Full-time common rail type traffic system

Abstract

The invention discloses an air rail transit system which adopts a single-row stand column to support a double-line rail and can drive a common-rail train above and below each rail in the whole time period. The air rail transit system mainly comprises a station, stand columns, rails, a train, a superconducting magnetic levitation system, a superconducting guide system, a linear driving system, an operation control system and the like. According to the invention, not only is the superconducting magnetic levitation technology applied to the air rail traffic, but also the double n-shaped rails are supported by adopting the Y-shaped upright posts which are arranged in a single row, so that a line which is provided with four channels and can be used for the full-time running of the train is constructed, the goal of large-capacity transportation of the air rail train is creatively realized, and the transportation capacity of the subway train is reached or even exceeded; a brand-new air rail transit is created in a pioneering manner, and the utilization rate of the rail is maximized.

Description

Technical Field

[0001] The present invention discloses a full-time common-rail transportation system, which is a new type of rail transit, belonging to the aerial rail transit system and also belonging to the maglev transportation system. It is applicable to the field of rail transit transportation, and can be used for urban rail transit, as well as for suburban or intercity rail transit. Background Art

[0002] The subway, as an important mode of modern urban public transportation, has the advantages of large transportation capacity, high punctuality, and the ability to relieve ground traffic pressure, etc. However, it also has a series of defects such as too high construction cost, poor flexibility, high requirements for geological conditions, large energy consumption, and high operation and maintenance costs.

[0003] In view of the disadvantages of the subway system, inventing and designing a brand-new type of transportation system that has a transportation capacity equal to or exceeding that of the subway, is operationally flexible, highly applicable, and can be constructed, opened, and operated at low cost in most cities is a reasonable way for the sustainable development of future urban public transportation.

[0004] The aerial rail transit system, abbreviated as the skyrail transit, as one of the modern rail transit systems, has been applied in some cities. The skyrail transit is divided into two categories: straddle type and suspension type. The straddle type skyrail has been widely applied in some cities in China, such as in the urban area of Chongqing; only one line with a length of about 10 km has been opened in Wuhan City in China for the suspension type skyrail. The skyrail transit train relies on the track erected in the air to move ground traffic into the air, effectively dredging traffic and relieving urban congestion without expanding the existing urban traffic facilities, and it is a convenient means of transportation. The skyrail can be used as a means of transportation in urban commercial areas, residential areas, and scenic tourist areas, and can also be used as a transfer connection means between airports and long-distance passenger stations. The construction cost of the skyrail transit is relatively low, and the operation and maintenance costs are less.

[0005] However, whether it is the straddle type or the suspension type, the existing skyrail transit has a small transportation capacity and limited carrying capacity, and has always been defined as a means of transportation with medium and small transportation capacity by the industry and is not taken seriously, which is also the main reason why the traditional skyrail transit is difficult to promote.

[0006] In view of this, the present application is specifically proposed. Summary of the Invention

[0007] The purpose of the present invention is to provide a rail transit system that can operate with a common rail at all times, redefine the skyrail transit, break the inherent stereotypes, and provide a brand-new solution and choice for the development of rail transit.

[0008] The embodiments of the present invention are implemented as follows:

[0009] The present invention creatively designs the cross-section of the supporting columns in a "Y" shape, and the cross-section of the train operation track in a "gate" shaped hollow structure. At the same time, the superconducting maglev technology is applied to the aerial rail transit, enabling trains to run simultaneously above and below the track all the time. The straddle-type and suspended trains are integrated on the same track, thus realizing the high-capacity transportation efficiency of this system and creating a brand-new rail transit vehicle. Meanwhile, combined with technologies such as full-automatic driving and intelligent operation control, an unprecedented rail transit innovative product is constructed.

[0010] The present invention uniquely designs the maglev bogie of the vehicle and the operation track in a form of "holding respectively inside and outside", which not only realizes the function of "sharing the track all the time", but also enhances the overall safety of the system.

[0011] The vehicle of the present invention applies the superconducting maglev technology and is driven by a linear motor, with small running resistance, good acceleration and deceleration performance, strong climbing ability, small turning radius, and strong line adaptability. The minimum turning radius of the train and the vehicle of the present invention can reach R30m, the maximum climbing gradient can reach 130‰, and the maximum speed can reach 120 km / h.

[0012] Benefiting from the fact that different types of trains in the present invention share the same track all the time, an operation mode of "unified - divided" combination is adopted, which can be both unifiedly commanded and individually controlled, and can be operated efficiently and flexibly according to needs, bringing a convenient and fast travel experience to the public.

[0013] The present invention is provided with a double - layer platform, which can not only be used for passengers to get on and off the train, but also serve as a maintenance operation platform for staff, and can be used as an emergency evacuation and escape passage for passengers in special situations, solving the problems of preventing disasters.

[0014] For the all - time shared - track transportation system of the present invention, the one - way transport capacity of each station during peak hours can reach 60,000 - 90,000 person - times, reaching or even exceeding the transport capacity of the existing subway trains with Type A vehicle formation, and far exceeding the transport capacity of subway trains with Type B vehicle formation, effectively filling the defect of insufficient transport capacity of traditional aerial rail transit and realizing the goals of high - capacity and high - transport - efficiency of aerial rail transit.

[0015] The system of the present invention uses electric energy as power and has no waste gas emissions; the train and the track have no contact, no wear dust, and no tire noise; the maglev transportation has small running resistance, is energy - saving and environment - friendly, and can be used as the preferred mode of low - carbon travel in modern cities and also as an ideal solution for future urban green transportation.

[0016] The full-time common rail transportation system of the present invention can be used to transport passengers and goods; it is suitable for urban rail transportation, and can also be used for suburban and intercity transportation; it can be used as a commuting mode for people to go to work, and can also serve as a means of transportation for express delivery and mail; it can be used to transfer a large number of passengers in densely populated urban areas, and can also serve tourist attractions with a small number of tourists. It has strong adaptability and a wide range of uses.

[0017] Based on the above scheme, the beneficial effects of the present invention are:

[0018] 1. Trains can run simultaneously on and below the track at all times, and straddle-type and suspended trains can be integrated on the same track, realizing the large-capacity and high-capacity carrying efficiency of aerial rail transportation.

[0019] 2. The vehicle's magnetic levitation bogie and running track are designed in the form of "inside-outside separate holding", which improves the overall reliability and safety of the system.

[0020] 3. The system applies superconducting magnetic levitation technology and linear motor drive technology, with low running resistance, good acceleration and deceleration performance, strong climbing ability and strong line adaptability.

[0021] 4. The system adopts a "integrated-divided" combined, flexible and maneuverable operation mode to make the system operation more efficient.

[0022] 5. The double-decker platform not only allows passengers to enter and exit the train, but also serves as a maintenance work platform for staff. In special circumstances, it can be used as a passage for passengers to evacuate urgently and escape from danger, thus achieving multiple goals at one stroke.

[0023] 6. The system can carry 60,000 to 90,000 passengers in one direction during peak hours at each station, reaching or even exceeding the capacity of existing subway A-type vehicle marshaling trains. This invention enables sky-rail transportation to achieve large-capacity and high-capacity transportation effects for the first time, and reinterprets the purpose of sky-rail transportation.

[0024] 7. The system is powered by electricity and has no exhaust emissions; the train has no contact with the track and is wear-free, which is energy-saving and environmentally friendly, and is in line with the development concept of low-carbon and green travel for modern transportation.

[0025] 8. The traffic system of the present invention has many application scenarios, a wide range of applicability, high application value, and great promotion potential. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings and other implementation methods can be obtained based on these drawings without creative work.

[0027] Figure 1 Is a perspective view of the present invention;

[0028] Figure 2 Is a front view of the present invention;

[0029] Figure 3 Is a schematic diagram of the train composition of the present invention;

[0030] Figure 4 Is Figure 2 The left view of;

[0031] Figure 5 Is a schematic structural diagram of the column of the present invention;

[0032] Figure 6 Is a schematic structural diagram of the track of the present invention;

[0033] Figure 7 Is a schematic structural diagram of the straddle-type vehicle of the present invention;

[0034] Figure 8 Is Figure 7 The left view of;

[0035] Figure 9 Is a schematic structural diagram of the straddle-type maglev bogie;

[0036] Figure 10 Is Figure 9 The left view of;

[0037] Figure 11 Is a schematic structural diagram of the suspended vehicle of the present invention;

[0038] Figure 12 Is Figure 11 The left view of;

[0039] Figure 13 Is a schematic structural diagram of the suspended maglev bogie;

[0040] Figure 14 Is Figure 13 The left view of;

[0041] Figure 15 Is a schematic diagram of the functional relationship of the maglev, guidance, drive, operation control and other systems in the system of the present invention;

[0042] Figure 16 Is a force analysis diagram of the levitation force and guidance force received by the maglev bogie of the present invention; Detailed implementation mode

[0043] The present invention will be further described in detail below in conjunction with embodiments, but the present invention is not limited to the following:

[0044] The full-time co-rail transit system mainly consists of stations 1, columns 2, tracks 3, straddle-type trains 4, suspended trains 5, etc., as Figure 1 , 2 shown.

[0045] The stations 1 of the full-time co-rail transit system mainly include upper platforms 1.1, lower platforms 1.2 and platform columns 1.3. The main structure of the station is a double-deck platform supported by a single row of platform columns 1.3, and the cross-section presents a double "T" shape. The platform width is within the range of 2 - 10 m. The bottom height of the lower platform 1.2 is not less than 5 m from the ground, and the height interval between the upper and lower platforms is within the range of 3 - 5 m, as Figure 2 , 4 shown.

[0046] The columns 2 of the full-time co-rail transit system mainly include two forms: track columns 2.1 and platform columns 1.3, as Figure 4 , 5 shown. The cross-section of the platform column 1.3 is in an "I" shape and is used to support the platform; the cross-section of the track column 2.1 is in a "Y" shape and is used to support the track. The column 2 is a steel structural member, which can be assembled by welding process or integrally cast. The inside of the column 2 is a hollow structure, and a communication device 1.4 is arranged inside. Connecting plates 2.11 are arranged on both sides of the track column 2.1 and can be connected and assembled with the track 3 as a whole, as Figure 4 , 5 shown.

[0047] The track 3 of the full-time common-rail transportation system includes a track beam 3.1, a protective magnetic track 3.2, an external power supply device 3.3, an external magnetic track 3.4, an external motor stator 3.5, an external operation control device 3.6, an internal magnetic track 3.7, an internal operation control device 3.8, an internal motor primary 3.9, an internal power supply device 3.10, etc. The track beam 3.1 is a steel structure component, which can be assembled by welding process or integrally cast; the cross-section of the track beam 3.1 adopts a "door" shape structure, with three sides closed and the bottom open, and is continuously laid along the whole line, which can be used as the installation foundation for other devices. The protective magnetic track 3.2 is a magnetic track assembled by multiple rows of permanent magnets in a set order, and is respectively arranged on both sides of the track beam 3.1. The external power supply device 3.3 is continuously laid longitudinally along the track 3 to provide electric energy for the external motor stator 3.5. The external magnetic track 3.4 is a vehicle running magnetic track assembled by multiple rows of permanent magnets in a set order, and the double-row magnetic track is continuously laid on the top of the track beam 3.1 as the running track of the straddle-type maglev bogie 4.13. The external motor stator 3.5 is continuously laid longitudinally along the track 3 as the driving device of the straddle-type train 4. The external operation control device 3.6 is continuously arranged longitudinally along the track 3 to be responsible for controlling the running state and speed of the straddle-type train 4. The internal magnetic track 3.7 is a vehicle running magnetic track assembled by multiple rows of permanent magnets in a set order, and the double-row magnetic track is continuously laid inside the track beam 3.1 as the running track of the suspended maglev bogie 5.13. The internal operation control device 3.8 is continuously arranged longitudinally along the track 3 to control the running state and speed of the suspended train 5. The internal motor primary 3.9 is continuously laid longitudinally along the track 3 as the driving device of the suspended train 5. The internal power supply device 3.10 is continuously laid longitudinally along the track 3 to provide electric energy for the internal motor primary 3.9. For the components set on the track 3 and their mutual positional relationships, please refer to Figure 6 。

[0048] The straddle-type train 4 of the full-time common-rail transportation system is composed of an upper-end car 4.1 and an upper-middle car 4.2. Please refer to Figure 3 。Both the upper-end car 4.1 and the upper-middle car 4.2 are composed of an upper car body 4.11, an upper-car connector 4.12 and a straddle-type maglev bogie 4.13. Please refer to Figure 7 、 8 。The upper car body 4.11 is used to carry passengers or transport goods and connect the two sets of straddle-type maglev bogies 4.13 into one body. The upper-car connector 4.12 can connect the upper-end car 4.1 and the upper-middle car 4.2 into a train. The minimum number of vehicle formations of the straddle-type train 4 is 2 (only 2 upper-end cars 4.1), and the maximum is 8 (2 upper-end cars 4.1 and 6 upper-middle cars 4.2). Figure 3 The figure shows an example of a 3-car (2 upper-end cars 4.1 and 1 upper-middle car 4.2) formation train.

[0049] The straddle-type maglev bogie 4.13 of the full-time common-rail transportation system mainly includes air cushion springs 4.21, transfer mechanisms 4.22, side guides 4.23, vehicle-mounted operation and control devices 4.24, vehicle-mounted suspension devices 4.25, vehicle-mounted motor rotors 4.26, suspension frames 4.27, buffers 4.28, etc., as Figure 9 , 10 shown. The components on the straddle-type maglev bogie 4.13 are connected and matched by bolting or pinning; each set of straddle-type maglev bogies 4.13 is provided with 4 sets of air cushion springs 4.21 to reduce the vibration during the operation of the upper car body 4.11; the transfer mechanism 4.22 is responsible for bearing the weight of the car body 4.11 and allows two sets of suspension frames 4.27 to rotate relative to the car body 4.11 on the horizontal plane; the side guides 4.23 are arranged on both sides inside the straddle-type maglev bogie 4.13 to play a guiding and protective role and improve the running safety of the train 4; the vehicle-mounted operation and control device 4.24 is arranged above the inside of the straddle-type maglev bogie 4.13 to monitor and control the start, acceleration, deceleration, stop and running speed of the train 4; the vehicle-mounted suspension device 4.25 is responsible for and realizes the suspension and guidance of the straddle-type maglev bogie 4.13; the vehicle-mounted motor rotor 4.26 provides traction and braking force for the running of the train 4; each set of straddle-type maglev bogies 4.13 is provided with 2 sets of suspension frames 4.27, and the suspension frames 4.27 can be used as the installation basis for devices such as side guides 4.23, vehicle-mounted suspension devices 4.25, vehicle-mounted motor rotors 4.26, etc.; each set of straddle-type maglev bogies 4.13 is provided with 8 sets of buffers 4.28, and the buffers 4.28 are arranged between the transfer mechanism 4.22 and the suspension frame 4.27 to reduce the impact and vibration during the relative movement between the two and make the train 4 run smoothly.

[0050] The suspended train 5 of the full-time common-rail transportation system consists of a lower-end car 5.1 and a lower-middle car 5.2, as Figure 3 shown. The lower-end car 5.1 and the lower-middle car 5.2 are both composed of a lower car body 5.11, a lower-carriage connector 5.12 and a suspended bogie 5.13, as detailed in Figure 11 , 12 . The lower car body 5.11 is used to transport passengers or goods and connects two sets of suspended bogies 5.13 into one body; the lower-carriage connector 5.12 can connect the lower-end car 5.1 and the lower-middle car 5.2 for train formation operation, as Figure 3 shown. The minimum number of carriages in the formation of the suspended train 5 is 2 (only 2 lower-end cars 5.1), and the maximum is 8 (2 lower-end cars 5.1 and 6 lower-middle cars 5.2). Figure 3 That is, an example of a 3-carriage (2 lower-end cars 5.1 and 1 lower-middle car 5.2) train.

[0051] The suspended bogie 5.13 of the full-time common-rail transportation system mainly includes the vehicle-mounted motor secondary 5.21, the on-vehicle signal device 5.22, the vehicle-mounted suspension guide 5.23, the connecting frame 5.24, the vehicle-mounted primary frame 5.25, the vehicle-mounted secondary frame 5.26, the primary shock absorber 5.27, the auxiliary guiding device 5.28, the secondary shock absorber 5.29, etc., as Figure 13 , 14 shown. The components on the suspended bogie 5.13 are connected by bolt connection or pin connection; the vehicle-mounted motor secondary 5.21 provides traction and braking force for the train 5; the on-vehicle signal device 5.22 monitors and controls the running state of the train 5, and controls the start, acceleration, deceleration, stop and running speed of the train 5; the vehicle-mounted suspension guide 5.23 is responsible for and realizes the suspension and guidance of the suspended bogie 5.13; the connecting frame 5.24 is responsible for connecting the suspended bogie 5.13 and the lower car body 5.11; two sets of vehicle-mounted primary frames 5.25 are provided for each set of suspended bogies 5.13, and the vehicle-mounted primary frame 5.25 is the installation basis for devices such as the vehicle-mounted suspension guide 5.23 and the auxiliary guiding device 5.28; the vehicle-mounted secondary frame 5.26 is the installation basis for the vehicle-mounted motor secondary 5.21 and the on-vehicle signal device 5.22; the vehicle-mounted secondary frame 5.26 can connect the two sets of vehicle-mounted primary frames 5.25 into one body, and can make the two vehicle-mounted primary frames 5.25 rotate relative to the vehicle-mounted secondary frame 5.26 on the horizontal plane; the primary shock absorber 5.27 is arranged between the vehicle-mounted primary frame 5.25 and the vehicle-mounted secondary frame 5.26, and is used to reduce the impact and vibration during the relative movement between the two; the auxiliary guiding device 5.28 is used to assist the guidance of the suspended bogie 5.13 and improve the running safety of the train 5. The secondary shock absorber 5.29 is arranged between the vehicle-mounted secondary frame 5.26 and the connecting frame 5.24, and is used to relieve the impact and vibration generated during the relative movement between the two, so that the train 5 runs smoothly.

[0052] The key technology of the full-time common-rail transportation system lies in that: the columns 2 are arranged in a single row, occupying a small area, and can be built on the isolation belt or green belt of the existing road traffic facilities; the columns 2 support the double-track arranged track 3, eliminating the inconvenience of a single track (only 1 track) and the waste of multiple tracks (3 tracks and above), laying a foundation for realizing high-capacity transportation; the hollow-structured track 3 can realize the simultaneous sharing of the same track by two types of trains, namely the straddle-type train 4 and the suspended train 5. The four-channel operation line constructed by the present invention creates conditions for the system to finally realize high-capacity and high-capacity transportation.

[0053] The key technologies of the full-time common-rail transportation system are as follows: The present invention can achieve high transportation efficiency. For example, if a vehicle with a single-section length of 15 m and a width of 2.8 m is selected and calculated according to the relevant standards of urban rail transit or verified with actual vehicles, the maximum overloaded passenger capacity of the vehicle can reach 240 people. If the departure interval of the train is set at 2 minutes, then it can be calculated or statistically analyzed that a 6-car formation train can carry more than 1,400 people per train, and the one-way transportation capacity during peak hours at each station can reach more than 68,200 people; an 8-car formation train can carry more than 1,800 people per train, and the one-way transportation capacity during peak hours at each station can reach more than 91,000 people. This data reaches or even exceeds the transportation capacity of the existing subway train with Type A car formation and far exceeds that of the subway train with Type B car formation.

[0054] The key technologies of the full-time common-rail transportation system are as follows: As Figure 15 shown, the non-contact interaction between train 4, train 5 and track 3 mainly includes:

[0055] At point A - The outer magnetic rail 3.4 is used to generate a stable magnetic field. When the on-vehicle suspension 4.25 is in the superconducting state, it can interact with this magnetic field. When the gap between the two is 10 - 30 mm, a stable relative suspension force can be generated to balance the gravity.

[0056] At point B - A linear driving effect of a linear motor is formed between the on-vehicle motor mover 4.26 and the outer motor stator 3.5. When the gap between the two is 10 - 30 mm, a stable relative thrust can be generated to drive the vehicle.

[0057] At point C - A linear driving effect of a linear motor is formed between the on-vehicle motor secondary 5.21 and the inner motor primary 3.9. When the gap between the two is 10 - 30 mm, a stable relative thrust can be generated to drive the vehicle.

[0058] At point D - The protective magnetic rail 3.2 can generate a stable magnetic field. When the side guide 4.23 is in the superconducting state, it can interact with this magnetic field. When the gap between the two is 20 - 30 mm, a stable relative guiding force can be generated to enhance the stability of the vehicle.

[0059] At point E - The inner magnetic rail 3.7 is used to generate a stable magnetic field. When the on-vehicle suspension guide 5.23 is in the superconducting state, it can interact with this magnetic field. When the gap between the two is 10 - 20 mm, a stable relative suspension force and guiding force can be generated to balance the gravity and enhance the stability of the vehicle.

[0060] At point F - When the gap between the on-vehicle signal device 5.22 and the inner operation control device 3.8 is 20 - 30 mm, a wireless signal transmission and control effect can be generated between the two.

[0061] At point G - When the gap between the on - vehicle operation control device 4.24 and the external operation control device 3.6 is 20 - 30 mm, wireless signal transmission and control can occur between the two.

[0062] The key technology of the full - time common - rail transportation system lies in: Figure 16 As shown, the maglev bogie together with the vehicle and the train are all subject to an upward suspension force, specifically as follows:

[0063] The directions of the suspension forces L1, L2, L5, and L6 that the maglev bogie receives on the double - row magnetic tracks are all vertically upward, ensuring non - contact suspension between the train and the track. At the same time, the guiding forces G1 and G2, G3 and G4, G5 and G6 that the maglev bogie receives on the double - row magnetic tracks are all guiding forces with equal magnitudes and opposite directions, as Figure 16 shown, ensuring the train runs smoothly on the track.

[0064] The maximum climbing gradient of the train of the present invention can reach 130‰, and the maximum speed can reach 120 km / h; the minimum turning radius of the vehicle reaches R30 m, which is suitable for cities with many buildings and narrow streets, and is also suitable for special terrains or complex areas with many slopes; the train of this system is faster than the existing subway trains, and can achieve rapid transfer of passengers or goods.

[0065] The operation control system in the present invention, combined with the communication and signal systems, can implement a full - automatic control function of "unified - decentralized" for the train according to transportation needs. The system can either adopt a unified - dispatching operation control mode or operate independently, achieving flexible and efficient transportation goals; at the same time, based on scientific algorithms of big data, trains are run intelligently according to the passenger flow, improving the operation utilization rate of the trains.

[0066] Both the upper platform and the lower platform of the station in the present invention can be used for passengers to enter and exit the carriage, and for staff to repair the system and various device components. When an emergency occurs in the system, it can also be used as a safety passage for evacuating passengers and taking shelter from danger, effectively solving the problem of difficult escape in traditional suspended monorail transportation when encountering danger.

[0067] The train in the present invention can carry passengers, check - in luggage, or carry goods. The suspension and guiding devices, drive and operation control devices used in the system all adopt non - contact, friction - free, and wear - free superconducting maglev and induction technologies, which can achieve low - resistance drive, low - energy - consumption suspension, guiding, and operation control of the system, and is a modern rail transit with leading technology.

[0068] The superconducting maglev device adopted in the track and train system of the present invention preferably uses high-temperature superconducting technology, and low-temperature superconducting technology can also be selected; the superconducting maglev device can achieve self-stable suspension without power source and self-resetting guiding function. Compared with traditional electromagnetic suspension, it has no electromagnetic noise and no radiation, and can completely eliminate the inconveniences and negative impacts caused by electromagnetic suspension.

[0069] Thanks to the effective application of the superconducting maglev technology with non-contact suspension and self-guiding reset, the present invention realizes the idea and design of "shared track" all the time, and finally makes the transportation system achieve the transportation effect of large transportation capacity and high transportation capacity.

[0070] The all-time shared track transportation system of the present invention can be shared by different types of trains to run on the same track all day and all the time, and can maintain high transportation volume, high efficiency, high reliability and safety in transportation, realizing the maximization of track utilization.

[0071] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. Full-time common-rail transportation system, characterized in that: The system includes stations, columns arranged in a single row, double-track tracks, straddle-type trains and suspended trains with common rails at all times, superconducting maglev systems, superconducting guide systems, linear drive systems, and operation control systems, including: The system adopts a layout and construction method of supporting double-track tracks with a single row of columns. The system adopts a column with a "Y"-shaped cross-section to support a track with a double "door"-shaped cross-section and a hollow structure. A straddle-type train can run above the track, and a suspended train can run below the track. The tracks of the system, together with the trains on and below each track, together form a four-lane transportation condition. The track interacts with the train to form a magnetic levitation transportation system that integrates magnetic levitation, guidance, and drive. The track integrates two types of trains: the maglev bogie of the upper train rides on the track, and the maglev bogie of the lower train runs inside the track. The trains are composed of 2 to 8 vehicles, and each vehicle is equipped with 2 sets of magnetic levitation bogies. The superconducting maglev system comprises a magnetic rail and a vehicle-mounted maglev device. The magnetic rail is continuously laid on a track beam, and the vehicle-mounted maglev device is installed on a maglev bogie. The protective magnetic rails are continuously laid on the track beams, and the vehicle-mounted guide device is installed on the magnetic levitation bogie. The primary or stator of the motor of the linear drive system is continuously laid on the track beam, and the secondary or mover of the motor of the linear drive system is installed on the magnetic levitation bogie. The operation control system is continuously laid on the track beam, and the vehicle is controlled by the on-board operation control device in a "centralized-divided" manner. The station is provided with an upper platform and a lower platform, which can be used by passengers to enter and exit the carriages, by staff to inspect the system, and can also be used as a safe passage for evacuating passengers and escaping from danger.

2. The full-time common rail transportation system according to claim 1, characterized in that: The entire system is an elevated structure, constructed with a single row of columns, which support double-track tracks, with the horizontal distance between the centers of the two track lines being within a range of 5 to 12 meters.

3. The full-time common rail transportation system according to claim 1, characterized in that: Each line is equipped with a hollow track, on which straddle-type trains can run and below which suspended trains can run. The width and height of the track cross section are both within the range of 1 to 2 meters.

4. The full-time common-rail transportation system according to claim 1, characterized in that: The four-channel transportation conditions formed by the system can allow trains to run in the same direction or in separate directions. It can adopt a unified scheduling operation control mode or an independent branch operation control mode.

5. The full-time common rail transportation system according to claim 1, characterized in that: The bogie of the upper train is in a semi-enclosed structure and holds the track for operation, while the bogie of the lower train is held by the track in a semi-enclosed structure and runs.

6. The full-time common-rail transportation system according to claim 1, characterized in that: The upper and lower trains are both dual-magnetic track suspended trains. The suspension force provided by the superconducting magnetic levitation system to the vehicle is equal in magnitude and opposite in direction to the gravity acting on the vehicle. The guiding force provided by the superconducting guidance system to the vehicle is equal in magnitude and opposite in direction.

7. The full-time common-rail transportation system according to claim 1, wherein: A protective magnetic rail is arranged on the outer side of the track, and the side guide of the upper train interacts with it to enhance the guiding stability of the train operation; an auxiliary guiding device is arranged on the lower train to interact with the inner magnetic rail to enhance the guiding stability of the train operation.

8. The full-time common-rail transportation system according to claim 1, characterized in that: The designed length range of each vehicle in the train is 12 - 18 m, the width range is 2 - 3 m, the height range is 2.4 - 4 m, and the passenger capacity of each vehicle is within the range of 1 - 300 people.

9. The full-time common-rail transportation system according to claim 1, characterized in that: The present invention is an aerial rail transit system. The one-way transport capacity of each station during peak hours can reach 60,000 - 90,000 person-times, reaching or even exceeding the transport capacity of subway trains, and can achieve the high transport capacity goal of the aerial rail transit.

10. The full-time common rail transportation system according to claim 1, characterized in that: The turning radius of the train of the present invention can reach a minimum of R30 m, the maximum climbing gradient can reach 130‰, and the maximum running speed can reach 120 km / h.

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