Low vacuum pipeline transportation system and method

Abstract

The present disclosure relates to the technical field of low-vacuum pipeline transportation, and particularly relates to a low-vacuum pipeline transportation system and method. The pipeline system of the present disclosure is provided with a transition zone connecting a station and a running section, and isolation doors are arranged at both ends of the transition zone; a vacuum control system is used for monitoring and controlling the air pressure in the pipeline and the state of the isolation doors; a train control system adopts a virtual signal machine to divide routes, and obtains the position of the train through a cross-inductive loop. When the train leaves, the isolation doors are closed after the train enters the transition zone, and vacuumization is performed, and after reaching the low-vacuum requirement, the train enters the section for high-speed running; when the train enters the station, the isolation doors are closed after the train enters the transition zone, and pressure restoration is performed, and after returning to normal pressure, the train enters the station; in an emergency, the air pressure in the pipeline is restored to a safety threshold value by opening the air-break pressure-restoration baffle valve. The present disclosure effectively solves the problem of air resistance under super-high-speed running, and through the cooperative control of the transition zone and the isolation doors, safe switching between normal pressure and low-vacuum environment is realized.

Description

Technical Field

[0001] This disclosure relates to the field of low-vacuum pipeline transportation technology, and in particular to a low-vacuum pipeline transportation system and method. Background Technology

[0002] With the rapid development of society and the economy, people have placed increasingly higher demands on the speed and efficiency of land transportation. Currently, traditional high-speed wheel-rail technology is relatively mature, but its speed improvement faces severe physical bottlenecks. Specifically, when train speeds approach or exceed 500 km / h, due to air resistance (proportional to the square of speed) and the decrease in wheel-rail adhesion coefficient, traditional wheel-rail systems not only experience a sharp increase in energy consumption but also a significant reduction in traction efficiency. Simultaneously, aerodynamic noise (positively correlated with the 6th to 8th powers of speed) severely exceeds environmental standards. This makes it virtually impossible for traditional wheel-rail transit to break through the 500 km / h commercial operating speed limit.

[0003] To overcome the limitations of wheel-rail friction, magnetic levitation technology was introduced into the field of rail transportation. Maglev trains use electromagnetic force to achieve contactless support and guidance between the train and the track, eliminating wheel-rail friction resistance and thus enabling higher operating speeds. However, while magnetic levitation technology solves the "adhesion" problem, it does not solve the air resistance problem. As speed continues to increase, air resistance becomes the main factor hindering speed increases, and the resulting intense noise and aerodynamic effects also limit further speed increases for maglev trains in open environments.

[0004] To further overcome the limitations of air resistance, the concept of a low-vacuum pipeline transportation system has emerged. This system significantly reduces air resistance during train operation by creating a low-pressure environment within a closed pipeline and uses the pipeline to isolate noise propagation, theoretically enabling train speeds exceeding 1000 km / h. However, this ultra-high-speed transportation system faces enormous engineering challenges in its implementation: First, stations, as hubs for passenger movement, must maintain a normal pressure environment, while the pipelines between them need to maintain a low vacuum environment to reduce resistance. How to achieve a safe and efficient transition for trains between normal pressure stations and low vacuum sections while ensuring the airtightness of the pipelines is a key problem that has not yet been fully solved by existing technologies. Traditional rail transit gate systems cannot cope with such huge pressure differences and frequent switching requirements.

[0005] Secondly, in the enclosed low-vacuum tube environment, traditional visual recognition-based signaling systems (such as physical signals) and satellite-dependent positioning systems (such as GPS / BeiDou) cannot function properly. Physical signals are difficult to identify at high speeds, and there is no light inside the enclosed tube; satellite signals are blocked by the metal pipes. Therefore, existing train positioning and control technologies cannot meet the real-time, high-precision positioning and vehicle-to-ground communication requirements of ultra-high-speed trains in low-vacuum tubes.

[0006] Furthermore, safety is a core consideration for ultra-high-speed systems. In a low-vacuum environment, passengers directly exposed to the low pressure in the event of a malfunction or emergency would face enormous life-threatening risks. Existing rail transit rescue systems lack rapid depressurization and vacuum-breaking mechanisms for vacuum environments, making it difficult to guarantee passenger evacuation safety in emergency situations.

[0007] In summary, existing technologies lack a low-vacuum pipeline transportation system and control method that can effectively solve the problems of switching between normal pressure and vacuum environments, precise positioning and control of trains in closed environments, and emergency safety rescue. Summary of the Invention

[0008] To address the aforementioned problems, this disclosure provides a low-vacuum pipeline transportation system and method.

[0009] In a first aspect, a low-vacuum pipeline transport system includes: Pipeline systems, trains, vacuum control systems, operation control systems, and traction systems; The pipeline system includes a station set as an atmospheric pressure area, an operating section set as a low vacuum area, and a transition zone set between the station and the operating section. The two ends of the transition zone are equipped with isolation doors to isolate the atmospheric pressure environment and the low vacuum environment. Vacuum control systems are used to monitor and control the air pressure within the piping system, as well as to control the opening and closing status of isolation doors; The operation control system includes onboard operation control, onboard positioning equipment, cross-induction loop, ground positioning equipment, zone operation control, and central operation control. Onboard operation control is used to send train IDs to onboard positioning equipment; onboard operation control equipment is used to receive train IDs from onboard operation control and send carrier signals; cross-induction loop is arranged along the pipeline system for train positioning; ground positioning equipment is used to obtain train position and speed information; central operation control is used to issue route processing orders according to the operation plan; zone operation control is used to receive route processing orders issued by central operation control, process routes according to train position, and calculate movement authorization. The traction system is used to control the movement of trains within the pipeline system according to the movement authorization.

[0010] Furthermore, the vacuum control system includes a vacuum pump station arranged along the pipeline system, and the vacuum pump station is equipped with a vacuum pump and a baffle valve for breaking air and restoring pressure. Vacuum pumps are used to evacuate air from pipes to maintain a low vacuum environment; The pressure relief valve is used to open in emergency situations, utilizing the pressure difference between the inside and outside of the pipeline to quickly restore the pressure inside the pipeline to a preset safety threshold.

[0011] Furthermore, the ground positioning equipment receives cross-induction loop information and carrier signals to calculate and generate the real-time position and speed information of the train, and sends the position and speed information to the zone operation control and traction system.

[0012] Furthermore, the operation control system uses virtual signals for route division, with virtual signals set at the entrance end, exit end, both ends of the transition zone, and the boundary of the traction zone.

[0013] Furthermore, the zoned operation control is specifically used to receive route management orders issued by the central operation control system to lock routes, open signals, calculate movement authorization and maximum speed curves, and send the maximum speed curves to the traction and vehicle-mounted operation control systems.

[0014] Furthermore, zoned operation control is also used to control the interlocking action of isolation doors based on the display status of virtual signals and train positions.

[0015] Furthermore, the length of the transition region is determined based on at least one of the following parameters: Vacuum pump speed, maximum train speed, train length, and track data.

[0016] Secondly, a low-vacuum pipeline transportation method, based on the aforementioned low-vacuum pipeline transportation system, includes a train departure control process and a train arrival control process. The train departure control procedure includes: Open the isolation door on the departure station side, establish the first route, and control the train to enter the transition area from the departure station; After the train has fully entered the transition area, close the isolation door on the departure station side; Perform a vacuuming operation on the transition zone until the gas pressure in the transition zone reaches the low vacuum operation requirement; Open the isolation door on the side of the section, arrange the second route, and control the train to enter the low vacuum zone from the transition zone; The train entry control process includes: Open the isolation door connecting the transition area to the low vacuum area on the destination station side, arrange the third route, and control the train to enter the transition area from the low vacuum area; After the train has fully entered the transition zone, close the isolation door connecting to the low vacuum zone; The transition zone is repressurized until the air pressure in the transition zone returns to normal atmospheric pressure. Open the isolation door on the destination station side, process the fourth route, and control the train to enter the destination station from the transition area and stop.

[0017] Furthermore, a vacuuming operation is performed on the transition zone, including: The vacuuming operation in the transition zone and the train's taxiing or stopping process in the transition zone overlap in time.

[0018] Furthermore, it also includes emergency evacuation control procedures: When an emergency evacuation order is received, the control opens the baffle valve for breaking air and restoring pressure in the vacuum pump station. Monitor the air pressure inside the pipeline. When the air pressure inside the pipeline is lower than the human safety air pressure threshold, keep the depressurization damper valve open until the air pressure inside the pipeline reaches the human safety air pressure threshold.

[0019] This disclosure includes at least the following beneficial effects: This invention effectively solves the air resistance problem under ultra-high speed operation and achieves safe switching between normal pressure and low vacuum environments through the coordinated control of the transition zone and the isolation door.

[0020] Other features and advantages of this disclosure will be set forth in the following description and will be apparent in part from the description or may be learned by practicing the disclosure. The objects and other advantages of this disclosure may be realized and obtained by means of the structures pointed out in the description and the accompanying drawings. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the transportation system architecture according to an embodiment of the present disclosure; Figure 2 This is a schematic diagram of the station site according to an embodiment of this disclosure; Figure 3 This is a schematic diagram of a station site according to an embodiment of this disclosure; Figure 4 This is a schematic diagram of train departure according to an embodiment of the present disclosure; Figure 5 This is a schematic diagram of a train entering the transition zone according to an embodiment of this disclosure; Figure 6 This is a schematic diagram of a train entering the operating section from the transition area according to an embodiment of this disclosure; Figure 7 This is a schematic diagram of train operation in an embodiment of this disclosure; Figure 8 This is a schematic diagram of a train entering a transition zone in an embodiment of this disclosure; Figure 9 This is a schematic diagram of a train entering the transition zone upon arrival at a station, according to an embodiment of this disclosure. Figure 10 This is a schematic diagram of a train arriving at a station and leaving the transition zone, according to an embodiment of this disclosure. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of this disclosure clearer, the technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0024] like Figure 1 As shown, a low-vacuum pipeline transportation system includes: Pipeline systems, trains, vacuum control systems, operation control systems, and traction systems; The pipeline system includes a station set as an atmospheric pressure area, an operating section set as a low vacuum area, and a transition zone set between the station and the operating section. The two ends of the transition zone are equipped with isolation doors to isolate the atmospheric pressure environment and the low vacuum environment. Vacuum control systems are used to monitor and control the air pressure within the piping system, as well as to control the opening and closing status of isolation doors; The operation control system includes onboard operation control, onboard positioning equipment, cross-induction loop, ground positioning equipment, zone operation control, and central operation control. Onboard operation control is used to send train IDs to onboard positioning equipment; onboard operation control equipment is used to receive train IDs from onboard operation control and send carrier signals; cross-induction loop is arranged along the pipeline system for train positioning; ground positioning equipment is used to obtain train position and speed information; central operation control is used to issue route processing orders according to the operation plan; zone operation control is used to receive route processing orders issued by central operation control, process routes according to train position, and calculate movement authorization. The traction system is used to control the movement of trains within the pipeline system according to the movement authorization.

[0025] In practice, the station layout plan is as follows: Figure 2 As shown in the figure, for example Figure 3 As shown: The vacuum control system controls the opening and closing of the isolation door and maintains a low vacuum level.

[0026] The on-board positioning equipment receives the train ID from the on-board operation control system and sends a carrier signal.

[0027] Ground positioning equipment receives and calculates cross-induction loop information to generate train position and speed information, and sends the positioning information to the zone operation control and traction system.

[0028] The traction system calculates the traction speed curve based on information sent by the zone control system, and calculates the input phase, frequency, and voltage of the long stator motor based on the speed, thereby traction or braking the train. The traction speed curve is the speed curve calculated by the traction system based on the maximum speed limit curve sent by the control system, taking into account traction and braking characteristics. The maximum speed limit curve is the maximum speed that the train cannot exceed, representing the most stringent speed to be considered among all variable speed curves.

[0029] The onboard control system sends the train ID to the onboard positioning device.

[0030] The central control center issues route processing orders based on the operational plan.

[0031] The zone operation control receives route processing orders from the central operation control to lock routes and open signals, calculates movement authorization and maximum speed curves, and sends the maximum speed curves to the traction and vehicle-mounted operation control.

[0032] The transition zone is defined, with stations set up as normal pressure areas. The track section is divided into a transition zone and a low-vacuum zone. The length of the transition zone needs to comprehensively consider factors such as vacuuming speed, train speed, train length, and track data.

[0033] Virtual signal settings include: virtual signals for entering and exiting the station; virtual signals at both ends of the transition zone; and virtual signals at the boundaries of the traction zone.

[0034] Isolation doors are set up on both sides of the transition area; other settings are determined according to the rescue situation.

[0035] Cross-induction loops play the role of high-precision positioning sensors in low-vacuum pipeline transportation systems. Because trains travel at ultra-high speeds of 1000 km / h within enclosed pipelines and cannot rely on satellite signals (such as GPS) or driver visual inspection, cross-induction loops are a key technology for ensuring safe operation.

[0036] Cross-loop induction systems are typically laid in a specific cross shape in the middle or beside the track. When the antenna on the bottom of the train (onboard positioning equipment) passes through these loops, it generates electromagnetic signals. Ground positioning equipment can accurately calculate the train's specific position relative to the track by detecting the phase change (or pulse) of the signal generated when the train passes through each "crossing point". Because the loops are physically laid and their positions are fixed and known, this method is more stable than wireless communication, and the positioning accuracy can typically reach the centimeter level, meeting the extremely high control precision requirements of ultra-high-speed trains.

[0037] The cross-inductive loop creates a transmission channel for vehicle-to-ground communication (two-way communication). The inductive loop is not only a sensor but also a transmission medium. It utilizes the principle of electromagnetic induction to transmit data between the vehicle and the ground. During uplink, the train sends its ID (identity code), operating status, and other data to the ground equipment via wired carrier signals. During downlink, the ground equipment sends movement authorization (MA), speed commands, and route information to the train. The cross-inductive loop is a crucial physical medium for positioning, ensuring uninterrupted communication even within enclosed metal conduits where wireless signals are severely blocked.

[0038] The cross-induction loop provides a safety interlocking basis for zone operation control. Ground positioning equipment sends the calculated precise position and speed to the zone operation control system. Zone operation control relies on this data to determine whether the train has crossed the boundary or entered the wrong route (such as accidentally entering the transition zone when the vacuum level is not up to standard), thereby controlling the display of the virtual signal and the opening and closing of the isolation doors. Without the precise position provided by the cross-induction loop, the system cannot accurately determine whether the train has "completely entered the transition zone," and therefore cannot safely perform subsequent door closing and vacuuming operations.

[0039] In low-vacuum pipeline systems, cross-induction loops act like "electronic eyes" and "wired telephones" for trains. They solve the problems of being unable to locate or communicate within enclosed pipelines and are a key infrastructure that ensures trains can safely stop and pass through at speeds of 1000 km / h.

[0040] This disclosure provides a low-vacuum pipeline transportation method based on the aforementioned low-vacuum pipeline transportation system, including a train departure control process and a train arrival control process. The train departure control procedure includes: Open the isolation door on the departure station side, establish the first route, and control the train to enter the transition area from the departure station; After the train has fully entered the transition area, close the isolation door on the departure station side; Perform a vacuuming operation on the transition zone until the gas pressure in the transition zone reaches the low vacuum operation requirement; Open the isolation door on the side of the section, arrange the second route, and control the train to enter the low vacuum zone from the transition zone; The train entry control process includes: Open the isolation door connecting the transition area to the low vacuum area on the destination station side, arrange the third route, and control the train to enter the transition area from the low vacuum area; After the train has fully entered the transition zone, close the isolation door connecting to the low vacuum zone; The transition zone is repressurized until the air pressure in the transition zone returns to normal atmospheric pressure. Open the isolation door on the destination station side, process the fourth route, and control the train to enter the destination station from the transition area and stop.

[0041] In practice: This disclosure includes a pipeline system, a train, a vacuum control system, a operation control system, and a traction system. The pipeline system features a transition zone connecting the station and the operating section, with isolation doors at both ends. The vacuum control system monitors and controls the pipeline air pressure and the isolation door status. The operation control system uses a virtual signal for route division and obtains the train position through a cross-induction loop. This disclosure includes departure, arrival, and emergency evacuation control procedures: upon departure, the train enters the transition zone, closes the isolation doors, and performs vacuuming; once the low vacuum requirement is met, the train enters the section and runs at high speed. Upon arrival, the train enters the transition zone, closes the isolation doors, and performs repressurization; after restoring normal pressure, the train enters the station. In emergencies, the air pressure in the pipeline is restored to a safe threshold by opening a depressurization damper valve. This disclosure effectively solves the air resistance problem under ultra-high-speed operation and achieves safe switching between normal pressure and low vacuum environments through the coordinated control of the transition zone and isolation doors.

[0042] The following is an example of a train departing from station IIIG at station A and stopping at station IG at station B.

[0043] Route Description: A route is formed between two virtual signals traveling in the same direction; from station A (IIIG) to station B (IG), the route sequence involved is {r1, r2, r3…r}. n ,r n+1 (n>=3).

[0044] Prerequisites: Isolation doors P2 and P3 are closed, and the low vacuum level in the low vacuum zone meets the requirements.

[0045] like Figure 4 As shown, isolation door P1 opens, and routes r1 and r2 are processed. The departure time arrives, and the train begins operation.

[0046] like Figure 5 As shown, once the train has fully entered the transition zone, close the isolation door P1.

[0047] like Figure 6 As shown, the train continues to run while a vacuuming operation is performed.

[0048] Apply for route r3 to r n-1 .

[0049] Once the low vacuum level in the transition zone meets the low vacuum requirement, open the isolation door P2.

[0050] like Figure 7 As shown, the train is running in the section.

[0051] like Figure 8As shown, when the train approaches station B, route r will be processed. n .

[0052] Close isolation door P4.

[0053] Open the isolation door P3.

[0054] like Figure 9 As shown, once the train has fully entered the transition zone, close the isolation door P3.

[0055] Open the isolation door and pressurize P4.

[0056] like Figure 10 As shown, process the route r n+1 The train stopped at Station B.

[0057] This invention achieves the change between low pressure and normal pressure through system linkage.

[0058] This disclosure significantly reduces air resistance (which is proportional to the square of speed) during high-speed train operation by constructing a low-vacuum pipeline operating environment, effectively overcoming the speed bottleneck of traditional wheel-rail transportation above 500 km / h. Combined with magnetic levitation technology, it eliminates wheel-rail friction resistance, enabling train speeds to exceed 1000 km / h, greatly improving the transportation efficiency of rail transit.

[0059] This disclosure creates a buffer environment similar to an airlock by creatively setting up a "transition zone" and isolation doors between the station (normal pressure zone) and the section (low vacuum zone). Upon departure, the train completes the door closing and evacuation within the transition zone, avoiding airflow shock waves and energy waste caused by directly exhausting into the vacuum environment. Upon arrival, the train completes the door closing and repressurization within the transition zone, avoiding the significant pressure difference risks associated with directly connecting the vacuum environment to the normal pressure environment. This design ensures passenger comfort during transitions between different pressure environments while maintaining the vacuum seal of the main pipeline.

[0060] In terms of control logic, this disclosure employs a "parallel processing" strategy. During vacuuming or repressurization operations, the train does not remain stationary but continues to run or coast within the transition zone. This design, which overlaps the environmental conditioning process (thermodynamic process) with the train operation process (mechanical motion process) on the time axis, minimizes the impact of environmental conditioning on train departure intervals and significantly improves the system's throughput capacity and operational efficiency.

[0061] This disclosure addresses the challenge of visually detecting signals within enclosed conduits by employing a positioning system that combines a "virtual signal" with "cross-induction loops" and "carrier signals." Compared to traditional GPS, this solution offers stronger anti-interference capabilities and higher positioning accuracy within enclosed metal conduits, providing real-time, highly reliable movement authorization for high-speed trains and ensuring operational safety.

[0062] This disclosure introduces a safety threshold control based on human physiological indicators (70.1~50.7 kPa). In emergency situations, the system can quickly break the vacuum state through a baffle valve for depressurization. This proactive environmental control method minimizes the physical risks of the vacuum environment, providing a physiologically safe atmospheric environment for passenger evacuation in emergency situations, and filling a safety gap in the field of ultra-high-speed vacuum transportation.

[0063] Although the present disclosure has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present disclosure.

Claims

1. A low-vacuum pipeline transportation system, characterized in that, include: Pipeline systems, trains, vacuum control systems, operation control systems, and traction systems; The pipeline system includes a station set as an atmospheric pressure area, an operating section set as a low vacuum area, and a transition zone set between the station and the operating section. The two ends of the transition zone are equipped with isolation doors to isolate the atmospheric pressure environment and the low vacuum environment. Vacuum control systems are used to monitor and control the air pressure within the piping system, as well as to control the opening and closing status of isolation doors; The operation control system includes onboard operation control, onboard positioning equipment, cross-induction loop, ground positioning equipment, zone operation control, and central operation control. Onboard operation control is used to send train IDs to onboard positioning equipment; onboard operation control equipment is used to receive train IDs from onboard operation control and send carrier signals; cross-induction loop is arranged along the pipeline system for train positioning; ground positioning equipment is used to obtain train position and speed information; central operation control is used to issue route processing orders according to the operation plan. The zoned operation control is used to receive route processing orders issued by the central operation control, process routes based on train positions, and calculate movement authorizations; The traction system is used to control the movement of trains within the pipeline system according to the movement authorization.

2. The low-vacuum pipeline transportation system according to claim 1, characterized in that, The vacuum control system includes vacuum pump stations arranged along the pipeline system, and each vacuum pump station is equipped with a vacuum pump and a baffle valve for breaking air and restoring pressure. Vacuum pumps are used to evacuate air from pipes to maintain a low vacuum environment; The pressure relief valve is used to open in emergency situations, utilizing the pressure difference between the inside and outside of the pipeline to quickly restore the pressure inside the pipeline to a preset safety threshold.

3. The low-vacuum pipeline transportation system according to claim 1, characterized in that, The ground positioning equipment receives cross-induction loop information and carrier signals to calculate and generate the real-time position and speed information of the train, and then sends the position and speed information to the zone operation control and traction system.

4. The low-vacuum pipeline transportation system according to claim 1, characterized in that, The operation control system uses virtual signals for route division. Virtual signals are set at the entrance end, exit end, both ends of the transition zone, and the boundary of the traction zone.

5. A low-vacuum pipeline transportation system according to claim 1, characterized in that, The zoned operation control is specifically used to receive route management orders issued by the central operation control to lock routes, open signals, calculate movement authorization and maximum speed curves, and send the maximum speed curves to the traction and vehicle-mounted operation control.

6. A low-vacuum pipeline transportation system according to claim 1, characterized in that, The zoned operation control is also used to control the interlocking action of the isolation doors based on the display status of the virtual signal and the position of the train.

7. A low-vacuum pipeline transportation system according to claim 1, characterized in that, The length of the transition zone is determined based on at least one of the following parameters: Vacuum pump speed, maximum train speed, train length, and track data.

8. A low-vacuum pipeline transportation method, characterized in that, A low-vacuum pipeline transportation system according to any one of claims 1-7 includes a train departure control process and a train arrival control process. The train departure control procedure includes: Open the isolation door on the departure station side, establish the first route, and control the train to enter the transition area from the departure station; After the train has fully entered the transition area, close the isolation door on the departure station side; Perform a vacuuming operation on the transition zone until the gas pressure in the transition zone reaches the low vacuum operation requirement; Open the isolation door on the side of the section, arrange the second route, and control the train to enter the low vacuum zone from the transition zone; The train entry control process includes: Open the isolation door connecting the transition area to the low vacuum area on the destination station side, arrange the third route, and control the train to enter the transition area from the low vacuum area; After the train has fully entered the transition zone, close the isolation door connecting to the low vacuum zone; The transition zone is repressurized until the air pressure in the transition zone returns to normal atmospheric pressure. Open the isolation door on the destination station side, process the fourth route, and control the train to enter the destination station from the transition area and stop.

9. A low-vacuum pipeline transportation method according to claim 8, characterized in that, The transition zone is evacuated, including: The vacuuming operation in the transition zone and the train's taxiing or stopping process in the transition zone overlap in time.

10. A low-vacuum pipeline transportation method according to claim 8, characterized in that, It also includes emergency evacuation control procedures: When an emergency evacuation order is received, the control opens the baffle valve for breaking air and restoring pressure in the vacuum pump station. Monitor the air pressure inside the pipeline. When the air pressure inside the pipeline is lower than the human safety air pressure threshold, keep the depressurization damper valve open until the air pressure inside the pipeline reaches the human safety air pressure threshold.

Images