Train and non-stop transfer method thereof
By adopting the shuttle bus pre-position scheme and liftable guide wheelset technology in railway passenger trains, the train's autonomous steering control and non-stop transfer are achieved, and the efficiency and safety problems of trains when stopping and transfer at mid-stop stations in the existing technology are solved, and operational efficiency and safety are improved.
Patent Information
- Application Number
- CN202510242241.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-03
- Publication Date
- 2025-05-23
AI Technical Summary
When existing railway passenger trains stop and transfer at the midway station, the train must slow down, stop, wait for passengers to get on and off, and then start and accelerate, wasting time, energy and infrastructure resources, and the switch switch switch device increases operational complexity and safety risks.
The front-mounted shuttle bus solution is adopted to realize the autonomous steering control of the train through liftable guide wheels, avoid relying on the switch switching device, and change the direction of the rails in combination with the switch switching device, control the driving direction of the passenger shuttle bus, passenger truck and passenger shuttle bus, so as to achieve non-stop transfer.
Minimize the time required for passenger shuttle buses and passenger trucks to meet, improve line utilization, avoid the impact of passenger truck driving speed during passenger trucks, ensure the operation efficiency of passenger trucks, avoid the disadvantages of switch switch devices, and do not need to change the current railway facilities.
Smart Images
Figure CN120024370A_ABST
Abstract
Description
Technical Field
[0001] The invention relates to the technical field of railway trains, and in particular to a train and a non-stop transfer method thereof. Background Art
[0002] In the current railway passenger transport scheme, passenger trains must stop at stations to enable passengers to get on and off. Each time a train stops at an intermediate station, it must go through a series of processes from high-speed operation to deceleration, parking, waiting for passengers to get on and off, restarting, accelerating, and then reaching high-speed operation. The current passenger train operation model does not give full play to the potential advantages of trains being able to run at high speed for a long time, wasting a lot of passenger time, energy, and railway infrastructure resources.
[0003] By using the shuttle bus to detach from the train and send the passengers getting off the train to the intermediate station, and by using the shuttle bus to connect with the train and send the passengers from the intermediate station onto the train, the purpose of passengers transferring without the train stopping can be achieved.
[0004] Placing the shuttle bus at the rear of the train can achieve the purpose of non-stop train transfer. In the passenger boarding stage of this solution, the shuttle bus and the passenger car can be connected in the following two ways:
[0005] Method 1: The passenger shuttle waits at the exit fork of the intermediate station. When the passenger car passes the fork, the passenger shuttle enters the passenger car's driving track, accelerates from the rear to catch up with the passenger car and docks with it. This method has many defects, including: first, in order to avoid the passenger shuttle from speeding, the passenger car must slow down so that the passenger shuttle can catch up with the passenger car and dock with it, and then accelerate to the maximum speed. The whole process will waste a lot of time for the passenger car (depending on the speed of the passenger car, theoretically it will be much longer than half of the time required for the train to accelerate from rest to the maximum speed), which will greatly reduce the passenger car's operating efficiency; second, the closer the passenger car speed is to the maximum speed, the longer it takes for the passenger shuttle to catch up with the passenger car, which will seriously reduce the operating efficiency of the occupied line.
[0006] Method 2: In order to shorten the time for the passenger shuttle bus to meet the passenger bus, the passenger shuttle bus will pick up passengers before the passenger shuttle bus arrives at the intermediate station, accelerate to an appropriate speed on the track parallel to the passenger bus route, wait until the passenger bus overtakes, then enter the passenger bus track through a suitable switch, accelerate from the rear to catch up with the passenger bus and dock with it. This method also has several disadvantages, including: first, the passenger shuttle bus needs to occupy the track parallel to the passenger bus route for a long time, which seriously affects the operating efficiency of the line; second, additional railway facilities may be required, such as: it must have parallel double-track conditions, and at the same time, add switch facilities such as the required switch for the passenger shuttle bus to merge with the passenger bus at a suitable location; finally, this method will also greatly increase the workload of train scheduling.
[0007] The travel direction of existing trains is controlled by the direction of the rails. The principle is: there is a protrusion structure on the inner edge of the train wheel, and the wheels on both sides are stuck on the inner side of the two rails through the wheel flange protrusions, ensuring that the train runs normally on the rails without derailing, and at the same time, the direction is controlled under the guidance of the rails. When the train is running at the fork position of the railway, the direction of the rails is changed by the switch switching device, so as to realize the steering control of the train. Although the switch switching device solves the steering control problem of the train, it also brings many safety issues, including: traffic scheduling, switch switching, signal switching, and the train must maintain the necessary safety emergency braking distance before reaching the switch. Compared with trackless transportation, the switch switching device of rail transportation brings disadvantages such as increased infrastructure construction, increased traffic scheduling workload, and reduced driving efficiency. Summary of the invention
[0008] Purpose of the invention: The present invention aims to provide a train that can realize non-stop transfer without changing the existing railway facilities. Another purpose of the present invention is to provide a method for non-stop train transfer realized by the above-mentioned train, so as to improve the train driving efficiency.
[0009] Technical solution: The train described in the present invention is connected by a ferry car and a passenger car. Along the running direction, the ferry car is located in front of the passenger car; the ferry car includes a head locomotive, a ferry car and a front docking car; along the running direction, the passenger car includes a rear docking car, a passenger car and a rear locomotive; the front docking car and the rear docking car are docked to form a docking channel.
[0010] Preferably, the shuttle bus and the passenger car are both provided with a liftable guide wheel set, which is located in front of the first set of wheels of the shuttle bus and the passenger car, and is used to autonomously control the train steering. The liftable guide wheel set disclosed in the present invention can enable the train to achieve autonomous steering control without relying on the turnout switching device, which not only avoids the disadvantages of the turnout switching device to rail transit, but also minimizes the impact of the passenger disembarkation process on the running speed of the passenger car.
[0011] Optionally, the liftable guide wheel set includes: one side is a special wheel with a rim protrusion structure on both the inner and outer sides, and when the wheel travels on a continuous and uninterrupted track, the driving direction of the train is controlled to be consistent with the direction of the connected track; the other side of the guide wheel set is a conventional wheel with a rim protrusion structure on the inner side. The liftable guide wheel set is in a raised state during normal driving and can rotate 180° horizontally; when it is necessary to control the steering, the guide wheel set is rotated and adjusted as needed and lowered to contact the track. When it is necessary to control the train to turn left, the guide wheel set can be adjusted to have a special wheel with rim protrusions on both the inner and outer sides on the left side and a conventional wheel on the right side; when it is necessary to control the train to turn right, the guide wheel set can be adjusted to have a special wheel with rim protrusions on both the inner and outer sides on the right side and a conventional wheel on the left side.
[0012] Optionally, the front docking compartment and the rear docking compartment have the same structure, the front half of the docking compartment is a double-layer fairing structure, including an inner bullet-shaped fairing and an outer compartment-shaped fairing; the rear half of the docking compartment is an ordinary compartment structure.
[0013] Optionally, the front docking carriage and the rear docking carriage are mutually interlocking structures, and the mutually interlocking structures are wedge-shaped interlocking structures or fishtail arrow-shaped interlocking structures.
[0014] The method for non-stop train transfer of the present invention is implemented by the above train, and the transfer includes getting off and getting on.
[0015] The steps to get off the bus are as follows:
[0016] Passengers who need to get off the train enter the passenger shuttle bus in advance; when the train arrives at the predetermined position, the passenger shuttle bus and the passenger vehicle are disconnected; the passenger shuttle bus and the passenger vehicle are kept at a certain distance by controlling the driving speed to ensure that the switch switching device at the entry switch of the intermediate station has sufficient switching time, so that the passenger shuttle bus and the passenger vehicle can travel in separate lanes; the passenger shuttle bus turns into the entry switch and arrives at the intermediate station, and the passengers get off; the passenger vehicle travels along the original running track; the predetermined position is set along the running direction of the train at a certain distance before the train arrives at the intersection of the running line and the entry switch; optionally, the distance between the passenger shuttle bus and the passenger vehicle can be increased by controlling the speed of the passenger shuttle bus to be greater than the speed of the passenger vehicle;
[0017] The steps to board the bus are as follows:
[0018] Before the disembarking shuttle bus arrives at the station, the boarding shuttle bus picks up passengers in advance and turns into the passenger bus track from the exit branch; the passenger bus is located behind the boarding shuttle bus, and the passenger bus catches up with the boarding shuttle bus from behind and docks with it, and the passengers enter the passenger bus through the docking channel.
[0019] Furthermore, during the process of getting off and getting on, the direction of the rails is changed by a switch switching device to control the travel directions of the passenger getting off bus, the passenger vehicle and the passenger getting on bus.
[0020] Furthermore, in the specific steps of getting off the train, after the passenger ferry and the passenger vehicle of the train are disconnected, the speed of the passenger ferry is the set maximum speed, and the speed of the passenger vehicle is lower than the set maximum speed. Before the passenger ferry turns into the station entry branch, the distance between the passenger ferry and the passenger vehicle meets the train driving safety requirements;
[0021] The boarding shuttle bus departs from the intermediate station and enters the passenger bus running track from the exit branch. The speed of the boarding shuttle bus is lower than the set maximum speed. The passenger bus is located behind the boarding shuttle bus, and the speed of the passenger bus is the set maximum speed.
[0022] Furthermore, in order to avoid the impact of the passenger getting off process on the driving speed of the passenger vehicle, the guide wheel group technology is used to enable the shuttle bus and the passenger vehicle to autonomously control the driving direction at the fork without relying on the turnout switching device.
[0023] Furthermore, by using the guide wheel technology, the specific steps of getting off the vehicle can be optimized as follows:
[0024] Passengers who need to get off the train board the passenger shuttle bus in advance; when the train arrives at the predetermined location, the passenger shuttle bus and the passenger vehicle are disconnected, and there is no need to keep a distance between the two; before the passenger shuttle bus reaches the intermediate station entrance fork, it adjusts in advance according to the direction of the fork and lowers the guide wheel group, passes through the fork and leaves the passenger vehicle's route, and takes the passengers to the intermediate station through the entrance fork; before the passenger vehicle reaches the intermediate station entrance fork, it adjusts in advance according to the direction of the fork and lowers the guide wheel group, passes through the fork and continues to maintain its original route, and the passenger bus completes the plan of allowing passengers to get off at the intermediate station without stopping.
[0025] Beneficial effects: Compared with the prior art, the present invention has the following significant advantages: 1. The present invention adopts the ferry car pre-position scheme to realize the non-stop train transfer, which can shorten the time required for the ferry car to meet the passenger car to the greatest extent, and the line utilization rate is the highest; 2. The ferry car pre-position scheme realizes the non-stop train transfer, which can avoid the impact of the passenger boarding stage on the passenger car's running speed and ensure the passenger car's operating efficiency; 3. The implementation of the scheme of the present invention does not require changing the existing railway facilities, or only simplifies the turnout structure, and has the best economy and operability; 4. The guide wheel group technology adopted by the present invention does not rely on the turnout switching device The device realizes autonomous steering control of the train, avoiding many disadvantages brought by the turnout switching device to rail transit; 5. The guide wheel group technology adopted by the present invention can ensure that the passenger disembarkation stage of the non-stop transfer scheme does not affect the driving speed of the passenger car, thereby ensuring the operating efficiency of the passenger car; 6. The design of the docking car of the present invention is conducive to reducing wind resistance during the driving of the shuttle bus and the passenger car, and improving the driving speed and safety; 7. The train structure and non-stop transfer scheme disclosed in the present invention can maximize the potential of the train to travel at high speed for a long time under the premise of ensuring the safety of train driving and docking, thereby greatly improving the operating efficiency of the train. BRIEF DESCRIPTION OF THE DRAWINGS
[0026] Figure 1 A schematic diagram of a train transfer without stopping according to the present invention;
[0027] Figure 2 The schematic diagram of the train structure is shown in FIG.
[0028] Figure 3 This is a schematic diagram of the structure of the shuttle bus;
[0029] Figure 4 It is a schematic diagram of the structure of a passenger vehicle;
[0030] Figure 5 It is a structural schematic diagram of a wedge-shaped chimeric structure docking box;
[0031] Figure 6 It is a structural schematic diagram of a docking box of a fishtail arrowhead mosaic structure;
[0032] Figure 7 This is a schematic diagram of the structure when the guide wheel group controls the train to turn left;
[0033] Figure 8 This is a schematic diagram of the structure when the guide wheel group controls the train to turn right;
[0034] Fig. 9 This is a schematic diagram of the structure of a railway track bifurcation crossing. DETAILED DESCRIPTION
[0035] The present invention will be further described below in conjunction with the accompanying drawings.
[0036] The train of the present invention comprises a ferry car (1) and a passenger car (2); along the running direction, the ferry car is located in front of the passenger car, and the ferry car comprises a head locomotive 11, a ferry car 12 and a front docking car 13; the head locomotive 11 is located at the front of the train, and the ferry car 12 is located behind the head locomotive 11; according to needs, the ferry car is composed of one or more seatsless cars; the front docking car 13 is located behind the ferry car 12.
[0037] The function of the passenger car (2) is to maintain a high-speed driving state without stopping at a station as much as possible, so as to achieve the purpose of energy saving and efficient passenger transportation. Along the direction of the train, the passenger car (2) includes a rear docking car 23, a passenger car 22 and a rear locomotive 21; after the front docking car 13 and the rear docking car 23 are docked, a docking pedestrian passage is formed. Along the direction of the train, the rear docking car 23 is located behind the front docking car 13, and the passenger car 22 is located behind the rear docking car 23. It is composed of a number of conventional ordinary cars with seats, and the rear locomotive 21 is located at the rear of the train.
[0038] Optionally, the locomotive of the shuttle bus and the connecting car of the passenger car are both provided with a liftable guide wheel group, which is located in front of the first set of wheels of the two, for autonomous steering control of the train. The shuttle bus and the passenger car of the present invention adopt liftable guide wheel groups to realize autonomous steering control of the train without relying on the turnout switching device, which not only avoids the disadvantages of the turnout switching device to rail transit, but also avoids the influence of the passenger disembarkation process on the driving speed of the passenger car.
[0039] Optionally, the guide wheel group includes a left wheel, an axle and a right wheel; the wheels on one side of the guide wheel group have rim protrusion structures on both the inside and outside, and when the wheel travels on a continuous and uninterrupted rail, the direction of travel of the train is controlled to be consistent with the direction of the contacted rail; the other side of the guide wheel group is a conventional wheel with a rim protrusion structure on the inside; the guide wheel group can rotate 180° according to the steering requirements when it is raised.
[0040] When the train is running normally, the guide wheel set is in a raised state and does not contact the rails.
[0041] like Figure 7 As shown in the figure, if the train needs to turn left at the fork, the guide wheel set is adjusted and lowered in advance before reaching the fork; the inner and outer flanges of the left wheel of the guide wheel set are raised to clamp the left rail; when the train reaches the fork, the rails change from two rails to four rails, as shown in the figure. Fig. 9 As shown, the leftmost track is a continuous uninterrupted steel rail, and the guide wheel group controls the train to travel along the two leftmost tracks.
[0042] Similarly, if Figure 8 As shown in the figure, if the train needs to turn right at the fork, the guide wheel set is adjusted and lowered in advance before reaching the fork; the inner and outer flanges of the right wheel of the guide wheel set are raised to clamp the right rail; when the train reaches the fork, the rails change from two rails to four rails. Fig. 9 As shown, the rightmost track is a continuous uninterrupted steel rail, and the guide wheel group controls the train to travel along the two rightmost tracks.
[0043] Optionally, the front docking compartment and the rear docking compartment have the same structure, and both adopt a double-layer fairing docking compartment structure.
[0044] In order to ensure the safety of docking, separation and independent driving of the shuttle bus and the passenger car during high-speed driving, the front docking car and the rear docking car adopt the same double-layer fairing structure. When the shuttle bus and the passenger car are driving independently, the tail of the shuttle bus and the head of the passenger car are both bullet-shaped with low wind resistance. After the docking is completed, the outer fairings of the two can form a sealed complete car structure. The car docking interface is designed as a car door that can be opened and closed freely, and a pedestrian passage is formed when the car door at the interface is opened.
[0045] Along the direction of the train, the double-layer fairing docking car is divided into two parts: the front half is the double-layer fairing part, and the rear half is the car part. The inner layer of the double-layer fairing is a bullet-shaped fairing, which is immovable. Its appearance is consistent with the locomotive head. It consists of two pieces of structure symmetrical on the central axis and can be opened and closed freely; the outer layer of the double-layer fairing is a box-shaped fairing, which is slightly smaller than the car part of the docking car. The car part of the double-layer fairing docking car is a common car structure, which is used to accommodate the outer fairing. The outer fairing is movable and can slide from the front half of the docking car to the inside of the rear half of the car.
[0046] The docking process of the shuttle bus with a double-layer fairing docking compartment and the passenger bus: the passenger bus catches up with the passenger shuttle bus from the rear, and the docking devices of the two vehicles complete the docking; the outer fairings of the front docking compartment and the rear docking compartment respectively slide out from the inside of the rear end compartment of the docking compartment and slide to the top of the bullet-shaped fairing, and the two outer fairings are docked and fixed to form a closed overall structure; the front docking compartment and the rear docking compartment open the bullet-shaped fairing; the pedestrian passages of the front and rear docking compartments are formed, and the docking of the shuttle bus and the passenger bus is completed.
[0047] The separation process of the double-layer fairing shuttle bus and the passenger bus: the front docking car and the rear docking car close the bullet-shaped fairing; the outer fairings of the front and rear docking cars are separated and slide to the rear end of the docking car respectively; the docking devices of the shuttle bus and the passenger bus are undocking, and the separation of the shuttle bus and the passenger bus is completed.
[0048] Optionally, the front docking compartment of the shuttle bus and the rear docking compartment of the passenger vehicle have different structures, and are docking compartment structures that fit together.
[0049] In order to ensure the safety of docking, separation and independent driving of the shuttle bus and the passenger car during high-speed driving, the front docking car and the rear docking car adopt a mutually interlocking structure. When the shuttle bus and the passenger car are driving independently, the tail of the shuttle bus and the head of the passenger car are respectively shaped with less wind resistance. After the docking is completed, the two can be interlocked to form a sealed complete car structure. The car docking interface is designed as a car door that can be opened and closed freely, and a pedestrian passage is formed when the car door at the interface is opened.
[0050] There are two types of interlocking docking carriage structures: a wedge-shaped interlocking structure and a fishtail arrowhead interlocking structure.
[0051] Wedge-shaped interlocking structure: the tail end of the front docking carriage is a rising wedge shape, and the front end of the rear docking carriage is a descending wedge shape.
[0052] Fishtail and arrowhead interlocking structure: the rear end of the front docking carriage is in the shape of a fishtail, and the front end of the rear docking carriage is in the shape of an arrow.
[0053] The overall structure of the chimeric docking carriage is a single-layer structure. After the docking is completed, a closed and complete conventional carriage shape can be formed. The chimeric carriage shape can be designed in a variety of chimeric forms according to the principles of fluid mechanics, and is verified and optimized through wind tunnel experiments.
[0054] The docking process of the front and rear mutually engaged docking carriages:
[0055] The passenger bus catches up with the passenger shuttle bus from the rear, and the docking devices of the two vehicles complete the docking; the front and rear docking compartments are interlocked and connected to each other to form a closed integral compartment structure; the docking compartments of the shuttle bus and the passenger bus open the docking interface compartment doors, and pedestrian passages between the front and rear docking compartments are formed.
[0056] Separation process of the front and rear mutually engaged carriages:
[0057] The front and rear docking carriages close the docking interface carriage doors and the pedestrian passage is closed; the docking devices of the passenger shuttle bus and the passenger vehicle are undocking, and the passenger shuttle bus is separated from the passenger vehicle.
[0058] The non-stop train transfer method of the present invention changes the direction of the rails through a turnout switching device to control the travel directions of the passenger disembarking shuttle bus, the passenger transport bus and the passenger boarding shuttle bus. The specific steps of disembarking are as follows:
[0059] Passengers who need to get off the train enter the passenger shuttle bus in advance; when the train arrives at the predetermined location, the passenger shuttle bus and the passenger car are disconnected; the speed of the passenger shuttle bus is controlled to be the set maximum speed, and the speed of the passenger car is lower than the set maximum speed; before the passenger shuttle bus turns into the station switch, the passenger shuttle bus and the passenger car are kept at a distance to meet the train travel safety requirements; the train travel direction is controlled by the switch switching device, and the passenger shuttle bus leaves the passenger car route via the station switch A and delivers the passengers to the intermediate station C; the passenger car continues to maintain its original route, and the passenger bus does not stop at the station to complete the passenger disembarkation plan.
[0060] The steps to board the bus are as follows:
[0061] Before the disembarking shuttle bus arrives at the intermediate station C, the boarding shuttle bus picks up passengers in advance and enters the passenger bus running track from the exit branch road B. The speed of the boarding shuttle bus is lower than the set maximum speed; the passenger bus is located behind the boarding shuttle bus and its speed is the set maximum speed; the passenger bus catches up with the boarding shuttle bus from the rear and docks with it; the passenger bus and the boarding shuttle bus open the doors of their respective connecting carriages, and the passage between the front and rear docking carriages is opened, and the plan for passengers to board the passenger bus without stopping at the station is completed.
[0062] Furthermore, in the specific steps of getting off the train, after the passenger shuttle bus and the passenger vehicle of the train are disconnected, the speed of the passenger shuttle bus is the prescribed maximum speed, and the speed of the passenger vehicle is lower than the prescribed maximum speed.
[0063] Furthermore, after the boarding shuttle bus departs from the intermediate station and enters the passenger bus running track from the exit branch, the speed of the boarding shuttle bus is lower than the prescribed maximum speed; the passenger bus is located behind the boarding shuttle bus, and the speed of the passenger bus is the prescribed maximum speed.
[0064] The guide wheel set of the train described in the present invention can realize autonomous control of the turnout of the shuttle bus and the passenger car without relying on the turnout switching device.
[0065] By using the guide wheel technology, the steps of getting off the bus without stopping can be optimized as follows:
[0066] Passengers who need to get off the train enter the passenger shuttle bus in advance; when the train arrives at the predetermined location, the passenger shuttle bus and the passenger vehicle are disconnected, and there is no need to increase the distance between the two; before the passenger shuttle bus reaches the intermediate station entry fork, it adjusts and lowers the guide wheel group in advance according to the direction of the fork, and autonomously controls the shuttle bus through the entry fork A to leave the passenger vehicle route through the entry fork, and delivers passengers to the intermediate station C through the entry fork; before the passenger vehicle reaches the intermediate progress fork, it adjusts and lowers the guide wheel group in advance according to the direction of the fork, and autonomously controls the passenger vehicle through the fork to continue to maintain the original driving route, and the passenger vehicle does not stop at the station. The plan for passengers to get off the bus midway is completed. The application of the guide wheel group can avoid the impact of the passenger shuttle bus on the driving speed of the passenger vehicle and maximize the operating efficiency of the passenger vehicle.
Claims
1. A train, characterized in that: The invention comprises a ferry bus (1) and a passenger bus (2), wherein the ferry bus is located in front of the passenger bus along the running direction; the ferry bus (1) comprises a head locomotive (11), a ferry car (12) and a front docking car (13); the passenger bus (2) comprises a rear locomotive (21), a passenger car (22) and a rear docking car (23); the front docking car (13) and the rear docking car (23) can be docked, and after docking, a docking pedestrian passage is formed between the two.
2. The train according to claim 1, characterized in that: The head locomotive (11) of the ferry vehicle and the rear docking car (23) of the passenger vehicle are both provided with a liftable guide wheel group, which is located in front of the first group of wheels of the head locomotive (11) of the ferry vehicle and the rear docking car (23) of the passenger vehicle, and is used for the ferry vehicle and the passenger vehicle to realize autonomous steering control.
3. The train according to claim 2, characterized in that: The guide wheel group includes a left wheel, an axle and a right wheel. The wheel on one side of the guide wheel group is provided with a wheel rim protrusion structure on both the inner and outer sides; the other side of the guide wheel group is provided with a wheel rim protrusion structure on the inner side.
4. The train according to claim 2, characterized in that: The guide wheel set can rotate 180° according to the steering requirements.
5. The train according to any one of claims 1 to 4, characterized in that: The front docking compartment (13) and the rear docking compartment (23) are both double-layer fairing structures, including an inner bullet-shaped fairing and an outer compartment-shaped fairing; or the front docking compartment (13) and the rear docking compartment (23) are mutually interlocking structures, and the mutually interlocking structures are wedge-shaped interlocking structures or fishtail arrow-shaped interlocking structures.
6. A method for non-stop train transfer, the method being implemented by the train according to any one of claims 1 to 5, characterized in that: The train non-stop transfer method includes getting off and getting on; The steps to get off the bus are as follows: Passengers who need to get off the train enter the passenger shuttle bus in advance. When the train arrives at the scheduled location, the passenger shuttle bus is disconnected from the passenger vehicle. The passenger shuttle bus turns into the station branch and arrives at the intermediate station. Passengers get off the bus. The passenger vehicle continues to move forward along the original route. The steps to board the bus are as follows: Before the disembarking shuttle bus arrives at the intermediate station, the boarding shuttle bus picks up passengers in advance and turns from the exit branch to the track where the passenger bus is; the passenger bus is located behind the shuttle bus, and after the passenger bus catches up with the boarding shuttle bus, it docks with it, and the passengers enter the passenger bus through the docking channel.
7. The method for non-stop train transfer according to claim 6, characterized in that: In the specific steps of getting off the train, after the passenger disembarkation shuttle bus and the passenger car of the train are disconnected, the speed of the passenger disembarkation shuttle bus is the set maximum speed, and the speed of the passenger car is lower than the set maximum speed; after the passenger boarding shuttle bus departs from the intermediate station and enters the passenger car running track from the exit branch, the speed of the passenger boarding shuttle bus is lower than the set maximum speed, the passenger car is located behind the passenger boarding shuttle bus, and the speed of the passenger bus is the set maximum speed.
8. The method for non-stop train transfer according to claim 6, characterized in that: During the process of getting off and getting on, the shuttle bus and passenger vehicle use the guide wheel group to realize autonomous control of the driving direction at the fork in the road.
9. The method for non-stop train transfer according to claim 8, characterized in that: In the specific steps of getting off the train, after the passenger ferry bus and the passenger car of the train are disconnected, the speeds of the passenger ferry bus and the passenger car are both the set maximum speeds; when the passenger ferry bus and the passenger car arrive at the entrance switch of the intermediate station, the passenger ferry bus and the passenger car respectively control the driving direction autonomously through their respective guide wheel groups to achieve separate lanes.