Transfer channel structure of newly-built subway station and existing subway station

Abstract

The utility model provides a new subway station and existing subway station transfer channel structure which comprises a new transfer channel, a separation mechanism and a plurality of lighting structures, and a first channel opening, a second channel opening and a third channel opening are formed in the two ends of the new transfer channel respectively. The newly-built transfer channel is divided into a newly-built transfer channel payment area and a newly-built transfer channel non-payment area by the separation mechanism, a plurality of daylighting openings distributed at intervals in the length direction of the newly-built transfer channel are formed in the top of the newly-built transfer channel, and each daylighting opening is connected with a daylighting structure in a sealed mode. Therefore, the transfer distance between the new line and the old line is shortened through the design of the newly-built transfer channel, and the influence on the operation of the existing subway is small; the separation mechanism is adopted to separate the payment area and the non-payment area, so that cross congestion in the station can be relieved, accidents are reduced, the non-payment area further has a street crossing function, and convenience is greatly improved for personnel inside and outside the station; by arranging the lighting structure, the defects that a traditional underground transfer space is closed and lighting is poor are overcome.

Description

TECHNICAL FIELD

[0001] The utility model relates to rail transit technical field especially, a kind of interchange passage structure of new subway station and existing subway station. BACKGROUND

[0002] New subway station and existing subway station interchange mode is to create efficient and convenient distribution conditions, from the domestic and foreign city traffic status, it has entered the era of diversification, current city rail transit interchange in China exists many problems, such as inconvenient connection mode, poor spatial experience, unclear construction module.

[0003] Metro interchange mode is flexible and diverse, including same-platform interchange, node interchange, station hall interchange, passage interchange, combined interchange and off-station interchange; The underground interchange passage space in prior art has problems such as poor lighting, strong sealing and small space compared with overpass passage, which shows depression, unease, aversion and other adverse reactions in the psychological experience of people. When passengers interchange, they rely on indoor light and guide signs as orientation reference, and uncertain visual information can easily make passengers lose direction.

[0004] Therefore, it is necessary to provide an interchange passage structure of new subway station and existing subway station to solve or at least alleviate the above problems. SUMMARY

[0005] The main purpose of the utility model is to provide an interchange passage structure of new subway station and existing subway station to solve the problem of small and closed underground interchange passage space and poor lighting in prior art.

[0006] To achieve the above purpose, the utility model provides an interchange passage structure of new subway station and existing subway station, which comprises a new interchange passage, a separation mechanism and a plurality of lighting structures.

[0007] The new interchange passage has a first passage opening and a second passage opening at both ends, and a third passage opening is further provided near the second passage opening. The separation mechanism extends along the length direction of the new interchange passage and is arranged in the middle part of the new interchange passage. The first end of the separation mechanism is arranged in a bent shape and is arranged around the third passage opening. The second end of the separation mechanism extends to the first passage opening to separate the new interchange passage into a new interchange passage paid area and a new interchange passage non-paid area.

[0008] The two ends of the non-paid area of the new transfer passage are communicated with the non-paid area of the new station through the first passage opening and communicated with the non-paid area of the existing station through the third passage opening; the two ends of the paid area of the new transfer passage are communicated with the paid area of the new station through the first passage opening and communicated with the paid area of the existing station through the second passage opening.

[0009] The top of the new transfer passage is provided with a plurality of light taking openings which are arranged at intervals along the length direction of the new transfer passage, each of the light taking openings is sealingly connected with a light taking structure, and the light taking structure is arranged upwardly out of the ground.

[0010] Preferably, each of the light taking structures comprises a dome support and a glass top cover, the bottom end of the dome support is covered and connected to the light taking opening, the top end of the dome support is open, the glass top cover is connected to the top end of the dome support, and the glass top cover is arranged upwardly out of the ground.

[0011] Preferably, each of the light taking structures further comprises a switchable louver grid which is connected to the light taking opening.

[0012] Preferably, the width of the non-paid area of the new transfer passage is smaller than the width of the paid area of the new transfer passage.

[0013] Preferably, one side of the new transfer passage is further outwardly convexly provided with a smoke exhaust air shaft, the smoke exhaust air shaft is arranged close to the first passage opening, and the smoke exhaust air shaft comprises a smoke exhaust machine room and a smoke exhaust shaft which are arranged side by side.

[0014] Preferably, the separation mechanism is a separation fence.

[0015] Preferably, the bottom of the new transfer passage is downwardly recessed to form a water collecting well.

[0016] Preferably, the interval distance between two adjacent light taking openings is 15m-20m.

[0017] Preferably, the utility model further comprises two fireproof rolling shutter doors which are arranged in the existing station transfer passage of the existing station paid area in an openable and closable mode.

[0018] Preferably, the interval distance between the first passage opening and the third passage opening is less than 100m.

[0019] Compared with the prior art, the utility model has the beneficial effects that:

[0020] The utility model provides a new subway station and the interchange passageway structure of existing subway station, including new interchange passageway, separation mechanism and a plurality of lighting structure, and the both ends of new interchange passageway are set up first passageway and second passageway respectively, and new interchange passageway is also set up third passageway at the place close to second passageway, separation mechanism extends along the length direction of new interchange passageway and is arranged in the middle part of new interchange passageway, and the first end of separation mechanism is bended and is arranged and is protected in third passageway, and the second end of separation mechanism extends to first passageway to separate and form new interchange passageway payment area and new interchange passageway non-payment area, and the both ends of new interchange passageway non-payment area are communicated with new station non-payment area through first passageway and communicated with existing station non-payment area through third passageway, and the both ends of new interchange passageway payment area are communicated with new station payment area through first passageway and communicated with existing station payment area through second passageway, and the top of new interchange passageway is set up a plurality of lighting port that is spaced apart and arranged along the length direction of itself, and each lighting port is sealed and is connected with a lighting structure, and the lighting structure is set up upwards from the ground. BRIEF DESCRIPTION OF DRAWINGS

[0021] In order to more clearly illustrate the technical scheme in the embodiments of the utility model or the prior art, below will introduce the drawings needed to be used in the embodiment or the prior art description, obviously, the drawings in the following description only some embodiments of the utility model, for ordinary skilled person in the art, under the premise of not paying the creative labor, can also obtain other drawings according to the structure shown in these drawings.

[0022] Figure 1 It is the plane schematic diagram of the overall structure in an embodiment of the utility model;

[0023] Figure 2 It is the elevation schematic diagram of the overall structure in an embodiment of the utility model;

[0024] Figure 3 It is Figure 1 The sectional schematic diagram of A-A direction in;

[0025] Figure 4 It is the plane schematic diagram of existing station payment area in an embodiment of the utility model;

[0026] Figure 5 The whole structure evacuation schematic view in one embodiment of the present application.

[0027] The present application realizes, function characteristics and advantages will be further described with reference to the embodiment, the reference drawing.

[0028] Explanation of reference numerals:

[0029] 10, newly-built transfer passage; 110, first passage opening; 120, second passage opening; 130, third passage opening; 140, newly-built transfer passage payment area; 150, newly-built transfer passage non-payment area; 160, light opening; 170, smoke exhaust shaft; 171, smoke exhaust machine room; 172, smoke exhaust shaft; 180, water collecting well; 20, separation mechanism; 30, light structure; 310, dome support; 320, glass top cover; 330, louver grid; 40, newly-built station; 410, newly-built station non-payment area; 420, newly-built station payment area; 50, existing station; 510, existing station non-payment area; 520, existing station payment area; 521, existing station transfer passage; 522, existing station public area; 530, fireproof rolling shutter door. DETAILED DESCRIPTION

[0030] It should be understood that the specific embodiments described herein are merely intended to explain the present application, and are not intended to limit the present application.

[0031] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0032] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present application are only used to explain the relative positional relationship, movement condition, etc. between components in a certain specific posture (as shown in the drawings), and if the specific posture changes, the directional indications will also change accordingly.

[0033] In addition, the description of "first", "second" and the like in the present application is only for the purpose of description and cannot be understood as indicating or implying the relative importance of the technical features or implying the number of the technical features indicated. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In addition, the technical solutions of various embodiments can be combined with each other, but it must be based on the realization of ordinary skilled in the art, when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, nor in the protection scope required by the present application.

[0034] Please refer to the accompanying Figures 1-5 The present application provides a new subway station and the transfer channel structure of existing subway station in one embodiment, including new transfer channel 10, separation mechanism 20 and a plurality of lighting structure 30. First of all, it needs to be pointed out that, unlike the underground transfer channel space in the prior art, there are problems such as poor lighting, strong sealing and narrow space, which are manifested as depression, anxiety, aversion and other adverse reactions in the psychological feeling of people. When passengers transfer, they rely on indoor light and guide mark as direction reference, and uncertain visual information can easily make passengers lose direction. The present application solves the above defects in the prior art by setting a new subway station and the transfer channel structure of existing subway station, as follows:

[0035] The first channel 110 and the second channel 120 are respectively arranged at both ends of the new transfer channel 10, and the third channel 130 is arranged at the second channel 120 of the new transfer channel 10. The separation mechanism 20 is arranged along the length direction of the new transfer channel 10 and arranged in the middle of the new transfer channel 10. The first end of the separation mechanism 20 is arranged in a bent shape and is arranged around the third channel 130. The second end of the separation mechanism 20 extends to the first channel 110 to separate the new transfer channel 10 into a new transfer channel payment area 140 and a new transfer channel non-payment area 150. The new transfer channel non-payment area 150 is connected with the new station non-payment area 410 through the first channel 110 and connected with the existing station non-payment area 510 through the third channel 130. The new transfer channel payment area 140 is connected with the new station payment area 420 through the first channel 110 and connected with the existing station payment area 520 through the second channel 120. The top of the new transfer channel 10 is provided with a plurality of lighting openings 160 arranged along the length direction of the new transfer channel 10. Each lighting opening 160 is sealingly connected with a lighting structure 30, and the lighting structure 30 extends upwardly above the ground.

[0036] Specifically, the transfer passage structure of the newly-built subway station and the existing subway station in the application comprises a newly-built transfer passage 10, a separation mechanism 20 and a plurality of lighting structures 30. The newly-built transfer passage 10 is used to link the existing subway station and the newly-built subway station to achieve the advantage of "seamless" connection between stations, which is beneficial to improve the flexibility and convenience of passenger travel. Therefore, first and second passage openings 110 and 120 are respectively formed at both ends of the newly-built transfer passage 10. The first passage opening 110 is used to communicate with the newly-built station 40, and the second passage opening 120 is used to communicate with the existing station paid area 510. Considering that the existing station non-paid area 510 and the existing station paid area 520 are close to each other, a third passage opening 130 is also formed near the second passage opening 120, which is used to communicate with the existing station non-paid area 510. The separation mechanism 20 is used to separate the entire newly-built transfer passage 10 to form a newly-built transfer passage paid area 140 and a newly-built transfer passage non-paid area 150, so as to correspondingly connect the paid areas and the non-paid areas between the new and old subway stations.

[0037] Wherein, since the third passageway 130 is communicated with the non-paid area of the existing subway station, the first end of the separation mechanism 20 is arranged at the third passageway 130 and is arranged in a bent shape so as to be surrounded at this position, and the second end of the separation mechanism 20 extends to the first passageway 110, so that the inner side of the first end of the separation mechanism 20 is the non-paid area 150 of the newly-built transfer passageway, and vice versa, the outer side of the first end of the separation mechanism 20 is the paid area 140 of the newly-built transfer passageway, and it is worth mentioning that the first end of the separation mechanism 20 can be provided with a gate for paid access so as to facilitate the passengers to enter and exit; and the paid area and the non-paid area of the station hall of the newly-built station 40 are arranged together, so that after being separated by the separation mechanism 20, one end of the non-paid area 150 of the newly-built transfer passageway is communicated with the non-paid area 410 of the newly-built station through the first passageway 110, and the other end is communicated with the non-paid area 510 of the existing station through the third passageway 130; similarly, one end of the paid area 140 of the newly-built transfer passageway is communicated with the paid area 420 of the newly-built station through the first passageway 110, and the other end is communicated with the paid area 520 of the existing station through the second passageway 120, so that the passenger flow near the passageway can quickly enter the station through the non-paid area 150 of the newly-built transfer passageway, the transfer is more convenient, the operation and management are convenient, the conflict of passengers entering and exiting when transferring is relieved, and the non-paid area 150 of the newly-built transfer passageway has the function of crossing the street, for example, the passenger can cross the street through the non-paid area 150 of the newly-built transfer passageway without entering the station to take the train; in the preferred embodiment, the separation mechanism 20 adopts a separation fence, which is a "soft isolation" form, and is better in comfort than "hard isolation" (such as a concrete wall) in the narrow newly-built transfer passageway 10, and the passenger will not feel too closed when passing through.

[0038] Preferably, the lighting structure 30 is used to improve the poor lighting and closed shortcomings of the traditional underground newly-built transfer passageway 10, which adopts a transparent structure to irradiate natural light into the newly-built transfer passageway 10, and further improves the comfort of the newly-built transfer passageway 10, so that a plurality of lighting openings 160 are arranged at the top of the newly-built transfer passageway 10 and are spaced apart along the length direction of the newly-built transfer passageway 10, so as to ensure that the lighting of the entire newly-built transfer passageway 10 is uniform, and each lighting opening 160 is provided with one lighting structure 30 for light transmission, which needs to be sealed and connected to avoid water leakage in rainy and snowy days.

[0039] As a preferred embodiment of the utility model, each light collecting structure 30 comprises a dome support 310 and a glass top cover 320, the bottom end of the dome support 310 is covered and connected to the light collecting port 160, the top end of the dome support 310 is provided with an opening, the glass top cover 320 is connected to the top end of the dome support 310, and the glass top cover 320 is provided upwards from the ground.

[0040] It should be noted that the dome support 310 has strong structural stability and bearing capacity, adopts steel structure material, is convenient for the installation and connection of the glass top cover 320, and is provided with an opening at the top to ensure that light can be collected after the glass top cover 320 is extended from the ground and installed, so that the combination of the dome support 310 and the glass top cover 320 is used to form a glass patio, improve the brightness of the newly-built transfer channel 10, and improve the transfer experience of passengers.

[0041] As a preferred embodiment of the utility model, each light collecting structure 30 further comprises a louver grid 330 which can be switched, and the louver grid 330 is connected to the light collecting port 160.

[0042] It should be noted that the louver grid 330 can adjust the day and night light and temperature by reasonable switching and adjustment, and further optimize the adaptability of light collection in cooperation with the glass patio.

[0043] As a preferred embodiment of the utility model, the width of the non-paid area 150 of the newly-built transfer channel is less than the width of the paid area 140 of the newly-built transfer channel.

[0044] It is worth mentioning that considering that the passenger flow of the paid area is larger, the width of the paid area 140 of the newly-built transfer channel can be increased, so that the width of the non-paid area 150 of the newly-built transfer channel is less than the width of the paid area 140 of the newly-built transfer channel.

[0045] As a preferred embodiment of the utility model, one side of the newly-built transfer channel 10 further outwardly protrudes to form a smoke exhaust shaft 170, the smoke exhaust shaft 170 is arranged close to the first channel port 110, and the smoke exhaust shaft 170 comprises a smoke exhaust machine room 171 and a smoke exhaust shaft 172 arranged side by side.

[0046] It should be noted that the arrangement of the smoke exhaust shaft 170 can effectively solve the problems of insufficient space air volume, many ventilation facilities and difficult management, and strengthen the ventilation and smoke exhaust effect, and it is arranged close to the first channel port 110 to be close to the newly-built station 40.

[0047] Further, the bottom of the newly-built transfer channel 10 is concave downward to form a water collecting well 180.

[0048] It should be understood that the water collecting well 180 is used for reasonably guiding and removing the underground water to avoid the problems of underground building water accumulation, dripping and the like.

[0049] Further, the interval distance between two adjacent light taking openings 160 is 15-20 m.

[0050] It should be noted that the interval distance between two adjacent light taking openings 160 can be set and determined according to the light taking coverage range, and preferably can be set to 15-20 m, which can be selected by those skilled in the art according to the actual situation.

[0051] Further, two fireproof rolling shutter doors 530 are further included, and the two fireproof rolling shutter doors 530 are used for being set in the existing station transfer passage 521 of the existing station paid area 520 in an openable and closable manner.

[0052] It should be noted that the existing station paid area 520 in the present application includes the existing station transfer passage 521 and the existing station public area 522, the existing station public area 522 is connected with the second passage opening 120 through the existing station transfer passage 521, and the two fireproof rolling shutter doors 530 are set in the existing station transfer passage 521, one of which is controlled by the existing station 50, and the other of which is controlled by the newly-built station 40, thereby serving as one of the measures for preventing fire spreading in an emergency, and specific reference can be made to the accompanying drawings. Figure 4 .

[0053] Further, the interval distance between the first passage opening 110 and the third passage opening 130 is less than 100 m.

[0054] It can be understood that in the specification requirements of passenger evacuation, it is usually stipulated that the distance of any point of the passage from the nearest evacuation point needs to be less than 50 m, and therefore the interval distance between the first passage opening 110 and the third passage opening 130 is less than 100 m, so that the distance from the middle of the first passage opening 110 and the third passage opening 130 to the two openings is less than 50 m to meet the specification requirements; similarly, the distance between the existing station public area 522 connected by the existing station transfer passage 521 and the third passage opening 130 also needs to be less than 50 m to meet the evacuation specification requirements, and specific evacuation direction arrangement can be referred to the accompanying drawings. Figure 5 (the double-headed arrow in the drawing represents the evacuable direction within 50 m); it is worth mentioning that the transfer passage flow line is more smooth in this way, and passengers can conveniently identify.

[0055] The above is only the preferred embodiment of the present application, and does not limit the patent range of the present application, and any equivalent structure or equivalent process conversion by using the content of the present application specification and drawings, or direct or indirect application in other related technical fields, are also included in the patent protection range of the present application.

Claims

1. A transfer passage structure between a newly built subway station and an existing subway station, characterized in that, This includes the construction of new transfer passages, separation mechanisms, and multiple lighting structures; among which, The newly constructed transfer passage has a first passage entrance and a second passage entrance at each end, and a third passage entrance is also provided near the second passage entrance. A separating mechanism extends along the length of the newly constructed transfer passage and is positioned in the middle of the passage. The first end of the separating mechanism is bent and surrounds the third passage entrance, while the second end extends to the first passage entrance to divide the newly constructed transfer passage into a paid area and a non-paid area. The two ends of the non-paid area of ​​the newly built transfer passage are connected to the non-paid area of ​​the new station through the first passage entrance and to the non-paid area of ​​the existing station through the third passage entrance; the two ends of the paid area of ​​the newly built transfer passage are connected to the paid area of ​​the new station through the first passage entrance and to the paid area of ​​the existing station through the second passage entrance. The newly built transfer passage has multiple light-collecting openings spaced apart along its length at the top. Each light-collecting opening is sealed and connected to a light-collecting structure, which extends upwards to the ground.

2. The transfer passage structure between a newly built subway station and an existing subway station according to claim 1, characterized in that, Each of the aforementioned light-transmitting structures includes a dome support and a glass roof. The bottom end of the dome support is covered and connected to the light-transmitting opening, and the top end of the dome support is open. The glass roof is connected to the top end of the dome support and extends upwards out of the ground.

3. The transfer passage structure between a newly built subway station and an existing subway station according to claim 2, characterized in that, Each of the light-transmitting structures also includes switchable louvers connected to the light-transmitting opening.

4. The transfer passage structure between a newly built subway station and an existing subway station according to claim 1, characterized in that, The width of the non-paid area of ​​the newly built transfer corridor is smaller than the width of the paid area of ​​the newly built transfer corridor.

5. The transfer passage structure between a newly built subway station and an existing subway station according to claim 1, characterized in that, The newly built transfer passage also has a smoke exhaust shaft protruding outward on one side. The smoke exhaust shaft is located near the entrance of the first passage and includes a smoke exhaust machine room and a smoke exhaust shaft arranged side by side.

6. The transfer passage structure between a newly built subway station and an existing subway station according to claim 1, characterized in that, The separating mechanism is a dividing guardrail.

7. The transfer passage structure between a newly built subway station and an existing subway station according to claim 1, characterized in that, The bottom of the newly built transfer passage is recessed downwards to form a water collection well.

8. The transfer passage structure between a newly built subway station and an existing subway station according to claim 1, characterized in that, The distance between two adjacent light-collecting openings is 15m to 20m.

9. The transfer passage structure between a newly built subway station and an existing subway station according to claim 1, characterized in that, It also includes two fireproof roller shutters, which are designed to be opened and closed in existing station transfer passages within the paid area of ​​existing stations.

10. The transfer passage structure between a newly built subway station and an existing subway station according to claim 1, characterized in that, The distance between the first channel opening and the third channel opening is less than 100m.

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