Preferably, the automatic ticket vending and checking system further comprises a determination unit memory content of the ticket calculation unit method of the station computer system of the automatic ticket vending and checking system; the station computer system includes a station terminal device, and the characteristics of the determination unit memory content of the ticket calculation unit method are:

[0126] The one-to-one correspondence between the system boarding section marks from the entry to the exit of each line of the urban rail train and the fare is listed as a program, and the memory content of the judgment part of the urban rail train as the fare calculation method of the fare calculation unit is set in the fare calculation unit;

[0127] The memory contents of the judgment part of all urban rail trains are set in the fare calculation unit, which is used as a comparison and judgment between the system riding section mark of the ticket card when the card is swiped with the reader / writer of the exit ticket gate; when the ticket card is swiped, the ticket calculation unit compares the recorded information of the ticket card with the memory contents of the judgment part, and the fare calculation unit includes a reader / writer set at the terminal layer exit ticket gate, or called a ticket processing module; the recorded information of the ticket card includes the system riding section mark.

[0128] Preferably, the automatic ticket vending and checking system further comprises a ticket calculation unit of the station computer system of the automatic ticket vending and checking system, wherein the station computer system includes a station terminal device; and a ticket calculation unit method is provided, wherein the technical features of the ticket calculation unit method are:

[0129] Ticket calculation program: the ticket prices corresponding to all the entry stations + the riding interval mark + the system riding interval mark to the exit stations in the entire urban rail transit automatic ticket vending and checking system are listed as the ticket calculation program, the ticket calculation program is also called the memory content of the determination unit; and is set in the fare calculation unit, or the ticket processing module;

[0130] The exit ticket gate reads the information recorded in the passenger's ticket card and compares it with the memory content of the judgment unit: the first step is to determine whether the riding interval mark is present. If there is no riding interval mark, the fare is calculated according to the existing fare regulations; the second step is to determine whether there is a riding interval mark, according to the "Fare Regulations" formulated by the station, and the "Fare Regulations" include the "Discount Price Parameter Table and Riding Interval Distribution Structure".

[0131] Preferably, the automatic ticket vending and checking system further comprises a ticket calculation unit of the station computer system of the automatic ticket vending and checking system provided with a ticket calculation unit method, the station computer system includes a station terminal device; the technical features of the ticket calculation unit method are:

[0132] The ticket calculation method and fare table are uniformly formulated by the rail transit clearing system. The ticket calculation method includes the memory content of the judgment unit; and is transmitted to the central computer system of each line and the station computer system and related equipment including the ticket calculation unit, including the reader / writer of the exit ticket gate;

[0133] The method further includes setting the ticket calculation method in at least one of the following systems: the ticket card containing a microprocessor unit CPU, the reader / writer of the exit ticket gate, the ticket processing module, the exit ticket gate, the station computer system, the central computer system and the rail transit "one ticket pass" clearing system;

[0134] The ticket calculation method and fare table are uniformly formulated and issued by the rail transit clearing system, and distributed to the central computer system of each line and the station computer system.

[0135] Preferably, a gate counting control door is arranged on the platform of the platform area corresponding to the parking position of the waiting carriage, wherein the parking position of the waiting carriage is also called a preferential area, wherein the preferential area further includes two types of preferential areas, a semi-enclosed preferential area and a fully enclosed preferential area; a form in which only a card is swiped to enter the preferential area and there is no gate when leaving the preferential area is a semi-enclosed preferential area; a form in which a card is swiped to enter the preferential area and a card is not swiped to leave the preferential area, and the gate opens when sensing someone leaving, and passengers entering cannot enter, that is, a one-way free passage gate is a fully enclosed preferential area; at least one reader is arranged on each platform of the preferential area;

[0136] Among them, it further includes installing the reader / writer in the platform area corresponding to the parking position of the waiting carriage, the reader / writer is connected to the entry gate, and the platform area corresponding to the parking position of the waiting carriage is configured so that there is a gate for exiting the station without swiping the card, and the preferential area of ​​the platform cannot be entered without swiping the card;

[0137] The gate counting control door further includes a counter installed in the entry gate, and the gate door is controlled to close when the counter reaches a predetermined number of people; the counter is reset and restarted after each car opens.

[0138] Preferably, the gate counting control door arranged on the platform further includes dividing the platform into an in-station carriage boarding area and a preferential area, the preferential area is the platform section corresponding to the parking position of the waiting carriage, that is, the boarding area for long-distance passengers; the in-station carriage boarding area is the boarding area for medium- and short-distance passengers, and the platform section corresponding to the parking position of the in-station carriage for passengers.

[0139] Preferably, the platform is provided with a gate counting control door, wherein the preferential area further includes two types of preferential areas: a semi-enclosed preferential area and a fully enclosed preferential area; a semi-enclosed preferential area is a form in which a card is swiped to enter the preferential area but no gate is required to exit the preferential area; a fully enclosed preferential area is a form in which a card is swiped to enter the preferential area but no card is swiped to exit the preferential area, and the gate opens when it senses someone leaving, and passengers entering cannot enter, i.e., a one-way free passage gate; at least one reader / writer is provided at each preferential area platform.

[0140] Preferably, the platform is provided with a gate counting control door, wherein, further includes a counter installed at the entrance gate, the counter is set with the number of passengers entering the gate, the number is limited to a reasonable range, and the counter is connected to a detector; after the detector detects that the train is starting, the counter is reset, the detector stops the counting work of the counter, and then resumes the re-counting of the counter, and the cycle continues; when the predetermined number of people is exceeded, 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 subsequent train.

[0141] Preferably, the platform is provided with a gate counting control door, wherein the reader / writer is further installed in the platform area corresponding to the parking position of the waiting car, the reader / writer is connected to the entry gate, and the platform area corresponding to the parking position of the waiting car is configured so that there is a gate for exiting the station without swiping the card, and the platform discount area cannot be entered without swiping the card.

[0142] Preferably, a rail train ticket selling and checking system is characterized in that:

[0143] The rail train ticketing system is used for a rail train marshaling of a long overpass platform, which is referred to as the rail train marshaling. The rail train marshaling is divided into at least two riding sections, including a first riding section and a second riding section. When the rail train marshaling stops at a train platform, and the first riding section is within the platform, the second riding section is outside the platform, and the method includes:

[0144] Receive the starting station information and the arrival station information;

[0145] Determine a route section corresponding to the starting station information and the arrival station information, wherein the route section includes a first route section and a second route section;

[0146] Acquire a riding section mark corresponding to the determined route section, wherein the first route section corresponds to a first riding section mark, and the second route section corresponds to a second riding section mark;

[0147] Output a ticket carrying the acquired riding section mark, or a section ticket, wherein the ticket carrying the first riding section mark is used for riding the first riding section, and the ticket carrying the second riding section mark is used for riding the second riding section.

[0148] Preferably, the rail train ticket selling and checking system is characterized by:

[0149] The platforms that the rail train marshaling passes through are numbered as odd-numbered platforms and even-numbered platforms in sequence. When the rail train marshaling stops at the odd-numbered platform, the first riding section is inside the platform, and the second riding section is outside the platform.

[0150] When the platform is even-numbered, the first boarding section is outside the platform, and the second boarding section is inside the platform; the odd-numbered platform corresponds to the first route section, and the even-numbered platform corresponds to the second route section.

[0151] Determining the route interval corresponding to the starting station information and the arrival station information includes:

[0152] Determining, according to the arrival station information, whether the platform of the arrival station belongs to the odd-numbered platform or the even-numbered platform;

[0153] When the platform of the arrival station belongs to the odd-numbered platform, the route section corresponding to the starting station information and the arrival station information is determined to be the first riding section; and when the platform of the arrival station belongs to the even-numbered platform, the route section corresponding to the starting station information and the arrival station information is determined to be the second riding section.

[0154] Preferably, the rail train ticket selling and checking system is characterized in that:

[0155] The rail train formation is composed of an off-station carriage located at the head and / or tail of the train, an on-station carriage located in the middle of the train, and a transitional carriage located between the off-station carriage and the on-station carriage, wherein the off-station carriage and the transitional carriage constitute the second riding section, and the on-station carriage constitutes the first riding section. When the rail train of the long-over platform stops at any train platform, the first riding section is inside the platform, and the second riding section is outside the platform.

[0156] When the travel distance matches the predetermined distance of the first route section, the starting station information and the arrival station information correspond to the first route section, and when the travel distance matches the predetermined distance of the second route section, the starting station information and the arrival station information correspond to the second route section.

[0157] The route section is in correspondence with the boarding section of the rail train formation at the Changchao platform; it is determined that the receiving and starting station information and the arrival station information correspond to the second route section or the first route section.

[0158] Preferably, the rail train ticket selling and checking system is characterized in that the ticket is a paper ticket, the riding section mark includes symbols, numbers, words and / or keys, and outputting the ticket carrying the acquired riding section mark includes:

[0159] The obtained riding section mark is printed on the paper ticket via a QR code or a bar code; and the paper ticket is output.

[0160] Preferably, the rail train ticket selling and checking system described in any one of the above items is characterized in that the ticket is a smart card ticket, the riding section mark includes symbols, numbers, words and / or keys, and outputting the ticket carrying the acquired riding section mark includes: Converting the riding section mark into an information form that can be stored in the smart card ticket;

[0161] The smart card ticket is stored with the riding section mark obtained after conversion, wherein the smart card ticket is output; The rail train ticket selling and checking system sells stored-value card tickets, and the stored-value card tickets include a city card.

[0162] Preferably, a railway train automatic ticket vending and checking system is characterized in that:

[0163] The carriage of the rail train set is divided into at least two riding sections, including a first riding section and a second riding section. When the rail train of the long platform stops at the train platform and the first riding section is inside the platform, the second riding section is outside the platform. When the rail train set stops at the train platform and the first riding section is inside the platform, the second riding section is outside the platform. The system includes the following four-layer architecture:

[0164] The first layer is the central layer consisting of the line central computer system;

[0165] The second layer is the station layer consisting of the station computer system;

[0166] The third layer is the terminal layer consisting of station terminal equipment;

[0167] The fourth layer, tickets, wherein the tickets include single-trip tickets and stored-value tickets. The single-trip tickets are tickets output by the train station computer system using the ticketing method of the rail train formation, and the single-trip tickets carry the riding interval mark written by the train station computer system.

[0168] Preferably, the rail train automatic ticket vending and checking system is characterized in that the station terminal equipment includes an entry ticket checking machine, an exit ticket checking machine and a reader / writer,

[0169] The station entry ticket checking machine is used to write the station entry information into the single-trip ticket and the stored-value card ticket;

[0170] The reader / writer is installed between the entry ticket gate and the exit ticket gate, and is used to write the riding section mark corresponding to the carriage taken by the passenger into the stored-value card ticket and the single-trip ticket; and deduct the amount of the stored-value card ticket according to the calculated fare;

[0171] The exit ticket gate is also used to determine whether the gate is released based on the exit station information, the entry station information in the single ticket, the riding interval mark written by the train station computer system, and the riding interval mark written by the reader / writer.

[0172] Preferably, the rail train automatic ticket vending and checking system is characterized in that the reader / writer is installed between the station entry ticket checking machine and includes: the reader / writer is installed at the platform corresponding to the carriage; the reader / writer is installed in the carriage; the reader / writer is a reader / writer corresponding to the ticket.

[0173] Preferably, the rail train automatic ticket vending and checking system is characterized in that the rail train is a high-speed train, an EMU train, a train passenger train, an intercity light rail train, a maglev train or a subway train;

[0174] The ticket is an IC card, a CPU card, an MI card, or a PASMD card;

[0175] The rail train ticket selling and checking system sells stored-value cards, and the stored-value card tickets include a city card.

[0176] Preferably, an electronic display screen for a guide map, wherein the electronic display screen for the guide map further includes an electronic display screen for a riding interval guide map of the station that scrolls in real time according to the "Preferential Price Parameter Table and Riding Interval Distribution Structure Formula" in the waiting car and the car without side doors, and passengers board the bus with their "journey interval" marked with the "riding interval" color displayed on the electronic display screen for the guide map.

[0177] Preferably, a rail train signal system used for a rail train formation whose length exceeds the platform further includes the rail train formation; the function of the rail train signal system is that the rail train length data in the signal system data of the rail train formation adopts the sum of the length of the outside car and the length of the inside car based on the rail train formation.

[0178] Preferably, the rail train signal system further comprises at least one train length in the rail train signal system data being set as the rail train length data.

[0179] Preferably, the rail train signal system, wherein the signal system further includes an automatic control system and peripheral general signal equipment, and at least one of the train lengths in the automatic control system data and / or the peripheral general signal equipment is set to the rail train length.

[0180] Preferably, the rail train signal system further includes a data train length of a train operation route control technology, and at least one of the data train lengths is set to the rail train length. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 It is a distribution diagram of the boarding intervals of rail trains parked in the station hall; carriages 1, 2, 3, 4, 5 and 6 are the existing 6 carriages in the platform. The invention turns carriages 1 and 6 into waiting carriages, 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.13. 14. 15. 16. 17. 18. 18 carriages: 19 is the platform length, 20 is the carriage outside the station (7 and 13), 21 is the carriage outside the station (8 and 14), 22 is the carriage outside the station (9 and 15), 23 is the carriage outside the station (10 and 16), 24 is the carriage outside the station (11 and 17), and 25 is the carriage outside the station (12 and 18). Figure 2 It is 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: 1, the waiting car is parked on the inner side of the platform end, 2, the car without side doors is parked on the outer side of the platform end, and 3, the inner side of the platform end. It is the most important technical feature of the present invention. Figure 3 This is a flowchart of ticket usage. Figure 4 This is an explanatory diagram of the "Discount Price Parameter Table and Ride Section Distribution Structure". Figure 5 It is a general program diagram of the automatic ticket vending and checking system. Figure 6 It is a partial diagram of the procedures of the automatic ticket vending and checking system. DETAILED DESCRIPTION

[0181] 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:

[0182] For example, if 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. 22. 23. 24. 25. 26, that is, 18 carriages: the corresponding diagram of the station number, route section, boarding section, ticket color, and carriage color (or key 0.01) of the rail train,

[0183] (1) The routes are divided into: 2. 3. 4. 5. 6. 7. 8. 9. 10. 11 are the shortest routes and are marked with white routes; 12. 13. 14 are the shortest routes and are marked with blue routes; 15, 16, 17 are the shorter routes and are marked with green routes; 18, 19, 20 are the middle routes and are marked with green routes; 21, 22, 23 are the middle routes and are marked with yellow routes; 24. 25. 26 are the longest routes and are marked with orange routes;

[0184] (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;

[0185] 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;

[0186] The standard map uses 26 platforms. If there are more or less than this number, 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 are without seats, and passengers cannot stop in the carriages. They are not ticket-selling carriages.

[0187] "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;

[0188] 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.

[0189] Figure 2 In the figure, the 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 is as follows: 1, the waiting car is parked on the inner side of the platform end, 2, the car without side doors is parked on the outer side of the platform end, and 3, the inner side of the platform end, which is the most important technical feature of the present invention.

[0190] The train marshaling of passenger cars stops at the boarding section of the platform: if the standard line has 6 stations, it uses 36 carriages:

[0191] For example, the standard line has 6 stations: the carriage interval is 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 converts carriages 1 and 18 into waiting carriages (that is, half of them are waiting carriages and half of them are standard carriages), 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36 are carriages without side doors beyond the platform; because it is a direct express train, 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 difference station exit method"; 37 is the platform length;

[0192] (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;

[0193] (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;

[0194] The carriage interval distribution structure of this line is: "ride interval distribution structure"; standard 4 intervals: (2-3) station, white---(4-5) station, blue----(6) station, red; abbreviated as 2----2-1 red structure.

[0195] The rail train marshaling section parked at the platform: There are 26 stations on the line; 12 carriages are used: 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 the red riding interval is marked, and 13 is the platform length.

[0196] 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,

[0197] 2. 3. 4. 5. 6. 7. 8. 9. 10. 11 are the closest sections and the corresponding riding sections are the closest riding sections - white carriages; 12. 13. 14. 15. 16 are the shortest riding sections - blue carriages; 17. 18. 19. 20. 21 are the middle riding sections - yellow carriages; 22. 23. 24. 25. 26 are the farthest riding sections - red carriages;

[0198] The carriage section distribution structure of this line is: "ride section distribution structure"; standard 4 sections: (1-11) white --- (12-16) blue --- (17-21) yellow --- (22-26) red; abbreviated as 10---5-5-5 structure.

[0199] The train car structure top view of the "load-bearing column frame structure" of the rail train waiting car is a top view of the "load-bearing column frame structure" of the car with overlapping horizontally moving power doors of the subway type A car. 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 a side load-bearing column, which supports and reinforces 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 passage, 5 is the newly added central longitudinal beam; on the roof is the central longitudinal beam of the roof, which vertically corresponds to the central longitudinal beam of the bottom of the car, connected by the central load-bearing column; 6 is a door is provided in the through passage, 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. The overlapping horizontal moving power door of the rail train is a hidden and exposed horizontal moving overlapping power door with the side wall of the carriage as the center line, a hidden-carriage side wall-exposed overlapping horizontal moving power door, and a top view of a subway A-type car. 1.2 is an exposed horizontal moving power door, 3.4 is a hidden horizontal moving power door, 1.2. 3.4 together constitute a hidden-carriage side wall-exposed overlapping horizontal moving power door, 2 and 3 are between the car side walls, and 5 is a closed door state. This hidden and exposed horizontal sliding door group makes the total opening width of the horizontal sliding door reach the widest of the horizontal moving power door with the same length of the car.

[0200] This is a main view of the sliding overlapping door subway type A car of the rail train. 1 is the reinforcing transverse rib 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 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.

[0201] It is a side view of the subway type A car with hidden interior - car side wall - exposed horizontal moving overlapping power doors of the rail train, 1 is the newly added roof center fir beam, 2 is the roof cross reinforcement beam, 3.4 is the newly added roof reinforcement side longitudinal beam, 5 is the center load-bearing column (also serving as handrail), 6.7 is the side load-bearing column (also serving as handrail), 8 is the newly added vehicle bottom supporting center bottom beam, 9 is the car bottom plate, 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 moving heavy drop power door, 14 is the hidden door leaf of the horizontal moving heavy drop power door, and 15 is the crossbeam handrail.

[0202] The overhead view of the train carriage structure of the load-bearing column frame structure of the rail train is a parallel door column type vertical opening power door mode 1 of the subway type A car; parallel door column type vertical opening power mode 1, 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 are 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 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 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-layer) 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).

[0203] It is a top view of the subway A-type car of the rail train, which is a top view of the parallel door post vertical door axis door carriage. 1.2 is the vertical door axis outward opening door, 3.4 is the door closed state, the door frame is wrapped inside, and two adjacent door posts are connected in parallel.

[0204] It is the main view of the 90-degree vertical door axis door of the subway type A parallel door column of the rail train, 1 is the top beam, 2 is the side reinforcement rib 20×1.5 cm, 2 is the crossbeam handrail and the longitudinal beam handrail at the side load-bearing column and the center load-bearing column; 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.

[0205] "Preferential Price Parameter Table and Ride Section Distribution Structure" explains: Figure 4 .

[0206] Figure 4 The "Preferential Price Parameter Table and Ride Section Distribution Structure" of the automatic ticket vending and checking system explains:

[0207] one, Figure 4The implementation of the AFC system for ticket sales and inspection of rail trains is as follows:

[0208] Taking Beijing Subway Line 1 as an example, there are 26 stations on this line and 4 sections on the route. Passengers who get off at stations 2-11 will pay the original fare; passengers who get off at stations 12 or above will pay a discounted fare. There are two discount options:

[0209] (1) The preferential price is divided into "preferential price": the preferential price for stations 12-16 is 0.50 yuan; the preferential price for stations 17-21 is 1.00 yuan; the preferential price for stations 22-26 is 1.50 yuan;

[0210] (2) The preferential price is divided into "80% discount on the ticket price": 80% discount on the ticket price for 12-16 stations is 0.40 yuan; 80% discount on the ticket price for 17-21 stations is 0.80 yuan; 80% discount on the ticket price for 22-26 stations is 1.10 yuan;

[0211] There are two types of preferential prices: (1) Choose either of the two; (2) Choose both: Both types of preferential prices are available: in the route design of multiple card swipes, such as 4 times of swipes, the passenger should swipe the card 4 times according to regulations. If the passenger only swipes the card 3 times, only 80% of the fare discount will be calculated.

[0212] Figure 4 Specific format of "Preferential Price Parameter Table and Ride Section Distribution Structure":

[0213] 1. The first horizontal column "Ride interval distribution structure 10 white ---- 5 blue --- 5 yellow ---- 5 red;" indicates that the ride interval distribution structure of 4 ride intervals is 10 white ---- 5 blue --- 5 yellow ---- 5 red; it is the artificial regulation of the specific route of Beijing Line 1: the "ride interval distribution structure" of 4 ride intervals;

[0214] 2. The vertical column "Station Number" indicates the station number from top to bottom in the direction of the train's progress, and the station number changes in order; 1st station - 15th station - 26th station;

[0215] 3. The vertical column "White Ride Section" indicates that the white ride section changes in sequence from top to bottom as the train moves forward; the white ride section changes in sequence from top to bottom as the train moves forward;

[0216] 4. The vertical column "Lanzhou Ride Section" indicates that the Lanzhou Ride Section changes in sequence as the stations are from top to bottom in the direction of the train's advance; the stations in the Lanzhou Ride Section change in sequence as the stations are from top to bottom in the direction of the train's advance;

[0217] 5. The vertical column "Yellow Ride Section" indicates that the stations in the Yellow Ride Section change in order from top to bottom in the direction of the train's progress; the stations in the Yellow Ride Section change in order from top to bottom in the direction of the train's progress;

[0218] 6. The vertical column "Red Ride Section" indicates that the red ride section changes in sequence with the station number from top to bottom in the direction of the train's advance; the red ride section changes in sequence with the station number from top to bottom in the direction of the train's advance;

[0219] 7. Electronic display screen of the train section guide map (referred to as "display screen"): it indicates the sequential change of stations as the train moves from top to bottom;

[0220] 8. The reader / writer includes a reader / writer equipped with an LED light, and the color of the LED light in the reader / writer of the LED light is consistent with the color of the riding section, so as to facilitate passengers to swipe their cards; in this way, the passengers enter the corresponding carriage according to the display of the riding section guide map electronic display screen in each carriage, and swipe the card on the reader / writer in the corresponding carriage;

[0221] 9. "Fare discount" refers to the preferential fare for passengers riding in carriages without side doors outside the station; actual fare = original fare - fare discount; 10. "80% of fare discount" refers to the preferential fare for passengers riding in carriages without side doors outside the station; actual fare = original fare - 80% of fare discount; "80% of fare discount" means "fare discount" X 80% = 0.50 yuan X 80% = 0.40 yuan; 1.00 yuan X 80% = 0.80 yuan; 1.50X 80% = 1.10 yuan;

[0222] DETAILED DESCRIPTION <1> :The fare calculation program of the fare calculation unit of the automatic ticket vending and checking system computer:

[0223] (1) Take the off-line system as an example: four riding intervals are used; according to the riding interval, the short-distance riding interval does not require card swiping, so there is no riding interval mark; the three riding intervals of short, medium and long distance are marked with 0.01 yuan, 0.02, 0.03 and 0.09 instead of marking the ticket card to mark the riding interval; there is no reader / writer in the short-distance riding interval within the station (such as Figure 1 , 2nd, 3rd, 4th, 5th, positions), the reader is set at the preferential area platform (such as Figure 1 , the 10th and 1st platforms correspond to the platform, the 6th and 7th platforms correspond to the platform) short ride interval mark 0.01 yuan; the reader / writer (such as Figure 1 , 11th and 8th positions) of the intermediate riding section marked with 0.02; in the long-distance riding section, the reader / writer (such as Figure 1, 12th, 9th position) long-distance riding interval mark 0.03; passenger card swiping records in different riding intervals; is the transmission or record of the coupling between the reader and the IC card. The reader transmits his riding interval mark to the IC card, and the IC card records it in the storage area.

[0224] (2) The system's boarding section mark is the mark of the entry ticket gate + the boarding section mark; the system's boarding section mark can also be the mark of the entry ticket gate + the boarding section mark + the mark of the exit ticket gate:

[0225] (3) The system's riding interval markings correspond one-to-one with the fare regulations set by the platform (in this example, the "Preferential Price Parameter Table and Riding Interval Distribution Structure Formula" for Beijing Line 1);

[0226] (4) Write a one-to-one correspondence table of the system riding section mark code for the fare calculation (program) method provided with the fare calculation unit of the automatic ticket vending and checking system;

[0227] For example, if you enter the station for the second time, the mark on the IC card at the station ticket gate is 2, and you get off at the 25th station, you should take the long-distance ride section and read the reader / writer in the long-distance ride section (such as Figure 1 , 12th and 9th positions) long-distance travel intervals are marked 0.03; The system's boarding interval mark, the mark on the entry ticket gate is 2 + the long-distance boarding interval mark of the reader 0.03 + the mark on the exit ticket gate. The one-to-one correspondence table "Discount Price Parameter Table and Boarding Interval Distribution Structure Formula" shows that the original fare is 5.00 yuan minus the fare discount (red boarding interval) 1.50 yuan = 3.50 yuan.

[0228] (5) Write out the correspondence between the system boarding zone markings of each entry ticket gate and exit ticket gate and the fare regulations set by the platform (in this example, the "Preferential Price Parameter Table and Boarding Zone Distribution Structure Formula" for Beijing Line 1); including the fare regulations without boarding zone markings; and compile the total fare calculation (procedure) method of the automatic ticket vending and checking system;

[0229] A computer program that converts the total fare calculation method into a coded instruction sequence. It is also called a total fare calculation program.

[0230] The total fare calculation program is set up in the automatic ticket vending and checking system; the automatic ticket vending and checking system has a five-layer architecture: the first layer is the rail transit "one ticket" clearing system; the second layer is the central layer composed of the central computer system of the AFC system of each line; the third layer is the station layer composed of the station computer system; the fourth layer is the terminal layer composed of the station terminal equipment.

[0231] (6) The total fare calculation procedure is carried out by the rail transit "One Ticket" clearing system; the next level is passed down to the central computer of each line; the third level is the station computer; the fourth level is the station terminal equipment exit ticket gate.

[0232] (7) When the passenger exits the station, he / she swipes the card at the exit ticket gate, which reads the IC card record: the mark of the entry ticket gate + the mark of the boarding section + the mark of the exit ticket gate: the total fare calculation procedure of the automatic ticket vending system is compared with the system boarding section mark; if the mark is the same, the total fare calculation procedure of the automatic ticket vending system is followed; the fare is calculated, recorded in the IC card, and the gate is opened; if the mark is not the same, the gate is closed, and the gate is opened after the regulations formulated by the station are implemented;

[0233] The fare calculation procedure of the computer fare calculation unit: the exit ticket gate verifies the riding range mark on the ticket card according to the actual exit location, and sets the "Preferential Price Parameter Table and Riding Range Distribution Structure" according to the program of the automatic ticket vending and checking system to confirm whether the exit location is consistent with the entry station and riding range mark recorded on the ticket card. If they are consistent, the fare is obtained according to the preferential price parameters set by the central computer, and the key amount is supplemented by the same amount at the exit ticket gate.

[0234] DETAILED DESCRIPTION <2> Preferably, in a wired system, the reader / writer can be connected to the station central computer through the station local area network, and connected to the storage of the exit ticket machine; (or it can be connected to the line central computer with a storage device, and the storage of the line central computer is finally connected to the storage of the exit ticket machine), and the storage of the exit ticket machine is finally connected to the computing unit of the exit ticket machine. The information uploaded by the reader / writer, which includes the unique card number of the IC and the riding section mark of the reader / writer, is uploaded to the storage set by the central computer of the line, and the storage is connected to the storage of the exit ticket gate. The storage of the exit ticket gate can store the information for 24 hours, so that the calculation unit of the exit ticket gate can read it at any time. When the IC card is swiped at the exit ticket gate, the computer program of the exit ticket gate will call out the information for comparison and matching. If a ticket without the information passes, the fare without the riding section mark will be recorded; if a ticket with the information passes, the fare with the riding section mark will be recorded. The fare is processed and judged according to the "Fare Regulations" formulated by the station, and the fare is obtained and recorded in the IC card. Finally, the calculation unit of the exit ticket gate is connected. "

[0235] The gate is connected to the station computer system through the station LAN, receives system operation parameters and the operation mode commands of the station computer system and the central computer system, including the unique card number of the IC card in the operation mode of the automatic ticket vending and checking system, and uploads relevant ticket processing transaction data.

[0236] DETAILED DESCRIPTION <3> Preferably, in the wireless system, the reader / writer can have a wireless transmission module, through the station wireless LAN (located in the tunnel); the wireless communication network includes borrowing the existing wireless communication network, and the wireless transmission method adopts a passenger information system (PIS) or 3G, 4G, WIFI and other wireless transmission methods, as long as the wireless transmission method does not interfere with the ATC system, and can realize the interface and wireless transmission communication method between the on-board ticket machine (or POS machine, etc.) system of the wireless radio frequency reader / writer and the automatic ticket vending and checking system AFC; or a dedicated station wireless LAN is established,

[0237] The reader-writer can be connected to the station central computer through the station wireless LAN and to the storage of the exit ticket gate; the subsequent procedures are the same as those of the wired system.

[0238] DETAILED DESCRIPTION <4> Preferably, in an off-line system, the boarding section mark of the automatic ticket vending and checking system may adopt a key: The "passenger section key for the system carriage" is temporarily encrypted:

[0239] (1) A key may be used to set a riding interval mark in the program of the automatic ticket vending and checking system and the reader / writer. According to the three intervals of short, medium and long distance, the reader / writer uses keys (confidential, self-set, and provisional at the station) of 0.01 yuan, 0.02 yuan, 0.03 yuan, and 0.09 to mark the riding interval on the ticket card. The key for setting the riding interval mark of the blue reader / writer is 0.01 yuan; the key for setting the riding interval mark of the yellow reader / writer is 0.02 yuan; the key for setting the riding interval mark of the red reader / writer is 0.03 yuan. A card with a full-color reader / writer riding interval mark set with a key of 0.09 yuan can replace other color riding interval mark cards to achieve corresponding discounts; a full-color reader / writer riding interval mark A card with a key of 0.09 yuan can replace other color riding interval marking cards to achieve corresponding discounts; the exit ticket gate determines the passenger's "riding interval marking color" or the system riding interval marking according to the following procedures: that is, the blue passenger riding interval marking color or the system riding interval marking = the "entry station number" recorded by the entry ticket gate + 0.01 yuan, the yellow passenger riding interval marking color or the system riding interval marking = the "entry station number" recorded by the entry ticket gate + 0.02 yuan, the red passenger riding interval marking color or the system riding interval marking = the "entry station number" recorded by the entry ticket gate + 0.03 yuan, and the full-color passenger riding interval marking color = the "entry station number" recorded by the entry ticket gate + 0.09 yuan;

[0240] (2) 0.01 yuan to 0.09 yuan has no monetary meaning. It is only a key to replace the riding section mark. The key can also be any value, or an equal value can be subtracted when calculating at the exit ticket gate. 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 at the exit ticket gate.

[0241] (3) The exit ticket gate verifies the boarding zone mark on the ticket according to the actual exit location, and confirms whether the exit location is consistent with the station entry and boarding zone mark recorded on the ticket according to the "Preferential Price Parameter Table and Boarding Zone Distribution Structure" set by the program of the automatic ticket vending and checking system. If they are consistent, the fare is obtained according to the preferential price parameters set by the central computer, and the key amount is supplemented at the exit ticket gate. The carriage section distribution structure of this line is: "ride section distribution structure"; standard 4 sections: (1-11) white --- (12-16) blue---- (17-21) yellow --- (22-26) red; abbreviated as 10---5-5-5 structure.

[0242] DETAILED DESCRIPTION <5>

[0243] The reader / writer is arranged in odd-numbered carriages or platforms corresponding to odd-numbered carriages, and in even-numbered carriages or platforms corresponding to even-numbered carriages. The riding interval of odd-numbered carriages or platforms corresponding to odd-numbered carriages is marked as 1, and the riding interval of even-numbered carriages or platforms corresponding to even-numbered carriages is marked as 2;

[0244] The system's boarding section mark is the entry ticket machine mark + the boarding section mark; the system's boarding section mark can also be the entry ticket machine mark + the boarding section mark + the exit ticket machine mark:

[0245] The passenger enters the station at the 3rd station and swipes the IC card, and records the mark 3 of the entry ticket gate in the IC card storage area. He gets off at the 15th station, so he should take the odd-numbered car or the platform corresponding to the boarding section of the odd-numbered car, and swipe the IC card on the reader / writer of the boarding section of the odd-numbered car or the platform corresponding to the odd-numbered car, and record the boarding section mark as 1 in the IC card storage area; swipe the IC card on the reader / writer of the exit ticket gate and record the mark 15 of the exit ticket gate in the IC card storage area. According to the fare calculation procedure:

[0246] The system's boarding interval mark is the entry ticket machine's mark 3 + the boarding interval mark; the system's boarding interval mark can also be the entry ticket machine's mark 1 + the boarding interval mark + the exit ticket machine's mark 15; the corresponding fare is 3.00 yuan - 0.50 yuan = 2.50 yuan

[0247] (1) Passengers enter the station by swiping their card at the ticket gate.

[0248] (2) The reader / writer is located in the odd-numbered carriage or the platform corresponding to the odd-numbered carriage, and is located in the even-numbered carriage or the platform corresponding to the even-numbered carriage.

[0249] (3) Passengers enter the station by swiping their card at the ticket gate.

[0250] (4) The exit ticket gate verifies the travel range mark on the ticket card according to the actual exit location, and sets the station's "fare regulations" according to the program of the automatic ticket vending and checking system to confirm whether the exit location is consistent with the entry station number and travel range mark recorded on the ticket card. If they are consistent, the fare is obtained according to the preferential price parameters set by the central computer, and the key amount is supplemented at the exit ticket gate.

[0251] DETAILED DESCRIPTION <6>

[0252] The procedures of the automatic ticket vending and checking system are as follows: Figure 5 , 6 ;

[0253] The communication modes between the reader and the automatic ticket vending and checking system include: off-line system, wireless transmission system and wired transmission system. When the reader / writer is installed in a carriage without side doors, an off-line system or a wireless transmission system is adopted; when the reader / writer is installed in a preferential area of ​​a platform, an off-line system, a wireless transmission system or a wired transmission system can be adopted, and the wired transmission system is preferred.

[0254] (1) Because of the obvious cost-saving advantage of the off-line system and for the convenience of description, the following program implementation of the automatic ticket checking system AFC is mainly based on the communication mode implementation of the off-line system of the automatic ticket vending and checking system line program;

[0255] The wireless transmission system and the wired transmission system are used for communication, but the communication methods are different. The reader communicates with the exit ticket gate, the platform computer or the central computer system (or the line central computer system). The transmitted content is the same, that is, the information recorded on the IC card is the same. The program of the automatic ticket checking system AFC is the same. At the same time, the ticket calculation module of the central computer's ticket clearing system (or the rail transit "one ticket" clearing system) is the same.

[0256] The reader / writer in the paid area or on the platform or in the carriage between the station entrance ticket gate and the station entrance ticket gate is coupled with the IC card; the IC card communicates with the automatic ticket checking system AFC, and the memory of the IC card is used to store and transmit at least one of the following information including the passenger's station number information (including the information of the riding interval mark for the carriage outside the station) and the riding interval mark information.

[0257] (2) The wireless transmission system of the program implementation example of the automatic ticket vending and checking system: the reader / writer at the preferential area platform or carriage adopts a reader / writer with wireless transmission function to communicate with the automatic ticket checking system AFC, and its technology is mature; at least one of the following is transmitted, including the passenger's station number information (including the information of the riding interval mark of the carriage outside the station) and the riding interval mark information.

[0258] (3) The wired transmission system of the program implementation example of the automatic ticket vending and checking system: the reader / writer on the platform uses a reader / writer with wired transmission function to communicate with the automatic ticket checking system AFC, and its technology is mature; at least one of the following is transmitted, including the passenger's station number information (including the information of the riding interval mark of the car outside the station) and the riding interval mark information.

[0259] DETAILED DESCRIPTION <7>

[0260] The specific implementation steps of the automatic ticket vending and checking system are as follows: Figure 5 , 6 ;

[0261] (1) The fare calculation method of the fare calculation unit is compiled into a computer program, that is, converted into a coded symbolic instruction sequence.

[0262] First, the fare calculation method of the fare calculation unit is compiled into a computer program; and the computer fare calculation program is set in the automatic ticket vending and checking system, wherein the computer fare calculation program is further set in at least one of the following:

[0263] The automatic ticket vending and checking system has a five-layer architecture: the first layer is the rail transit "one ticket" clearing system; the second layer is the central layer composed of the central computer system of the AFC system of each line; the third layer is the station layer composed of the station computer system; the fourth layer is the terminal layer composed of the station terminal equipment.

[0264] The fare calculation (program) method of the fare calculation unit is set in the reader / writer of the terminal layer exit ticket gate <or (determination unit memory content), and is set in the fare calculation unit, or ticket processing module.

[0265] The automatic ticket gate reads the information (period, section) recorded in the passenger's ticket (IC) and compares it with the ticket calculation program (memory content of the judgment unit): the first step is to determine whether there is the riding section mark. If there is no riding section mark, the fare is calculated according to the existing fare regulations; the second step is to determine whether there is a riding section mark, according to the "Fare Regulations" formulated by the station (such as: "Discount Price Parameter Table and Riding Section Distribution Structure").

[0266] (2) The reader / writer is provided with a mark of the agreed riding section so that it can be recorded in the IC card when coupled with the IC card.

[0267] (3) The reader / writer is installed between the entry ticket gate and the exit ticket gate, including the platform corresponding to the parking spaces in the boarding section (including the platform corresponding to the parking spaces in the waiting car or the platform corresponding to the odd-numbered and even-numbered parking spaces) and / or in the car corresponding to the boarding section (including the car without side doors or the odd-numbered and even-numbered cars), and is used to record the position of the passenger between the entry ticket gate and the exit ticket gate; so that the position can be recorded in the IC card when coupled with the IC card.

[0268] (4) Ticket gate at the station: When a passenger uses a stored-value card, one-way ticket or mobile wallet to enter the station for ticket inspection, the ticket gate will write the entry transaction record into the card and save the card transaction record on the ticket gate storage medium.

[0269] (5) The reader / writer: When a passenger uses a stored-value card, a one-way ticket or a mobile wallet to enter the reader / writer, the reader / writer writes the transaction record (including the interval boarding mark) into the card, and saves the transaction record of the card in the storage medium of the reader / writer. The entry ticket gate and the exit ticket gate are both equipped with a stored-value ticket reader / writer and an antenna. In addition, the transmission device of the exit ticket gate is also equipped with a one-way ticket reader / writer with a small antenna to complete the reading and writing operations when the one-way ticket is recovered;

[0270] (6) Exit ticket gate: The reader / writer antenna is responsible for data communication and energy transmission in stored-value tickets and one-way tickets. The data in the ticket is uploaded to the storage unit through the reader / writer for use in wireless and wired systems.

[0271] The station entry ticket machine writes the station entry transaction record (or the station entry ticket machine mark) into the card (including the riding section mark), the reader writes the transaction record (including the section riding mark) (or the reader writer mark, or uses the stored value card, one-way ticket and mobile wallet unique card number) into the card, and the exit ticket machine transaction record (or the exit ticket machine mark)

[0272] After the reader / writer judges the data in the ticket, the fare calculation (program) method of the fare calculation unit is set on the reader / writer, and the reader / writer is judged in real time with the following records: the entry transaction record (or the entry ticket machine mark) written in the card by the entry ticket machine (including the riding section mark), the transaction record written in the card by the reader / writer (including the riding section mark) (or the reader / writer mark, or the unique card number of the stored value card, one-way ticket and mobile wallet) and the exit ticket machine transaction record (or the exit ticket machine mark)

[0273] (7) Fare calculation unit fare calculation (procedure) method:

[0274] Step 1: Whether or not the reader / writer writes the riding interval mark transaction record into the interval ticket (stored value card, one-way ticket and mobile wallet);

[0275] Step 2: None. The reader / writer writes the transaction record of the riding interval mark into the interval ticket (stored-value card, one-way ticket and mobile wallet); calculates the fare according to the existing ticket regulations; and releases the vehicle.

[0276] Step 3, the reader / writer writes the riding interval mark transaction record into the interval ticket (stored value card, one-way ticket and mobile wallet);

[0277] The fare shall be calculated according to the ticket regulations as stated above; including the fare calculated according to the "Preferential Price Parameter Table and Ride Section Distribution Structure"; and the vehicle shall be released.

[0278] Step 4, the reader / writer writes the riding interval mark transaction record into the interval ticket (stored value card, one-way ticket and mobile wallet);

[0279] Passengers will not be allowed to pass if the mark on the exit ticket gate is not in the prescribed exit ticket gate mark;

[0280] The fare is calculated according to the ticket regulations as stated above; after the fare is calculated according to the fines specified on the ticket for not being marked at the specified exit ticket gate, the passenger is released.

[0281] The fare regulations of the payment station are followed, and the judgment result is sent to the reader / writer. The reader / writer modifies the data information in the ticket through the antenna (card writing process).

[0282] (8) Fare calculation unit fare calculation (procedure) method: at least one:

[0283] The reader / writer writes the transaction record of the riding interval mark into the interval ticket (stored value card, one-way ticket and mobile wallet);

[0284] The fare shall be calculated according to the ticket regulations as stated above; including the fare calculated according to the "Preferential Price Parameter Table and Ride Section Distribution Structure"; and the vehicle shall be released.

[0285] Invented is a long-distance platform rail train marshaling consisting of a waiting car that stops within the platform and is used for waiting and getting on and off the platform when the train stops, connected to at least one car without side doors that stops outside the platform when the train stops beyond the platform, and the car without side doors includes a car without side doors with emergency doors;

[0286] 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; and it stops outside the platform when stopping; the technical features of the waiting carriage are that it is connected to the carriage without side doors; and it stops inside the platform when stopping; 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 down to the platform from the waiting carriage connected to the carriage without side doors.

[0287] Preferably, "the formation of a rail train with a longer platform than the 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 boarding separately according to the route section) is removed from the function of passengers getting on and off the platform. The passengers in this car enter the waiting car that stops within the platform when the boarding function is removed 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 from the waiting car connected to the car without side doors A method for directly getting off the train car to the platform; preferably, 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 to the front and rear bidirectional or unidirectional directions of the existing rail train formation, and a car without side doors that stops outside the platform when stopping (including boarding 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 (or mobile platform) that has removed the function of passengers when stopping and stops inside the platform 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 directly get off the platform from the waiting car connected to the car without side doors without using other transportation vehicles;

[0288] Preferably, in order to implement the method of the present invention, a rail train marshaling equipment for a long super platform is designed, and its structural technical features are as follows:

[0289] Invented is a rail train formation for a long over-platform, which is composed of a waiting car that stops within the platform and is used for waiting and getting on and off the platform, connected to at least one car without side doors that stops outside the platform, and the car without side doors includes a car without side doors with emergency doors;

[0290] Structurally: the technical features of a carriage without side doors are that the entire carriage has no side doors for passengers to get on and off the platform; and it stops outside the platform when stopping; the technical features of a waiting carriage are that it is connected to a carriage without side doors; and it stops inside the platform when stopping; structurally, the rail train at the Changchao platform includes a waiting carriage connected to a carriage without side doors; the rail train at the Changchao platform does not include other transport vehicles that assist in getting on and off the platform, and the rail train at the Changchao platform does not include a coupling carriage that assists in getting on and off the platform.

[0291] 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 trains 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, so as to form a dynamic marshaling of a passenger train with a length exceeding the platform length;

[0292] Preferably, the present invention provides a new rail train formation and ticket selling, boarding method and ticket checking method: the capacitance of the track, signal, subway, and light rail train formation's traction substation system, the contact wire cross-sectional area, and the tunnel lighting system are increased accordingly according to the needs of the newly added rail passenger train formation. The passenger car operation system of the rail train formation of the existing rail train 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 existing platform length 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 pass through The present invention is a method for entering the waiting car one station in advance through the passage, and getting off the platform after the waiting car, the car without side doors and the whole train enter and stop at the platform at the same time; the present invention is a new rail train formation method in structure, which is composed of the waiting cars on the inner sides of the two ends of the platform length, and the cars without side doors for passengers who exceed the platform length are connected through the passage to form a dynamic formation of rail train cars whose length exceeds the platform length; to achieve the purpose of expanding transportation capacity, the technical breakthrough point is the invention of the rail train formation whose length exceeds the platform length, such as Figure 1 , Figure 2The figure shows that the rail train is marshaled at the platform position. During the train operation, the passengers in the carriage without side doors beyond the platform who are going to get off at the next station 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;

[0293] 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;

[0294] 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;

[0295] The characteristics of the carriage without side doors are that it has no side passenger doors for getting on and off during operation, but has emergency doors; and it stops in the area beyond the boundaries of the two ends of the platform;

[0296] A foot pedal or foot ladder is provided on the floor of the carriage corresponding to the emergency door for passengers to get on and off the train in an emergency. The foot pedals are of two types: concealed type and obvious-concealed type. The foot pedal is usually stored under the car, and is unfolded in an emergency, so that passengers can get down from the foot pedal to the ground. The foot pedal can also be in an obvious place, such as the upper half of the pedal at the exit of a bus, and the lower half of the 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 pedal at the exit of an existing long-distance bus, which automatically extends when the door is opened for passengers to get off the bus.

[0297] The waiting carriage is characterized by being parked within the boundaries of the two ends of the platform and connected to the carriages without side doors beyond the boundaries of the two ends of the platform;

[0298] Long rail train The rail train marshaling is composed of a waiting car connected to at least one car without side doors extending beyond the platform; the number of cars without side doors can be selected according to the passenger flow; the waiting car 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 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; The role of carriages without side doors solves the problem of insufficient seating space in carriages on the platform;

[0299] The waiting carriage solves the problem of getting multiple carriages without side doors on and off the long platform in a short time. The technical features of the rail train marshaling (structurally) of the rail train with a long super platform of the present invention are as follows:

[0300] (1) The present invention discloses that the function of the waiting carriage is to provide a carriage for passengers from other carriages to get on and off the train in a centralized manner;

[0301] (2) The present invention discloses that the waiting carriages are parked on the inner sides of both ends of the platform;

[0302] (3) The present invention discloses a train carriage without side doors, which is a carriage without side doors for passengers to get on and off (excluding doors for emergency and maintenance);

[0303] (4) The present invention discloses a carriage without side doors, in which the entire carriage is parked beyond the length of the platform;

[0304] (5) The present invention discloses a method in which all passengers in the carriage must get off from other carriages;

[0305] (6) The present invention discloses that the waiting carriage is connected to the carriage without side doors beyond the platform via a through passage;

[0306] (7) The present invention discloses that a waiting carriage, a carriage without side doors and a whole train arrive at and stop at the platform at the same time;

[0307] (8) 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.

[0308] Effects of the present invention: Since the carriage capacity is increased by 2 times minus the comfort level of the carriage, the number of passengers is increased by at least 1 time compared with the existing train formation. At the same time, the comfort level of passengers is greatly increased.

[0309] Preferably, the rail train waiting car is functionally created as a car specifically 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 getting off at the next stop and passengers who do not get off from the next stop into separate cars.

[0310] 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.

[0311] 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.

[0312] (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 on their own lanes. Passengers walk in one direction to reduce congestion and then enter and exit the carriage without side doors. The longitudinal partition in the middle of the two-way sidewalk of 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 waiting carriage, and vice versa. This door is located approximately one-third of the way 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.

[0313] (2) Between the waiting car and the transition car without side doors, a transition car without side doors with a two-way moving walkway can be added. The transition car 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 train. The longitudinal partition in the middle of the two-way walkway and the waiting car has a "two-way channel single-leaf door".

[0314] (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 waiting 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 enter the waiting carriage; the right door shall be the door for passengers to get on from the waiting carriage to the transitional carriage without side doors. The anti-crowding procedure for overlapping doors is as follows:

[0315] 1) After all passengers are on board, the door of the waiting car is closed. When the train starts, the right door is opened; passengers enter the transition car without side doors from the waiting car;

[0316] 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;

[0317] 3) The through passage of the waiting car on the side of the station car 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 human waist. The detectors include distance infrared detectors and distance 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 car without side doors. The longitudinal detector and the transverse detector jointly complete the detection of passengers in the car. 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 car without side doors. Since the elderly, children and patients are riding in the station car, the passengers will soon enter the transition car without side doors. After the passengers enter the transition car without side doors, the left door is closed and the right door is opened.

[0318] 4) After all passengers have entered the waiting car from the transition car without side doors, the left door is closed to prevent crowding, the car stops, and the door of the waiting car is opened; passengers get off; after getting off;

[0319] 5) Passengers get on the bus; at this time, to prevent crowding, the left and right doors are closed.

[0320] (4) Train passenger car riding mode: The carriage without side doors can be transformed into a sleeper carriage, which can greatly improve the comfort of the train passenger car.

[0321] 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 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.

[0322] Preferably, the waiting car of the 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 car 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 car in the station. This door is closed during train working hours to prohibit the movement of passengers in the waiting car and the original car 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.

[0323] 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 to reach a state 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 8 meters on one side to more than 8 meters; it can also be infinitely close to the car length.

[0324] Preferably, for lines with fewer passengers, half of the waiting car can be designed as a waiting car, and the other half can still be designed as an original car to form a dynamic formation; for lines with more passengers, the waiting car can also be connected in two sections.

[0325] 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 at least one emergency door.

[0326] Preferably, the present invention changes the carriage from a mixed ride method for short, medium and long distance passengers to a carriage without side doors and a ride method of "separate rides for different sections of the route";

[0327] Preferably, the door opening method of the waiting carriage is 1. The overlapping translational power door of the rail train is invented - 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 side wall of the carriage and overlap, and the overlapping method is as follows:

[0328] 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:

[0329] Preferably, in order to prevent the rear-end collision of the rail passenger train formation that exceeds the platform, the length of all trains in the signal system of the rail train formation system 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;

[0330] The rail train automatic control ATC system described in this design is referred to as "the rail train ATC system"

[0331] (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 described in the hardware is composed of a rail train with side passenger doors on the platform, referred to as the "in-station rail train", plus a rail train without side passenger doors outside the platform, referred to as the "out-of-station rail train", and an automatic control system ATC system, forming a whole; in short, the rail train 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;

[0332] 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;

[0333] The automatic control ATC system of existing rail trains can be upgraded and reconstructed according to the length of the train formation, or a new software program can be written to form the automatic control ATC system of the rail train with the rail train; 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 (Advanced Train Control System) Controlsystems) such as North America's Advanced Train Control System (ATCS) and Advanced Railway Electronic System (ARES), European Train Control System (ETCS), 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 as the above rail train automatic control ATC system; the hardware rail train, that is, 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 form a whole; according to different application conditions, you can choose a matching ATC system or CBTC system and interface circuit;

[0334] 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;

[0335] 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;

[0336] The length of the track train in the automatic control ATC system of the track train needs to be reset, that is, the inherent data train length of the train itself is set to the length of the track train; this is reflected in the following aspects:

[0337] The hardware upgrade and transformation includes train safety positioning, storage unit including database, mobile authorization limit LMA, mobile authorization limit LMA calculation function, and writing new software programs, among which the inherent data of the train itself, the train length is set to the track train length;

[0338] The inherent data train length of the train itself in the 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 of the EMU is set to the track train length;

[0339] (1) The train length in the ATO system is set to the length of the track train; the train drive and braking equipment are controlled according to the speed curve and train position, thereby controlling the train speed;

[0340] (2) Supervisory control mode of ATS system The train length in the system is set to the track train length: divided into three types: centralized control type, centralized supervision decentralized control type, and autonomous decentralized type;

[0341] (3) The inherent data train length of the train in the positioning system is set to the track train length: the train safety positioning of the long track train ATC system includes: using track circuit to position the train, using axle counter 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 loop line 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;

[0342] In the CBTC system, the onboard equipment, speed sensor, radar and positioning transponder 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. 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.

[0343] The train length parameters in all 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 indication signs, ground signal machines, and on-board signals, are all set to the train length of the track;

[0344] The high-speed rail on-board equipment obtains the train's position information through the transponder. The train length transmitted in these train positioning system function devices is set as the track train length; the on-board equipment has the function of determining the train position, which is based on the information received by the ground transponder and uses it as a reference point to measure the train running distance through equipment such as a speed measurement unit to obtain the train position. The inherent data of the train itself, the train length, is set as the track train length;

[0345] (4) The inherent data train length of the train itself in the storage unit (including the database) is set to the track train length: that is, the train length stored in the database storage unit is set to the track train length; the train length parameters stored in all storage units of the database storage unit of the track train ATC system are set to the train length inside the platform plus the train length outside the platform; that is, the data storage unit includes: including the central controller storage unit, ATC area controller storage unit or on-board ATC storage unit, the data storage unit DSU database of the CBTC system, embedded database, 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,

[0346] The data storage unit increases the length of the track train to 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 increase of the length of the track train is set to 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;

[0347] (5) The inherent data train length of the train in the train running interval control mode of the ATP system is set to the track train length:

[0348] Target speed mode: The trackside equipment of the ATP system 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;

[0349] Target distance system: The train speed is controlled as a speed curve. The ground equipment of the ATP system 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 system 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;

[0350] (6) The inherent data train length of the train in the block section system is set to the track train length: the inherent data train length of the train in the block section system of the track train 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; the virtual block system is not defined by a physical block partition. It is defined by data control in the area controller;

[0351] The inherent data train length of the train itself in the movement authorization system formulated according to the block section principle is set to the track train length: the movement authorization, movement authorization limit LMA of the "target-distance" control system of the long track train ATC system, and the driving permission MA of the high-speed railway train control system are all set to the track train length;

[0352] The LMA algorithm for calculating the authorized range of movement of the rail 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 rail train; the inherent data train length of the train itself is set to the length of the rail train; because the LMA algorithm for calculating the authorized range of movement 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 inside the station plus the longest train length outside the station;

[0353] The block section length of the rail train ATC system in fixed block is designed according to the unfavorable conditions such as the longest train length inside the station plus the longest train length outside the station and the most unfavorable braking rate according to the longest rail train length exceeding the platform;

[0354] (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. The inherent data train length of the train in the computer interlocking system is set to the track train length: the conditional train length solidified in the computer interlocking computer of the ATC system of the long track train is set to the track train length; 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;

[0355] 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 control microcomputers and special software to realize the interlocking relationship between station signals, switches, and switches, and perform logical operations and judgments on the interlocking relationship. The system automatically collects and processes information from signals, switches, and track circuits, inputs the driving 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 the action information to the execution unit to realize the control and supervision of the station signal equipment. The conditions solidified in the computer contain the inherent data of the train itself, and the train length is set to the track train length.

[0356] (8) The inherent data train length of the train in the software program upgrade system is set to the length of the track train: that is, the configuration setting in the software program design: the train length is set to the length of the track train; the software program of the long track train ATC system is upgraded to a program that matches and corresponds to the track train, in which the inherent data train length of the train is set to the length of the track train;

[0357] That is, the basic algorithm used in the process of sequence design. When designing the algorithm, the inherent data train length of the train itself in the algorithm is set to the track train length, 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.

[0358] 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

[0359] The movement authorization limit LMA of the subsequent train of the rail train ATC system is from the tail of the subsequent train to the tail of the preceding train, wherein the necessary data includes the train length set as the rail train length that exceeds the 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:

[0360] 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.

[0361] 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.

[0362] The inherent data train length of the train itself in the calculation module system of the software is set to the said track train length: the core of the regional controller is the calculation module, in which the conditions solidified in the computer, namely, the inherent data train length of the train itself is set to the said track train length. 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 train length of the train itself; the calculation functions of the ATC systems of long track trains and the calculation modules of different standards all contain the inherent data train length of the train itself, which is set to the said track train length;

[0363] 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;

[0364] 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. 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. The algorithm can meet the safety requirements after adjustment. 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 as the track train length;

[0365] That is, the basic algorithm used in the program design process. When designing the algorithm, the inherent data of the train itself in the algorithm: the train length is set to the length of the train that exceeds the platform, that is, the length of the track train, such as: (train movement authorization LMA, its effective coverage range is 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 circumstances, it can still ensure that there is a safe interval distance between trains to prevent rear-end collisions; the train tracking interval distance is the maximum allowable speed, the current speed of the subsequent train, the terminal speed of the movement authorization, the line and other information calculated, safe braking distance + safety protection distance + distance between ATO protection points + length of the preceding train.

[0366] Assume the maximum permissible speed of the train, the current speed of the following train, the braking acceleration, the safety protection distance SD, which is generally 55 to 60 meters, the in-station train length of the preceding train, the out-station train length of the preceding train, and the authorization update time; in the mobile block system, there are the following three classic models:

[0367] (1) 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 is:

[0368] (2) Moving space blocking mode: the time interval between the preceding train and the following train passing any point on the line is always fixed and has nothing to do with the travel speed. In other words, the trains track each other at a fixed interval. The train tracking interval is:

[0369] (3) 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 is:

[0370] 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 to calculate the 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

[0371] The movement authorization limit LMA of the subsequent train of the rail train ATC system is from the tail of the subsequent train to the tail of the preceding train, wherein the necessary data includes the train length set as the rail train length that exceeds the 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:

[0372] 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.

[0373] 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.

[0374] The inherent data train length of the train in the software calculation module system of the rail train ATC system (including the interlocking system) is set to the rail train length: the core of the regional controller is the calculation module, in which the conditions solidified in the computer contain the inherent data train length of the train itself, which is set to the rail train length. 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 train length of the train itself; the calculation functions of the ATC system of long rail trains and the calculation modules of different standards all contain the inherent data train length of the train itself, which is set to the rail train length;

[0375] 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;

[0376] 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.

[0377] (9) The ATC system is divided into the ATC system based on track circuits and the CBTC system based on wireless communication.

[0378] The inherent data train length of the train in the wireless communication CBTC system is set to the track train length: 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 CBTC-based signal system; 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 consists 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 , so that the train can know its exact position on the line; the odometer and radar measure the train position; according to the transponder detection accuracy, transponder installation accuracy and displacement measurement accuracy, 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, containing the inherent data of the train itself. The train length is set to the length of the track train; 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, the conditions solidified in the computer, that is, the inherent data of the train itself, the train length is set to the length of the track train.

Claims

1. An automatic ticket vending and checking system for rail trains at long-distance platforms, the automatic ticket vending and checking system has a five-layer architecture: the first layer is the rail transit "one ticket pass" clearing and sorting system; the second layer is the central layer composed of the central computer system of the AFC system of each line; the third layer is the station layer composed of the station computer system; the fourth layer is the terminal layer composed of the station terminal equipment, the automatic ticket vending and checking system is referred to as the AFC system; including the ticket checking machine on the platform entering the long-distance carriage boarding area is equipped with a reader, characterized in that: It includes a short-distance carriage, a waiting carriage and at least one long-distance carriage, the waiting carriage is connected between the short-distance carriage and the long-distance carriage; a wall is set between the short-distance carriage and the waiting carriage; the short-distance carriage and the waiting carriage are parked inside the platform, and the long-distance 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 a short-distance carriage boarding area and a long-distance carriage boarding area. The long-distance carriage boarding area is composed of a ticket gate for entering the long-distance carriage boarding area and a ticket gate for exiting the long-distance carriage boarding area, forming a fully enclosed long-distance carriage boarding area; passengers are not allowed to enter the long-distance carriage boarding area without passing through the ticket gate for the long-distance carriage boarding area on the platform; the ticket gate for entering the long-distance carriage boarding area is provided with a reader / writer, and the reader / writer contains a boarding section mark; The reader / writer is connected to an automatic ticket vending and checking system; The entire line station is divided into at least two route sections according to the distance, and the rail train formation of the long-distance platform is divided into at least two riding sections corresponding to the route sections in the forward and backward two-way or one-way direction from the center of the train formation, and the passengers of the farthest riding section are arranged at the farthest end of the whole train formation, and the passengers of the shortest riding section are arranged in the middle part of the whole train formation; riding section marks are used to distinguish different riding sections; The automatic ticket vending and checking system includes whether or not the riding section mark is written, and the tickets are divided into short-distance passengers and long-distance passengers.

2. The automatic ticket vending and checking system for rail trains at long and super platforms according to claim 1 is characterized in that: In order to distinguish different riding sections, a riding section mark is used, and the riding section mark includes one of the following symbols, numbers, letters, and keys representing "riding section".

3. A management method for an automatic ticket vending and checking system for a railway train at a long-distance platform, the automatic ticket vending and checking system is referred to as an AFC system; the ticket checking machine for entering the long-distance carriage boarding area on the platform is provided with a reader / writer, and the characteristics are: An automatic ticket vending and checking system for rail trains with long platforms as described in claim 1; Step A, selling tickets with travel interval marks; step B, swiping the tickets at the ticket gate in the entrance hall; step C, swiping the tickets on the reader / writer on the platform and writing the travel interval marks on the tickets; step D, swiping the card at the ticket gate in the exit hall and dividing the tickets into short-distance passengers and long-distance passengers according to whether the travel interval marks are written in the tickets.

4. The method for managing an automatic ticket vending and checking system for a railway train at a long platform according to claim 1, characterized in that: The step D further comprises: Step D1, reading whether there is a riding section mark written in the section ticket; Step D2: Release the passenger without writing the mark of the riding section in the section ticket. Step D3: The ticket contains a travel section mark; the ticket complies with the ticket regulations; and the passenger is released. Step D4: The ticket contains a travel section mark which does not comply with the ticket regulations; the passenger is not allowed to travel.

5. The method for managing an automatic ticket vending and checking system for a railway train at a long platform according to claim 3, characterized in that: Selling interval tickets; the interval tickets are characterized by: tickets containing a riding interval mark.

6. The method for managing an automatic ticket vending and checking system for a railway train at a long platform according to claim 5, characterized in that: The section ticket includes a riding section mark printed thereon.

7. The method for managing an automatic ticket vending and checking system for a railway train at a long platform according to claim 5, characterized in that: The section ticket includes a function of recording a riding section mark.

8. The method for managing an automatic ticket vending and checking system for rail trains at a long platform according to claim 7, characterized in that: The interval ticket includes a mark for recording the riding interval and includes one of the following items: stored value card, single-ride card, mobile phone payment, and mobile phone payment including ISM.

9. A rail train at a long-distance platform and a gate counting control door system at the platform, comprising a station carriage, a waiting carriage and an outside carriage, wherein the waiting carriage is connected between the station carriage and the outside carriage; a wall is arranged between the station carriage and the waiting carriage; the station carriage and the waiting carriage are parked inside the platform, and the outside carriage is parked outside all platforms; characterized in that: A ticket checking machine is provided at the platform corresponding to the parking position of the waiting car, and the ticket checking machine divides the platform into an in-station car boarding area and an out-station car boarding area. The out-station car boarding area is composed of a fully enclosed out-station car boarding area consisting of a ticket checking machine for entering the out-station car boarding area and a ticket checking machine for exiting the out-station car boarding area; the platform entry ticket checking machine corresponding to the parking position of the waiting car is connected to a counter, and the counter is set with a preset number of people. When the counter reaches the preset number of people, the gate is controlled to close, and passengers are not allowed to enter the out-station car boarding area without passing through the ticket checking machine for entering the out-station car boarding area on the platform.

10. A rail train with a long platform and a gate counting control door system on the platform, characterized in that: 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 car, and the ticket gate divides the platform into an in-station car boarding area and an out-station car boarding area. The out-station car boarding area is composed of a fully enclosed out-station car boarding area consisting of a ticket gate for entering the out-station car boarding area and a ticket gate for exiting the out-station car boarding area; the platform entry ticket gate corresponding to the parking position of the waiting car is connected to a counter, and the counter is set with a preset number of people. When the counter reaches the preset number of people, the gate door is controlled to close, and passengers are not allowed to enter the out-station car boarding area without passing through the platform and entering the ticket gate of the out-station car boarding area.

11. The rail train and gate counting control door system at the long platform according to claim 10, 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.

12. A rail train with a long platform and a method for boarding a gate counting control door on the platform, characterized in that: Applicable to the rail train at the long platform as claimed in claim 1 and the gate counting control door system at the platform; 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.

13. A method for riding a rail train with a long platform, characterized in that: Applicable to the rail train of the long super platform and the gate counting control door system on the platform as described in claims 1 and 2; Divide the entire line station into at least two route sections according to the distance, and divide 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 arrange the passengers of the farthest riding section at the farthest end of the whole train formation, and arrange 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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