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WO2023174192A1 - 城市轨道交通车站站台和乘降方法 - Google Patents

城市轨道交通车站站台和乘降方法 Download PDF

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Publication number
WO2023174192A1
WO2023174192A1 PCT/CN2023/080983 CN2023080983W WO2023174192A1 WO 2023174192 A1 WO2023174192 A1 WO 2023174192A1 CN 2023080983 W CN2023080983 W CN 2023080983W WO 2023174192 A1 WO2023174192 A1 WO 2023174192A1
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WO
WIPO (PCT)
Prior art keywords
area
type
train
passengers
trains
Prior art date
Application number
PCT/CN2023/080983
Other languages
English (en)
French (fr)
Inventor
王哲
Original Assignee
王哲
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 王哲 filed Critical 王哲
Publication of WO2023174192A1 publication Critical patent/WO2023174192A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor

Definitions

  • the invention relates to a rail transit station platform and a boarding and alighting method, which are used for lines containing combination areas in the station platform and belong to the field of rail transit.
  • Section 8.3.3 of the GB50157-2003 "Subway Design Code” stipulates: "The equipment and management rooms installed at both ends of the platform level can be included in the calculated length of the platform if necessary, but they should not exceed half the length of a car and must not invade. The calculated width of the side platform should be such that the distance from the stairwell should be no less than 8m.”
  • Section 9.3.3 of GB 50157-2013 "Subway Design Code” stipulates: "The equipment and management rooms set up at both ends of the platform level can be extended It should be within the calculated length of the platform, but the extended length should not exceed the length of one vehicle, and the distance from the stairway or passage entrance should not be less than 8m"
  • the new version of the specification has invaded the equipment management room into the calculation of the platform.
  • the extension length of the length range has been broadened from the original length of 0.5 cars to the length of 1 car.
  • the calculated length of the platform is the length of the train plus the parking error. Even if the equipment and management rooms at each end are included in the calculation range of the platform, the length reaches 1 car length. The equipment management room outside the calculated length range of the platform still occupies a large length of the platform level, and the total length of both ends is usually 2 to 5 cars long.
  • the invention provides a solution that can increase the length of the train without lengthening the length of the station platform level.
  • the entire platform includes combination areas and regular areas
  • the combination area is divided into an end combination area and a non-end combination area, and the station includes at least one end combination area or/and at least one non-end combination area;
  • the combination area includes the area adjacent to the train and the area not adjacent to the train.
  • the area adjacent to the train is located on both sides of the platform;
  • the dividing line between the traffic-side area and the non-traffic-side area is one of the following:
  • the width of the adjacent area is equal at all locations; or,
  • At least one adjacent area contains an area Z with the following characteristics:
  • the length of the area Z adjacent to the vehicle is 1 to 2 car lengths, or 2 to 3 vehicle lengths, or greater than 3 car lengths; preferably, the length of the area Z is equal to the area adjacent to the vehicle where it is located. length.
  • the width of the cross-section is 0.8 ⁇ 1.2m, or 1.2 ⁇ 1.5m , or 1.5 ⁇ 1.8m, or 1.8 ⁇ 2.5m, or greater than 2.5m.
  • the island platform is part of a hybrid platform.
  • the height of the top plate of the connecting channel is lower than the height of the roof of the platform layer, and there is a gap between the top plate of the connecting channel and the top plate of the platform layer, which is used as an air channel to connect the equipment rooms on both sides of the connecting channel.
  • the characteristic W1 is that among the upstream or/and downbound approach areas in the combination area, at least one approach area has the following characteristics W2;
  • the characteristic W2 is that in the area adjacent to the vehicle, there are one or more sections with the following characteristics W3; the feature W3 is that if any one of the one or more sections is selected, it is recorded as Area P, then area P has the following characteristics:
  • the relationship pattern between at least one train, the area P and the boarding and alighting behavior is one of the following:
  • the train is called a Class A train of region P;
  • the train is called a Class B train of the region P;
  • the train For the region P, the train is called a Category C train of region P;
  • the train is called a Class D train of the region P;
  • the train is called an E-class train of the region P;
  • the train For the region P, the train is called a Category F train of region P.
  • the train For the region P, the train is called a category G train of region P.
  • the trains stopping at the side of the platform where the area P is located have the following characteristics:
  • Any train is one of the following: Class A train, Class B train, Class C train, Class D train, Class E train, Class F train, Class G train in area P;
  • the meaning of the same type of trains is that the two trains are both Category A, or both Category B, or both Category C, or both Category E, or both Category F, or both Category G trains.
  • Each of the two adjacent trains is one of the following, a class A train, a class B train, a class C train, a class D train, a class E train, or a class F train in area P;
  • At least within the said time period among the trains that stop on the side of the platform where the area P is located, at least three trains that stop in sequence have the following characteristics:
  • Each of these three adjacent trains is one of the following: Class A train, Class B train, Class C train, Class D train, Class E train, Class F train in area P;
  • no two trains are of the same type; preferably, among the three trains, only two trains are not of the same type.
  • the region P is one of the following, I-type region, IJ-type region, IJK-type region, IJKL-type region, IJKLM-type region;
  • the characteristic of the I-type area is that any train stopping at the side of the platform where the area P is located can only be an I-type train in the area P; the value of I is one of the following: A, B, C, D, E, F, G; within the time period, the value of I does not change for any train;
  • the characteristic of the IJ type area is that any train stopping on the side of the platform where the area P is located can only be a class I or class J train in the area P;
  • the characteristic of the IJK type area is that any train stopping at the side of the platform where the area P is located can only be a class I, class J or class K train in the area P;
  • the characteristic of the IJKL type area is that any train stopping at the side of the platform where the area P is located can only be a class I, class J, or class K or L train of the area P;
  • JKLM type area is that any train stopping at the side of the platform where the area P is located can only be a class I or class J or class K or class L or class M train in the area P;
  • IJ type area In the names of the IJ type area, IJK type area, IJKL type area and IJKLM type area, the symbols I, J, K, L and M are universal symbols and have the following characteristics;
  • I ⁇ J In the name of the IJ type area, I ⁇ J is required
  • IJK In the name of the IJK type area, it is required that I ⁇ J, I ⁇ K, J ⁇ K;
  • IJKL In the name of the IJKL type area, it is required that I ⁇ J, I ⁇ K, I ⁇ L, J ⁇ K, J ⁇ L, K ⁇ L;
  • IJKLM type area In the name of the IJKLM type area, it is required that I ⁇ J, I ⁇ K, I ⁇ L, I ⁇ M, J ⁇ K, J ⁇ L, J ⁇ M, K ⁇ L, K ⁇ M, L ⁇ M.
  • the area P is an I-type area
  • the I-type area is one of the following seven types of areas:
  • the characteristic of the Type A area is that for any train, the combination between the train, the area P and the boarding and alighting elements is Mode A; the Type A area is also called the drop-off area;
  • Type B area The characteristic of the Type B area is that for any train, the combination between the train, the area P and the boarding and alighting elements is Mode B; the Type B area is also called the passenger drop-off priority area:
  • the characteristic of the C-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode C; the C-type area is also called the passenger loading area;
  • the characteristic of the D-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode D; the D-type area is also called a double passenger area;
  • the characteristic of the E-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode E; the E-type area is also called a non-passenger area;
  • the characteristic of the F-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode F; the F-type area is also called a car-free area.
  • the characteristic of the G-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode G; the G-type area is also called a zero-passenger area.
  • the area P has one of the following four characteristics:
  • the area P is an IJ-type area, and the selection range of the IJ-type area includes:
  • the area P is an IJK type area, and the selection range of the IJK type area includes:
  • ADF type area (1) ABC type area, (2) ABD type area, (3) ABE type area, (4) ABF type area, (5) ACD type area, (6) ACE type area, (7) ACF type area, ( 8) ADE type area, (9) ADF type area, (10) BCD type area, (11) BCE type area, (12) BCF type area, (13) BDE type area, (14) BDF type area, (15 )CDE type area, (16) CDF type area, (17) AEF type area, (18) BEF type area, (19) CEF type area, (20) DEF type area;
  • the area P is an IJKL type area, and the selection range of the IJKL type area includes:
  • the area P is an IJKLN type area, and the selection range of the IJKLM type area includes:
  • ABCEF type area (2) ABDEF type area, (3) ACDEF type area, (4) BCDEF type area.
  • the area P also has the following characteristics during the time period:
  • At least one end boundary of the region P is one of the following: a-type boundary, b-type boundary, c-type boundary, or d-type boundary;
  • the Type A boundary is also called the entry-only boundary. Passengers are allowed to enter the area P through the Type A boundary, but are not allowed to exit from Area P through the Type A boundary;
  • the type b boundary is also called the exit-only boundary. Passengers are allowed to exit from area P through the type b boundary, but are not allowed to enter area P through the type b boundary;
  • the c-type boundary is also called a two-way boundary. Passengers are allowed to walk out of area P through the c-type boundary, and are also allowed to enter area P through the c-type boundary;
  • the d-shaped boundary is also called a no-travel boundary. Passengers are not allowed to walk out of area P through the d-shaped boundary, nor are passengers allowed to enter area P through the d-shaped boundary.
  • the walking path of the waiting passengers has one of the following three characteristics:
  • the waiting passengers include at least A and B.
  • Part A's waiting passengers pass through the connecting channel in the combination area where area P is located;
  • the walking path of the passengers getting off the bus has one of the following three characteristics:
  • At least one combination area adopts a boarding and alighting mode with the following characteristics I or II,
  • the entire upbound traffic area or a certain section of the upbound traffic area is one of the following,
  • AC type AC type, ACE type, ACF type, ACEF type,
  • AD type AD type, ADE type, ADF type, ADEF type,
  • BC type BC type, BCE type, BCF type, BCEF type,
  • BD type BDE type, BDF type, BDEF type
  • CD type CDE type, CDF type, CDEF type area
  • the entire downbound approach area or a certain section of the downbound approach area is one of the following,
  • AC type AC type, ACE type, ACF type, ACEF type,
  • AD type AD type, ADE type, ADF type, ADEF type,
  • BC type BC type, BCE type, BCF type, BCEF type,
  • BD type BDE type, BDF type, BDEF type
  • CD type CDE type, CDF type, CDEF type area
  • At least some of the waiting passengers in the downbound approach area or in a certain section of the downbound approach area enter through the regular end of the downbound approach area in the process of walking from the regular area to the waiting position. Go to the downbound parking area, and then walk along the downbound parking area to the waiting position.
  • the periodic arrangement of trains stopping in the CE type area is C-E or C-E-E or C-C-E,
  • the periodic arrangement of trains stopping at the CF type area is C-F or C-F-F or C-C-F,
  • the periodic arrangement of trains stopping in the CEF type area is CEF or CECF or CECEF or CECFE or CC- EF,
  • the periodic arrangement of trains stopping in the DE type area is D-E or D-E-E or D-D-E,
  • the periodic arrangement of trains stopping in the DF type area is D-F or D-F-F or D-D-F,
  • the periodic arrangement of trains stopping in the DEF type area is D-E-F or D-E-D-F or D-E-D-E-F or D-E-D-F-E or D-D-E-F,
  • the periodic arrangement of trains stopping in the CDE type area is C-D-E or C-D-E-E or C-E-D-E or C-E-D-E-E,
  • the periodic arrangement of trains stopping in the CDF type area is C-D-F or C-D-F-F or C-F-D-F or C-F-D-F-F,
  • the periodic arrangement of trains stopping at the CDEF type area is C-D-E-F or C-E-D-F or C-E-D-E-F or C-E-D-F-E or C-E-D-F-F.
  • the periodic arrangement of trains stopping in the DE type area is D-E or D-E-E or D-D-E,
  • the periodic arrangement of trains stopping in the DF type area is D-F or D-F-F or D-D-F,
  • the periodic arrangement of trains stopping in the DEF type area is D-E-F or D-E-D-F or D-E-D-E-F or D-E-D-F-E or D-D-E-F.
  • At least one combination area adopts a boarding and alighting mode that has the following characteristics I or/and characteristics II,
  • the upbound traffic area or a certain section of the upbound traffic area is one of the following,
  • At least some of the passengers who get off the train in the upbound passing area or in a certain section of the upgoing passing area pass the upward route in the process of walking from the alighting position to the regular area.
  • the parking area and the normal end of the upbound parking area are the passengers who get off the train in the upbound passing area or in a certain section of the upgoing passing area.
  • the downbound approach area or a certain section of the downbound approach area is one of the following,
  • the periodic arrangement of trains stopping in the AE type area is A-E or A-E-E or A-A-E,
  • the periodic arrangement of trains stopping in the AF type area is A-F or A-F-F or A-A-F,
  • the periodic arrangement of trains stopping in the AEF type area is A-E-F or A-E-A-F or A-E-A-E-F or A-A-E-F.
  • At least one combination area adopts a boarding and alighting mode with the following characteristics I or II,
  • the upbound traffic area or a certain area in the upbound traffic area is one of the following,
  • AC type AC type, ACE type, ACF type, ACEF type,
  • AD type AD type, ADE type, ADF type, ADEF type,
  • BC type BCE type, BCF type, BCEF type
  • CD type CDE type, CDF type, CDEF type area
  • the downbound approach area or a certain area in the downbound approach area is one of the following,
  • AC type AC type, ACE type, ACF type, ACEF type,
  • AD type AD type, ADE type, ADF type, ADEF type,
  • BC type BCE type, BCF type, BCEF type
  • CD type CDE type, CDF type, CDEF type area
  • the periodic arrangement of trains stopping in the AE type area is A-E or A-E-E or A-A-E,
  • the periodic arrangement of trains parked on the side of the platform where the AF type area is located is A-F or A-F-F or A-A-F.
  • the periodic arrangement of trains parked on the side of the platform where the AEF type area is located is A-E-F or A-E-A-F or A-E-A-E-F or A-A-E-F.
  • the periodic arrangement of trains stopping at the AB-shaped area is A-B or A-B-B or A-A-B.
  • the periodic arrangement of trains stopping at the ABE type area is A-B-E or A-E-B or A-E-B-E or A-A-E-B,
  • the periodic arrangement of trains stopping at the ABF type area is A-B-F or A-F-B or A-F-B-F or A-A-F-B,
  • the periodic arrangement of trains stopping at the ABEF type area is A-E-B-F or A-F-B-E or A-B-E-F or A-A-E-B-F.
  • the periodic arrangement of trains stopping at the AC type area is A-C or A-C-C or A-A-C.
  • the periodic arrangement of trains stopping at the ACE type area is A-C-E or A-E-C-E or A-A-C-E or A-C-C-E or A-A-E-C or A-A-E-C-E or A-A-E-C-C-E,
  • the periodic arrangement of trains parked on the side of the platform where the ACF type area is located is A-C-F or A-F-C-E or A-A-C-F or A-C-C-F or A-A-F-C or A-A-F-C-F or A-A-F-C-C-F,
  • the periodic arrangement of trains stopping at the AD type area is A-D or A-D-D or A-A-D.
  • the periodic arrangement of trains stopping in the ADE type area is A-D-E or A-E-D or A-E-D-E or A-A-E-D,
  • the periodic arrangement of trains stopping at the ADF type area is A-D-F or A-F-D or A-F-D-F or A-A-F-D,
  • the periodic arrangement of trains stopping in the ADEF type area is A-E-D-F or A-F-D-E or A-D-E-F or A-A-E-D-F.
  • the periodic arrangement of trains stopping in the BC type area is C-B or C-B-B or C-C-B,
  • the periodic arrangement of trains stopping at the BCE type area is C-B-E or C-E-B or C-E-B-E or C-C-E-B,
  • the periodic arrangement of trains stopping at the BCF type area is C-B-F or C-F-B or C-F-B-F or C-C-F-B,
  • the periodic arrangement of trains stopping at the BCEF type area is C-E-B-F or C-F-B-E or C-B-E-F or C-C-E-B-F.
  • the periodic arrangement of trains stopping at the CD-type area is C-D or C-D-D or C-C-D,
  • the periodic arrangement of trains stopping in the CDE type area is C-D-E or C-E-D or C-E-D-E or C-C-E-D,
  • the periodic arrangement of trains stopping in the CDF type area is C-D-F or C-F-D or C-F-D-F or C-C-F-D,
  • the periodic arrangement of trains stopping in the CDEF type area is C-E-D-F or C-F-D-E or C-D-E-F or C-C-E-D-F.
  • At least one combination area adopts a boarding and alighting mode with the following characteristics I or II,
  • the upbound traffic area or a certain area in the upbound traffic area is one of the following,
  • AC type AC type, ACE type, ACF type, ACEF type,
  • AD type AD type, ADE type, ADF type, ADEF type,
  • BC type BCE type, BCF type, BCEF type
  • CD type CDE type, CDF type, CDEF type area
  • the entire downbound traffic area is one of the following, type A, type AE, type AF, type AEF, type E, type F, type EF;
  • the downbound approach area or a certain area in the downbound approach area is one of the following,
  • AC type AC type, ACE type, ACF type, ACEF type,
  • AD type AD type, ADE type, ADF type, ADEF type,
  • BC type BCE type, BCF type, BCEF type
  • CD type CDE type, CDF type, CDEF type area
  • the entire upbound traffic area is one of the following, type A, type AE, type AF, type AEF, type E, type F, type EF;
  • the periodic arrangement of trains stopping in the AE type area is A-E or A-E-E or A-A-E,
  • the periodic arrangement of trains parked on the side of the platform where the AF type area is located is A-F or A-F-F or A-A-F.
  • the periodic arrangement of trains parked on the side of the platform where the AEF type area is located is A-E-F or A-E-A-F or A-E-A-E-F or A-A-E-F.
  • the periodic arrangement of trains stopping at the AB-shaped area is A-B or A-B-B or A-A-B.
  • the periodic arrangement of trains stopping at the ABE type area is A-B-E or A-E-B or A-E-B-E or A-A-E-B,
  • the periodic arrangement of trains stopping at the ABF type area is A-B-F or A-F-B or A-F-B-F or A-A-F-B,
  • the periodic arrangement of trains stopping at the ABEF type area is A-E-B-F or A-F-B-E or A-B-E-F or A-A-E-B-F.
  • the periodic arrangement of trains stopping at the AC type area is A-C or A-C-C or A-A-C.
  • the periodic arrangement of trains stopping at the ACE type area is A-C-E or A-E-C-E or A-A-C-E or A-C-C-E or A-A-E-C or A-A-E-C-E or A-A-E-C-C-E,
  • the periodic arrangement of trains parked on the side of the platform where the ACF type area is located is A-C-F or A-F-C-E or A-A-C-F or A-C-C-F or A-A-F-C or A-A-F-C-F or A-A-F-C-C-F,
  • the periodic arrangement of trains stopping at the AD type area is A-D or A-D-D or A-A-D.
  • the periodic arrangement of trains stopping in the ADE type area is A-D-E or A-E-D or A-E-D-E or A-A-E-D,
  • the periodic arrangement of trains stopping at the ADF type area is A-D-F or A-F-D or A-F-D-F or A-A-F-D,
  • the periodic arrangement of trains stopping in the ADEF type area is A-E-D-F or A-F-D-E or A-D-E-F or A-A-E-D-F.
  • the periodic arrangement of trains stopping in the BC type area is C-B or C-B-B or C-C-B,
  • the periodic arrangement of trains stopping at the BCE type area is C-B-E or C-E-B or C-E-B-E or C-C-E-B,
  • the periodic arrangement of trains stopping at the BCF type area is C-B-F or C-F-B or C-F-B-F or C-C-F-B,
  • the periodic arrangement of trains stopping at the BCEF type area is C-E-B-F or C-F-B-E or C-B-E-F or C-C-E-B-F.
  • the periodic arrangement of trains stopping at the CD-type area is C-D or C-D-D or C-C-D,
  • the periodic arrangement of trains stopping in the CDE type area is CDE or CED or CEDE or CCED,
  • the periodic arrangement of trains stopping in the CDF type area is C-D-F or C-F-D or C-F-D-F or C-C-F-D,
  • the periodic arrangement of trains stopping in the CDEF type area is C-E-D-F or C-F-D-E or C-D-E-F or C-C-E-D-F.
  • the boarding and alighting mode adopted by at least one combination area has the following characteristics I or II,
  • the upbound traffic area or a certain section of the upbound traffic area is one of the following,
  • BC type BC type, BCE type, BCF type, BCEF type,
  • CD type CDE type, CDF type, CDEF type
  • At least some of the waiting passengers in the upbound approaching area or in a certain section of the upbound approaching area pass through the downbound approaching area in the process of walking from the regular area to the waiting position.
  • the downbound approach area or a certain section of the downbound approach area is one of the following,
  • BC type BC type, BCE type, BCF type, BCEF type,
  • CD type CDE type, CDF type, CDEF type
  • the periodic arrangement of trains stopping in the CE type area is C-E or C-E-E or C-C-E,
  • the periodic arrangement of trains stopping at the CF type area is C-F or C-F-F or C-C-F,
  • the periodic arrangement of trains stopping in the CEF type area is C-E-F or C-E-C-F or C-C-E-F,
  • the periodic arrangement of trains stopping in the DE type area is D-E or D-E-E or D-D-E,
  • the periodic arrangement of trains stopping in the DF type area is D-F or D-F-F or D-D-F,
  • the periodic arrangement of trains stopping in the DEF type area is D-E-F or D-E-D-F or D-D-E-F,
  • the periodic arrangement of trains stopping at the CD-type area is C-D or C-C-D or C-D-D,
  • the periodic arrangement of trains stopping in the CDE type area is C-D-E or C-E-D or C-E-D-E,
  • the periodic arrangement of trains stopping in the CDF type area is C-D-F or C-F-D or C-F-D-F,
  • the periodic arrangement of trains stopping in the CDEF type area is C-D-E-F or C-E-D-F or C-F-D-E or C-E-D-E-F.
  • At least one combination area adopts a boarding and alighting mode with the following characteristics I or II,
  • the upbound traffic area or a certain area in the upbound traffic area is one of the following,
  • AC type AC type, ACE type, ACF type, ACEF type,
  • AD type AD type, ADE type, ADF type, ADEF type,
  • BC type BCE type, BCF type, BCEF type
  • CD type CDE type, CDF type, CDEF type area
  • the entire downbound traffic area is one of the following, type A, type AE, type AF, type AEF, type E, type F, type EF;
  • the downbound approach area or a certain area in the downbound approach area is one of the following,
  • AC type AC type, ACE type, ACF type, ACEF type,
  • AD type AD type, ADE type, ADF type, ADEF type,
  • BC type BCE type, BCF type, BCEF type
  • CD type CDE type, CDF type, CDEF type area
  • the entire upbound traffic area is one of the following, type A, type AE, type AF, type AEF, type E, type F, type EF;
  • At least one combination area adopts a boarding and alighting mode with the following characteristics I or II,
  • the entire upbound traffic area and the entire downbound traffic area are each one of the following, type A, type AE, type AF, or type AEF;
  • the entire upbound traffic area and the entire downbound traffic area are each one of the following, type A, type AE, type AF, or type AEF;
  • At least one combination area adopts a boarding and alighting mode with the following characteristics I or II,
  • the entire upbound traffic area is one of the following, C type, CE type, CF type, CEF type; the entire downbound traffic area is one of the following, C type, CE type, CF type, CEF type, E type, F type, EF type;
  • the waiting passengers include at least A and B.
  • Part A waiting passengers In the process of arriving at the waiting position from the regular area, Part A waiting passengers first pass through the regular end of the upbound bus area, and then walk along the upstream bus area to the waiting location;
  • the entire downbound traffic area is one of the following, type C, CE, CF, CEF; the entire upbound traffic area is one of the following, type C, CE, CF, CEF, E, F type, EF type;
  • the waiting passengers in the downbound waiting area include at least A and B,
  • Part A waiting passengers In the process of arriving at the waiting position from the regular area, Part A waiting passengers first pass through the regular end of the downbound parking area, and then walk along the downgoing parking area to the waiting position;
  • the upbound approach area is a C-type, CE-type, CF-type or CEF-type area
  • passengers waiting in the upbound approach area must first pass through the regular end of the downbound approach area, and then along the upbound approach area Go to the waiting position; when the upbound bus area is an E-type, F-type or EF-type area, there are no waiting passengers in the upbound bus area.
  • At least one end combination zone operates in one of the following modes, A mode, B mode, D mode, E mode; or/and,
  • At least one non-end combination zone operates in one of the following modes, Mode FM1, Mode FM2, Mode FM3, Mode FM4, Mode FM5.
  • the platform has one of the following five characteristics:
  • the selection range of the type A pattern at least includes type A 1, type A 2, type A 3, type A 4, type A 5, and type A 6 patterns;
  • the selection range of the B-type modes at least includes B-1, B-2, B-3, B-4, B-5, B-6, B-7 and B-8 modes;
  • the selection range of the type C mode at least includes type C 1, type C 2, type C 3, type C 4, type C 5, type C 6, type C 7, type C 8, type C 9, type C Type 10 pattern;
  • the selection range of the D-type mode at least includes D-1 type, D-2 type, and D-3 type;
  • the selection range of the pentatype pattern at least includes pentatype 1 and pentatype 2 patterns.
  • the platform has one of the following four characteristics:
  • the selection range of mode FM2 at least includes FM21, FM22, FM23, and FM24;
  • the selection range of mode FM3 at least includes mode FM31 or FM32;
  • the selection range of mode FM4 at least includes modes FM41 and FM42;
  • the selection range of mode FM5 at least includes mode FM51 or mode FM52.
  • FIG. 1 shows the preferred structural form of the end combination area.
  • the upstream and downstream traffic areas each contain only 1 undetermined area and 4 connecting channels;
  • Figure 3 The preferred structural form of the end combination area.
  • the upbound traffic area contains 2 undetermined areas, and the downbound traffic area contains 1 undetermined area and 4 connecting channels;
  • Figure 4 The preferred structural form of the end combination area, uplink and downlink Each bus area contains 2 undetermined areas and 4 connected areas. Connecting channel;
  • Figure 5 optimizes the structural form of the end combination area.
  • the upbound traffic area contains 1 G-shaped area and 1 undetermined area, and the downbound traffic area contains 1 undetermined area and 2 connecting channels;
  • Figure 6 prefers non- In the structural form of the end combination area, the upstream and downbound traffic areas each contain only 1 undetermined area and 3 connecting channels;
  • Figure 7 shows the preferred structural form of the non-end combination area.
  • the upstream and downbound traffic areas each contain 2 undetermined areas.
  • Figure 8 is the preferred structural form of the non-end combination area, and the upstream and downbound traffic areas each contain 2 undetermined areas and 3 connecting channels;
  • Figure 9 is the preferred structural form of the non-end combination area, uplink The vehicle approach area contains 3 undetermined areas, the downbound approach area contains 1 undetermined area, and 3 connecting channels;
  • Figure 10 shows the preferred structural form of the non-end combination area, the upbound approach area contains 3 undetermined areas, and the downbound approach area contains 3 undetermined areas. Contains 2 undetermined areas and 3 connecting channels;
  • the length of all areas in this article refers to the length along the length of the stopped train.
  • the width of all areas in this article refers to the dimensions along the width of the train.
  • a characteristic feature of regular areas is that the area width is equal to the platform width.
  • the regular area is a rectangular area or an approximately rectangular area.
  • the parking carriages opposite the regular areas are allowed to pick up and/or drop off passengers;
  • connection passages include escalators connected to the station hall floor, escalators or other passages directly connected to the ground or other passages of the station, etc.; the space occupied by the connection passage itself can be within the conventional area, or it can be within outside of it.
  • the area affected by the stairs and escalators and the areas on both sides of the stairs and escalators need to be combined into a combined area.
  • the affected area of the stair escalator is regarded as the non-traffic area, and the areas on both sides of the affected area are regarded as the vehicle-adjacent area.
  • a section of carriage S0 facing or facing a section of area S1 on the platform is: if the section of carriage S0 is projected towards the area S1, and the projection direction is perpendicular to the length direction of the railway track, then the projection of the section of carriage S0 will be Either end of falls between the two ends of that area S1, or falls on the end of area S1.
  • a section of carriage S0 faces or faces the adjacent vehicle area S1.
  • This statement includes three meanings: (1) The two ends of the projection of that segment of carriage S0 are aligned with the two ends of the adjacent area S1; (2) The two ends of the projection of that segment of carriage S0 fall on both sides of the adjacent area S1. between the ends; (3) One end of the projection of the carriage S0 is aligned with one end of the adjacent area S1, and the other end falls between the two ends of the adjacent area S1.
  • a combination area includes bus-side areas and non-train-side areas with the same or similar lengths.
  • the width of the combination area is equal to the width of the platform.
  • the interior is a space carved out of the rock.
  • the area adjacent to the vehicle and the area not adjacent to the vehicle are both part of the same equipment room, or both belong to the area occupied by the same geological medium.
  • the area adjacent to the vehicle is a non-passenger area.
  • each combination area belonging to the island platform has two train-side areas, and each combination area belonging to the side platform has only one train-side area.
  • the train-side area is the area in the combination area immediately adjacent to the parked train, and its side boundary is the edge of the platform.
  • At least one vehicle-facing area in at least one end combination area is provided with an entrance and exit, which is located at the junction of the vehicle-facing area and the regular area; passengers can only enter through the adjacent regular area and/or Or walk out of the traffic area in the end combination area.
  • At least one train-side area with at least one end combination area is provided with a passenger passage connected thereto, which leads to the ground or/and other areas of the station, and passengers can enter the train-side area from the train-side area. passenger access, and vice versa.
  • the passenger passage leads to the station concourse level, or/and leads to passages connected to other platforms, or/and leads to other areas of the station that are connected to the entrance and exit of the station.
  • the passenger passage is connected at the far end of the area adjacent to the vehicle; preferably, the passenger passage is connected at locations outside both ends of the area adjacent to the vehicle.
  • At least one such vehicle-facing area in at least one non-end combination area. At least one end of the vehicle-facing area is the entrance and exit of the vehicle-facing area, and passengers can enter and/or exit the vehicle-facing area through the adjacent regular area. car area.
  • the trains on both sides of the island platform travel in opposite directions.
  • the traveling direction of the train on one side is optionally the upward direction
  • the traveling direction of the train on the other side is the downward direction.
  • the upbound approach area is the approach area close to the upbound stopped train.
  • the downbound approach area is the approach area close to the downbound stopped train.
  • the non-train area and the parked train are also separated by a train area or/and other areas.
  • the end combination area is a combination area at or near the end of the platform. Its characteristic is that only one end of the combination area is adjacent to the regular area.
  • Non-end combination zones are characterized by adjacent regular zones at both ends of the combination zone.
  • passengers can enter the area adjacent to the vehicle from the regular area through the end of the area adjacent to the vehicle, or/and enter the regular area from the area adjacent to the vehicle through the end of the area adjacent to the vehicle.
  • the drop-off area is an area near the train. When the train stops, the carriage facing the drop-off area only allows passengers to get off the train and enter the drop-off area. Passengers are not allowed to get on the train from the drop-off area and enter the carriage.
  • the length of the drop-off area is smaller than the length of the area adjacent to the bus.
  • the length of the underground passenger area is equal to the length of the area adjacent to the bus.
  • passengers on the platform enter and leave the alighting area from one or both ends of the alighting area, or/and enter and exit the alighting area from other channels.
  • the other channels are dual adjacent channels or/and cross-area channels.
  • the cross-area passage leads to the ground, or/and to the station hall floor, or/and to passages connected to other platforms, or/and to other areas of the station that are connected to the entrance and exit of the station.
  • the loading area is an area adjacent to the train. When the train stops, the carriage facing the loading area does not allow passengers to get off the train and enter the loading area, but passengers are allowed to get on the train from the loading area and enter the carriage.
  • the double-passenger area is an area adjacent to the train. When the train stops, the carriage facing the double-passenger area allows passengers to get off the train and enter the boarding area. It also allows passengers to board the train. Passengers get on the bus from the double passenger area and enter the carriage.
  • the characteristic of the passenger-free zone is that passengers cannot get on or off the bus in this area.
  • the passenger-free zone has three meanings: (1) Passengers can enter the area, but are not allowed to get on the bus or get off the bus; (2) Passengers are not allowed to enter the area, so naturally no passengers will get on the bus or get off the bus. ; (3) The area is occupied and is not suitable for people to enter. Likewise, no passengers get on the bus or get off the bus.
  • the passenger-free area is located in the area adjacent to the vehicle; preferably, the passenger-free area includes a passage not open to passengers in the area adjacent to the vehicle.
  • the passenger-free area when the platform level is below the ground surface, the passenger-free area includes a vehicle-facing area occupied by rooms or/and geotechnical media.
  • the non-passenger area when the ground of the platform level is located on the ground or at least one floor above the ground, the non-passenger area includes an occupied area; preferably, the occupied area includes an area occupied by a room or/and another track, etc. area.
  • the area next to the train in the tunnel is also a passenger-free zone.
  • the no-passenger area includes an area occupied by geotechnical media; preferably, the no-passenger area includes a walkway for maintenance personnel.
  • the train length is long or there are special requirements for the location of the train stop, if some carriages extend into the viaduct when the train stops, then the viaduct The area next to the train you boarded is also a passenger-free zone.
  • the "customers" in the customer-free zone refer to pick-up and drop-off passengers.
  • Customer-free areas include non-customer areas and zero-customer areas.
  • the non-passenger area is a section of the area adjacent to the train, which has the following two characteristics: (1) When the train stops, there are carriage surfaces facing it throughout the entire length of the non-passenger area; (2) It is allowed in the non-passenger area Passengers show up but are neither allowed to pick up nor drop off passengers.
  • the non-passenger area allows passengers to pass through.
  • the "customer" in the non-customer area refers to the pick-up and drop-off of passengers.
  • the car-free zone is an area adjacent to the train with the following characteristics: (1) Passengers are allowed to appear in the car-free zone; (2) When the train stops on the side of the platform where the area is located, there are no cars or doors in the train facing Any part of a car-free zone.
  • the zero-passenger area is a train-side area with the following characteristics: (1) No passengers are allowed in the zero-passenger area; (2) Among the trains parked on the side of the platform where the zero-passenger area is located, at least one train The carriage or door faces the zero-passenger area.
  • the "zero" in the zero-passenger area refers to 0 passengers.
  • the connecting channel usually refers to the dual adjacent channel.
  • a cross-area passage is a passage connected to a vehicle-side area in a certain combination area, and at least one section of the passage is not in the combination area.
  • Double access passage is the connecting passage between two vehicle access areas in the same combination area.
  • the traffic areas on both sides of the platform are Z1 and Z2 respectively.
  • the function of the double adjacent passage is to enable at least some passengers in area Z1 to enter area Z2, or/and to enable at least some passengers in area Z2 to enter area Z1.
  • any area in the area adjacent to the vehicle has a near normal end and a far normal end.
  • a certain area in the area adjacent to the vehicle may have one near-constant end and one far-constant end, or two near-constant ends.
  • the near-normal end In the area adjacent to the vehicle, if the near-normal end is the interface between the area adjacent to the vehicle and the regular area, the near-normal end is called the adjacent end.
  • the area adjacent to the vehicle In the end combination zone, the area adjacent to the vehicle has one temporary end, and in the non-end combination zone, the area adjacent to the vehicle has two temporary ends.
  • A-type area, G-type area, AD-type area, CDE-type area and regular area are all types of functional areas.
  • the undetermined area can represent the location of the area in the diagram, and can even represent the geometric shape and size; however, there is no need to determine which area it belongs to.
  • the type of area in question will be determined later when specific issues are discussed. Its role is equivalent to the unknown in the equation.
  • trains a and b are adjacent trains.
  • a or/and B means “A or B", or “A and B”. "A and/or B” has the same meaning.
  • At least two of the five items have the following characteristics means that among the five items, two, three, four, or five items have the following characteristics.
  • an end boundary of the area is an A-type boundary
  • passengers are allowed to enter the area from the outside of the area through the boundary, but are not allowed to enter the area.
  • Passengers are allowed to cross the boundary from the inside of the area to the outside of the area; the A-type boundary is also called the entry-only boundary.
  • the boundary is a B-type boundary
  • passengers are not allowed to cross the boundary from the outside of the area into the area, but passengers are allowed to cross the boundary from the inside of the area to the outside of the area;
  • the B-type boundary is also called a B-type boundary. out of bounds.
  • the boundary is a C-type boundary, passengers are allowed to enter or exit the vehicle-side area through the boundary; the C-type boundary is also called a two-way boundary.
  • D-shaped boundaries are also called no-travel boundaries.
  • Non-passenger loading areas include: A-type area, E-type area, F-type area, AE-type area, AF-type area, and AEF-type area.
  • Non-drop-off areas include: C-type area, E-type area, F-type area, CE-type area, CF-type area, and CEF-type area.
  • the types of trains that stop on the side of the platform where area Q is located change periodically.
  • the arrangement of the types of trains that stop in a cycle is called a periodic arrangement, and the number of trains that stop in a cycle is called the cycle number.
  • area Q is an AE type area.
  • the trains stopping at the side of the platform where area Q is located can only be type A trains or type E trains.
  • the trains that stop in sequence are A, E, A, E, A, E... type trains, and the periodic arrangement of the trains is recorded as A-E.
  • the trains that stop in sequence corresponding to the first arrangement are A, A, E, A, A, E, A, A, E... type trains.
  • the periodic arrangement of trains is recorded as A-A-E.
  • the trains that stop in sequence corresponding to the second arrangement are A, E, E, A, E, E, A, E, E... type trains, and the periodic arrangement of the trains is recorded as A-E-E.
  • a bus-side area adopts independent boarding and landing, it has the following characteristics: when the bus-side area operates in a certain mode, passengers who appear in this area will not enter the area or enter the adjacent area from this area. During the course of the regular area, there is no connecting channel or/and the vehicle-facing area on the other side.
  • a bus-side area uses coupled boarding and alighting, it has the following characteristics: (1) When the bus-side area operates in a certain mode, the waiting passengers in the bus-side area will pass by when walking from the adjacent regular area to the waiting position. or/and, (2) disembarking passengers who directly enter this area from the train carriage pass through the connecting channel or// and the traffic area on the other side.
  • both the upbound and downbound approaching areas use mode d.C.a to pick up passengers. If the passengers going to take the upper train do not pass through the downbound approach area and the connecting channel when walking to the waiting position; and if there are no passengers going to the downbound approach area in the upbound approach area, the upbound approach will The area adopts independent boarding and landing, specifically independent loading and unloading. If passengers going to take the upper train pass through the downbound train access area and the connecting channel when walking to the waiting position, the upbound train approach area adopts coupled boarding and alighting, specifically coupled passenger boarding.
  • the end combination zone operates in the mode d.D.a - d.E.b.
  • Passengers boarding the bus using mode d.D.a in the upbound bus area will directly pass through the A-type boundary located at the regular end of the upbound bus area from the adjacent regular area, and directly enter the upstream bus area to wait and board the bus.
  • Passengers who get off the up train enter the up train access area, enter the down train access area through the connecting channel, and then enter the regular area through the B-type boundary located at the normal end of the down train access area. Since the passengers getting off the train in the upbound bus area use the downbound bus area to leave, the boarding and alighting in the upbound bus area is coupled boarding and alighting.
  • the independent boarding and alighting method can be adopted, that is, all passengers who get off the train can They all walked out directly from the Linchang end of the upbound bus area, and no passengers getting off the bus passed through the connecting passage and the downbound bus area.
  • the boarding and alighting mode is a collective term for the boarding and boarding mode in the broad sense and the boarding and dropping mode in the narrow sense.
  • the meaning is determined according to the context, and no distinction is made in the text.
  • the boarding and alighting mode in the narrow sense mainly involves the boarding and alighting behavior between the carriage and the platform.
  • the narrow boarding and alighting mode includes the following seven modes, Type A mode (or Mode A), Type B mode (or Mode B), Type C mode (or Mode C), Type D mode (or Mode D), Type E mode ( There are seven modes in total: (or mode E), F-type mode (or mode F), and G-type mode (or mode G).
  • the generalized boarding and alighting mode includes (1) the boarding and alighting behavior in this link between the carriage and the platform, (2) the walking path of passengers to the waiting position, or/and the path away from the alighting position.
  • the path includes a path from the drop-off location to the regular area, and a path from the regular area to the waiting location.
  • the meaning of the lack of passengers at the far end is: there are enough passengers in the regular area to enter a certain train-side area of the combination area to wait, but when the door opens after the train stops, near the far-end of the train-side area There is a lack of waiting passengers to board the train in the area; and this train has carriage doors throughout the entire length of the area adjacent to the train, allowing passengers to board the train.
  • the length of the approaching area is relatively large, or/and the width of the approaching area is narrow, or/and the departure interval is short;
  • Methods to solve the passenger shortage at the remote end include increasing the length of the departure time, changing the independent boarding and alighting mode to a coupled boarding and alighting mode, and using multiple types of trains to stop.
  • the multiple types of trains stopping means that within a period of time, the stopped trains are two or more of the following: Type A, Type B, Type C, Type S, Type E, Type F, Type G train.
  • C-type and F-type trains stop alternately.
  • the area to be assigned is like the independent variable of the function and can be assigned as needed. Since there are many types of areas given above, it is not convenient to describe each type Each type of area is given a unique corresponding pattern. Most areas are represented by a common area pattern. As for which type the area belongs to, it must be determined according to the corresponding instructions.
  • the pattern of the area to be assigned is shown in Figure 1.
  • the guidance area is an area divided from the regular area. It is located near the regular end of the bus-side area in the combination area. Its purpose is to guide passengers entering or/and exiting the bus-side area to avoid getting off at nearby doors. Passengers interact with passengers entering and exiting the bus area. Preferably, separate entry and exit rules are adopted for the doors facing the guidance area. Preferably, isolating means are provided at a part of the boundary of the guide area.
  • An urban rail transit island platform or separated island platform which is characterized by:
  • the entire platform includes combination areas and regular areas
  • the types of combination areas are divided into end combination areas and non-end combination areas, and the station includes at least one end combination area and/and at least one non-end combination area;
  • the combination area includes the area adjacent to the train and the area not adjacent to the train.
  • the area adjacent to the train is located on both sides of the platform;
  • the dividing line between the vehicle-side area and the non-train-side area on at least one side of the combination area is one of the following:
  • Passenger density and passenger movement speed should be considered when determining the width of an area within the parking area. Passenger movement speed is affected by the following factors: passenger density and passenger flow, whether they all move in the same direction, and whether there are obstacles to moving passengers from staying passengers.
  • At least one adjacent area contains an area Z with the following characteristics: (i) passengers are allowed to appear in any part of the area Z, (ii) all The length of the above-mentioned area Z exceeds the length of one carriage.
  • the length of the area Z adjacent to the vehicle is 1 to 2 car lengths, or 2 to 3 vehicle lengths, or greater than 3 car lengths; preferably, the length of the area Z is equal to the area adjacent to the vehicle where it is located. length.
  • At least one adjacent area contains an area Z with the following characteristics: (i) passengers are allowed to appear in any part of the area Z, (ii) The length of the area Z exceeds the length of one carriage.
  • the length of the area adjacent to the vehicle is the length of 1 to 3 carriages, or the length of 3 to 5 carriages, or greater than the length of 5 carriages.
  • the function of the connecting channel is to enable passengers to enter the area adjacent to the vehicle on one side through the connecting channel to the area adjacent to the vehicle on the other side. Further, the connection channel is used to realize the coupling multiplication and drop.
  • Another function of connecting channels is to respond to fires. When a fire breaks out in a parked train on one side of the line, passengers can quickly enter the train-side area through the connecting channel after entering the train-side area.
  • connection channels there is at least one end combination area with the following characteristics: there are 1 to 4 connection channels in the combination area, or there are 5 or more connection channels.
  • the length of the carriage is either shorter than one carriage or longer than one carriage.
  • connection channels there are 1 to 6 connection channels in the combination area, or there are 7 or more connection channels; preferably, in the combination area all
  • the spacing between the above-mentioned connecting channels is approximately equal to the length of one carriage, or smaller than the length of one carriage, or greater than the length of one carriage.
  • connection channel there is at least one such connection channel in at least one end combination area, one end of which is connected to the far end of the vehicle-side area or the area near the far end; preferably, there is a connection channel in the combination area.
  • a connecting channel with the following characteristics. Both ends of the channel are respectively connected to the far end of the two adjacent vehicle areas or the area near the far end.
  • At least one connection channel has the following characteristics, at least one end of the channel is connected in the area between the two ends of the adjacent vehicle area, And there is a certain distance from both ends of the traffic area.
  • the length direction of the connecting channel is perpendicular to the length direction of the area adjacent to the vehicle.
  • the length direction of the connecting channel is not obliquely intersecting with the length direction of the area adjacent to the vehicle, or/and the connecting channel is in a zigzag shape, so as to adapt to the layout of the equipment management room.
  • the width of the connecting channel is at least suitable for two people walking side by side; preferably, the width of the connecting channel is at least suitable for two rows of the narrowest passenger flow to walk facing each other in a staggered manner.
  • the width of the connecting channel is 1.1 ⁇ 1.5m, or 1.5 ⁇ 2.0m, or 2.0 ⁇ 2.5m, or greater than 2.m.
  • the height of the top plate of the connecting channel is lower than the height of the roof of the platform layer, and there is a gap between the top plate of the connecting channel and the top plate of the platform layer; preferably, this gap is used to connect the equipment rooms on both sides of the connecting channel. Air channel; preferably, this gap is used to install specially shaped equipment.
  • the area adjacent to the vehicle is connected to the cross-area passage; preferably, the far end of the area adjacent to the vehicle is connected to the crossover channel, and the other end of the cross-area channel is connected to outside the end combination area where the area adjacent to the vehicle is located. an area that is another area of the platform level, or a platform level, or a passage or other area connected to a passage leading to the ground.
  • the island platform is part of a hybrid platform.
  • the train is called a Class A train of region P;
  • the train is called a Class B train of the region P;
  • the train For the region P, the train is called a Category C train of region P;
  • the train is called a Class D train of the region P;
  • the train is called an E-class train of the region P;
  • the train For the region P, the train is called a Category F train of region P.
  • the train For the region P, the train is called a category G train of region P.
  • the trains stopping at the side of the platform where the area P is located have the following characteristics:
  • Any train is one of the following: Class A train, Class B train, Class C train, Class D train, Class E train, Class F train, Class G train in area P;
  • the meaning of the same type of trains is that the two trains are both Category A, or both Category B, or both Category C, or both Category E, or both Category F, or both Category G trains.
  • Each of the two adjacent trains is one of the following, a class A train, a class B train, a class C train, a class D train, a class E train, or a class F train in area P;
  • the N is greater than or equal to 3;
  • Each of these N adjacent trains is one of the following, a class A train, a class B train, a class C train, a class D train, a class E train, or a class F train in area P;
  • no two trains are of the same type.
  • At least two trains are not trains of the same type, and at least two trains are trains of the same type.
  • At least two adjacent trains are not trains of the same type, and at least two adjacent trains are trains of the same type. .
  • the area P is an I-type area, an IJ-type area, an IJK-type area, an IJKL-type area, or an IJKLM-type area.
  • the characteristic of the I-type area is that any train stopping at the side of the platform where the area P is located can only be an I-type train in the area P; the value of I is one of the following: A, B, C, D, E, F, G;
  • the characteristic of the IJ type area is that any train stopping on the side of the platform where the area P is located can only be a class I or class J train in the area P;
  • the characteristic of the IJK type area is that any train stopping at the side of the platform where the area P is located can only be a class I, class J or class K train in the area P;
  • the characteristic of the IJKL type area is that any train stopping at the side of the platform where the area P is located can only be a class I, class J, or class K or L train of the area P;
  • JKLM type area is that any train stopping at the side of the platform where the area P is located can only be a class I or class J or class K or class L or class M train in the area P;
  • the symbols I, J, K, L and M are universal symbols and have the following characteristics. (1) The value ranges of the symbols I, J, K, L, and M are all A, B, C, D, E, F, and G; (2) In the symbols I, J, K, L, and M, No two symbols have the same value. For example, in the name of an IJ-type area, I ⁇ J is required; in the name of an IJK-type area, I ⁇ J, I ⁇ K, and J ⁇ K are required.
  • the Type I area is one of the following 7 areas:
  • the characteristic of the Type A area is that for any train, the combination between the train, the area P and the boarding and alighting elements is Mode A; the Type A area is also called the drop-off area;
  • Type B area The characteristic of the Type B area is that for any train, the combination between the train, the area P and the boarding and alighting elements is Mode B; the Type B area is also called the passenger drop-off priority area:
  • the characteristic of the C-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode C; the C-type area is also called the passenger loading area;
  • the characteristic of the D-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode D; the D-type area is also called a double passenger area;
  • the characteristic of the E-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode E; the E-type area is also called a non-passenger area;
  • the characteristic of the F-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode F; the F-type area is also called a car-free area.
  • the characteristic of the G-type area is that for any train, the combination between the train, the area P and the boarding and alighting elements is mode G; the G-type area is also called a zero-passenger area.
  • the selection range of the JK type area includes: (1) AB type area, (2) AC type area, (3) AD type area, (4) AE type area, (5) AF type area, (6) )BC type area, (7) BD type area, (8) BE type area, (9) BF type area, (10) CD type area, (11) CE type area, (12) CF type area, (13) DE type area, (14) DF type area, (15) EF type area.
  • the AB-type area has the following characteristics: during the time period, any train stopping at the side of the platform where area P is located can only be a class A or class B train in area P.
  • the AC type area has the following characteristics: during the time period, any train stopping at the side of the platform where area P is located can only be a class A or class C train in area P.
  • the AD type area has the following characteristics: within the time period, any train stopping at the side of the platform where area P is located can only be a class A or class D train in area P.
  • the AE type area has the following characteristics: during the time period, any train stopping at the side of the platform where the area P is located can only be a class A or class E train in the area P.
  • the selection range of the JKL type area includes: (1) ABC type area, (2) ABD type area, (3) ABE type area, (4) ABF type area, (5) ACD type area, (6) )ACE type area, (7) ACF type area, (8) ADE type area, (9) ADF type area, (10) BCD type area, (11) BCE type area, (12) BCF type area, (13) BDE type area, (14) BDF type area, (15) CDE type area, (16) CDF type area, (17) AEF type area, (18) BEF type area, (19) CEF type area, (20) DEF type area.
  • the ABC type area has the following characteristics: during the time period, any train stopping at the side of the platform where area P is located can only be a class A, class B or class C train in area P.
  • the ABD type area has the following characteristics: during the time period, any train stopping at the side of the platform where area P is located can only be a class A, class B or class D train in area P.
  • the ABE type area has the following characteristics: during the time period, any train stopping at the side of the platform where the area P is located can only be a class A, class B or class E train in the area P.
  • the ABF type area has the following characteristics: during the time period, any train stopping at the side of the platform where the area P is located can only be a class A, class B or class F train in the area P.
  • the selection range of the JKLM type area includes: (1) ABEF type area, (2) ACEF type area, (3) ADEF type area, (4) BCEF type area, (5) BDEF type area, (6 )CDEF type area, (7) ABCE type area, (8) ABCF type area, (9) ACDE type area, (10) ACDE type area.
  • the ABEF type area has the following characteristics: during the time period, any train stopping at the side of the platform where the area P is located can only be a class A, class B, class E or class F train in the area P.
  • the ACEF type area has the following characteristics: during the time period, any train stopping at the side of the platform where the area P is located can only be a Class A, Class C, Class E or Class F train of the Area P.
  • the ADEF type area has the following characteristics: during the time period, any train stopping at the side of the platform where the area P is located can only be a Class A, Class D, Class E or Class F train in the area P.
  • the selection range of the IJKLM type area includes: (1) ABCEF type area, (2) ABDEF type area, (3) ACDEF type area, (4) BCDEF type area.
  • the ABCEF type area has the following characteristics. During the time period, any train stopping at the side of the platform where area P is located can only be type A, type B, type C, type E, or type F of area P. Class train.
  • the ABDEF type area has the following characteristics. During the time period, any train stopping at the side of the platform where the area P is located can only be Class A, Class B, Class D, Class E or Class F of the area P. Class train.
  • the ACDEF type area has the following characteristics. During the said time period, any train stopping at the side of the platform where the area P is located can only be Class A, Class C, Class D, Class E or Class F of the area P. Class train.
  • the BCDEF type area has the following characteristics. During the time period, any train stopping at the side of the platform where the area P is located can only be Class B, Class C, Class D, Class E or Class F of the area P. Class train.
  • the area P completely overlaps with the area adjacent to the vehicle. That is, the area adjacent to the vehicle only contains one area, and this area is area P.
  • the selection range of the area Q is the same as the selection range of the area P, but the area Q and the area P are different types of areas; preferably, the selection range of the area Q is the same as the selection range of the area P.
  • the area Q and the area P are similar areas, but exist at the junction of areas P and Q. Type a or type b or type d boundaries.
  • the meaning that the area Q and the area P are different types of areas is: for example, the area P is an A-type area, the area Q is an F-type area, and the A-type area and the F-type area are different types of areas. ;
  • the region P is an AD-type region, the region Q is an F-type region, and the AD-type region and the F-type region are different types of regions.
  • N there are N additional areas in the area adjacent to the vehicle where the area P is located, and N is greater than or equal to 2; among the N areas, the selection range of each area is the same as the selection range of the area P. The same; among the N areas, at least one area is a different type of area from area P.
  • the selection range of the region P includes the I-type region, IJ-type region, IJK-type region, IJKL-type region and IJKLM-type region as mentioned above.
  • the area P also has the following characteristics:
  • the boundary of at least one end is one of the following: a-type boundary, b-type boundary, c-type boundary, or d-type boundary;
  • the Type A boundary is also called the entry-only boundary. Passengers are allowed to enter the area P through the Type A boundary, but are not allowed to exit from Area P through the Type A boundary;
  • the type b boundary is also called the exit-only boundary. Passengers are allowed to exit from area P through the type b boundary, but are not allowed to enter area P through the type b boundary;
  • the c-shaped boundary is also called a two-row boundary. Passengers are allowed to pass through the c-shaped boundary from area P and are also allowed to enter area P through the c-shaped boundary;
  • the d-shaped boundary is also called a no-travel boundary. Passengers are not allowed to walk out of the area P through the d-shaped boundary, nor are passengers allowed to enter the area P through the d-shaped boundary.
  • access control is provided at the boundary to control the walking direction of passengers.
  • the access control set at the A-shaped boundary of area P only allows passengers to enter area P and does not allow passengers to leave area P.
  • the access control set at the b-shaped boundary of area P does not allow passengers to enter area P, but only allows passengers to exit area P.
  • no access control is provided at the c-shaped boundary of area P, and passengers can enter and exit freely.
  • an isolation device is set up at the D-shaped boundary of the area P, or the building structure or geological medium boundary is used to prohibit movement.
  • the area P in the area adjacent to the vehicle where the area P is located, the area P completely overlaps with the area adjacent to the vehicle, and the boundary at at least one end of the two ends of the area adjacent to the vehicle is one of the following, a-type boundary , b-type boundary, c-type boundary, d-type boundary.
  • N there are N additional areas in the area adjacent to the vehicle where the area P is located, and N is greater than or equal to 1.
  • the N regions have the following characteristics:
  • the selection range of each area is the same as the selection range of the area P;
  • At least one area Q is adjacent to area P;
  • the area Q and the area P are different types of areas; or/and,
  • the boundary of area Q is a d-type boundary, a-type boundary, or b-type boundary.
  • the selection range of the region P includes the I-type region, IJ-type region, IJK-type region, IJKL-type region and IJKLM-type region as mentioned above.
  • N i areas in the upbound passing area of the i-th combination area there are N i areas in the upbound passing area of the i-th combination area.
  • the serial numbers of these areas in the upgoing passing area are 1, 2...i...N i .
  • the area numbers are i1, i2...ij...iN i in sequence, N i ⁇ 1; there are N 0i areas in the downlink adjacent area, and the sequence numbers of these areas in the downlink adjacent area are 1, 2...k...N 0i , the area numbers in the station are 0i1, 0i2...0ik...0iN 0i , N 0i ⁇ 1.
  • the boarding and landing mode of the i-th combination area is recorded as SM i ——SM 0i (1)
  • M ij m ij .Z ij .n ij (6)
  • M 0ik m 0ik .Z 0ik .n 0ik (7)
  • the subscripts i and 0i respectively correspond to the upstream and downstream traffic areas in the i-th combination area; the subscript ij corresponds to the area numbered ij, which is in the combination numbered i.
  • SM i and SM 0i are respectively the boarding and alighting modes of the upbound and adjacent train areas and the boarding and alighting modes of the downbound and adjacent trains in the i-th combination area.
  • Z ij and Z 0ik are the area type code of area ij and the area type code of area 0ik respectively.
  • the respective value ranges of Z ij and Z 0ik include I, IJ, IJK, IJKL and IJKLM, respectively corresponding to the I-type area, IJ-type area, IJK-type area, IJKL-type area and IJKLM-type area as mentioned above.
  • m ij and n ij are respectively the front-end boundary code and the back-end boundary code of the area numbered ij in the upbound traffic area
  • m 0ik and n 0ik are respectively the area numbered 0ik in the downlink traffic area
  • Each value of m ij , n ij , m 0ik and n 0ik is one of the following, a, b, c, d.
  • Equation (2) shows that the upbound traffic area of the i-th combination area contains N i areas, and the boarding and alighting modes of these areas are in sequence: Together they form the boarding and alighting mode SM i of the upbound traffic area.
  • Equation (3) shows that the downbound traffic area of the i-th combination area contains N 0i areas, and the boarding and alighting modes of these areas are in sequence: Together they form the boarding and alighting mode SM 0i of the downbound adjacent vehicle area.
  • the symbol “/” can be used to represent the "or" relationship in the respective values of Z ij and Z 0ij .
  • Z ij [(CE)/(CF)/(CEF)/(ADEF)] means that the area Z ij is a CE type area, or a CF type area, or a CEF type area, or an ADEF type area.
  • the upstream and downstream approaching areas each contain only one type of area.
  • the boarding and alighting mode of the combination area is SM 1 ——SM 01 (1-1)
  • Equation (1-2) includes the following four modes, 11 ⁇ dDc ⁇ ——011 ⁇ dAb ⁇ 11 ⁇ dDa ⁇ ——011 ⁇ dAb ⁇ 11 ⁇ d.(CE).c ⁇ ——011 ⁇ dAb ⁇ 11 ⁇ d.(CE).a ⁇ —011 ⁇ dAb ⁇
  • This mode means: in the first combination area, all the upbound traffic areas are area 11, and area 11 is a CE type area. The front and rear ends of the area adopt d-type boundaries and c-type boundaries respectively; in the downbound traffic area also There is only one area 011, which is a type A area, and the front and rear boundaries of the area are type d and type b respectively.
  • the above formula includes the following four modes: 1 ⁇ dDc ⁇ ——01 ⁇ dAb ⁇ 1 ⁇ dDa ⁇ ——01 ⁇ dAb ⁇ 1 ⁇ d.(CE).c ⁇ ——01 ⁇ dAb ⁇ 1 ⁇ d.(CE).a ⁇ ——01 ⁇ dAb ⁇
  • Equation (2-3) shows that in the second combination area, the upbound traffic area contains two areas, area 21 and area 22, and the rear end boundary of area 21 overlaps with the front end boundary of area 22.
  • Area 21 is a D-type area
  • its front end boundary is a D-type boundary
  • its rear end boundary is an A-type boundary.
  • Area 22 is a C-type area
  • the front boundary is a type B boundary
  • the rear boundary is a type A boundary. Since the rear boundary of area 21 overlaps the front boundary of area 22, the types of these two boundaries must conform to the logic of passenger walking.
  • the above mode means that passengers are allowed to enter area 22 from the rear boundary of area 22, and then enter area 21 from the front boundary of area 22.
  • the nature of the boundary between area 22 and area 21 determines that passengers can only enter area 21 from area 22, but not vice versa.
  • This area 021 is an A-type area, and its front-end and rear-end boundaries are d-type and b-type boundaries respectively.
  • formula (2-1) becomes 21 ⁇ dDa ⁇ -22 ⁇ bCa ⁇ ——02 ⁇ dAb ⁇
  • the characteristics of the Type A mode are: (1) There is only one area for the upstream and downbound train access areas; (2) The upstream and downbound train approach areas each adopt independent boarding and alighting methods.
  • At least one vehicle-facing area is one of the following: A-type area, B-type area, C-type area, E-type area, F-type area, and G-type area.
  • the end combination area at least one area adjacent to the vehicle is an IJ type area, an IJK type area, an IJKL type area, or an IJKLM type area.
  • the IJ type area is one of the following: AE type, AF type, BE type, BF type, CE type, CF type, DE type, DF type, and EF type area.
  • the IJK type area is one of the following, AEF type, BEF type, CEF type, DEF type, ABE type, ABF type, ACE type, ACF type, ADE type, ADF type, BCE type, BCF type, BDE Type, BDF type, CDE type, CDF type area.
  • the IJKL type region is one of the following, ABEF type, ACEF type, ADEF type, BCEF type, BDEF type, CDEF type, ABCE type, ABDE type, ACDE type, BCDE type, ABCF type, ABDF type, ACDF type, BCDF type area.
  • the upbound and downbound approaching areas each contain only one area 1 and one area 01. Any one of these areas is suitable for operation in Type A mode.
  • the upbound traffic area contains a zero passenger area 11 and a pending area 12, and the downbound traffic area only contains a pending area 01.
  • Any area adjacent to the vehicle in Figures 2 and 5 is suitable for operation in Type A mode.
  • the connection channel in the figure is not necessary for the operation of Type A mode, but it is useful for dealing with special situations.
  • Figures 2 and 5 are only used for illustration and do not constitute a restriction on the Type A model.
  • the type A pattern includes type A1, type A2, type A3, type A45, type A, and type A6 patterns.
  • Type A1 mode The characteristic of Type A1 mode is that if a certain area adjacent to the vehicle operates in Type A1 mode, the area adjacent to the vehicle will be one of the following: AE type, AF type, or AEF type area. For example, in Figure 2, if the upbound approaching area 1 operates in Type A1 mode, then area 1 is an AE type or AF type or AEF type area.
  • a combination area only one area adjacent to the vehicle is a type A1 area; preferably, in a combination area, two areas adjacent to the vehicle are both type A1 areas.
  • the far end of the vehicle-side area located in the end combination area is a D-type boundary (no-travel boundary), and the normal end boundary is a B-type boundary (exit-only boundary). Only one end of the area is used for passengers to exit.
  • the area near the train is selected as an A-type area, as the number of stopped trains increases, if the number of passengers getting off the train continues to increase in this area, it may cause safety hazards. For example, it may cause crowding, congestion, or even stampede of passengers getting off the train.
  • One of the preferred solutions to the above problems is to select the area as an AE type or AF type or AEF type area.
  • the corresponding train period arrangement is A-E.
  • the reasons why passengers who get off the bus continue to be stranded include that the area near the bus is too long and too narrow, the number of passengers getting off the bus is too large, and the time between departures is too short.
  • the periodic arrangement is A-E, it is equivalent to only one train discharging passengers for every two trains stopping, which increases the time left for disembarking passengers to exit the area near the train. If after using the periodic arrangement A-E, the number of stranded passengers still continues to increase, the number of periods can be set to 3, and the periodic arrangement is A-E-E. At this time, only one train disembarks passengers from every three trains that stop, which further increases the time left for passengers to leave the waiting area.
  • the number of stranded passengers continues to increase; and when the periodic arrangement is chosen as A-E, the passengers who got off the first Class A train have to wait until all the passengers get out of the area before the train. The second class A train stopped after a longer interval. If this happens, consider adjusting the periodic arrangement to A-A-E, which is equivalent to only two trains discharging passengers for every three train stops.
  • Type A2 mode The characteristic of Type A2 mode is that if a certain area adjacent to the vehicle operates in Type A2 mode, the area is one of the following: CE type, CF type, CEF area.
  • a train-side area is called a C-type area.
  • C-type area When each stopped train opens its doors, if there are always some places in the train-side area where the passenger density is 0 or significantly lower than the density in other places, this area can be considered.
  • Select CE type, CF type, CEF type area Select CE type, CF type, CEF type area.
  • the train-side area is a CF-type area and the periodic arrangement is C-F
  • only one C-type train is allowed to board every two stopped trains.
  • the time left for passengers to walk to the waiting position is greatly increased.
  • the C-type area is a passenger loading area, when there is a lack of waiting passengers at certain locations, it only affects efficiency but does not affect safety. Therefore, it is also a good choice to continue to use the area near the vehicle as a C-shaped area.
  • Type A3 mode The characteristic of Type A3 mode is that if a certain area adjacent to the vehicle operates in Type A3 mode, the area is one of the following, DE type, DF type, or DEF type area.
  • the area adjacent to the train does not meet the subway specification requirements for the size of the side platform in an island platform, the area adjacent to the train cannot be designated as a D-type area. It is a suitable choice to choose the area near the vehicle as DE type, DF type or DEF type area. Take the area adjacent to the vehicle as a DF type area as an example for explanation.
  • the area adjacent to the vehicle is taken as a DF type area, the number of cycles is taken as 2, and the periodic arrangement is taken as D-F.
  • the trains that stop in sequence are numbered 1, 2, 3, 4, 5, 6..., and the corresponding trains are D class, F class, D class, F class, D class, F class train....
  • train 1 Category D
  • the passengers in the carriage get off, and the passengers waiting at the same time or later get on.
  • the passenger boarding is completed, all the passengers in the bus-side area are the passengers getting off the bus. Their movement direction is the same and they will walk out from the regular end of the bus-side area.
  • Train 3 (Category D train) are not allowed to enter the area before all or almost all the passengers who get off the train have walked out of the area to ensure that the passengers can get out quickly. After all the passengers have gotten off the train and walked out, the waiting passengers are allowed to enter the area near the train. This entry process is completed before train 3 stops or before the door opens. Before train 3 stopped, train 2 (category F train) had stopped at the side of the platform where the bus-side area is located. Since no passengers got on or off in the bus-side area, it did not have any impact on the walking of passengers in the bus-side area.
  • Type A4 mode The characteristic of Type A4 mode is that if a certain area adjacent to the vehicle operates in Type A4 mode, the area is one of the following: ACE type, ACF type, and ACEF type area.
  • the approaching area is an ACE type, ACF type or ACEF type area, and Class A and Class C trains are separated by Class E or Class F trains.
  • Class E or Class F trains are separated by Class E or Class F trains.
  • take the area adjacent to the vehicle as an ACE type area take the number of cycles as 3, and take the cycle arrangement as A-E-C.
  • the trains that stop in sequence are numbered 1, 2, 3, 4, 5, 6..., and the corresponding trains are Category A, Category E, Category C, Category A, Category E, Category C trains....
  • train 1 Class A train
  • opens the door passengers get off the train, walk along the long and narrow area adjacent to the train, and walk out through the adjacent end of the area.
  • the 4-train periodic arrangement is A-E-E-C or A-E-C-E.
  • the former is suitable for solving the shortage of passengers at the far end and too many stranded passengers. Compared with the two, the former is the best and the latter is the second best.
  • Type A5 mode The characteristic of Type A5 mode is that if a certain area adjacent to the vehicle operates in Type A5 mode, the area is one of the following: ADE type, ADF type, ADEF type area.
  • the periodic arrangement can be A-E-D, A-F-D and A-E-D-F respectively.
  • Type A6 mode The characteristic of Type A6 mode is that if a certain area adjacent to the vehicle operates in Type A6 mode, the area is one of the following: CDE type, CDF type, CDEF type area.
  • the preferred train cycle arrangement includes C-D-E, C-C-D-E, and C-E-D-E.
  • the preferred train cycle arrangements include C-D-F, C-C-D-F, and C-F-D-F.
  • the preferred train cycle arrangements include C-E-D-F, C-F-D-E, C-D-F-E, and C-D-E-F.
  • train 2 stops passengers will be dropped off first and then boarded; when all passengers getting off the train have walked out of the waiting area, passengers who want to take train 4 (Category C train) will be allowed to enter the waiting area.
  • train 4 stops only passengers will be boarded but not disembarked. This completes a cycle.
  • train 3 stops once. Since train 3 does not board or unload passengers in the area near the train, the stop of train 3 will not affect the walking, boarding and alighting of passengers in the area near the train.
  • the type A pattern expression of the combination area is, pattern SM1 1 - SM1 01 ,
  • Agreement S1 1 1 ⁇ d.[A/(AE)/(AF)/(AEF)/C/(CE)/(CF)/(CEF)/(ACE)/(ACF)/(ACEF)].
  • a ⁇ S1 01 01 ⁇ d.[A/(AE)/(AF)/(AEF)/C/(CE)/(CF)/(CEF)/(ACE)/(ACF)/(ACEF)].
  • ⁇ S2 1 1 ⁇ d.[(DE)/(DF)/(DEF)/(CDE)/(CDF)/(CDEF)/(ADE)/(ADF)/(ADEF)].
  • a ⁇ S2 01 01 ⁇ d.[(DE)/(DF)/(DEF)/(CDE)/(CDF)/(CDEF)/(ADE)/(ADF)/(ADEF)].
  • a ⁇ S3 1 1 ⁇ d.[(BE)/(BF)/(BEF)/(CBE)/(CBF)
  • the aforementioned modes A1 to A6 are models of a single area adjacent to the vehicle, while the mode of the combined area includes two areas adjacent to the vehicle.
  • Type B mode The characteristics of Type B mode are: (1) In at least one end combination area, there is a connecting channel between the traffic areas on both sides; (2) In this combination area, the upstream and downbound vehicle areas each contain only one type. area; (3) the above-mentioned upbound and downbound approach areas each belong to the I-type area; (4) both approach areas adopt a coupled boarding and alighting method.
  • B-type modes include B-1 mode, B-2 mode, B-3 mode, B-4 mode, B-5 mode, B-6 mode, B-7 mode, and B-8 mode.
  • the expression formula of type B1 mode is 1 ⁇ d.C.a ⁇ ——01 ⁇ d.C.a ⁇ .
  • the far-end H11 and H011 of the upbound and downbound traffic areas are both D-type boundaries (no-travel boundaries), and the normal ends H12 and H012 are both A-type boundaries (entry-only boundaries).
  • the B-1 model was proposed from the following background.
  • big cities most office workers live in suburban communities and work in urban areas.
  • Corresponding subway lines transport passengers from the suburbs to the city during the morning rush hour and from the city back to the suburbs during the evening rush hour.
  • the upward train travels in the direction from the suburbs to the city, and the downward train travels in the opposite direction.
  • the number of passengers taking up trains at stations near the suburbs is large, while the number of passengers taking down trains is very small; during the evening peak hours, the opposite is true.
  • the headway between upbound and downbound trains is essentially the same.
  • the coupling multiplication and drop scheme is as follows. Passengers who want to take the upper train T1 need to walk along the following two paths: (1) From the regular end H12 of the upbound train area 1, directly enter the upbound train area 1, and then walk to the waiting position; (2) Enter the downbound parking area 01 from the normal end H012 of the downstream parking area 01, then enter the upstream parking area 1 through the connecting channel 101 or 102 or 103 or 104, and then walk to the waiting position. Preferably, the passengers walking along the latter path go to the far terminal H11 to wait for the bus.
  • Passengers who want to take the downbound train T01 can directly enter the downbound approach area 01 from the Linchang end H012 of the downbound approach area to wait for the train.
  • Type B2 patterns include pattern 1 ⁇ d.C.a ⁇ ——01 ⁇ d.E.a ⁇ , pattern 1 ⁇ d.C.a ⁇ ——01 ⁇ d.F.a ⁇ , pattern 1 ⁇ d.C.a ⁇ ——01 ⁇ d.E.c ⁇ and pattern 1 ⁇ d.C.a ⁇ ——01 ⁇ d.F.c ⁇ . Take mode 1 ⁇ d.C.a ⁇ -01 ⁇ d.E.a ⁇ as an example for explanation.
  • the technical problem is that when the independent boarding and alighting method is used, there is a lack of passengers at the remote terminal in the upbound access area 1.
  • the following coupling multiplication and descent method is the solution One of the best solutions to this problem.
  • Passengers who want to take the upper train enter the waiting position along two paths: (1) directly enter the upbound train area 1 from the regular end H12 of the upbound train area; (2) enter from the regular end H012 of the downbound train area
  • the downbound vehicle approaching area 01 then enters the upbound vehicle approaching area 1 through the connecting channel 101 or 102 or 103 or 104. Since the downbound train T01 does not pick up or disembark passengers in the downbound approach area 01, the downbound approach area is only used as an auxiliary channel for the upbound approach area. See Figure 2.
  • the above modes include, mode 1 ⁇ d.D.a ⁇ -01 ⁇ d.A.b ⁇ and mode 1 ⁇ d.B.a ⁇ -01 ⁇ d.A.b ⁇ . See Figure 2.
  • the parked up train T1 opens the door, for a certain door, at the moment just after the drop-off process, the density of passengers near the door is the highest. At this moment, all the passengers getting off the door and all the waiting passengers appear near the door at the same time.
  • passengers who have gotten off the bus and entered the upbound access area 1 are also walking towards or walking into or passing through the connecting passage. After a period of time (usually about a few seconds to more than ten seconds), the passenger boarding process ends; during or after the passenger boarding process, all passengers getting off the bus leave the upbound access area 1 through the connecting passage.
  • Type B 4 modes include mode 1 ⁇ d.D.a ⁇ --01 ⁇ d.E.b ⁇ and mode 1 ⁇ d.D.a ⁇ --01 ⁇ d.F.b ⁇ .
  • Mode 1 ⁇ d.D.a ⁇ ——01 ⁇ d.E.b ⁇ is a simplified version of mode 1 ⁇ d.D.a ⁇ ——01 ⁇ d.A.b ⁇ .
  • the operation process of Mode 1 ⁇ d.D.a ⁇ --01 ⁇ d.E.b ⁇ can be understood from the description of Mode 1 ⁇ d.D.a ⁇ --01 ⁇ d.A.b ⁇ .
  • mode 1 ⁇ d.D.a ⁇ -01 ⁇ d.E.b ⁇ or mode 1 ⁇ d.D.a ⁇ -01 ⁇ d.F.b ⁇ is used, the boarding and alighting methods and walking paths of passengers in the end combination area are the same.
  • Modes with similar technical effects include Mode 1 ⁇ d.(E/F).b ⁇ ——01 ⁇ d.D.a ⁇ and Mode 1 ⁇ d.(E/F).a ⁇ ——01 ⁇ d.D.b ⁇ .
  • Mode 1 ⁇ d.(E/F).b ⁇ -01 ⁇ d.D.a ⁇ and Mode 1 ⁇ d.D.a ⁇ -01 ⁇ d.(E/F).b ⁇ are exactly the same, which is equivalent to The upward direction in the former is taken as the downward direction in the latter.
  • Type B 5 mode Mode 1 ⁇ d.(E/F).a ⁇ ——01 ⁇ d.D.b ⁇ .
  • Type B5 mode is basically the same as that of Mode 1 ⁇ d.(E/F).b ⁇ -01 ⁇ d.D.a ⁇ , with slightly different technical solutions.
  • passengers enter the upstream approach area 1 from the regular end H12 of the upstream approach area, and then pass through the connecting channel into the downlink approach area 01 to wait for the bus.
  • passengers will be dropped off first and then boarded.
  • the passenger boarding is completed, there are only passengers getting off the bus in the downbound bus area 01, and they exit area 01 through the regular end H012 of the downbound bus area.
  • the expression formula of type B6 mode is, mode 1 ⁇ dAb ⁇ ——01 ⁇ dAb ⁇ .
  • independent travel can meet the requirements, priority will be given to independent travel.
  • independent ride-on and drop-off does not meet the requirements, in some cases the problem can be solved by coupled ride-on and drop-off.
  • One of the situations where coupled boarding and alighting is suitable is: when using independent boarding and alighting, one of the two bus access areas is operating at overload and the other has remaining capacity to drop off passengers.
  • the meaning of the overload operation is as follows: under the condition of independent boarding and alighting, at the moment when the second upbound train T1 stops at the door, the number of passengers stranded in the upbound access area 1 exceeds the predetermined value, and all stranded passengers are from the previous train. the upbound train T1; or, the number of stranded passengers in the upbound adjacent area 1 continues to increase as the number of stopped trains increases.
  • the meaning of the remaining capacity to disembark passengers is: before the second down train T01 stops, all the passengers who have got off the down train have passed through the terminal H012 and walked out of the down train area 01; and, even if a certain number is added According to the number of people getting off the down train, all passengers getting off the train can still pass through Linchang end H012 and exit the down train access area 01 before the arrival of the second train.
  • passengers disembarking from the up train exit the bus access area in two ways: (1) exit through the regular end H12 of the upbound train access area; (2) first enter from the connecting channel to the downbound bus access area 01 , and then merge into the disembarking passenger flow of the downbound train, and walk out together through the Linchang end H012 of the downbound approach area. See Figure 2.
  • Type B 7 modes include mode 1 ⁇ d.A.a ⁇ --01 ⁇ d.E.b ⁇ and mode 1 ⁇ d.A.a ⁇ --01 ⁇ d.F.b ⁇ .
  • Mode 1 ⁇ d.A.a ⁇ --01 ⁇ d.E.b ⁇ is a special case of mode 1 ⁇ d.A.a ⁇ --01 ⁇ d.A.b ⁇ .
  • upstream traffic area 1 operates in mode 1 ⁇ d.F.(a/b/c/d) ⁇
  • downbound traffic area operates in mode 01 ⁇ d.F.(a/b/c/d) ⁇ .
  • Type C mode The characteristics of Type C mode are: (1) In at least one end combination area, there is a connecting channel between the traffic areas on both sides; (2) In this combination area, the upstream and downbound vehicle areas each contain only one type. area; (3) Among the vehicle-facing areas on both sides, at least one side of the vehicle-facing area belongs to the IJ-type area or IJK-type area or IJKL-type area or IJKLM-type area as mentioned above; (4) Two adjacent areas The bus area adopts the coupled boarding and landing method.
  • the Type C pattern includes Type C 1, Type C 2, Type C 3, Type C 4, Type C 5, Type C 6, Type C 7, Type C 8, Type C 9, and Type C 10 patterns.
  • type C 1 mode is, mode 1 ⁇ d.[A/(AE)/(AF)/(AEF)].b ⁇ ——01 ⁇ d.[(AE)/(AF)/(AEF) ].b ⁇
  • Passengers who get off from the up train T1 and enter the up train access area 1 directly exit this area along two paths. (1) Go directly from the normal end H12 of the upbound traffic area 1; (2) Enter the downbound traffic area through the connecting channel 101 or/and 102 or/and 103 or/and 104 01, then walk along the downbound traffic area 01, and enter the regular area 10 through the regular end H012.
  • the cycle number and cycle arrangement of the down train are determined based on the passenger flow of disembarking passengers of the down train T01 and the passenger flow of disembarking passengers of the up train T1 entering the down train approach area 01.
  • the number of periods is 2
  • the requirements can be met, and the corresponding period arrangement is A-F.
  • the expression formula of type C 2 mode is, mode 1 ⁇ d.[C/(CE)/(CF)/(CEF)].a ⁇ ——01 ⁇ d.[(CE)/(CF)/(CEF) ].a ⁇ .
  • the far-end H11 and H011 of the uplink and downlink traffic areas both adopt D-type boundaries, and the adjacent ends H12 and H012 both adopt A-type boundaries. See Figure 2.
  • mode 1 ⁇ d.C.a ⁇ -01 ⁇ d.(CE).a ⁇ is suitable for solving the following technical problems: when independent boarding and alighting are adopted, the upbound approach area 1 operating in mode d.C.a has a shortage of passengers at the remote end, and the downlink approach area 01 operating in mode d.(CE).a still has There is plenty of passenger capacity.
  • one of the preferred solutions is to use coupled boarding and alighting, using the downbound approach area to help passengers enter the upbound approach area.
  • the periodic arrangement of the stopping trains in the downbound adjacent area is C-E or C-C-E or C-E-E or C-E-F.
  • the following train T01 adopts C-E periodic arrangement as an example to illustrate.
  • most passengers still directly enter the upbound approach area 1 from the Linchang end H12 to wait for the bus; a few passengers first enter the downlink approach area 01 from the Linchang end H012, and then pass through the connecting channel into the upbound approach area 1, and then Then walk to a suitable location and wait for the bus. Since in most cases there is a lack of waiting passengers near the far end H11 in the upbound access area 1, most passengers who enter through the connecting channel wait near the far end H11 in the upbound access area 1.
  • the downbound trains that stop at the downbound approach area 01 are numbered 1, 2, 3, 4, 5, 6..., and the corresponding trains are Category C, Category E, Category C, Category E, Category C, Category E Class train....
  • One of the preferred management solutions is: when all the passengers who want to take train 1 (Category C downbound train) enter the carriage from the downbound approach area 01, give priority to the passengers who want to wait in the upbound approach area 1 and guide these passengers through Go through the connecting channel near the far end and enter near the far end H11 of the upbound traffic area. Before or after the stop of train 2 (category E downbound train), passengers who want to take the downbound category C train are released to enter the downbound waiting area 01 to wait.
  • type C 3 mode is, mode 1 ⁇ d.[C/(CE)/(CF)/(CEF)].a ⁇ ——01 ⁇ d.[A/(AE)/(AF)/( AEF)].b ⁇ ;
  • This mode also allows the following special circumstances: (1) Individual passengers who want to take the upper train change their minds and want to return to the regular area 10. They can enter the downbound access area 01 from the upbound approach area 1 through the connecting channel, and then enter the downbound approach area 01 from the downbound approach area. The temporary end H012 of the train area enters the regular area 10; (2) Passengers who have sat on the down train will enter the upstream temporary area 1 through the connecting channel after getting off the train to wait for the train, and then get on the train and ride on the up train.
  • the expression formula of type C 4 mode is, mode 1 ⁇ d.[(AC)/(ACE)/(ACF)/(ACEF)].a ⁇ ——01 ⁇ d.[A/(AE)/(AF) /(AEF)].b ⁇ .
  • Type C 4 mode includes 16 specific modes, taking the scheme of combining mode d.(AC).a-d.A.b with coupled multiplying and dropping as an example.
  • the number of cycles of the upstream train is 2, and the periodic arrangement is A-C.
  • the stopped upper train is a Category A train
  • passengers first get off the train to the upbound approach area 1, and then enter the downbound approach area 01 through the connecting channel; in area 01, the passenger flow from the disembarking passengers of the down train is mixed. , and at the same time go out of the downbound approaching area 01 through the regular terminal H012.
  • the first is that passengers are allowed to enter area 1 at any time; the second is that when passengers who get off the class A upbound train pass through the connecting channel, all or When almost all the passengers have walked out of the upbound approach area 1, passengers who want to take the Class C upbound train are allowed to enter the upbound approach area 1 from H12 at the Linchang end. When the Class C train stops and opens the door, passengers board the train and enter the oncoming train car.
  • mode d.(AF).b or d.(AE).b can be used in the downbound approach area, and accordingly mode d is adopted in the combination area.
  • Type C5 mode is a special case of mode d.[AC/(ACE)/(ACF)/(ACEF)].a——d.[A/(AE)/(AF)/(AEF)].b, when When the number of passengers getting off the bus in the exit area is 0, the latter is the same as the former.
  • the pattern of the upbound adjacent train area is d.(AD).a, the cycle number of the upbound train is 2, and the cycle arrangement is A-D.
  • the stopped upbound train is a Category A train
  • passengers from the Category A upbound train first get off the train and enter the upbound approach area 1, then walk through the connecting channel and enter the downbound approach area 01, and then exit from the regular terminal H012 Exit the downbound traffic area 01.
  • the first is: when all or almost all the disembarking passengers from the Category A upbound train leave the upbound approach area 1, passengers who want to take the Category D upbound train will be released. These passengers will enter the upbound approach area through H12, the temporary terminal. Go to area 1, and then find a suitable place to wait.
  • the second is: Passengers who want to take the Class D upbound train are allowed to enter the upbound waiting area 1 from H12 at the regular end to wait for the train at any time.
  • Passengers who want to take Category C and Category D upbound trains will enter the upbound train area 1 to wait for the train through H12, the temporary terminal, and can enter this area at any time.
  • Passengers who get off the Class D upbound train should get off the train and enter the upbound approach area 1, then pass through the connecting channel and enter the downbound approach area 01, and then exit from the regular end of the downbound approach area; if in area 01 If there are alighting passengers from the downbound train, the passengers from the D-type upbound train will be mixed and walking together.
  • the various schemes for combining coupling modes are similar to the modes d.D.a - d.A.b. The latter has been discussed before and will not be described again.
  • the characteristics of the D-shaped pattern are: (1) In at least one end combination area, there is a connecting channel between the vehicle-facing areas on both sides; (2) In this combination area, at least one side of the vehicle-facing area contains two Or two or more areas; (3) Any area is an I-type area; (4) Both areas adjacent to the train adopt the coupled boarding and alighting method.
  • the D-type pattern includes D1-type, D2-type, and D3-type patterns.
  • D1 model is, pattern 11 ⁇ d.(A/C/D ⁇ .a ⁇ -12 ⁇ b.(C/D).(a/c) ⁇ ——01 ⁇ d.(A/ E/F).b ⁇
  • the solution that combines the D-1 type mold with the coupling mode is applied to the end combination area of the platform as shown in Figure 3.
  • Figure 3 there are four non-traffic areas 5.1, 5.2, 5.3 and 5.4, four connecting channels 101, 102, 103 and 104, as well as up and down traffic areas.
  • the connecting channel is used to connect the upstream and downstream traffic areas.
  • the upbound traffic area includes areas 11 and 12, and the downbound traffic area only contains one area 01.
  • the mode is mode 11 ⁇ d.A.a ⁇ -12 ⁇ b.C.a ⁇ -01 ⁇ d.(A/E/F).b ⁇ .
  • the special case of this mode is mode 11 ⁇ d.A.d ⁇ -12 ⁇ d.C.a ⁇ -01 ⁇ d.(A/E/F).b ⁇ , which is equivalent to taking the number of passengers allowed to cross boundary H12 in the upbound approach area. is 0. When any upbound train stops, passengers will be dropped off in area 11 and picked up in area 12.
  • the near-constant end boundary of region 11 is a type A boundary
  • the far-constant end boundary of region 12 is a type b boundary.
  • the spatial positions of these two boundaries coincide. If the boundary type is taken as a special case, that is, the number of passengers allowed to cross the boundary is taken as 0, then both boundaries are D-type boundaries. The vast majority of passengers do not need to cross this boundary. Only a very few passengers cross this boundary after entering area 12 and want to return to the regular area.
  • Their walking route is the H12-connecting channel at the far end of area 12. - Downbound traffic area 01 - regular end H012 - regular area 10.
  • the mode is mode 11 ⁇ d.D.a ⁇ -12 ⁇ b.C.a ⁇ -01 ⁇ d.(A/E/F).b ⁇ .
  • loading and unloading of passengers is allowed in area 11; only loading of passengers is allowed in area 12, but no unloading is allowed.
  • Passengers waiting in area 11 first enter area 12 from Linchang terminal H13, and then enter area 11.
  • Passengers waiting in area 12 also enter area 12 from Linchang end H13 and just stay. In order to prevent waiting passengers in area 12 from slowing down the traveling speed of passengers who want to enter area 11, you can choose to give priority to passengers who want to enter area 11.
  • the mode is mode 11 ⁇ d.A.a ⁇ -12 ⁇ b.D.a ⁇ -01 ⁇ d.(A/E/F).b ⁇ .
  • the mode is selected as mode 11 ⁇ d.D.a ⁇ -12 ⁇ b.D.c ⁇ -01 ⁇ d.(A/E/F).b ⁇ .
  • Pick-up and drop-off are allowed in zones 11 and 12 when upbound trains are stopped.
  • the first path connects the channel 104, the downbound train area 01 and the regular terminal H01.
  • the second path is directly from area 12.
  • Passengers near Linchang end H13 take the second line.
  • the width of area 12 is greater than the width of area 11, so that when there are passengers waiting in area 12 or walking towards the temporary end H13, there is still a certain width left for passing passengers who want to go to area 11.
  • type 2 pattern is, pattern 11 ⁇ d.(A/C/D ⁇ .a ⁇ -12 ⁇ b.(C/D).a ⁇ ——011 ⁇ d.(A/E/F) .b ⁇ -012 ⁇ a.(A/E/F).b ⁇
  • the upbound approaching area includes areas 11 and 12, and the downbound approaching area includes areas 011 and 012.
  • the mode is taken as mode 11 ⁇ d.A.a ⁇ -12 ⁇ b.C.a ⁇ -011 ⁇ d.A.b ⁇ -012 ⁇ a.(E/F).b ⁇ .
  • the upbound train stops only passengers will be dropped off in area 11, but no passengers will be picked up; in area 12, passengers will only be picked up, but no passengers will be dropped off.
  • the first path includes area 11, connecting channel 101 or 102, area 011, boundary H012, area 012, and regular end H013;
  • the bar contains area 11, connecting channel 103, area 012, and terminal H013.
  • the mode is taken as mode 11 ⁇ d.A.a ⁇ -12 ⁇ b.C.a ⁇ -011 ⁇ d.(E/F).b ⁇ -012 ⁇ a.A.b ⁇ .
  • This model is similar to the above model, and you can learn from the description of the above model.
  • the mode is taken as mode 11 ⁇ d.D.a ⁇ -12 ⁇ b.C.a ⁇ -011 ⁇ d.A.b ⁇ -012 ⁇ a.(E/F).b ⁇ .
  • This mode is the same as the aforementioned mode 11 ⁇ d.D.a ⁇ -12 ⁇ b.C.a ⁇ -01 ⁇ d.(A/E/F).b ⁇ in the following aspects.
  • Passengers enter the process of entering areas 11 and 12 from the regular area; passengers who get off the train in area 11 walk from this area to the walking path of regular area 10.
  • the difference between the two modes exists in the downbound approaching area.
  • the former's downbound approach area includes area 011 and area 012.
  • area 011 only passengers are dropped off and no passengers are picked up; in area 012, there is no loading or unloading of passengers.
  • Passengers from the down train in area 011 also pass through boundary H012, area 12, and regular end H013, and enter regular area 10.
  • the mode is taken as mode 11 ⁇ d.D.a ⁇ -12 ⁇ b.C.a ⁇ -011 ⁇ d.(E/F).b ⁇ -012 ⁇ a.A.b ⁇ .
  • This pattern is similar to pattern 11 ⁇ d.D.a ⁇ -12 ⁇ b.C.a ⁇ -011 ⁇ d.A.b ⁇ -012 ⁇ a.(E/F).b ⁇ .
  • the mode is mode 11 ⁇ dAa ⁇ -12 ⁇ bDa ⁇ -011 ⁇ dAb ⁇ -012 ⁇ a.(E/F).b ⁇ ; preferably, the mode is mode 11 ⁇ dAa ⁇ -12 ⁇ bDa ⁇ ——011 ⁇ d.(E/F).b ⁇ -012 ⁇ aAb ⁇ .
  • the two preferred modes are similar to the modes 11 ⁇ dAa ⁇ -12 ⁇ bDa ⁇ -01 ⁇ d.(A/E/F).b ⁇ .
  • type 3 pattern is, pattern 11 ⁇ d.G.d ⁇ -12 ⁇ d.(C/D).a ⁇ ——01 ⁇ d.(A/E/F).b ⁇
  • Area 11 is a zero-passenger area, and passengers are not allowed to enter it. There is no pick-up or drop-off of passengers in this area.
  • mode MC the upbound traffic areas adopt independent boarding and alighting methods.
  • mode MD coupled boarding and alighting are adopted. Passengers who get off the upper train and enter area 12 follow the following path to the regular area 10, connecting the passage, area 011, and the regular end H012.
  • mode MB is used.
  • MB mode the walking path of disembarking passengers from the upper train into the regular area is the same as that in mode MD.
  • the characteristics of the E-shaped pattern are: (1) In at least one end combination area, there is a connecting channel between the vehicle-facing areas on both sides; (2) In this combination area, at least one side of the vehicle-facing area contains two Or two or more areas; (3) In this combination area, at least one area P belongs to the IJ type area or IJK type area or IJKL type area or IJKLM type area as mentioned above; (4) In the upbound traffic area At least one area adopts coupled boarding and alighting, or/and at least one area in the downbound traffic area adopts coupled boarding and dropping.
  • the area adjacent to the vehicle where the area P is located there are other areas in the area adjacent to the vehicle where the area P is located; preferably, the entire area of the area adjacent to the vehicle where the area P is located overlaps with the area P.
  • the meaning of using coupled boarding and alighting in the area is: (1) among the passengers waiting in this area, at least some of them need to pass through the connecting channel in the process of walking from the regular area to the waiting position, or/and, (2) when traveling from the regular area to the waiting position, At least some of the passengers who disembark from the car to this area must pass through the connecting passage in the process of walking from the alighting location to the regular area.
  • the penta-type pattern is the penta-1 pattern or the penta-2 pattern.
  • amyloid 1 mode is symbolized as MZ1, and its expression is,
  • SM1 11 11 ⁇ d.[A/(AD)/(AE)/(AF)/C/(CD)/(CE)/(CF)/D/(DE)/(DF)].
  • SM1 12 12 ⁇ b.[A/(AD)/(AE)/(AF)/C/(CD)/(CE)/(CF)/D/(DE)/(DF)].
  • SM1 01 01 ⁇ d.(A/(AE)/(AF)/E/F/(EF)).b ⁇
  • the mode MZ1 corresponds to the end combination area of the platform as shown in Figure 3.
  • the upbound approaching area contains area 11 and area 12, the downbound approaching area only contains area 01, and there is at least one of areas 11, 12 and 01.
  • the area is an IJ type area.
  • Preferred special cases of mode MZ include mode M11, mode M12, mode M13, mode M14, and mode M15, where
  • Mode M11 is 11 ⁇ d.(AD).a ⁇ -12 ⁇ b.C.a ⁇ ——01 ⁇ d.(A/E/F).b ⁇ ,
  • Mode M12 is 11 ⁇ d.(AD).a ⁇ -12 ⁇ b.(CE).a ⁇ ——01 ⁇ d.(A/E/F).b ⁇ ,
  • Mode M13 is 11 ⁇ d.D.a ⁇ -12 ⁇ b.(AE).a ⁇ ——01 ⁇ d.(A/E/F).b ⁇ ,
  • Mode M14 is 11 ⁇ d.A.a ⁇ -12 ⁇ b.(CD).a ⁇ ——01 ⁇ d.(A/E/F).b ⁇ ,
  • Mode M15 is 11 ⁇ d.A.a ⁇ -12 ⁇ b.(AD).a ⁇ ——01 ⁇ d.(A/E/F).b ⁇ .
  • Path L11 is a path from area 11 in the upbound traffic area to the regular area 10, passing through the following locations along the way, area 11, connecting passages 101 or/and 102 or/and 103, area 01 in the downbound traffic area, Linchangduan H012.
  • Path L12a is the first path from area 12 in the upbound traffic area to the regular area 10, passing through the following locations along the way, area 12, connecting channel 104, area 01, and regular end H012.
  • Path L12b is the second path from area 12 in the upbound traffic area to the regular area, passing through the following locations along the way, area 12, area 11, connecting channel 103, area 01, and regular end H012.
  • Path L12c is the third path from area 12 in the upbound adjacent area to the regular area. This path includes area 12 and adjacent end H13. This path is the shortest.
  • Path L01 is a path that enters the regular area 10 from a certain location in area 011 in the downbound adjacent area. It passes through the following locations along the way, area 01 and adjacent end H012.
  • Path U11 is a path from the regular area to the waiting position in area 11 in the upbound bus area, passing through the following locations: regular end H13, area 12, boundary H12, area 11.
  • Path U12 is a path from regular area 10 to the waiting position in area 12, passing through regular end H13 and area 12.
  • (I,J) class trains where the value ranges of I and J include A, B, C, D, E, F, G, respectively for class A, class B, class C, class D, class E, and class F , G train.
  • the (I,J) type train is (A.D) type train.
  • the meaning of the (A.D) class train is: the train is a class A train in area 11 and a class D train in area 12.
  • Mode M11 is 11 ⁇ d.(AD).a ⁇ -12 ⁇ b.C.a ⁇ ——01 ⁇ d.(A/E/F).b ⁇ ,
  • the cycle number of the up train is 2, and the cycle arrangement is (A.C)-(D.C).
  • the trains are numbered 1, 2, 3, 4, 5, 6... according to the order of stops.
  • the corresponding trains are (A.C) class, (D.C) class, (A.C) class, (D.C) class, (A.C) class. ) class, (D.C) class trains....
  • train 1 category (A.C) upbound train
  • A.C category (A.C) upbound train
  • Passengers who get off the bus in area 11 walk from the alighting location to the regular area 10 along path L11.
  • Passengers who board the train 1 in area 12 walk along path U12 to the waiting position in area 12.
  • the border H13 begins to release passengers to enter area 12; when all or almost all the passengers getting off the train in area 11 exit area 11, the boundary H12 begins to release passengers from area 11. 12Enter area 11. If there is no passenger access management at H13 at the regular end and H12 at the boundary, it is also feasible to allow passengers to make their own choices based on the passenger density in the upbound bus area.
  • Mode M12 is 11 ⁇ d.(AD).a ⁇ -12 ⁇ b.(CE).a ⁇ ——01 ⁇ d.(A/E/F).b ⁇ .
  • the cycle number of the up train is 2, and the cycle arrangement is (D.C)-(A.E).
  • the two upbound trains that stop are Category (D.C) trains and Category (A.E) trains.
  • the oncoming trains are numbered 1, 2, 3, 4, 5, 6..., and the corresponding trains are (D.C) class, (A.E) class, (D.C) class, (A.E) class, (A.E) class, ( D.C) class, (A.E) train....
  • train 1 ((D.C) class upbound train) stops, passengers will be dropped off first in area 11 and then boarded; in area 12, only passengers will be boarded but not dropped off. Passengers who get off train 1 in area 11 walk along path L11 to regular area 10.
  • train 2 ((A.E) class upbound train) stops, only passengers will be dropped off in area 11, but no passengers will be boarded; in area 12, there will be no boarding or unloading of passengers.
  • Passengers disembarking from train 2 in area 11 walk from the alighting location to regular area 10 along path L11.
  • Passengers are allowed to enter area 12 to wait before train 2 stops, during the stop and after leaving. When the boundary H12 is released, these passengers then enter area 11 to wait.
  • Mode M13 is 11 ⁇ d.D.a ⁇ -12 ⁇ b.(AE).a ⁇ ——01 ⁇ d.(A/E/F).b ⁇ ,
  • the cycle number of the upstream train is taken as 2, and the cycle arrangement is (DA)-(DE).
  • the two upbound trains that stop are (DA) type trains and (DE) type trains.
  • the trains are numbered 1, 2, 3, 4, 5, 6... according to the order of stops, and the corresponding trains are (D.A) class, (D.E) class, (D.A) class, (D.E) class, (D.A) Class), (D.E) class trains....
  • Mode M14 is 11 ⁇ d.A.a ⁇ -12 ⁇ b.(CD).a ⁇ ——01 ⁇ d.(A/E/F).b ⁇ .
  • the cycle number of the up train is 2, and the cycle arrangement is (A.D)-(A.C).
  • the two upbound trains that stop are Category (A.D) trains and Category (A.C) trains.
  • the trains are numbered 1, 2, 3, 4, 5, 6... according to the order of stops, and the corresponding trains are (A.D) category, (A.C) category, (A.D) category, (A.C) category, (A.D) ), (A.C) class trains....
  • Mode M15 is 11 ⁇ d.A.a ⁇ -12 ⁇ b.(AD).a ⁇ ——01 ⁇ d.(A/E/F).b ⁇ .
  • the cycle number of the up train is 2, and the cycle arrangement is (A.D)-(A.A).
  • the two upbound trains that stop are Category (A.D) trains and Category (A.A) trains.
  • the trains are numbered 1, 2, 3, 4, 5, 6... according to the order of stops, and the corresponding trains are (A.D) class, (A.A) class, (A.D) class, (A.A) class, (A.D) ) category, (A.A) category....
  • area 12 it starts from the time when all the passengers who got off train 1 leave the area and ends when all or almost all the passengers who get off train 2 leave the area. During this period, passengers are prohibited from entering the area along path U12. To prevent waiting passengers from blocking the exit of passengers. After all or almost all the passengers who got off the train 2 have walked out of the area 12, the passengers are allowed to pass through the temporary end H13 from the regular area and enter the area 12 to wait for the train.
  • the E-2 type mode is recorded as mode MZ2, and its expression is
  • SM2 11 11 ⁇ d.[A/(AD)/(AE)/(AF)/C/(CD)/(CE)/(CF)/D/(DE)/(DF)].
  • SM2 12 12 ⁇ b.[A/(AD)/(AE)/(AF)/C/(CD)/(CE)/(CF)/D/(DE)/(DF)].
  • SM2 011 011 ⁇ d.(A/(AE)/(AF)/E/F/(EF)).
  • SM2 012 012 ⁇ a.(A/(AE)/(AF)/E/F/(EF)).b ⁇
  • Mode MZ2 corresponds to the end combination area of the platform as shown in Figure 4.
  • the upbound approaching area contains area 11 and area 12
  • the downbound approaching area contains area 011 and area 012.
  • areas 11, 12, 011 and 012 at least One area is the IJ type area.
  • Preferred special cases of mode MZ include mode M21, mode M22, mode M23, mode M24, and mode M25, where
  • Mode M21 is 11 ⁇ d.(AD).a ⁇ -12 ⁇ b.C.a ⁇ ——011 ⁇ d.A.b ⁇ -012 ⁇ a.E.b ⁇ ,
  • Mode M22 is 11 ⁇ d.(AD).a ⁇ -12 ⁇ b.C.a ⁇ ——011 ⁇ d.A.b ⁇ -012 ⁇ a.A.b ⁇ ,
  • Mode M23 is 11 ⁇ d.(AD).a ⁇ -12 ⁇ b.C.a ⁇ ——011 ⁇ d.(E/F).b ⁇ -012 ⁇ a.A.b ⁇ ,
  • Mode M24 is 11 ⁇ d.(AD).a ⁇ -12 ⁇ b.C.a ⁇ ——011 ⁇ d.(E/F).b ⁇ -012 ⁇ a.(E/F).b ⁇ ,
  • Mode M25 is 11 ⁇ d.(AD).a ⁇ -12 ⁇ b.C.a ⁇ ——011 ⁇ d.A.b ⁇ -012 ⁇ a.(AE).b ⁇ ,
  • Mode M26 is 11 ⁇ d.(AD).a ⁇ -12 ⁇ b.C.a ⁇ ——011 ⁇ d.E.b ⁇ -012 ⁇ a.(AE).b ⁇ ,
  • Path L11a is the first path from area 11 in the upbound traffic area to the regular area 10, passing through the following locations along the way, area 11, connecting passages 101 or/and 102, area 011 in the downbound traffic area, and boundary H012 , area 012, regular terminal H013.
  • Path L11b is the second path from area 11 in the upbound traffic area to the regular area 10. Along the way, it passes through the following locations, area 11, connecting channel 103, area 012 in the downbound traffic area, and regular end H013.
  • Path L12a is the first path from area 12 in the upbound traffic area to the regular area 10, passing through the following locations along the way, area 12, connecting channel 104, area 012, and regular end H013.
  • Path L12b is the second path from area 12 in the upbound traffic area to the regular area, passing through the following locations along the way, area 12, area 11, connecting channel 103, area 012, and regular end H013.
  • Path L12c is the third path from area 12 in the upbound bus area to the regular area. This path includes area 12 and the regular end H13. This path is the shortest, but the walking direction of the passengers getting off the bus may be different from that of the passengers who want to get on the bus. Passengers walk in opposite directions and interact with each other for a longer time.
  • Path L011 is a path from a certain location in area 011 in the downbound adjacent area to the regular area 10. It passes through the following locations along the way, area 011, boundary H012, area 012, and regular end H013.
  • Path L012 is a path from a certain location in area 012 in the downbound adjacent area to the regular area 10. It passes through the following locations along the way, area 012, and regular end H013.
  • the periodic arrangement of upbound trains is (A.C)-(D.C). Select any mode among modes M21 ⁇ M24. In this mode, every downbound train is the same. In mode M25, the periodic arrangement of the downbound trains is (A.A)-(A.E); in mode M26, the periodic arrangement of the downlink trains is (A.A)-(E.E).
  • the meanings of Category (A.C), Category (D.C), Category (A.A), Category (A.E) and Category (E.E) trains are as specified in the previous agreement on Category (I.J) trains.
  • At least one non-end combination area in the platform has the following characteristics: there is at least a connecting channel between the upbound vehicle approaching area and the downbound vehicle approaching area.
  • the number of the connecting channels is one (Fig. 7); preferably, the number of the connecting channels is two or more (Fig. 6).
  • the upbound approaching area and the downbound approaching area each contain only one area (Fig. 6).
  • the upbound approaching area contains two areas (Fig. 7, Fig. 8).
  • the upbound approaching area contains two areas, and the downbound approaching area contains one or two or more areas.
  • the upbound approaching area contains three areas (Fig. 9).
  • the upbound approaching area contains three areas, and the downbound approaching area contains one area (Fig. 9) or two areas or more than two areas.
  • mode FM1 mode 2 ⁇ a.(D/C).a ⁇ ——02 ⁇ b.[A/E/(AE)].b ⁇
  • mode FM1 is used for operation in the non-end combination zone as shown in FIG. 6 .
  • the mode FM1 is mode 2 ⁇ a.(D/C).a ⁇ -02 ⁇ b.[A/E/(AE)].b ⁇ .
  • the serial number of the combination area as shown in Figure 6 is 2.
  • Each of the upbound vehicle approaching area 2 and the downbound vehicle approaching area 02 contains only one type of area.
  • the mode FM1 is mode 2 ⁇ a.D.a ⁇ -02 ⁇ b.A.b ⁇ .
  • the mode FM1 is mode 2 ⁇ a.D.a ⁇ -02 ⁇ b.A.b ⁇ .
  • passengers waiting in the upbound adjacent area 2 enter area 2 from the adjacent terminals H21 and H22.
  • passengers will be dropped off first and then boarded.
  • Passengers who get off the up train enter the downbound access area 02 through the connecting channel, and then walk towards the two ends of area 02, passing through the regular ends H021 and H022 respectively, and entering the regular areas 10.1 and 10.2 respectively.
  • the downbound approach area 02 when the downbound train stops, only passengers will be dropped off, but not boarded.
  • the passengers getting off the up train and the passengers getting off the down train are walking in the downbound train area. Their walking directions are the same, and they walk into the regular area through the temporary terminals H021 and H022 respectively.
  • the mode FM1 is mode 2 ⁇ a.D.a ⁇ -02 ⁇ b.E.b ⁇ , or mode 2 ⁇ a.D.a ⁇ -02 ⁇ b.(AE).b ⁇ .
  • the mode FM1 is mode 2 ⁇ a.C.a ⁇ -02 ⁇ b.E.b ⁇ .
  • mode FM2 The characteristic of mode FM2 is that if a non-end combination zone operates in mode FM2, its upstream and downstream adjacent areas each contain two areas, and there is only one connecting channel between the upstream and downbound adjacent areas, see Figure 7.
  • mode FM2 includes modes FM21, FM22, FM23, and FM24.
  • mode FM2 operates in the non-end combining zone as shown in Figure 7.
  • the serial number of the combination area is 2.
  • the upbound traffic area 2 contains areas 21 and 22, and the downbound traffic area 02 contains areas 021 and 022. There is a connecting channel between the upstream and downbound traffic areas. 201.
  • the mode FM21 is mode 21 ⁇ a.D.a ⁇ -22 ⁇ b.D.a ⁇ ——021 ⁇ a.D.b ⁇ -022 ⁇ a.[A/E/(AE)].b ⁇ ,
  • the mode FM22 is mode 21 ⁇ b.D.b ⁇ -22 ⁇ a.D.b ⁇ ——021 ⁇ b.D.a ⁇ -022 ⁇ b.E].a ⁇ ,
  • the mode FM23 is mode 21 ⁇ a.D.a ⁇ -22 ⁇ b.D.a ⁇ ——021 ⁇ b.(A/E).a ⁇ -022 ⁇ b.[A/E/(AE)].b ⁇ ,
  • the mode FM24 is mode 21 ⁇ a.D.b ⁇ -22 ⁇ a.A.b ⁇ -021 ⁇ a.D.b ⁇ -022 ⁇ a.A.b ⁇ .
  • the boundaries of the near-normal end H21 and the far-normal end H22 of area 21 are both inbound-only boundaries (type a), and the boundaries of the far-normal end H22 and near-normal end H23 of area 22 are respectively outbound-only boundaries (type a).
  • area 022 is an E-type area
  • this area is only a passage and there is no boarding or landing.
  • area 022 is an A-type area, passengers who get off the downlink train to this area also exit from Linchang end H023.
  • the passenger's walking direction is opposite to that in mode FM21.
  • Passengers who want to board the bus first enter area 022 from Linchang terminal H023, and then enter area 21, area 22 and area 021 respectively to wait for the bus.
  • Passengers who get off the bus enter areas 21, 22 and 023 from the carriage, and then exit their respective areas through Linchang terminal H21, H23 and H021 respectively.
  • the mode FM23 is mode 21 ⁇ a.D.a ⁇ -22 ⁇ b.D.a ⁇ ——021 ⁇ b.(A/E).a ⁇ -021 ⁇ b.[A/E/(AE)].b ⁇ ,
  • the mode FM24 is mode 21 ⁇ a.D.b ⁇ -22 ⁇ a.A.b ⁇ -021 ⁇ a.D.b ⁇ -022 ⁇ a.A.b ⁇ .
  • mode FM3 The characteristic of mode FM3 is that if a non-end combination zone operates in mode FM3, its upstream and downstream traffic areas each contain two areas, and there are two or more connecting channels between the upstream and downbound traffic areas. See Figure 8.
  • mode FM3 is taken as mode FM31 or mode FM32.
  • FM31 or mode FM32 is used in the non-end combination area as shown in FIG. 8 .
  • the serial number of the combination area is 2.
  • the upstream approaching area 2 contains areas 21 and 22, and the downgoing approaching area 02 contains areas 021 and 022.
  • the mode FM31 is mode 21 ⁇ a.D.a ⁇ -22 ⁇ b.D.a ⁇ ——021 ⁇ b.(A/E).a ⁇ -022 ⁇ b.[A/E/(AE)].b ⁇ ,
  • the mode FM32 is mode 21 ⁇ a.D.b ⁇ -22 ⁇ a.[A/E/(AE)].b——021 ⁇ b.(A/E).a ⁇ -022 ⁇ b.D.a ⁇ ,
  • area 021 is an A-type area
  • passengers who get off the down train to this area walk out from the temporary end H021.
  • area 021 is an E-type area, only passengers who get off the upper train appear in area 021.
  • area 022 is similar to that of area 021 and will not be described again.
  • area 021 or/and area 22 is an A-type area, passengers who get off the downbound or/and upbound train to the corresponding area will exit from the regular terminal. H021 or/and H23 exit.
  • mode FM32 is suitable; when the number of passengers on and off the upbound train is higher than that of the downbound train, mode FM31 is a suitable choice.
  • mode FM4 The characteristic of mode FM4 is that if a non-end combination zone operates in mode FM4, its upstream approaching vehicle area contains three areas, the downbound approaching vehicle area only contains one area, and there are two or two areas between the upstream and downstream approaching vehicle areas. For more than two connection channels, see Figure 9.
  • mode FM4 is taken as mode FM41 or mode FM42.
  • the non-end combination zone shown in Figure 9 operates in mode FM41 or mode FM42.
  • the sequence number of the combination area is 2
  • the upbound approaching area contains areas 21, 22 and 23
  • the downbound approaching area 02 contains one area.
  • the mode FM41 is mode 21 ⁇ a.C.b ⁇ -22 ⁇ a.D.a ⁇ -23 ⁇ b.C.a ⁇ ——02 ⁇ b.[A/E/(AE)].b ⁇ ,
  • the mode FM42 is mode 22 ⁇ b.A.a ⁇ -22 ⁇ b.D.b ⁇ -23 ⁇ a.A.b ⁇ ——02 ⁇ a.E.a ⁇ ,

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Abstract

一种城市轨道交通车站站台和乘降方法，属于轨道交通领域。站台为岛式站台或分离岛式站台。站台包括组合区和常规区域，组合区包括临车区域和非临车区域。站台中至少有一个组合区的站台两侧的临车区域之间存在有连接通道，此连接通道用于乘客从一侧临车区域进入到另一侧临车区域。此连接通道可用于实现耦合乘降。在该组合区的至少一个临车区域中，至少有一段区域Q的端部边界是只入型、只出型、进出型和禁行型边界。至少有一段区域P的选择范围包括下客区、上客区、双客区、非客区、无客区。所述区域Q和所述区域P可以是重叠的。

Description

城市轨道交通车站站台和乘降方法 技术领域
本发明涉及一种轨道交通车站站台和乘降方法，用于车站站台中含有组合区的线路，属于轨道交通领域。
背景技术
在地铁或轻轨车站的站台层中，特别是地下站台层中，设备与管理用房占据了相当大的长度。
GB50157-2003《地铁设计规范》中的8.3.3节规定：“设置在站台层两端的设备和管理用房，必要时可申入站台计算长度内，但不应超过半节车厢长度，且不得侵入侧站台计算宽度，并应满足距梯口的距离不小于8m。”GB 50157-2013《地铁设计规范》中的9.3.3节规定：“设置在站台层两端的设备与管理用房，可伸入站台计算长度内，但伸入长度不应超过一节车辆的长度，且与梯口或通道口的距离不应小于8m……”新版本的规范，已经把设备管理用房侵入到站台计算长度范围的伸入长度，从原来的0.5节车厢长度放宽到了1节车厢的长度。
从现有车站的实际情况来看，站台的计算长度为列车的长度加上停车误差，即使让每一端的设备和管理用房申入到站台计算范围之内的长度都达到1节车厢长，在站台计算长度范围之外的设备管理用房仍然占据着站台层中的很大的长度，两端合计起来通常会达到2～5节车厢长。本发明给出了一种解决方案，能够在不加长车站站台层长度的条件下增加列车的长度。
技术问题
如何在不增加车站总长度的条件下增加列车编组的长度，如何缩短乘客的上客和下客时间长度以及进入和走出临车区域的时间长度，以避免滞留在临车区域中的乘客数量持续增加。
为了解决这些问题，提出以下技术方案。
发明内容
一种城市轨道交通车站岛式站台或分离岛式站台，其特征包括：
(1)整个站台包括组合区与常规区域；
(2)组合区分为端部组合区和非端部组合区，所述站台包含至少一个端部组合区或/和至少一个非端部组合区；
(3)组合区包括临车区域与非临车区域，临车区域处在站台的两侧；
(4)在整个站台中至少存在一个具有如下特性的组合区，在该组合区中站台两侧临车区域之间存在有至少一个连接通道。
进一步地，
在整个站台中至少存在有一个这样的组合区，该组合区的至少一侧的临车区域具有以下的特性甲或/和特性乙：
(1)所述特性甲为，
该临车区域与非临车区域的分界线是以下之一：
a.平行于站台边缘的直线，
b.不平行于站台边缘的直线，
c.由两个或两个以上直线段连接而成的连续折线，
d.曲线，
e.由直线段与曲线段连接而成的线；
(2)所述特性乙为，
在任何位置上临车区域的宽度都相等；或者，
至少存在两个位置，在这两个位置上临车区域的宽度不相等。
进一步地，在所述站台的至少一个端部组合区中，至少有一个临车区域含有具有以下特性的区域Z，
(i)在所述区域Z的任何部分都允许乘客出现，
(ii)所述区域Z的长度超出1节车厢的长度；
优选地，所述临车区域Z的长度为1～2节车厢长度，或为2～3节车厢长度，或大于3节车厢长度；优选地，所述区域Z的长度等于其所在临车区域的长度。
进一步地，在所述站台的至少一个端部组合区中的至少有一个临车区域内存在至少一个具有如下特征的横截面，所述横截面的宽度为0.8～1.2m，或者1.2～1.5m，或者1.5～1.8m，或者1.8～2.5m，或者大于2.5m。
进一步地，所述岛式站台是混合式站台中一部分。
进一步地，所述连接通道顶板的高度低于站台层顶板高度，在连接通道的顶板与站台层的顶板之间存在空隙，用作连通所述连接通道的两侧设备房的空气通道。
进一步地，
在整个站台中至少存在有一个组合区具有如下的特性W1；所述特性W1是，在该组合区中的上行或/和下行临车区域中，至少有一个临车区域具有如下的特性W2；所述特性W2是，在所述临车区域中存在有一段或多段区域具有以下的特征W3；所述特征W3是，如果在所述一段或多段的区域中任选一个所述一段区域记为区域P，则区域P具有以下特性：
至少在一个时间段内，在停靠于所述区域P所在站台一侧的各趟列车中，至少有一趟列车与所述区域P以及乘降行为之间的关系模式是以下之一，
(1)模式A，(只下)
对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；面对着所述区域P的那段车厢都是只允许下客，不允许上客；
对于所述区域P，所述列车称为区域P的A类列车；
(2)模式B，(下优)
对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；与所述区域P对应的那段列车，虽然允许上客和下客，但是要根据下车人数确定允许上车的人数；
对于所述区域P，所述列车称为区域P的B类列车；
(3)模式C，(只上)
对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；与所述区域P对应的那段列车只允许上客，不允许下客；
对于所述区域P，所述列车称为区域P的C类列车；
(4)模式D，(双客)
对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；与所述区域P对应的那段列车，既允许上客，又允许下客；
对于所述区域P，所述列车称为区域P的D类列车；
(5)模式E，(非客)
对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；与所述区域P对应的那段列车，既不允许上客，又不允许下客，但允许乘客出现在所述区域P中；
对于所述区域P，所述列车称为区域P的E类列车；
(6)模式F，(无车)
对于停靠在所述区域P所在站台一侧的列车，没有任何有车厢或车门面对着所述区域P的任何部分，在所述区域P内既不能上客，又不能下客，但允许乘客出现在所述区域P中；
对于所述区域P，所述列车称为区域P的F类列车。
(7)模式G(零客)
对于停靠在所述区域P所在站台一侧的列车，列车中有车厢面对着所述区域P的全部长度范围，在区域P中不能出现乘客，因此在区域P内既不能上客，也不能下客；
对于所述区域P，所述列车称为区域P的G类列车。
进一步地，至少在所述时间段内，停靠于所述区域P所在站台一侧的列车都具有以下特征，
(1)任何一趟列车是以下之一，区域P的A类列车、B类列车、C类列车、D类列车、E类列车、F类列车、G类列车；
(2)任何两趟列车都是同类列车；
所述同类列车的含义是，两趟列车都是A类、或都是B类、或都是C类、或都是E类、或都是F类、或都是G列车。
进一步地，至少在所述时间段内，在停靠于所述区域P所在站台一侧的各趟列车中，至少有两趟相邻列车是具有以下特征：
(1)这两趟相邻列车各自都是以下之一，区域P的A类列车、B类列车、C类列车、D类列车、E类列车、F类列车；
(2)这两趟相邻列车不是同类列车。
进一步地，至少在所述时间段内，在停靠于所述区域P所在站台一侧的各趟列车中，至少有三趟依次停靠的列车具有以下特征：
(1)这三趟相邻列车各自都是以下之一，区域P的A类列车、B类列车、C类列车、D类列车、E类列车、F类列车；
(2)在这三趟依次停靠的列车中，至少有两趟列车不是同类列车；
优选地，在所述三趟列车中，任何两趟列车都不是同类列车；优选地，在所述三趟列车中，只有两趟列车不是同类列车。
进一步地，在所述时间段内，所述区域P是以下之一，I型区域、IJ型区域、IJK型区域、IJKL型区域、IJKLM型区域；
(一)
所述I型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类列车；I的取值为以下之一A、B、C、D、E、F、G；在所述时间段内，对于任何一趟列车，I的取值都不发生变化；
(二)
所述IJ型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类或J类列车；
所述IJK型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类或J类或K类列车；
所述IJKL型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类或J类或K或L类列车；
所述JKLM型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类或J类或K或L类或M类列车；
(三)
在所述IJ型区域、IJK型区域和IJKL型区域和IJKLM型区域的名称中，符号I、J、K、L、M为通用符号，具有如下特性；
(1)符号I、J、K、L、M各自的取值为以下之一A、B、C、D、E、F、G；
(2)在符号I、J、K、L、M中，任何两个符号的取值都不相同；
在IJ型区域的名称中，要求I≠J；
在IJK型区域的名称中，要求I≠J，I≠K，J≠K；
在IJKL型区域的名称中，要求I≠J，I≠K，I≠L，J≠K，J≠L，K≠L；
在IJKLM型区域的名称中，要求I≠J，I≠K，I≠L，I≠M，J≠K，J≠L，J≠M，K≠L，K≠M，L≠M。
进一步地，在所述时间段内，所述区域P是I型区域，所述I型区域是以下7种区域之一：
(1)A型区域——下客区，
所述A型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式A；A型区域也称为下客区；
(2)B型区域——下客优先区，
所述B型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式B；B型区域也称为下客优先区：
(3)C型区域——上客区，
所述C型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式C；C型区域也称为上客区；
(4)D型区域——双客区，
所述D型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式D；D型区域也称为双客区；
(5)E型区域——非客区，
所述E型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式E；E型区域也称为非客区；
(6)F型区域——无车区；
所述F型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式F；F型区域也称为无车区。
(7)G型区域——零客区，
所述G型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式G；G型区域也称为零客区。
进一步地，在所述时间段内，所述区域P具有以下四个特征之一，
(一)所述区域P是IJ型区域，所述IJ型区域的选择范围包括，
(1)AB型区域、(2)AC型区域、(3)AD型区域、(4)AE型区域、(5)AF型区域、(6)BC型区域、(7)BD型区域、(8)BE型区域、(9)BF型区域、(10)CD型区域、(11)CE型区域、(12)CF型区域、(13)DE型区域、(14)DF型区域、(15)EF型区域；
(二)所述区域P是IJK型区域，所述IJK型区域的选择范围包括，
(1)ABC型区域、(2)ABD型区域、(3)ABE型区域、(4)ABF型区域、(5)ACD型区域、(6)ACE型区域、(7)ACF型区域、(8)ADE型区域、(9)ADF型区域、(10)BCD型区域、(11)BCE型区域、(12)BCF型区域、(13)BDE型区域、(14)BDF型区域、(15)CDE型区域、(16)CDF型区域、(17)AEF型区域、(18)BEF型区域、(19)CEF型区域、(20)DEF型区域；
(三)所述区域P是IJKL型区域，所述IJKL型区域的选择范围包括，
(1)ABEF型区域、(2)ACEF型区域、(3)ADEF型区域、(4)BCEF型区域、(5)BDEF型区域、(6)CDEF型区域、(7)ABCE型区域、(8)ABCF型区域、(9)ABDE型区域、(10)ABDF型区域、(11)ACDE型区域、(12)ACDF型区域；
(四)所述区域P是IJKLN型区域，所述IJKLM型区域的选择范围包括，
(1)ABCEF型区域、(2)ABDEF型区域、(3)ACDEF型区域、(4)BCDEF型区域。
进一步地，所述区域P所在的临车区域全部是区域P。
进一步地，在所述时间段内所述区域P还具有以下特性：
区域P的至少一个端部边界是以下之一，a型边界、b型边界、c型边界、d型边界；
所述a型边界也称为只入边界，乘客允许穿过a型边界进入到区域P，但不允许从区域P穿过a型边界走出；
所述b型边界也称为只出边界，乘客允许从区域P穿过b型边界走出，但不允许穿过b型边界进入到区域P；
所述c型边界也称为双向边界，乘客允许从区域P穿过c型边界走出，也允许穿过c型边界进入到区域P；
所述d型边界也称为禁行边界，既不允许乘客从区域P穿过d型边界走出，也不允许乘客穿过d型边界进入到区域P。
进一步地，在所述时间段内，候车乘客的行走路径具有以下三个特征之一，
(1)区域P中的全部候车乘客，在从常规区域到达候车位置的过程中，途径区域P所在组合区中的连接通道；
(2)区域P中的全部候车乘客，在从常规区域到达候车位置的过程中，经过区域P所在临车区域和该临车区域的临常端，不经过连接通道；
(3)在区域P中，候车乘客至少包括甲乙两部分，
甲部分候车乘客，在从常规区域到达候车位置的过程中，途径区域P所在组合区中的连接通道；
乙部分候车乘客，在从常规区域到达候车位置的过程中，经过区域P所在临车区域和该临车区域的临常端，不经过连接通道。
进一步地，其特征是，在所述时间段内，下车乘客的行走路径具有以下三个特征之一，
(1)全部下车到区域P的乘客，在从下车位置走到常规区域的过程中，途径区域P所在组合区中的连接通道；
(2)全部下车到区域P的乘客，在从下车位置走到常规区域的过程中，经过区域P所在临车区域和该临车区域的临常端，不经过连接通道；
(3)一部分下车到区域P的乘客，在从下车位置走到常规区域的过程中途径区域P所在组合区中的连接通道；至少还有一部分下车到区域P的乘客，在从下车位置走到常规区域的过程中，经过区域P所在临车区域和该临车区域的临常端，不经过连接通道。
进一步地，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或者特征II，
(一)所述特征I为，
(1)整个上行临车区域或者上行临车区域中的某一段区域为以下之一，
B型、BE型、BF型、BEF型，
C型、CE型、CF型、CEF型，
D型、DE型、DF型、DEF型，
AB型、ABE型、ABF型、ABEF型，
AC型、ACE型、ACF型、ACEF型，
AD型、ADE型、ADF型、ADEF型，
BC型、BCE型、BCF型、BCEF型，
BD型、BDE型、BDF型、BDEF型，
CD型、CDE型、CDF型，CDEF型区域；
(2)在上行临车区域中或者在上行临车区域内的某一段区域中的至少一部分候车乘客，在从常规区域走到候车位置的过程中，经过上行临车区域的临常端进入到上行临车区域，然后沿着上行临车区域走到候车位置；
(二)所述特征II为，
(1)整个下行临车区域或者下行临车区域中的某一段区域为以下之一，
B型、BE型、BF型、BEF型，
C型、CE型、CF型、CEF型，
D型、DE型、DF型、DEF型，
AB型、ABE型、ABF型、ABEF型，
AC型、ACE型、ACF型、ACEF型，
AD型、ADE型、ADF型、ADEF型，
BC型、BCE型、BCF型、BCEF型，
BD型、BDE型、BDF型、BDEF型，
CD型、CDE型、CDF型，CDEF型区域；
(2)在下行临车区域中的或者在下行临车区域内的某一段区域中的至少一部分候车乘客，在从常规区域走到候车位置的过程中，经过下行临车区域的临常端进入到下行临车区域，然后沿着下行临车区域走到候车位置。
进一步地，
停靠于所述CE型区域的列车的周期排列为C-E或C-E-E或C-C-E，
停靠于所述CF型区域的列车的周期排列为C-F或C-F-F或C-C-F，
停靠于所述CEF型区域的列车的周期排列为C-E-F或C-E-C-F或C-E-C-E-F或C-E-C-F-E或C-C- E-F，
停靠于所述DE型区域的列车的周期排列为D-E或D-E-E或D-D-E，
停靠于所述DF型区域的列车的周期排列为D-F或D-F-F或D-D-F，
停靠于所述DEF型区域的列车的周期排列为D-E-F或D-E-D-F或D-E-D-E-F或D-E-D-F-E或D-D-E-F，
停靠于所述CDE型区域的列车的周期排列为C-D-E或C-D-E-E或C-E-D-E或C-E-D-E-E，
停靠于所述CDF型区域的列车的周期排列为C-D-F或C-D-F-F或C-F-D-F或C-F-D-F-F，
停靠于所述CDEF型区域的列车的周期排列为C-D-E-F或C-E-D-F或C-E-D-E-F或C-E-D-F-E或C-E-D-F-F。
停靠于所述DE型区域的列车的周期排列为D-E或D-E-E或D-D-E，
停靠于所述DF型区域的列车的周期排列为D-F或D-F-F或D-D-F，
停靠于所述DEF型区域的列车的周期排列为D-E-F或D-E-D-F或D-E-D-E-F或D-E-D-F-E或D-D-E-F。
进一步地，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或/和特征II，
(一)所述特征I为，
(1)上行临车区域或者上行临车区域中的某一段区域为以下之一，
A型、AE型、AF型、AEF型区域；
(2)在所述上行临车区域内的或者在所述上行临车区域中的所述某一段区域内的至少一部分下车乘客，在从下车位置走到常规区域的过程中，途径上行临车区域、上行临车区域的临常端。
(二)所述特征II为，
(1)下行临车区域或者下行临车区域中的某一段区域为以下之一，
A型、AE型、AF型、AEF型区域；
(2)在所述下行临车区域内的或者在所述下行临车区域中的所述某一段区域内的至少一部分下车乘客，在从下车位置走到常规区域的过程中，途径下行临车区域、下行临车区域的临常端；
进一步地，
停靠于所述AE型区域的列车的周期排列为A-E或A-E-E或A-A-E，
停靠于所述AF型区域的列车的周期排列为A-F或A-F-F或A-A-F，
停靠于所述AEF型区域的列车的周期排列为A-E-F或A-E-A-F或A-E-A-E-F或A-A-E-F.
进一步地，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或者特征II，
(一)所述特征I为，
(1)上行临车区域或者上行临车区域中的某一区域为以下之一，
A型、AE型、AF型、AEF型，
B型、BE型、BF型、BEF型，
D型、DE型、DF型、DEF型，
AB型、ABE型、ABF型、ABEF型，
AC型、ACE型、ACF型、ACEF型，
AD型、ADE型、ADF型、ADEF型，
BC型、BCE型、BCF型、BCEF型；
CD型、CDE型、CDF型、CDEF型区域；
(2)下车到所述上行临车区域中或者下车到所述上行临车区域内的所述某一区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，依次途径上行临车区域、连接通道、下行临车区域、下行临车区域的临常端；
(二)所述特征II为，
(1)下行临车区域或者下行临车区域中的某一区域为以下之一，
A型、AE型、AF型、AEF型，
B型、BE型、BF型、BEF型，
D型、DE型、DF型、DEF型，
AB型、ABE型、ABF型、ABEF型，
AC型、ACE型、ACF型、ACEF型，
AD型、ADE型、ADF型、ADEF型，
BC型、BCE型、BCF型、BCEF型；
CD型、CDE型、CDF型、CDEF型区域；
(2)下车到下行临车区域中的或者下车到下行临车区域内的某一区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，依次途径下行临车区域、连接通道、上行临车区域、上行临车区域的临常端。
进一步地，
停靠于所述AE型区域的列车的周期排列为A-E或A-E-E或A-A-E，
停靠于所述AF型区域所在站台一侧的列车的周期排列为A-F或A-F-F或A-A-F，
停靠于所述AEF型区域所在站台一侧的列车的周期排列为A-E-F或A-E-A-F或A-E-A-E-F或A-A-E-F，
停靠于所述AB型区域的列车的周期排列为A-B或A-B-B或A-A-B，
停靠于所述ABE型区域的列车的周期排列为A-B-E或A-E-B或A-E-B-E或A-A-E-B，
停靠于所述ABF型区域的列车的周期排列为A-B-F或A-F-B或A-F-B-F或A-A-F-B，
停靠于所述ABEF型区域的列车的周期排列为A-E-B-F或A-F-B-E或A-B-E-F或A-A-E-B-F。
停靠于所述AC型区域的列车的周期排列为A-C或A-C-C或A-A-C，
停靠于所述ACE型区域的列车的周期排列为A-C-E或A-E-C-E或A-A-C-E或A-C-C-E或A-A-E-C或A-A-E-C-E或A-A-E-C-C-E，
停靠于所述ACF型区域所在站台一侧的列车的周期排列为A-C-F或A-F-C-E或A-A-C-F或A-C-C-F或A-A-F-C或A-A-F-C-F或A-A-F-C-C-F，
停靠于所述AD型区域的列车的周期排列为A-D或A-D-D或A-A-D，
停靠于所述ADE型区域的列车的周期排列为A-D-E或A-E-D或A-E-D-E或A-A-E-D，
停靠于所述ADF型区域的列车的周期排列为A-D-F或A-F-D或A-F-D-F或A-A-F-D，
停靠于所述ADEF型区域的列车的周期排列为A-E-D-F或A-F-D-E或A-D-E-F或A-A-E-D-F。
停靠于所述BC型区域的列车的周期排列为C-B或C-B-B或C-C-B，
停靠于所述BCE型区域的列车的周期排列为C-B-E或C-E-B或C-E-B-E或C-C-E-B，
停靠于所述BCF型区域的列车的周期排列为C-B-F或C-F-B或C-F-B-F或C-C-F-B，
停靠于所述BCEF型区域的列车的周期排列为C-E-B-F或C-F-B-E或C-B-E-F或C-C-E-B-F。
停靠于所述CD型区域的列车的周期排列为C-D或C-D-D或C-C-D，
停靠于所述CDE型区域的列车的周期排列为C-D-E或C-E-D或C-E-D-E或C-C-E-D，
停靠于所述CDF型区域的列车的周期排列为C-D-F或C-F-D或C-F-D-F或C-C-F-D，
停靠于所述CDEF型区域的列车的周期排列为C-E-D-F或C-F-D-E或C-D-E-F或C-C-E-D-F。
进一步地，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或者特征II，
(一)所述特征I为，
(1)上行临车区域或者上行临车区域中的某一区域为以下之一，
A型、AE型、AF型、AEF型，
B型、BE型、BF型、BEF型，
D型、DE型、DF型、DEF型，
AB型、ABE型、ABF型、ABEF型，
AC型、ACE型、ACF型、ACEF型，
AD型、ADE型、ADF型、ADEF型，
BC型、BCE型、BCF型、BCEF型；
CD型、CDE型、CDF型、CDEF型区域；
(2)整个下行临车区域为以下之一，A型、AE型、AF型、AEF型、E型、F型、EF型；
(3)下车到所述上行临车区域中或者下车到所述上行临车区域内的所述某一区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，依次途径上行临车区域、连接通道、下行临车区域、下行临车区域的临常端；
(二)所述特征II为，
(2)下行临车区域或者下行临车区域中的某一区域为以下之一，
A型、AE型、AF型、AEF型，
B型、BE型、BF型、BEF型，
D型、DE型、DF型、DEF型，
AB型、ABE型、ABF型、ABEF型，
AC型、ACE型、ACF型、ACEF型，
AD型、ADE型、ADF型、ADEF型，
BC型、BCE型、BCF型、BCEF型；
CD型、CDE型、CDF型、CDEF型区域；
(2)整个上行临车区域为以下之一，A型、AE型、AF型、AEF型、E型、F型、EF型；
(3)下车到下行临车区域中的或者下车到下行临车区域内的某一区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，依次途径下行临车区域、连接通道、上行临车区域、上行临车区域的临常端。
进一步地，
停靠于所述AE型区域的列车的周期排列为A-E或A-E-E或A-A-E，
停靠于所述AF型区域所在站台一侧的列车的周期排列为A-F或A-F-F或A-A-F，
停靠于所述AEF型区域所在站台一侧的列车的周期排列为A-E-F或A-E-A-F或A-E-A-E-F或A-A-E-F，
停靠于所述AB型区域的列车的周期排列为A-B或A-B-B或A-A-B，
停靠于所述ABE型区域的列车的周期排列为A-B-E或A-E-B或A-E-B-E或A-A-E-B，
停靠于所述ABF型区域的列车的周期排列为A-B-F或A-F-B或A-F-B-F或A-A-F-B，
停靠于所述ABEF型区域的列车的周期排列为A-E-B-F或A-F-B-E或A-B-E-F或A-A-E-B-F。
停靠于所述AC型区域的列车的周期排列为A-C或A-C-C或A-A-C，
停靠于所述ACE型区域的列车的周期排列为A-C-E或A-E-C-E或A-A-C-E或A-C-C-E或A-A-E-C或A-A-E-C-E或A-A-E-C-C-E，
停靠于所述ACF型区域所在站台一侧的列车的周期排列为A-C-F或A-F-C-E或A-A-C-F或A-C-C-F或A-A-F-C或A-A-F-C-F或A-A-F-C-C-F，
停靠于所述AD型区域的列车的周期排列为A-D或A-D-D或A-A-D，
停靠于所述ADE型区域的列车的周期排列为A-D-E或A-E-D或A-E-D-E或A-A-E-D，
停靠于所述ADF型区域的列车的周期排列为A-D-F或A-F-D或A-F-D-F或A-A-F-D，
停靠于所述ADEF型区域的列车的周期排列为A-E-D-F或A-F-D-E或A-D-E-F或A-A-E-D-F。
停靠于所述BC型区域的列车的周期排列为C-B或C-B-B或C-C-B，
停靠于所述BCE型区域的列车的周期排列为C-B-E或C-E-B或C-E-B-E或C-C-E-B，
停靠于所述BCF型区域的列车的周期排列为C-B-F或C-F-B或C-F-B-F或C-C-F-B，
停靠于所述BCEF型区域的列车的周期排列为C-E-B-F或C-F-B-E或C-B-E-F或C-C-E-B-F。
停靠于所述CD型区域的列车的周期排列为C-D或C-D-D或C-C-D，
停靠于所述CDE型区域的列车的周期排列为C-D-E或C-E-D或C-E-D-E或C-C-E-D，
停靠于所述CDF型区域的列车的周期排列为C-D-F或C-F-D或C-F-D-F或C-C-F-D，
停靠于所述CDEF型区域的列车的周期排列为C-E-D-F或C-F-D-E或C-D-E-F或C-C-E-D-F。
进一步地，在所述时间段内，在所述站台中，至少一个组合区采用的乘降模式具有以下的特征I或者特征II，
(一)所述特征I为，
(1)上行临车区域或者上行临车区域中的某一段区域为以下之一，
C型、CE型、CF型、CEF型，
B型、BE型、BF型、BEF型，
D型、DE型、DF型，DEF型区域，
BC型、BCE型、BCF型、BCEF型，
CD型、CDE型、CDF型，CDEF型，
(2)在所述上行临车区域内的或者在所述上行临车区域中的所述某一段区域内的至少一部分候车乘客，在从常规区域走到候车位置的过程中，途径下行临车区域的临常端、下行临车区域、连接通道、上行临车区域；
(二)所述特征II为，
(1)下行临车区域或者下行临车区域中的某一段区域为以下之一，
C型、CE型、CF型、CEF型，
B型、BE型、BF型、BEF型，
D型、DE型、DF型，DEF型区域，
BC型、BCE型、BCF型、BCEF型，
CD型、CDE型、CDF型，CDEF型，
(2)在所述下行临车区域内或者在所述下行临车区域中的所述某一段区域内，至少一部分候车乘客在从常规区域走到候车位置的过程中，途径上行临车区域的临常端、上行临车区域、连接通道、下行临车区域。
进一步地，
停靠于所述CE型区域的列车的周期排列为C-E或C-E-E或C-C-E，
停靠于所述CF型区域的列车的周期排列为C-F或C-F-F或C-C-F，
停靠于所述CEF型区域的列车的周期排列为C-E-F或C-E-C-F或C-C-E-F，
停靠于所述DE型区域的列车的周期排列为D-E或D-E-E或D-D-E，
停靠于所述DF型区域的列车的周期排列为D-F或D-F-F或D-D-F，
停靠于所述DEF型区域的列车的周期排列为D-E-F或D-E-D-F或D-D-E-F，
停靠于所述CD型区域的列车的周期排列为C-D或C-C-D或C-D-D，
停靠于所述CDE型区域的列车的周期排列为C-D-E或C-E-D或C-E-D-E，
停靠于所述CDF型区域的列车的周期排列为C-D-F或C-F-D或C-F-D-F，
停靠于所述CDEF型区域的列车的周期排列为C-D-E-F或C-E-D-F或C-F-D-E或C-E-D-E-F。
进一步地，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或者特征II，
(一)所述特征I为，
(1)上行临车区域或者上行临车区域中的某一区域为以下之一，
B型、BE型、BF型、BEF型，
D型、DE型、DF型、DEF型，
AB型、ABE型、ABF型、ABEF型，
AC型、ACE型、ACF型、ACEF型，
AD型、ADE型、ADF型、ADEF型，
BC型、BCE型、BCF型、BCEF型；
CD型、CDE型、CDF型、CDEF型区域；
(2)整个下行临车区域为以下之一，A型、AE型、AF型、AEF型、E型、F型、EF型；
(3)下车到所述上行临车区域中或者下车到所述上行临车区域内的所述某一区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，依次途径上行临车区域、连接通道、下行临车区域、下行临车区域的临常端；
(4)下车到所述下行临车区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，途径下行临车区域、下行临车区域的临常端；
(5)在上行临车区域中或者在上行临车区域内的某一段区域中的至少一部分候车乘客，在从常规区域走到候车位置的过程中，经过上行临车区域的临常端进入到上行临车区域，然后沿着上行临车区域走到候车位置；
(二)所述特征II为，
(1)下行临车区域或者下行临车区域中的某一区域为以下之一，
A型、AE型、AF型、AEF型，
B型、BE型、BF型、BEF型，
D型、DE型、DF型、DEF型，
AB型、ABE型、ABF型、ABEF型，
AC型、ACE型、ACF型、ACEF型，
AD型、ADE型、ADF型、ADEF型，
BC型、BCE型、BCF型、BCEF型；
CD型、CDE型、CDF型、CDEF型区域；
(2)整个上行临车区域为以下之一，A型、AE型、AF型、AEF型、E型、F型、EF型；
(3)下车到下行临车区域中的或者下车到下行临车区域内的某一区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，依次途径下行临车区域、连接通道、上行临车区域、上行临车区域的临常端；
(4)下车到所述上行临车区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，途径上行临车区域、上行临车区域的临常端；
(5)在下行临车区域中或者在下行临车区域内的某一段区域中的至少一部分候车乘客，在从常规区域走到候车位置的过程中，经过下行临车区域的临常端进入到下行临车区域，然后沿着下行临车区域走到候车位置。
进一步地，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或者特征II，
(一)所述特征I为，
(1)整个上行临车区域和整个下行临车区域各自为以下之一，A型、AE型、AF型、AEF型；
(2)一部分下车到所述上行临车区域中的乘客，在从下车位置走到常规区域的过程中，途径上行临车区域、上行临车区域的临常端；至少还有一部分下车到所述上行临车区域中的乘客，在从下车位置走到常规区域的过程中，途径上行临车区域、连接通道、下行临车区域、下行临车区域的临常端；
(3)下车到所述下行临车区域中的乘客，在从下车位置走到常规区域的过程中，途径下行临车区域、下行临车区域的临常端；
(二)所述特征II为，
(1)整个上行临车区域和整个下行临车区域各自为以下之一，A型、AE型、AF型、AEF型；
(2)一部分下车到所述下行临车区域中的乘客，在从下车位置走到常规区域的过程中，途径下行临车区域、下行临车区域的临常端；至少还有一部分下车到所述下行临车区域中的乘客，在从下车位置走到常规区域的过程中，途径下行临车区域、连接通道、上行临车区域、上行临车区域的临常端；
(3)下车到所述上行临车区域中的乘客，在从下车位置走到常规区域的过程中，途径上行临车区域、上行临车区域的临常端。
进一步地，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或者特征II，
(一)所述特征I为，
(1)整个上行临车区域为以下之一，C型、CE型、CF型、CEF型；整个下行临车区域为以下之一，C型、CE型、CF型、CEF型、E型、F型、EF型；
(2)在上行临车区域中，候车乘客至少包括甲乙两部分，
甲部分候车乘客，在从常规区域到达候车位置的过程中，先经过上行临车区域的临常端，然后沿着上行临车区域走到候车位置；
乙部分候车乘客，在从常规区域到达候车位置的过程中，依次经过下行临车区域的临常端、下行临车区域、连接通道、上行临车区域；
(3)当下行临车区域为C型或CE型或CF型或CEF型区域时，在下行临车区域候车的乘客，先经过下行临车区域的临常端，然后沿着下行临车区域走到候车位置；
(二)所述特征II为，
(1)整个下行临车区域为以下之一，C型、CE型、CF型、CEF型；整个上行临车区域为以下之一，C型、CE型、CF型、CEF型、E型、F型、EF型；
(2)在下行临车区域中的候车乘客至少包括甲乙两部分，
甲部分候车乘客，在从常规区域到达候车位置的过程中，先经过下行临车区域的临常端，然后沿着下行临车区域走到候车位置；
乙部分候车乘客，在从常规区域到达候车位置的过程中，依次经过上行临车区域的临常端、上行临车区域、连接通道、下行临车区域；
(3)当上行临车区域为C型或CE型或CF型或CEF型区域时，在上行临车区域候车的乘客，先经过下行临车区域的临常端，然后沿着上行临车区域走到候车位置；当上行临车区域为E型或F型或EF型区域时，在上行临车区域中没有候车乘客。
进一步地，在所述时间段内，在所述站台中，
至少有一个端部组合区采用以下模式之一运行，甲型模式、乙型模式、丁型模式、戊型模式；或/和，
至少有一个非端部组合区采用以下模式之一运行，模式FM1、模式FM2、模式FM3、模式FM4、模式FM5。
进一步地，所述站台具有以下的五个特征之一：
(1)所述甲型模式的选择范围至少包括甲1型、甲2型、甲3型、甲4型、甲5型、甲6型模式；
(2)所述乙型模式的选择范围至少包括乙1型、乙2型、乙3型、乙4型、乙5型、乙6型、乙7型、乙8型模式；
(3)所述丙型模式的选择范围至少包括丙1型、丙2型、丙3型、丙4型、丙5型、丙6型、丙7型、丙8型、丙9型、丙10型模式；
(4)所述丁型模式的选择范围至少包括丁1型、丁2型、丁3型；
(5)所述戊型模式的选择范围至少包括戊1型和戊2型模式。
进一步地，所述站台具有以下的四个特征之一：
(1)所述模式FM2的选择范围至少包括，FM21、FM22、FM23、FM24；
(2)所述模式FM3的选择范围至少包括，模式FM31或FM32；
(3)所述模式FM4的选择范围至少包括，模式FM41、FM42；
(4)所述模式FM5的选择范围至少包括，模式FM51或模式FM52。
技术效果
增加列车编组，提高运力。并且，在临车区域很长(2～5节车厢)的条件下，大幅度地压缩了乘客在进入和离开的过程中对单个临车区域的占用时间。避免因进出部组合区的时间过长而增加发车间隔时间。
附图说明
图1站台中各种区域的图例
图2优选端部组合区的结构形式，上行和下行临车区域各自只含有1个待定区域，4个连接通道；
图3优选端部组合区的结构形式，上行临车区域含2个待定区域，下行临车区域含1个待定区域，4个连接通道；图4优选端部组合区的结构形式，上行和下行临车区域各自含有2个待定区域，4个连 接通道；图5优选端部组合区的结构形式，上行临车区域含1个是G型区域和1待定区域，下行临车区域含1个待定区域，2个连接通道；；图6优选非端部组合区的结构形式，上行和下行临车区域各自只含有1个待定区域，3个连接通道；图7优选非端部组合区的结构形式，上行和下行临车区域各自含有2个待定区域，1个连接通道；图8优选非端部组合区的结构形式，上行和下行临车区域各自含有2个待定区域，3个连接通道；图9优选非端部组合区的结构形式，上行临车区域含3个待定区域，下行临车区域含1个待定区域，3个连接通道；图10优选非端部组合区的结构形式，上行临车区域含3个待定区域，下行临车区域含2个待定区域，3个连接通道；
具体实施方式
1.术语说明
长度
如果无特殊说明，本文中所有区域的长度都是指沿着停靠列车长度方向的长度。
宽度
如果无特殊说明，本文中所有区域的宽度都是指沿着列车宽度方向的尺寸。
常规区域
常规区域的特征是，区域宽度等于站台宽度。
优选地，常规区域是矩形区域或近似矩形的区域。
常规区域该区域有以下性质：
(1)至少在某一时间段内，与常规区域对着的停靠车厢允许上客或/和下客；
(2)有通道通向站厅层或通向与进出站口相连的其他通道，进站的乘客能够从检票口或进站口走到常规区域，出站的乘客能够从常规区域走到出站口。
所述连接通道包括，连接到站厅层的楼扶梯，直接与地面或与车站的其它通道相连的楼扶梯或其它通道等；连接通道本身占用的空间可以在常规区域范围之内，也可以在其之外。
当常规区域中的楼扶梯两侧的区域很长或/和较窄，乘客候车与乘客穿行相互影响严重时，需要把楼扶梯的影响区域与楼扶梯两侧的区域合起来视为组合区，楼扶梯的影响区域视为非临车区域，影响区域两侧的区域视为临车区域。
面对着、对着
一段车厢S0面对着或者对着站台上的一段区域S1的含义是：如果对所述那段车厢S0向着所区域S1做投影，投影方向垂直于铁轨长度方向，则所述那段车厢的投影的任何一端落在那段区域S1的两端之间，或者落在区域S1的端部。
例如，一段车厢S0面对着或者对着临车区域S1。这个陈述包括三种含义：(1)那段车厢S0的投影的两端与临车区域S1的两端对齐；(2)那段车厢S0的投影的两端都落在临车区域S1的两端之间；(3)那段车厢S0的投影的一端与临车区域S1的一端对其，另一端落在临车区域S1的两端之间。
楼扶梯影响区域
因楼扶梯的存在使得站台地面高度的平面上不适合乘客站立停留和站立行走的区域。
组合区
一个组合区包括长度相同或长度相近的临车区域和非临车区域，组合区的宽度等于站台的宽度。
组合区至少存在以下三种形式：
(1)在同一个组合区中，临车区域与非临车区域之间存在有物理边界。所述物理边界包含但不限于：
(i)隔离装置的表面，例如墙体的表面，栅栏的等；
(ii)地质介质的表面，例如，在站台层的高度范围内，非临车区域的内部都是地下岩石，临车区域
的内部是从岩石中开挖出来的空间。
(2)在同一个组合区中，某一临车区域与非临车区域之间没有物理边界。例如，组合区中临车区域与非临车区域都属于同一个设备房间的一部分，或者都属于同一个地质介质占据的区域，这种情况出现时，临车区域是无客区。
(3)在同一个组合区中，一部分长度的临车区域与非临车区域之间存在有物理边界，另一部分长度的 临车区域与非临车区域之间没有物理边界。
在岛式站台中，一个组合区中有两个临车区域。在属于分离岛式站台的每个行驶方向的站台中，一个组合区中只有一个临车区域。在岛侧式站台中，属于岛式站台的每个组合区有两个临车区域，属于侧式站台的每个组合区只有一个临车区域。
临车区域
临车区域是组合区中紧邻停靠列车的区域，其一侧的边界是站台边缘。
优选地，至少在一个端部组合区中的至少一个临车区域设置有一个进出口，该进出口处在临车区域与常规区域的交界处；乘客只能通过相邻的常规区域进入和/或走出端部组合区中的临车区域。
优选地，在至少有一个端部组合区的至少一个临车区域设置有与之相连的乘客通道，该通道通向地面或/和车站的其他区域，乘客能够从所述临车区域进入所述乘客通道，反之亦行。优选地，所述乘客通道通向站厅层，或/和通向与其它站台相连的通道、或/和通向与车站的进出口联通的车站的其他区域。优选地，乘客通道连接在所述临车区域的远常端；优选地，所述乘客通道连接在临车区域两端以外位置。
优选地，至少在一个非端部组合区中存在至少一个这样的临车区域，该临车区域至少有一端是临车区域的进出口，乘客能够通过相邻的常规区域进入和/或走出临车区域。优选地，在至少一个非端部组合区中至少存在一个这样的临车区域，在该临车区域端部以外的位置中存在另外的通道，该通道通向车站的其它区域或车站之外。
上行方向、下行方向
岛式站台两侧列车的行驶方向相反。为了描述需要，任选其中一侧列车的行驶方向为上行方向，则另一侧列车的行驶方向就为下行方向。
上行临车区域
上行临车区域是靠近上行停靠列车的临车区域。
下行临车区域
下行临车区域是靠近下行停靠列车的临车区域。
非临车区域
非临车区域与停靠列车之间还隔着临车区域或/和其它区域。
端部组合区
端部组合区是处在或靠近站台的端部的组合区，其特点是组合区只有一端与常规区域相邻。
非端部组合区
非端部组合区的特点是在组合区的两端都与常规区域相邻。
优选地，乘客可以从常规区域穿过临车区域的端部进入临车区域，或/和，从临车区域穿过所述临车区域的端部进入常规区域。
楼扶梯影响区域
因楼扶梯的存在使得站台地面高度的平面上不适合乘客站立停留和站立行走的区域。
下客区
下客区是一段临车区域，当列车停靠时下客区域面对的那段车厢只允许乘客下车进入下客区，不允许乘客从下客区上车进入到车厢乘坐。
优选地，下客区的长度小于临车区域的长度，优选地下客区的长度等于临车区域的长度。
优选地，站台上的乘客从下客区的一端或两端进出下客区，或/和从其他通道进出下客区。优选地，所述其他通道为双临通道，或/和跨区通道。所述跨区通道通向地面，或/和通向站厅层，或/和通向与其它站台相连的通道、或/和通向与车站的进出口联通的车站的其他区域。
上客区
上客区是一段临车区域，当列车停靠时上客区域面对的那段车厢不允许乘客下车进入上客区，但允许乘客从上客区上车进入到车厢乘坐。
双客区
双客区是一段临车区域，当列车停靠时双客区域面对的那段车厢允许乘客下车进入上客区，也允许乘 客从双客区上车进入到车厢乘坐。
无客区
无客区的特点是，在该区域乘客不能上车，不能下车。
无客区包括三种含义：(1)乘客能够进入该区域，但不允许上车，不允许下车；(2)该区域不允许乘客进入，自然也就没有乘客上车，没有乘客下车；(3)该区域被占据，不适合人进入，同样也就没有乘客上车，没有乘客下车。
优选地，无客区处在临车区域中；优选地，无客区包括处在临车区域中的不向乘客开放通道。
优选地，当站台层处在地表以下时，无客区包括被房间或/和被岩土介质占据的临车区域。优选地，当站台层的地面位于地表或高出地表至少一个楼层高度时，无客区包括被占据的区域；优选地，所述被占据的区域包括被房间或/和另一轨道等占据的区域。
优选地，当列车长度较长或对列车停靠的位置有特殊要求时，如果列车停靠时有一部分车厢伸入到地铁车站之外的隧道中，这时隧道中的列车旁边的区域也是无客区。优选地，无客区包括岩土介质占据的区域；优选地，无客区包括检修人员步行道。
优选地，当站台层的地面位于地表或高出地表至少一个楼层高度，列车长度较长或对列车停靠的位置有特殊要求时，如果列车停靠时有一部分车厢伸入到高架桥上，这时高架桥上的列车旁边的区域也是无客区。
无客区的“客”是指上客和下客。
无客区包括非客区和零客区。
非客区
非客区是一段临车区域，具有如下两个特征：(1)当列车停靠时，在非客区的全部长度范围内都有车厢面与之面对；(2)在非客区中允许乘客出现，但既不允许上客，也不允许下客。
优选地，非客区允许乘客穿行。
非客区的“客”是指上客和下客。
无车区
无车区是一段具有以下特征临车区域：(1)在无车区中允许乘客出现；(2)当列车停靠在该区域所在站台的一侧时，列车中没有任何车厢或车门面对着无车区的任何部分。
零客区
零客区是一段具有以下特征的临车区域：(1)在零客区中不允许出现乘客；(2)在停靠在零客区所在站台的一侧的各趟列车中，至少有一趟列车的车厢或车门面对着零客区。
零客区的“零”是指0个乘客。
连接通道
是跨区通道和双临通道的统称。当不强调是哪一种时，连接通道通常是指双临通道。
跨区通道
跨区通道是与某一组合区中的一个临车区域相连通道，在该通道中至少有一段不在该组合区中。
双临通道
双临通道是在同一个组合区中的两个临车区域之间的连接通道。
记站台两侧的临车区域分别为Z1和Z2。双临通道的作用是，使得区域Z1中的至少一部分乘客能够进入到区域Z2中，或/和使得区域Z2中的至少一部分乘客能够进入到区域Z1中。具体地，包括但不限于：
(1)从常规区域进入临车区域Z1候车的乘客，改变主意经过双临通道进入到临车区域Z2，再从区域Z2回到常规区域中；
(2)在临车区域Z1下车的乘客，经过双临通道进入到临车区域Z2中，在区域Z2中候车、上车进入到反向行驶的列车中乘坐；
(2)按照设计的行走线路，在临车区域Z1下车的乘客，经过双临通道进入到临车区域Z2中，再从区域Z2中走出临车区域，进入到常规区域；
(4)按照设计的行走线路，先从常规区域进入到临车区域Z1，再经过双临通道进入到临车区域Z2中，在区域Z2中候车、上车。
近常端、远常端、临常端
在临车区域中存在一段区域Q，在区域Q两个端部中，与常规区域较近的那个端部称为近常端，距离常规区域较远的那个端部称为远常端。
当临车区域处在端部组合区中时，所述临车区域中的任选一区域都有一个近常端和一个远常端。
当临车区域处在非端部组合区中时，所述临车区域中的某一区域有以下可能：有一个近常端和一个远常端，或者有两个近常端。
在临车区域中，如果近常端是临车区域与常规区域的交界面，该近常端称为临常端。在端部组合区中临车区域有一个临常端，在非端部组合区中临车区域有两个临常端。
功能区
与上客或/和下客功能有关的区域。
例如，A型区域，G型区域、AD型区域、CDE型区域以及常规区域都是功能区的一种。
待定区域
待定区域在图中能够表示区域的位置，甚至还能够表示几何形状和尺寸；但是，无需确定具体属于哪种区域。等讨论具体问题时，再确定所述区域的种类。其作用相当于方程中的未知数。
相邻列车
在站台同一侧停靠的各趟列车中，如果在列车a停靠并驶离之后，列车b停靠，并且在列车a与列车b之间没有其他列车停靠，则列车a和b是相邻列车。
A和/或B
“A或/和B”的含义是“A或B”，或者“A和B”。“A和/或B”含义与之相同。
多个
本文中“多个”的含义是大于或等于2个。
至少
本文中“至少”的含义是大于或等于。
例如，“至少两个”的含义是两个或两个以上。
例如，“在五条当中至少两条具有如下特性”是指，在五条当中，有两条或三条或四条或五条具有如下特性。
a、b、c、d型边界、
对于临车区域或者临车区域中的某一段区域，如果所述区域的某一个端部边界是a型边界，则允许乘客从所述区域外侧穿过所述边界进入到所述区域，但不允许乘客从所述区域内侧穿过边界走到所述区域外侧；a型边界也称为只入边界。
如果所述边界是b型边界，则不允许乘客从所述区域外侧穿过边界进入到所述区域，但允许乘客从区域内侧穿过边界走到所述区域外侧；b型边界也称为只出边界。
如果所述边界是c型边界，则允许乘客穿过所述边界进入或走出所述临车区域；c型边界也称为双向边界。
如果所述边界是d型边界，则不允许乘客穿过所述边界进出所述区域。d型边界也称为禁行边界。
非上客区域
当临车区域中的某一区域P是非上客区域时，对于任何一趟停靠在区域P所在站台的列车，在区域P中不能上客，但允许下客，也允许既不上客又不下客。非上客区域包括：A型区域、E型区域、F型区域、AE型区域、AF型区域、AEF型区域。
非下客区域
当临车区域中的某一区域P是非下客区域时，对于任何一趟停靠在区域P所在站台的列车，在区域P中不能下客，但允许上客，也允许既不上客又不下客。非下客区域包括：C型区域、E型区域、F型区域、CE型区域、CF型区域、CEF型区域。
区域Q的停靠列车的周期排列和周期数
依次停靠于区域Q所在站台一侧的列车种类是周期性变化的，在一个周期内停靠列车种类的排列称为周期排列，一个周期内停靠列车的趟数称为周期数。
例如，区域Q为AE型区域，在一段时间内，停靠于区域Q所在站台一侧的列车只能是A类列车或E类列车。当停靠列车的周期数为2时，依次停靠的列车为A、E，A、E，A、E…型列车，列车的周期排列记为A-E。当停靠列车的周期数为3时，对应于第一种排列的依次停靠的列车为A、A、E，A、A、E，A、A、E…型列车，列车的周期排列记为A-A-E；对应于第二种排列的依次停靠的列车为A、E、E，A、E、E，A、E、E…型列车，列车的周期排列记为A-E-E。
独立乘降、耦合乘降
如果一个临车区域采用独立乘降，则具有以下特征：该临车区域采用某一模式运行时，出现在该区域中的乘客无论在进入该区域的过程中，还是在从该区域进入相邻常规区域的过程中，都没有经过连接通道或/和另一侧的临车区域。
如果一个临车区域采用耦合乘降，则具有以下特征：(1)当该临车区域采用某一模式运行时，其中的候车乘客在从相邻的常规区域走到候车位置的过程中，经过了另一侧临车区域或/和连接通道；或/和，(2)从列车车厢直接进入该区域的下车乘客，在从下车位置进入到常规区域的过程中，经过连接通道或/和另一侧临车区域。
例如，当端部组合区采用模式d.C.a——d.C.a运行时，上行临车区域和下行临车区域都采用模式d.C.a上客。如果去乘坐上行列车的乘客在走到候车位置的过程中，不经过下行临车区域和连接通道；并且，在上行临车区域中也没有要去下行临车区域的乘客经过，则上行临车区域采用独立乘降，具体地说是独立上客。如果去乘坐上行列车的乘客在走到候车位置的过程中，经过下行临车区域和连接通道，则上行临车区域采用耦合乘降，具体地说采用耦合上客。
例如，端部组合区采用模式d.D.a——d.E.b运行。上行临车区域采用模式d.D.a的上车乘客，从相邻常规区域直接经过位于上行临车区域的临常端的a型边界，直接进入上行临车区域候车和上车。上行列车下车的乘客，进入到上行临车区域中之后，经过连接通道进入到下行临车区域中，然后再经过位于下行临车区域临常端的b型边界进入到常规区域。由于上行临车区域的下车乘客的离开借助了下行临车区域，上行临车区域的乘降为耦合乘降。如果上行临车区域满足现行规范规定的岛式站台中的侧站台的尺寸要求(长度小于等于1节车厢长，宽度大于等于2.5m)，就可以采用独立乘降方式，即下车的全部乘客都直接从上行临车区域的临常端走出，没有任何下车乘客经过连接通道和下行临车区域。
乘降模式
乘降模式是广义乘降模式和狭义乘降模式的统称。在本文中根据上下文确定含义，文字上不做区分。
狭义乘降模式主要涉及的是在车厢与站台之间的这个环节的乘降行为。狭义乘降模式包括以下七种模式，A型模式(或模式A)、B型模式(或模式B)、C型模式(或模式C)、D型模式(或模式D)、E型模式(或模式E)、F型模式(或模式F)、G型模式(或模式G)共七种模式。
广义乘降模式包括，(1)在车厢与站台之间的这个环节的乘降行为，(2)乘客到达候车位置的行走路径，或/和从下车位置走开的路径。所述路径包括，从下车位置到达常规区域的路径，以及从常规区域到达候车位置的路径。
独立乘降、耦合乘降分别是广义乘降模式中的两大类。
远常端缺客
远常端缺客的含义是：常规区域中持续地存在足够的乘客要进入组合区的某一临车区域候车，但是在列车停靠之后的开门的时刻，在该临车区域的远常端附近区域缺少要上车的候车乘客；而此趟列车在该临车区域全部长度范围内都有车厢开门，都允许乘客上车。
当出现以下情况时容易发生远常端缺客：
(1)临车区域的长度较大，或/和临车区域的宽度较窄，或/和发车间隔时间时间较短；并且，
(2)该临车区域采用独立乘降的方式。
解决远常端缺客的方法包括，增加发车间隔时间的长度，将独立乘降方式改为耦合乘降方式，采用多种类型列车停靠。所述多种类型列车停靠，是指在一段时间内，停靠的列车是以下当中的两种或更多种列车，A型、B型、C型、S型、E型、F型、G型列车。例如，是C型和F型列车交替停靠。
待赋值区域
待赋值区域如同函数的自变量，可以根据需要赋值。由于前面给出的区域种类很多，不便于对每种类 型的区域都给出一个唯一的对应图案，大多数区域用一个通用区域图案来表示，至于区域属于哪一种类型，要根据相应的说明来定。待赋值区域的图案见图1。
引导区
引导区是从常规区域中划分出来的一块区域，它处在组合区中临车区域的临常端附近，用途是对进入或/和走出临车区域的乘客进行引导，避免附近车门的下车乘客与进出临车区域的乘客相互影响。优选地，对着引导区的车门采用单独的乘降规则。优选地，在引导区的一部分边界处设置隔离装置。
2.站台
一种城市轨道交通岛式站台或分离岛式站台，其特征是
(1)整个站台包括组合区与常规区域；
(2)组合区的类型分为端部组合区和非端部组合区，所述站台包含至少一个端部组合区或/和至少一个非端部组合区；
(3)组合区包括临车区域与非临车区域，临车区域处在站台的两侧；
(4)在整个站台中至少存在一个组合区具有如下特征，在该组合区中站台两侧的临车区域之间存在有至少一个连接通道。
2.1.临车区域形状
优选地，在整个站台中至少存在有一个这样的组合区，该组合区的至少一侧的临车区域与非临车区域的分界线是以下之一：
a.平行于站台边缘的直线，
b.不平行于站台边缘的直线，
c.由两个或两个以上直线段连接而成的连续折线，
d.曲线，
e.由直线段与曲线段连接而成的线。
优选地，在整个站台中至少存在有一个这样的组合区，该组合区的至少一侧的临车区域在任何位置上的宽度都相等；优选地，在整个站台中至少存在有一个这样的组合区，在该组合区的至少一侧的临车区域中至少存在两个位置，在这两个位置上临车区域的宽度不相等。
确定临车区域内部某一区域的宽度时要考虑乘客密度和乘客移动速度。乘客移动速度受以下因素影响，乘客密度、客流是否都朝着同一方向移动，是否存在停留乘客对移动乘客的阻碍。
2.2.临车区域长度
优选地，在所述站台的至少一个端部组合区中，至少有一个临车区域含有具有以下特性的区域Z，(i)在所述区域Z的任何部分都允许乘客出现，(ii)所述区域Z的长度超出1节车厢的长度。优选地，所述临车区域Z的长度为1～2节车厢长度，或为2～3节车厢长度，或大于3节车厢长度；优选地，所述区域Z的长度等于其所在临车区域的长度。
优选地，在所述站台的至少一个非端部组合区中，至少有一个临车区域含有具有以下特性的区域Z，(i)在所述区域Z的任何部分都允许乘客出现，(ii)所述区域Z的长度超出1节车厢的长度.优选地，所述临车区域的长度为1～3节车厢长度，或为3～5节车厢长度，或大于5节车厢长度。
2.3.连接通道
在所述站台的所述组合区中，所述连接通道的作用是，使乘客能够从一侧临车区域经过连接通道进入到另一侧临车区域。进一步地，连接通道用于实现耦合乘降。
连接通道的另一个作用是用于应对火灾。当一侧线路上的停靠列车发生火灾时，乘客在进入临车区域之后通过连接通道快速进入到另一侧临车区域。
优选地，至少存在一个端部组合区具有如下特性，在该组合区中存在有1～4条连接通道，或者存在5条或5条以上连接通道。
优选地，至少存在一个端部组合区具有如下特性，在该组合区中所述连接通道之间的间距约等于一节 车厢长度，或者小一节车厢长，或者大于一节车厢长。确定连接通道之间的距离时，要考虑位于临车区域中的乘客走入连接通道人口所需时间。
优选地，至少存在一个非端部组合区具有如下特性，在该组合区中存在有1～6条连接通道，或者存在7条或7条以上连接通道；优选地，在所述组合区中所述连接通道之间的间距约等于一节车厢长度，或者小一节车厢长，或者大于一节车厢长。
优选地，至少在一个端部组合区中至少存在一个这样的连接通道，该通道的一端连接到所述临车区域的远常端或远常端附近区域；优选地，所述组合区中存在一个具有如下特性的连接通道，该通道的两端分别连接到两个临车区域的远常端或远常端附近区域。
优选地，至少在一个端部组合区或/和至少一个非端部组合区中，至少有一个连接通道具有如下特征，所述通道的至少一端连接在临车区域两端之间的区域中，并且与临车区域的两个端部都存在一定距离。
优选地，连接通道的长度方向与临车区域的长度方向之间是垂直的。优选地，连接通道的长度方向与临车区域的长度方向之间不是斜交的，或/和所述连接通道是折线形的，以便适应设备管理用房的布局。
优选地，所述连接通道的宽度至少适合两人并排行走；优选地，所述连接通道的宽度至少适合两列最窄客流迎面错开行走。优选地，所述连接通道的宽度为1.1～1.5m，或为1.5～2.0m，或为2.0～2.5m，或大于2.m。
优选地，所述连接通道顶板的高度低于站台层顶板高度，在连接通道的顶板与站台层的顶板之间存在空隙；优选地，该空隙用作连通所述连接通道的两侧设备房的空气通道；优选地，该空隙用于安装特殊形状的设备。
优选地，所述临车区域与跨区通道相连；优选地，所述临车区域远常端与跨区通道相连，跨区通道另一端连接到所述临车区域所在端部组合区之外的区域，该区域是站台层的其他区域、或站台层、或与通向地面的通道相连的通道或其他区域。
优选地，所述岛式站台是混合式站台中一部分。
3.乘降模式和区域种类
3.1.乘降模式
在整个站台中至少存在有一个组合区具有如下特性，在该组合区的至少一侧的临车区域中存在有至少一段区域P具有以下特性：
至少在一个时间段内，在停靠在所述区域P所在站台一侧的列车中，至少有一个所述列车与所述区域P以及乘降要素之间的组合方式是以下模式之一，
(1)模式A，(只下)
对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；面对着所述区域P的那段车厢都是只允许下客，不允许上客；
对于所述区域P，所述列车称为区域P的A类列车；
(2)模式B，(下优)
对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；与所述区域P对应的那段列车，虽然允许上客和下客，但是要根据下车人数确定允许上车的人数；
对于所述区域P，所述列车称为区域P的B类列车；
(3)模式C，(只上)
对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；与所述区域P对应的那段列车只允许上客，不允许下客；
对于所述区域P，所述列车称为区域P的C类列车；
(4)模式D，(双客)
对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；与所述区域P对应的那段列车，既允许上客，又允许下客；
对于所述区域P，所述列车称为区域P的D类列车；
(5)模式E，(非客)
对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；与所述区域P对应的那段列车，既不允许上客，又不允许下客，但允许乘客出现在所述区域P中；
对于所述区域P，所述列车称为区域P的E类列车；
(6)模式F，(无车)
对于停靠在所述区域P所在站台一侧的列车，没有任何有车厢或车门面对着所述区域P的任何部分，在所述区域P内既不能上客，又不能下客，但允许乘客出现在所述区域P中；
对于所述区域P，所述列车称为区域P的F类列车。
(7)模式G(零客)
对于停靠在所述区域P所在站台一侧的列车，列车中有车厢面对着所述区域P的全部长度范围，在区域P中不能出现乘客，因此在区域P内既不能上客，也不能下客；
对于所述区域P，所述列车称为区域P的G类列车。
3.2.区域P的种类
3.2.1.区域P只停靠一种列车
优选地，至少在所述时间段内，停靠于所述区域P所在站台一侧的列车都具有以下特征，
(1)任何一趟列车是以下之一，区域P的A类列车、B类列车、C类列车、D类列车、E类列车、F类列车、G类列车；
(2)任何两趟列车都是同类列车；
所述同类列车的含义是，两趟列车都是A类、或都是B类、或都是C类、或都是E类、或都是F类、或都是G列车。
3.2.2.区域P停靠的两趟相邻列车
优选地，至少在所述时间段内，在停靠于所述区域P所在站台一侧的各趟列车中，至少有两趟相邻列车是具有以下特征：
(1)这两趟相邻列车各自都是以下之一，区域P的A类列车、B类列车、C类列车、D类列车、E类列车、F类列车；
(2)这两趟相邻列车不是同类列车。
3.2.3.区域P停靠的N趟相邻列车
优选地，至少在所述时间段内，在停靠于所述区域P所在站台一侧的各趟列车中，至少有N趟依次停靠的列车具有以下特征：
(1)所述N大于等于3；
(2)这N趟相邻列车各自都是以下之一，区域P的A类列车、B类列车、C类列车、D类列车、E类列车、F类列车；
(3)在这N趟依次停靠的列车中，至少有两趟列车不是同类列车；
优选地，在所述N趟列车中，任何两趟列车不都是同类列车。
优选地，在所述N趟列车中，至少有两趟列车不是同类列车，并且还至少有两趟列车是同类列车.。
优选地，在所述N趟列车中，至少有两趟相邻列车不是同类列车，并且还至少有两趟相邻列车是同类列车。.
3.3.区域P的优选类型
优选地，在所述时间段内，所述区域P是I型区域或IJ型区域IJK型区域或IJKL型区域或IJKLM型区域。
所述I型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类列车；I的取值为以下之一A、B、C、D、E、F、G；
所述IJ型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类或J类列车；
所述IJK型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类或J类或K类列车；
所述IJKL型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类或J类或K或L类列车；
所述JKLM型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类或J类或K或L类或M类列车；
在所述IJ型区域、IJK型区域和IJKL型区域和IJKLM型区域的名称中，符号I、J、K、L、M为通用符号，具有如下特性。(1)符号I、J、K、L、M各自的取值范围均为A、B、C、D、E、F、G；(2)在符号I、J、K、L、M中，任何两个符号的取值都不相同。例如，在IJ型区域的名称中，要求I≠J；在IJK型区域的名称中，要求I≠J，I≠K，J≠K。
3.4.I型区域
优选地，在所述时间段内，所述I型区域是以下7种区域之一：
(1)A型区域——下客区，
所述A型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式A；A型区域也称为下客区；
(2)B型区域——下客优先区，
所述B型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式B；B型区域也称为下客优先区：
(3)C型区域——上客区，
所述C型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式C；C型区域也称为上客区；
(4)D型区域——双客区，
所述D型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式D；D型区域也称为双客区；
(5)E型区域——非客区，
所述E型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式E；E型区域也称为非客区；
(6)F型区域——无车区；
所述F型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式F；F型区域也称为无车区。
(7)G型区域——零客区，
所述G型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式G；G型区域也称为零客区。
3.4.1.优选IJ型区域
优选地，所述JK型区域的选择范围包括：(1)AB型区域，(2)AC型区域，(3)AD型区域，(4)AE型区域，(5)AF型区域，(6)BC型区域，(7)BD型区域，(8)BE型区域，(9)BF型区域，(10)CD型区域，(11)CE型区域，(12)CF型区域，(13)DE型区域，(14)DF型区域，(15)EF型区域。
所述AB型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或B类列车。
所述AC型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或C类列车。
所述AD型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或D类列车。
所述AE型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或E类列车。
其他IJ型区域的含义以此类推。
3.4.2.优选地IJK型区域
优选地，所述JKL型区域的选择范围包括：(1)ABC型区域，(2)ABD型区域，(3)ABE型区域，(4)ABF型区域，(5)ACD型区域，(6)ACE型区域，(7)ACF型区域，(8)ADE型区域，(9)ADF型区域，(10)BCD型区域，(11)BCE型区域，(12)BCF型区域，(13)BDE型区域，(14)BDF型区域，(15)CDE型区域，(16)CDF型区域，(17)AEF型区域，(18)BEF型区域，(19)CEF型区域，(20)DEF型区域。
所述ABC型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或B类或C类列车。
所述ABD型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或B类或D类列车。
所述ABE型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或B类或E类列车。
所述ABF型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或B类或F类列车。
其他IJK型区域的含义以此类推。
3.4.3.优选IJKL型区域
优选地，所述JKLM型区域的选择范围包括：(1)ABEF型区域，(2)ACEF型区域，(3)ADEF型区域，(4)BCEF型区域，(5)BDEF型区域，(6)CDEF型区域，(7)ABCE型区域，(8)ABCF型区域，(9)ACDE型区域，(10)ACDE型区域。
所述ABEF型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或B类或E类或F类列车。
所述ACEF型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或C类或E类或F类列车。
所述ADEF型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或D类或E类或F类列车。
其他IJKM型区域的含义以此类推。
3.4.4.IJKLM型区域的选择范围
所述IJKLM型区域的选择范围包括：(1)ABCEF型区域，(2)ABDEF型区域，(3)ACDEF型区域，(4)BCDEF型区域。
所述ABCEF型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或B类或C类或E类或F类列车。
所述ABDEF型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或B类或D类或E类或F类列车。
所述ACDEF型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的A类或C类或D类或E类或F类列车。
所述BCDEF型区域具有如下特征，在所述时间段内，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的B类或C类或D类或E类或F类列车。
3.5.临车区域中的区域数量
优选地，在所述区域P所在的临车区域中，所述区域P与所述临车区域完全重叠。即，所述临车区域只含有一个区域，该区域是区域P。
优选地，在所述区域P所在的临车区域中，还存在区域Q；优选地，所述区域Q的选择范围与所述区域P的选择范围相同，但是所述区域Q与所述区域P是不同种类的区域；优选地，所述区域Q的选择范围与所述区域P的选择范围相同，所述区域Q与所述区域P是同类区域，但是在区域P与Q的交界处存 在a型或b型或d型边界。所述区域Q与所述区域P是不同种类的区域的含义是：例如，所述区域P为A型区域，所述区域Q是F型区域，A型区域与F型区域是不同种类的区域；再例如，所述区域P为AD型区域，所述区域Q是F型区域，AD型区域与F型区域是不同种类的区域。
优选地，在所述区域P所在的临车区域中还另外存在有N个区域，N大于等于2；在所述N个区域中，每个区域的选择范围都与所述区域P的选择范围相同；在所述N个区域中，至少有一个区域与区域P是不同种类的区域。
所述区域P的选择范围包括如前所述的I型区域、IJ型区、IJK型区域、IJKL型区域和IJKLM型区域。
3.6.区域边界
在所述时间段内，所述区域P还具有以下特性：
在所述区域P的两端中，至少有一个端部的边界是以下之一，a型边界、b型边界、c型边界、d型边界；
所述a型边界也称为只入边界，乘客允许穿过a型边界进入到区域P，但不允许从区域P穿过a型边界走出；
所述b型边界也称为只出边界，乘客允许从区域P穿过b型边界走出，但不允许穿过b型边界进入到区域P；
所述c型边界也称为双行边界，乘客允许从区域P穿过c型边界走出，也允许穿过c型边界进入到区域P；
所述d型边界也称为禁行边界，既不允许乘客从区域P穿过d型边界走出，也不允许乘客穿过d型边界进入到区域P。
优选地，在所述边界处设置门禁，控制乘客的行走方向。优选地，在区域P的a型边界处设置的门禁只允许乘客进入区域P，不允许从区域P走出。优选地，在区域P的b型边界处设置的门禁不允许乘客进入区域P，只允许从区域P走出。优选地，在区域P的c型边界处不设置门禁，乘客可以自由进出。优选地，在区域P的d型边界处设置隔离装置，或者利用建筑结构或地质介质边界实现禁行。
优选地，在所述区域P所在的临车区域中，所述区域P与所述临车区域完全重叠，在所述临车区域的两端中至少一端的边界是以下之一，a型边界、b型边界、c型边界、d型边界。
优选地，在所述区域P所在的临车区域中还另外存在有N个区域，N大于等于1。所述N个区域具有如下特性：
(1)在所述N个区域中，每个区域的选择范围都与所述区域P的选择范围相同；
(2)在所述N个区域中，至少有一个区域Q与区域P相邻；
(i)所述区域Q与区域P是不同种类的区域；或/和，
(ii)在区域Q的与区域P的交界处，区域Q的边界是d型边界或a型边界或b型边界。
所述区域P的选择范围包括如前所述的I型区域、IJ型区、IJK型区域、IJKL型区域和IJKLM型区域。
4.乘降模式表达公式
4.1.表达公式
在所述站台上，在第i个组合区的上行临车区域中存在Ni个区域，在该上行临车区域中这些区域的序号依次为1、2…i…Ni，在站台中这些区域编号依次为i1、i2…ij…iNi，Ni≥1；在下行临车区域中存在N0i个区域，在该下行临车区域中这些区域的序号依次为1、2…k…N0i，在站台中这些区域编号依次为0i1、0i2…0ik…0iN0i，N0i≥1。
第i个组合区的乘降模式记为
SMi——SM0i             (1)
其中




Mij＝mij.Zij.nij          (6)
M0ik＝m0ik.Z0ik.n0ik              (7)
在上述符号中，下角标i和0i分别对应于第i个组合区中的上行临车区域和下行临车区域；下角标ij对应于编号为ij的区域，该区域是在编号为i的组合区中的上行临车区域中的第j个区域；下角标0ik对应于编号为0ik的区域，该区域是在编号为i的组合区中的下行临车区域中的第k个区域。
SMi、SM0i分别为第i个组合区中上行临车区域的乘降模式和下行临车区域的乘降模式。
和为含有区域代号的两个区域的乘降模式，分别对应于区域ij和区域0ik。pij和p0ik为区域位置代号，分别对应于区域ij和区域0ik。Mij和M0ik分别为区域ij和区域0ik的乘降模式。
Zij和Z0ik分别是编号为区域ij的区域类型代号和区域0ik的区域类型代号。Zij和Z0ik各自的取值范围包括I、IJ、IJK、IJKL和IJKLM，分别对应于如前所述的I型区域、IJ型区域、IJK型区域、IJKL型区域和IJKLM型区域。
对于任何一个区域，无论该区域处在上行临车区域还是下行临车区域，该区域的前端和后端都是以上行方向来确定前后。mij和nij分别为处在上行临车区域中的编号为ij的区域的前端边界代号和后端边界代号，m0ik和n0ik分别为处在下行临车区域中的编号为0ik的区域的前端边界代号和后端边界代号。mij、nij、m0ik和n0ik各自的取值均为以下之一，a、b、c、d。
式(2)表示，在第i个组合区的上行临车区域中含有Ni个区域，这些区域的乘降模式依次是 它们共同组成上行临车区域的乘降模式SMi。
式(3)表示，在第i个组合区的下行临车区域中含有N0i个区域，这些区域的乘降模式依次是 它们共同组成下行临车区域的乘降模式SM0i。
在Zij和Z0ij各自的取值中可以用符号“/”表示“或”的关系。例如，取Zij＝[(CE)/(CF)/(CEF)/(ADEF)]，表示区域Zij为CE型区域，或为CF型区域，或为CEF型区域，或为ADEF型区域。
在mij、nij、m0ik和n0ik的取值中可以用符号“/”表示“或”的关系。例如，取nij＝a/c，表示区域ij的后端边界可以选择为a型边界，或选择为b型边界。
当第i个组合区中的上行临车区域只含有一种区域时，与上行临车区域相关的符号的角标中省略j，公式(2)、(4)和(6)简化为如下的公式(2a)、(4a)和(6a),


Mi＝mi.Zi.ni             (6a)
当第i个组合区中的下行临车区域只含有一种区域时，与下行临车区域相关的符号的角标中省略k，公式(3)、(5)、(7)简化为如下的公式(3a)、(5a)、(7a)


M0i＝m0ikZ0i.n0i             (7a)
4.2.举例说明
例1
在站台中的第1个组合区中，上行和下行临车区域各自都只含有一种区域。组合区的乘降模式为
SM1——SM01            (1-1)
其中



p11＝11
M11＝d.[(D/(CE)].(c/a)

SM1＝11{d.[(D/(CE)].(c/a)}

p011＝011
M011＝d.A.b

SM01＝011{d.A.b}
将上式带人式(1-1)，得合并表达式
11{d.[(D/(CE)].(c/a)}——011{d.A.b}       (1-2)
式(1-2)包括以下四种模式，
11{d.D.c}——011{d.A.b}
11{d.D.a}——011{d.A.b}
11{d.(CE).c}——011{d.A.b}
11{d.(CE).a}——011{d.A.b}
以模式11{d.(CE).c}——011{d.A.b}为例进行说明。此模式表示：在第1组合区中，上行临车区域全部是区域11，区域11为CE型区域，区域的前端和后端分别采用d型边界和c型边界；在下行临车区域中也只有一个区域011，该区域为A型区域，区域的前端边界和后端边界分别为d型边界和b型边界。
由于上下行临车区域各自都只含有一个区域，可采用简便方式表达。上述模式的简便公式为



p1＝1
M1＝d.[(D/(CE)].(c/a)

SM1＝1{d.[(D/(CE)].(c/a)}

p01＝01
M01＝d.A.b

SM01＝011{d.A.b}
将上式带人式(1-1)，得合并表达式
1{d.[(D/(CE)].(c/a)}——01{d.A.b}
上式包括以下四种模式，
1{d.D.c}——01{d.A.b}
1{d.D.a}——01{d.A.b}
1{d.(CE).c}——01{d.A.b}
1{d.(CE).a}——01{d.A.b}
例2
在第2个组合区中，采用乘降模式
SM2——SM02            (2-1)




p21＝21
M21＝d.D.a

p22＝22
M22＝b.C.a


p021＝021
M021＝d.A.b
将上式带入式(2-1)得，
21{d.D.a}-22{b.C.a}——021{d.A.b}          (2-3)
式(2-3)表示，在第2个组合区中，上行临车区域临车区域中含有区域21和区域22共两个区域，区域21的后端边界与区域22的前端边界重叠。区域21为D型区域，其前端边界为d型边界，后端边界为a型边界。区域22为C型区域，前端边界为b型边界，后端边界为a型边界。由于区域21的后端边界与区域22的前端边界重叠，这两个边界的类型要符合乘客行走的逻辑。上述模式表示：乘客允许从区域22的后端边界进入区域22，然后再从区域22的前端边界进入到区域21。区域22与区域21在交界面处的边界性质决定，乘客只能从区域22进入区域21，反之不行。
在下行临车区域02中只存在一个区域021，该区域是A型区域，其前端和后端边界分别为d型和b型边界。
由于下行临车区域只含有一个区域，可以舍去与下行临车区域相关的符号中“021”中的”1”，相应地，上述模式公式简化表达为


p02＝02
M02＝d.A.b
SM02＝02{d.A.b}
相应地，式(2-1)变为
21{d.D.a}-22{b.C.a}——02{d.A.b}
5.端部组合区中的优选乘降模式
5.1.甲型模式
甲型模式的特征是：(1)上行和下行临车区域各自只有一种区域；(2)上行和下行临车区域各自采用独立乘降的方式。
当采用独立乘降时，一个临车区域中的乘客的乘降和进出该区域不借助另一个临车区域，一个临车区域采用的模式不受另一临车区域采用模式的影响。
优选地，在所述端部组合区中，至少有一个临车区域为以下之一，A型区域、B型区域、C型区域、E型区域、F型区域、G型区域。
优选地，在所述端部组合区中，至少有一个临车区域为IJ型区域或IJK型区域或IJKL型区域或IJKLM型区域。优选地，所述IJ型区域为以下之一，AE型、AF型、BE型、BF型、CE型、CF型、DE型、DF型、EF型区域。优选地，所述IJK型区域是以下之一，AEF型、BEF型、CEF型、DEF型，ABE型、ABF型、ACE型、ACF型、ADE型、ADF型，BCE型、BCF型、BDE型、BDF型、CDE型、CDF型区域。优选地，所述IJKL型区域是以下之一，ABEF型、ACEF型、ADEF型、BCEF型、BDEF型、CDEF型，ABCE型、ABDE型、ACDE型、BCDE型，ABCF型、ABDF型、ACDF型、BCDF型区域。
以图2和图5为例来说明。在如图2所示的端部组合区中，上行临车区域和下行临车区域各自只含有一个区域1和区域01，其中的任何一个区域都适合采用甲型模式运行，在上行和下行临车区域之间存在连接通道101、102、103、104。在如图5所示端部组合区中，上行临车区域含有零客区11和待定区域12，下行临车区域只含有一个待定区域01，在区域12和区域01之间存在连接通道101、102。在图2和图5中的任何一个临车区域都适合采用甲型模式运行，图中的连接通道对于甲型模式的运行并不是必须的，但对于应对特殊情况是有用的。图2和图5只用来举例说明，不构成对甲型模式的限制。
优选地，所述甲型模式包括甲1型、甲2型、甲3型、甲45型、甲型、甲6型模式。
5.1.1.甲1型模式
甲1型模式的特征是，如果某个临车区域采用甲1型模式运行，则该临车区域为以下之一，AE型、AF型、AEF型区域。例如，在图2中，如果上行临车区域1采用甲1型模式运行，则区域1是AE型或AF型或AEF型区域。
优选地，在一个组合区中，只有一个临车区域为甲1型区域；优选地，在一个组合区中，两个临车区域都是甲1型区域。
位于端部组合区中的临车区域的远常端是d型边界(禁行边界)，临常端边界是b型边界(只出边界)，区域只有一端用于乘客走出。
当临车区域选择为A型区域时，随着停靠列车趟数的增加，如果在该区域中出现下车乘客滞留数量持续增加，则可能带来安全隐患。例如，可能造成下车乘客拥挤、拥堵、甚至踩踏。解决上述问题的优选方案之一是，将该区域选择为AE型或AF型或AEF型区域。
以AE型区域为例来说明。取周期数为2，相应地列车周期排列为A-E。下车乘客持续滞留的原因包括，临车区域长度太大，宽度太窄、下车乘客数量太多、发车间隔时间太短。当采用周期排列为A-E时，相当于每停靠两趟列车只有一趟列车下客，留给下车乘客用于走出临车区域的时间加长了。如果采用周期排列A-E之后，仍然出现下车乘客滞留数量持续增加，可取周期数为3，取周期排列为A-E-E。这时每停靠3趟列车只有1趟列车下客，留给乘客用于走出临车区域的时间又进一步增加了。
当临车区域选为A型区域时，滞留乘客数量出现持续增加；而当把周期排列取为A-E时，来自于第一趟A类列车的下车乘客在全部走出临车区域之后，还要隔较长的时间第二趟A类列车才停靠。如果出现这种情况，可考虑把周期排列调整为A-A-E，相当于每停靠3趟列车，只有两趟列车下客。
5.1.2.甲2型模式
甲2型模式的特征是，如果某个临车区域采用甲2型模式运行，则该区域为以下之一，CE型、CF型、CEF区域。
一个临车区域取为C型区域，在停靠的每趟列车开门时，如果在该临车区域中总有一些地方的乘客密度为0或明显低于其他地方的密度，则可考虑将该区域选择为CE型、CF型、CEF型区域。
假设临车区域取为CF型区域，周期排列为C-F，则在每两趟停靠列车中只有一趟C类列车允许上客。与取为C型区域相比，留给乘客走到候车位置的时间大幅度地增加了。
由于C型区域是上客区，当在某些位置上缺少候车乘客时，只是影响效率，并不影响安全性。故，继续把临车区域取为C型区域也是一种很好的选择。
5.1.3.甲3型模式
甲3型模式的特征是，如果某个临车区域采用甲3型模式运行，则该区域为以下之一，DE型、DF型、DEF型区域。
当临车区域不符合地铁规范对岛式站台中的侧站台尺寸的要求时，临车区域不能取为D型区域。取临车区域为DE型、DF型、DEF型区域是合适的选择。以临车区域取为DF型区域为例进行说明。
临车区域取为DF型区域，周期数取为2，周期排列取为D-F。给依次停靠的列车编号为1、2、3、4、5、6…，与之对应列车依次为D类、F类、D类、F类、D类、F类列车…。当列车1(D类)停靠时，在临车区域中已经存在候车乘客。在列车1的车门打开之后，车厢中的乘客下车，同时或之后候车的乘客上车。当上客完成之后，临车区域中存在的乘客都是下车乘客，其移动方向相同，从临车区域的临常端走出。在下车乘客全部或几乎全部走出临车区域之前，不允许要乘坐列车3(D类列车)的乘客进入临车区域，以保证下车乘客可以快速走出。当全部下车乘客走出之后，允许候车乘客进入临车区域，该进入过程在列车3停靠之前或开门之前完成。在列车3停靠之前，列车2(F类列车)曾经停靠过临车区域所在的站台一侧，由于没有乘客在临车区域上下车，不对临车区域中乘客的行走产生任何影响。
5.1.4.甲4型模式
甲4型模式的特征是，如果某个临车区域采用甲4型模式运行，则该区域为以下之一，ACE型、ACF型、ACEF型区域。
在临车区域的停靠列车中如果出现A类列车与C类列车相邻，则出现从A类列车下车乘客的走出临 车区域的过程与要乘坐C类列车的乘客的走入临车区域的过程和在临车区域候车的过程，在时间上和空间上出现全部或部分重叠。会有一段时间两类乘客迎面而行，彼此阻碍对方行走；还会有一段时间，候车乘客原地停留，阻碍下车乘客行走。所以要避免A类列车与C类列车相邻。
临车区域取为ACE型或ACF型或ACEF型区域，并在用E类或F类列车隔开A类与C类列车。举例说明，取临车区域为ACE型区域，取周期数为3，取周期排列为A-E-C。给依次停靠的列车编号为1、2、3、4、5、6…，与之对应列车依次为A类、E类、C类，A类、E类、C类列车…。当列车1(A类列车)打开车门之后，乘客下车，然后沿着狭长的临车区域行走，穿过区域的临常端走出。当临车区域中的下车乘客全部走出之后，放行要乘坐列车3(C类列车)的乘客进入临车区域候车。当列车3停靠和开门时，完成了一个周期排列中的所有的乘降和进出临车区域的环节。当列车2(E列车)停靠时，临车区域中没有乘客上下车，列车2的停靠不影响临车区域中的乘客停留和行走。
当采用3列车周期排列时，如果在上行临车区域1中仍然出现远常端缺客或滞留乘客过多；则可选择采用4列车周期排列。优选地，4列车周期排列取为A-E-E-C或A-E-C-E，前者适用于解决远常端缺客和滞留乘客过多。二者相比，前者最优，后者次优。
5.1.5.甲5型模式
甲5型模式的特征是，如果某个临车区域采用甲5型模式运行，则该区域为以下之一，ADE型、ADF型、ADEF型区域。
当临车区域分别取为ADE型、ADF型和ADEF型区域时，周期排列可以分别为A-E-D、A-F-D和A-E-D-F。
以周期排列A-E-D为例来说明。给依次停靠的列车编号为1、2、3、4、5、6…，与之对应列车依次为A类、E类、D类，A类、E类、D类列车…。列车1(A类列车)在停靠之后只有下客。当从列车1下车的乘客全部走出临车区域之后，放行要乘坐列车3(D类列车)的乘客进入临车区域，这些乘客走到合适位置候车。当列车3停靠、开门之后，先下客，后上客，多数情况下上客过程持续的时间大概为几秒至十几秒。当完成上客之后，临车区域中只存在下车乘客。下车乘客沿着临车区域向着临常端行走，最后穿过临常端走出临车区域。在列车2(E类列车)停靠时没有乘客在临车区域上下车，列车2的停靠不干扰临车区域中的乘客行走。当列车4(A类列车)停靠之后，如果从列车3下车的乘客还有一部分没有走出临车区域，从列车4下车的乘客与来自列车3的乘客合并成一个客流，他们的行走方向相同。只要临车区域中的滞留乘客数量不是持续地增加，滞留少量乘客是允许的，特别是当乘客的行走方向相同时。
5.1.6.甲6型模式
甲6型模式的特征是，如果某个临车区域采用甲6型模式运行，则该区域为以下之一，CDE型、CDF型、CDEF型区域。
当临车区域取为CDE型区域时，优选的列车周期排列包括C-D-E，C-C-D-E，C-E-D-E。
当临车区域取为CDF型区域时，优选的列车周期排列包括C-D-F，C-C-D-F，C-F-D-F。
当临车区域取为CDEF型区域时，优选的列车周期排列包括C-E-D-F、C-F-D-E、C-D-F-E、C-D-E-F。
以周期排列C-D-E为例来说明。给依次停靠的列车编号为1、2、3、4、5、6…，与之对应列车依次为C类、D类、E类，C类、D类、E类列车…。当列车1(C类列车)停靠后，只有上客，没有下客；上客完成之后，临车区域瞬间变得空旷。由于列车1没有下车乘客要走出，在列车1的上客过程中或上客完成之后，都允许要乘坐列车2(D类列车)的乘客进入临车区域候车。当列车2停靠之后，先下客，后上客；当下车乘客全部走出临车区域之后，放行要乘坐列车4(C类列车)的乘客进入临车区域候车。当列车4停靠之后，只上客，不下客。至此完成一个周期。在列车2和4之间，有列车3停靠一次。由于列车3在临车区域没有上下客，列车3的停靠不影响临车区域中乘客的行走和上下车。
5.1.7.组合区的甲型模式
所述组合区的甲型模式表达式为，模式SM11——SM101，
约定
S11＝1{d.[A/(AE)/(AF)/(AEF)/C/(CE)/(CF)/(CEF)/(ACE)/(ACF)/(ACEF)].a}
S101＝01{d.[A/(AE)/(AF)/(AEF)/C/(CE)/(CF)/(CEF)/(ACE)/(ACF)/(ACEF)].a}
S21＝1{d.[(DE)/(DF)/(DEF)/(CDE)/(CDF)/(CDEF)/(ADE)/(ADF)/(ADEF)].a}
S201＝01{d.[(DE)/(DF)/(DEF)/(CDE)/(CDF)/(CDEF)/(ADE)/(ADF)/(ADEF)].a}
S31＝1{d.[(BE)/(BF)/(BEF)/(CBE)/(CBF)/(CBEF)/(ABE)/(ABF)/(ABEF)].a}
S301＝01{d.[(BE)/(BF)/(BEF)/(CBE)/(CBF)/(CBEF)/(ABE)/(ABF)/(ABEF)].a}
优选地，取SM11＝S11，取SM101＝S101。
优选地，取SM11＝S11，取SM101＝S201。
优选地，取SM11＝S11，取SM101＝S301。
优选地，取SM11＝S21，取SM101＝S101。
优选地，取SM11＝S21，取SM101＝S201。
优选地，取SM11＝S21，取SM101＝S301。
优选地，取SM31＝S21，取SM101＝S101。
优选地，取SM31＝S21，取SM101＝S201。
优选地，取SM31＝S21，取SM101＝S301。
前述甲1～甲6型模式是单个临车区域的模式，组合区的模式包括两个临车区域。
5.2.乙型模式
乙型模式的特征是：(1)至少在一个端部组合区中，两侧临车区域之间存在连接通道；(2)在该组合区中，上行和下行临车区域各自只含有一种区域；(3)所述的上行和下行临车区域各自都属于I型区域；(4)两个临车区域都采用耦合乘降的方式。
由于上下行临车区域各自只含有一种区域，乘降模式的表达采用简化表达式。
以如图2所示的端部组合区为例进行说明，上行临车区域1和下行临车区域01中各自只存在一种区域。在上行和下行临车区域之间存在连接通道101、102、103、104。无论是上行列车T1还是下行列车T2，当采用模式A、B、C、D、E和G停靠时，列车都有车厢对着整个长度的临车区域；当采用模式F停靠时，没有车厢对着临车区域的任何部分。图2只用于辅助说明，不构成对方案和权利要求的限制。
乙型模式中的优选方案包括，乙1型模式、乙2型模式、乙3型模式、乙4型模式、乙5型模式、乙6型模式、乙7型模式、乙8型模式。
5.2.1.乙1型模式
乙1型模式的表达公式为1{d.C.a}——01{d.C.a}。
以如图2所示的站台结构来说明。上行和下行临车区域的远常端H11和H011均为d型边界(禁行边界)，临常端H12和H012均为a型边界(只入边界)。
乙1型模式的提出源自以下背景。在大城市，多数上班族在郊区小区居住，在市区上班。相应的地铁线路在早高峰时段运送乘客从郊区到市区，在晚高峰时段运送乘客从市区回到郊区。假设上行列车的行驶方向为从郊区到市区，下行列车的方向相反。在早高峰期，在郊区附近的车站站台中要乘坐上行列车的客流量很大，要乘坐下行列车的客流量很小；在晚高峰则相反。对于有两端的线路，上行列车和下行列车的发车间隔时间基本相同。
在早高峰时段，发车间隔时间很短，假设临车区域的长度为2.5～3.0节车厢，如果采用独立乘降，则郊区附近车站站台的上行临车区域很可能出现远常端缺客。采用耦合乘降是解决此问题的优选方案之一。
耦合乘降的方案如下。让要乘坐上行列车T1的乘客需要沿着如下的两条路径行走：(1)从上行临车区域1的临常端H12直接进入上行临车区域1中，再走到候车位置；(2)从下行临车区域01的临常端H012进入下行临车区域01，再经过连接通道101或102或103或104进入上行临车区域1，然后再走到候车位置。优选地，沿着后一种路径行走的这部分乘客，去远常端H11附近候车。
要乘坐下行列车T01的乘客，直接从下行临车区域的临常端H012进入到下行临车区域01候车。
5.2.2.乙2型模式
乙2型模式的表达公式为，模式1{d.C.a}——01{d.(E/F).a/c}。
乙2型模式包括模式1{d.C.a}——01{d.E.a}、模式1{d.C.a}——01{d.F.a}、模式1{d.C.a}——01{d.E.c}和模式1{d.C.a}——01{d.F.c}。以模式1{d.C.a}——01{d.E.a}为例进行说明。
技术问题是，当采用独立乘降方式时，上行临车区域1中出现远常端缺客。如下的耦合乘降方式是解 决此问题的优选方案之一。要乘坐上行列车的乘客沿着两条路径进入候车位置：(1)直接从上行临车区域的临常端H12进入上行临车区域1；(2)从下行临车区域的临常端H012进入下行临车区域01，再经过连接通道101或102或103或104进入到上行临车区域1。由于下行列车T01在下行临车区域01中不上客和不下客，下行临车区域只用作上行临车区域的辅助通道。参见图2。
当处在上行临车区域1中的乘客改变计划，要回到常规区域10时，可经过连接通道进入到下行临车区域01中，再从临常端H012进入常规区域10。这种行走只能出现在模式1{d.C.a}——01{d.F.c}中。当临常端H012为c型边界时，乘客允许从区域01中走出；当为a型边界是，不允许走出。。这样行走的乘客数量要限制在一定范围，多了会干扰乘降模式的执行，降低效率。
5.2.3.乙3型模式
乙3型模式的表达公式为，模式1{d.(D/B).a}—01{d.A.b}
上述模式包括，模式1{d.D.a}——01{d.A.b}和模式1{d.B.a}——01{d.A.b}。参见图2。
以模式1{d.D.a}——01{d.A.b}为例进行说明。
在停靠的上行列车T1开门之后，对于某一车门，在下客过程刚结束的时刻，该车门附近的乘客密度最大，此刻该门的全部下车乘客与全部候车乘客同时出现在车门附近。在上客过程中，已经下车进入到上行临车区域1中的乘客也在陆续走向或走入或穿过连接通道。经过一段时间(通常约几秒到十几秒)之后，上客过程结束；在上客过程之中或结束之后，下车乘客全部通过连接通道离开上行临车区域1。
当上行列车T1的下车客流经过连接通道进入到下行临车区域01之后，如果下行临车区域01中存在从下行列车T01下车的乘客，则上行列车和下行列车的下车客流合并在一起，两个客流的移动方向相同，一起经过位于临常端H012的b型边界进入到常规区域10中。
当上行临车区域1中的下车乘客全部或大部分走出区域1之后，放行乘客从常规区域10经过临常端H12进入区域1中候车。当下一趟上行列车停靠之后，区域1中先下客，后上客。
5.2.4.乙4型模式
乙4型模式的表达公式为，模式1{d.D.a}——01{d.(E/F).b}
乙4型模式包括模式1{d.D.a}——01{d.E.b}和模式1{d.D.a}——01{d.F.b}。模式1{d.D.a}——01{d.E.b}是模式1{d.D.a}——01{d.A.b}的简化版本，当下行列车的下车人数很少时，两种模式相近；当下行列车的下车人数取为零时，两种模式相同。可从对模式1{d.D.a}——01{d.A.b}的说明来理解模式1{d.D.a}——01{d.E.b}的运行过程。无论采用模式1{d.D.a}——01{d.E.b}，还是模式1{d.D.a}——01{d.F.b}，在端部组合区中乘客的乘降方法和行走路径都是相同的。
具有类似技术效果的模式还有，模式1{d.(E/F).b}——01{d.D.a}与模式1{d.(E/F).a}——01{d.D.b}。
模式1{d.(E/F).b}——01{d.D.a}与模式1{d.D.a}——01{d.(E/F).b}的技术方案和技术效果完全相同，相当于前者中的上行方向取为后者的下行方向。
5.2.5.乙5型模式
乙5型模式的表达公式为，模式1{d.(E/F).a}——01{d.D.b}。
乙5型模式的技术效果与模式1{d.(E/F).b}——01{d.D.a}基本相同，技术方案略有差别。在乙5型模式中，乘客从上行临车区域的临常端H12进入上行临车区域1，然后穿过连接通道进入到下行临车区域01中候车。当下行列车停靠开门之后，先下客，后上客。当上客完成之后，下行临车区域01中只存在下车乘客，他们经过下行临车区域的临常端H012走出区域01。
要对从连接通道进入下行临车区域的乘客进行管理。在下车客流单向移动的过程中，客流队尾与下行临车区域远常端H011的距离越来越大，处在队尾与远常端H011之间的连接通道的数量会逐渐增加。只允许处在队尾与远常端H011之间的连接通道放行乘客进入下行临车区域01。显然，随着队尾的移动，连接通道是依次开始放行乘客的。
在模式1{d.(E/F).b}——01{d.D.a}中，要乘坐下行列车的乘客经过临常端H012进入区域01中候车；从下行列车下车到区域01中的乘客，在从下车位置走到常规区域10的过程中，途径连接通道、上行临车区域1、临常端H12。
5.2.6.乙6型模式
乙6型模式的表达公式为，模式1{d.A.b}——01{d.A.b}。
当采用模式1{d.A.b}——01{d.A.b}时，既可以采用独立乘降，也可以采用耦合乘降。
如果独立乘降能够满足要求，则优先选择独立乘降。当独立乘降不满足要求时，有些情况下的问题靠耦合乘降能够解决。耦合乘降适合的情况之一为：当采用独立乘降时，在两个临车区域中有一个在超负荷运行，另一个还有剩余下客能力。
以如下的情况为例进行说明：上行临车区域1在超负荷运行，下行临车区域01还有剩余下客能力。
所述超负荷运行的含义如下：在独立乘降的条件下，在停靠的第二趟上行列车T1开门的时刻，滞留于上行临车区域1的乘客数量超出预定值，滞留乘客全部来自于之前的上行列车T1；或者，上行临车区域1中的滞留乘客数量随着停靠列车趟数的增加而持续增加。
所述还有剩余下客能力的含义是：在第二趟下行列车T01停靠之前，之前从下行列车下车的全部乘客都经过临常端H012走出下行临车区域01；并且，即使增加一定数量的下行列车的下车人数，下车乘客仍然能够在第二趟列车到来之前全部经过临常端H012走出下行临车区域01。
在耦合乘降方案中，上行列车的下车乘客分两路走出临车区域：(1)经过上行临车区域的临常端H12走出；(2)先从连接通道进入到下行临车区域01，然后并入下行列车的下车客流，一同穿过下行临车区域的临常端H012走出。参见图2。
5.2.7.乙7型模式
乙7型模式的表达公式为，模式1{d.A.b}——01{d.(E/F).b}
乙7型模式包括模式1{d.A.a}——01{d.E.b}和模式1{d.A.a}——01{d.F.b}。模式1{d.A.a}——01{d.E.b}是模式1{d.A.a}——01{d.A.b}的特例，当下行列车的下车乘客数量为零时，两个模式相同。可借助对后者的说明来理解前者的运行过程。
5.2.8.乙8型模式
乙8型模式的表达公式为，模式1{d.(E/F).(a/b/c/d)}——01{d.(E/F).(a/b/c/d)}
在平峰或低峰时段，为了避免浪费，把列车编组的车厢数量减少。减少到一定程度，端部组合区中的临车区域1和01会成为无车区域。这相当于：上行临车区域1采用模式1{d.F.(a/b/c/d)}运行，或/和下行临车区域采用模式01{d.F.(a/b/c/d)}运行。
在平峰或低峰时段，如果列车编组不变，只是要求端部组合区对着的那些车厢停止载客或者不允许上下客，也是一种优选方案。这相当于上行临车区域采用模式1{d.E.(a/b/c/d)}运行，或/和下行临车区域采用模式01{d.E.(a/b/c/d)}运行。
5.3.丙型模式
丙型模式的特征是：(1)至少在一个端部组合区中，两侧临车区域之间存在连接通道；(2)在该组合区中，上行和下行临车区域各自只含有一种区域；(3)在两侧的临车区域中，至少一侧的述临车区域属于如前所述的IJ型区域或IJK型区域或IJKL型区域或IJKLM型区域；(4)两个临车区域都采用耦合乘降的方式。
仍然以如图2所示的端部组合区为例进行说明。图2不构成对权利要求和实施方案的限制。
优选地，所述丙型模式包括丙1型、丙2型、丙3型、丙4型、丙5型、丙6型、丙7型、丙8型、丙9型、丙10型模式。
5.3.1.丙1型模式
丙1型模式的表达公式为，模式1{d.[A/(AE)/(AF)/(AEF)].b}——01{d.[(AE)/(AF)/(AEF)].b}
模式1{d.[A/(AE)/(AF)/(AEF)].a}——01{d.[(AE)/(AF)/(AEF)].b}包含12种最终模式。在这些模式中，上型和下行临车区域1和01的远常端H11和H011都采用d型边界(禁行边界)，临常端H12和H012都采用b型边界(只出边界)。
以模式1{d.A.b}——01{d.(AF).b}为例来说明。背景是，当采用独立乘降方式时，上行临车区域出现超负荷运行；下行临车区域存还存在剩余下客能力。在这种条件下，优选方案之一是如下所述的耦合乘降方案。
从上行列车T1直接进入到上行临车区域1中的下车乘客沿着两种路径走出该区域。(1)直接从上行临车区域1的临常端H12走出；(2)穿过连接通道101或/和102或/和103或/和104进入下行临车区域 01，再沿着下行临车区域01行走，经过临常端H012进入常规区域10。
根据下行列车T01的下车客流量和上行列车T1的下车乘客进入到下行临车区域01中的客流量，确定下行列车的周期数和周期排列。通常周期数取为2时，就可满足要求，相应的周期排列为A-F。如果需要，还可以采用周期排列A-F-F或A-A-F。当A类下行列车刚完成下客，在下行临车区域01中存在刚从A类下行列车下车的乘客；从A类上行列车下车的乘客，在走入下行临车区域01中之后，与来自下行列车的客流合并，一同沿着下行临车区域01行走，最终走出下行临车区域01。由于来自两个列车的客流合并在一起，下行临车区域01中的乘客密度较高；已有研究表明，客流移动速度随着乘客密度的升高而降低。如果这些乘客在F类下行列车停靠时仍然没有全部走出下行临车区域，这也是允许的，只要没有出现滞留乘客数量持续增加即可。在F类下行列车停靠时，在下行临车区域中没有乘客上行车，该列车的停靠不影响下行临车区域01中的乘客移动。
5.3.2.丙2型模式
丙2型模式的表达公式为，模式1{d.[C/(CE)/(CF)/(CEF)].a}——01{d.[(CE)/(CF)/(CEF)].a}。
丙2型模式展开之后为12种模式，上行和下行临车区域的远常端H11和H011都采用d型边界，临常端H12和H012都采用a型边界，参见图2。
以模式1{d.C.a}——01{d.(CE).a}为例进行说明。该模式适合解决以下的技术问题：当采用独立乘降时，采用模式d.C.a运行的上行临车区域1出现远常端缺客，采用模式d.(CE).a运行的下行临车区域01还有富余的上客能力。在这种情况下，优选方案之一是采用耦合乘降，借助下行临车区域帮助乘客进入上行临车区域。优选地，下行临车区域的停靠列车采用的周期排列为C-E或C-C-E或C-E-E或C-E-F。
以下行列车T01采用C-E周期排列为例来说明。在此方案中，多数乘客仍然从临常端H12直接进入上行临车区域1候车；少数乘客先从临常端H012进入下行临车区域01，然后穿过连接通道进入上行临车区域1，之后再走到合适位置候车。由于多数情况是在上行临车区域1中的远常端H11附近缺少候车乘客，经过连接通道进入的乘客多数是在上行临车区域1的远常端H11附近候车。
在停靠于下行临车区域的列车中，每两趟列车只有一趟列车允许乘客上车。为了防止候车乘客和穿行乘客相互影响，要对进入下行临车区域的乘客进行管理。这里的穿行乘客是指，从下行临车区域穿行、去上行临车区域候车的乘客。
给依次停靠于下行临车区域01的下行列车编号为1、2、3、4、5、6…，与之对应的列车依次为C类、E类，C类、E类，C类、E类列车…。优选的管理方案之一是：当要乘坐列车1(C类下行列车)的乘客全部从下行临车区域01进入到车厢之后，优先放行要去上行临车区域1候车的乘客，引导这些乘客穿过靠近远常端的连接通道进入到上行临车区域的远常端H11附近。在列车2(E类下行列车)停靠之前或稍后，放行要乘坐下行C类列车的乘客进入下行临车区域01候车。当列车2的停靠时，在下行临车区域01中没有乘客上下车，列车的停靠不影响区域01中乘客行为。当列车3(C类下行列车)停靠开门之后，要乘坐此下行临车的乘客从下行临车区域01进入到列车车厢乘坐。
5.3.3.丙3型模式
丙3型模式的表达公式为，模式1{d.[C/(CE)/(CF)/(CEF)].a}——01{d.[A/(AE)/(AF)/(AEF)].b}；
正常情况下，在此模式中，上行临车区域采用独立上客，下行临车区域采用独立下客。
此模式也允许以下特殊情况：(1)个别想乘坐上行列车的乘客改变主意想回到常规区域10中，可从上行临车区域1经过连接通道进入到下行临车区域01，再从下行临车区域的临常端H012进入常规区域10；(2)下行列车中坐过站的乘客，在下车之后经过连接通道进入到上行临车区域1候车，再上车到上行列车中乘坐。
5.3.4.丙4型模式
丙4型模式的表达公式为，模式1{d.[(AC)/(ACE)/(ACF)/(ACEF)].a}——01{d.[A/(AE)/(AF)/(AEF)].b}.
丙4型模式包括16种具体模式，以模式d.(AC).a——d.A.b与耦合乘降相结合的方案为例进行说明。
优选地，取上行列车的周期数为2，周期排列为A-C。当停靠的上行列车为A类列车时，乘客先下车到上行临车区域1，然后经过连接通道进入到下行临车区域01中；在区域01中混入来自于下行列车的下车乘客的客流中，一起经过临常端H012走出下行临车区域01。上行临车区域1中候车乘客的进入方式有两种，第一种是，在任何时刻都允许乘客进入区域1；第二种是，当从A类上行列车下车的乘客经过连接通道全部或几乎全部走出上行临车区域1时，放行要乘坐C类上行列车的乘客从临常端H12进入上行临车区1。当C类列车停靠之后打开车门时，乘客上车进入上行列车车厢。
在上述模式中，如果下行临车区域中出现拥挤或拥堵，可在下行临车区域采用模式d.(AF).b或d.(AE).b，相应地组合区采用的是模式d.(AC).a——d.(AF).b或d.(AC).a——d.(AE).b。
5.3.5.丙5型模式
丙5型模式的表达公式为，模式1{d.[(AC)/(ACE)/(ACF)/(ACEF)].a}——01{d.[E/F/(EF)].b}
丙5型模式是模式d.[AC/(ACE)/(ACF)/(ACEF)].a——d.[A/(AE)/(AF)/(AEF)].b的特例，当取下行临车区域中的下车乘客数量为0时，后者就与前者相同了。
5.3.6.丙6型模式
丙6型模式的表达公式为，模式1{d.[(AD)/(ADE)/(ADF)/(ADEF)].a}——d.[A/(AE)/(AF)/(AEF)].b}
模式1{d.[AD/(ADE)/(ADF)/(ADEF)].a}——d.[A/(AE)/(AF)/(AEF)].b}包括16中具体模式，其中的有代表性的方案包括模式1{d.(AD).a}——d.A.b}与耦合乘降相结合的方案，以及模式1{d.(ADF.a}——d.A.b}与独立乘降相结合的方案。以前一种方案为例进行说明。
上行临车区域的模式为d.(AD).a，上行列车的周期数取为2，周期排列为A-D。
当停靠的上行列车为A类列车时，来自于A类上行列车的乘客首先下车进入到上行临车区域1，然后穿行连接通道进入到下行临车区域01中，之后再从临常端H012走出下行临车区域01。
有两种方案管理乘客进入上行临车区域1中的候车位置。第一种是：当来自于A类上行列车的下车乘客全部或几乎全部离开上行临车区域1时，开始放行要乘坐D类上行列车的乘客，这些乘客经过临常端H12进入到上行临车区域1，然后寻找合适位置候车。第二种是：要乘坐D类上行列车的乘客，在任何时刻都被允许从临常端H12进入上行临车区域1中候车。
当D类上行列车停靠开门之后，先下客，后上客。来自于D类上行列车的下车乘客，经过连接通道进入下行临车区域01中，再经过临常端H012走出下行临车区域。
采用第二种方案时，会发生从A类上行列车下车的乘客与要乘坐D类上行列车的乘客同时出现在上行临车区域1中，候车乘客拖慢下车乘客从上行临车区域的走出。但是由于下车位置与连接通道的入口较近，延误也会很轻。此方案的优点也很明显，留给候车乘客走到候车位置的时间很充足，能够避免上行临车区域出现远常端缺客
由于每次下行列车停靠时都有乘客下车，当来自于A类和D类上行列车的下车乘客进入到下行临车区域之后，可能会遇到与来自于下行列车的下车乘客，这时他们合并在一起向着临常端H012方向行走。
5.3.7.丙7型模式
丙7型模式的表达公式为，模式1{d.[AD/(ADE)/(ADF)/(ADEF)].a}——01{d.[E/F/(EF)].b}
模式d.[AD/(ADE)/(ADF)/(ADEF)].a——d.[E/F/(EF)].b是模式d.[AD/(ADE)/(ADF)/(ADEF)].a——d.[A/(AE)/(AF)/(AEF)].b的特例。当取A类下行列车的下车乘客数量我0时，两种模式就是相同的。
5.3.8.丙8型模式
丙8型模式的表达公式为，模式1{d.[CD/(CDE)/(CDF)/(CDEF)].a}——01{d.[A/(AE)/(AF)/(AEF)].b}
以模式d.(CD).a——d.A.b与耦合乘降相结合的方案为例进行说明。
要乘坐C类和D类上行列车的乘客都是经过临常端H12进入上行临车区域1中候车，在任何时刻都可以进入该区域。从D类上行列车下车的乘客，下车进入到上行临车区域1之后，穿过连接通道进入到下行临车区域01，然后再从下行临车区域的临常端走出；如果在区域01中存在来自于下行列车的下车乘客，则来自于D类上行列车的乘客与混合，一同行走。
5.3.9.丙9型模式
丙9型模式的表达公式为，模式1{d.[CD/(CDE)/(CDF)/(CDEF)].a}——01{d.[E/F/(EF)].b}
模式d.[CD/(CDE)/(CDF)/(CDEF)].a——d.[E/F/(EF)].b是模式d.[CD/(CDE)/(CDF)/(CDEF)].a——d.[A/(AE)/(AF)/(AEF)].b的特例。如果在后者中取A类列车的下车乘客数量为0，则两种模式相同。
5.3.10.丙10型模式
丙10型模式的表达公式为，模式1{d.[D/(DE)/(DF)/(DEF)].a}——01{d.[A/(AE)/(AF)/(AEF)/E/F/(EF)].b}
模式d.[D/(DE)/(DF)/(DEF)].a——d.[A/(AE)/(AF)/(AEF)/E/F/(EF)].b与耦合乘降方式结合的各种方案，都与模式d.D.a——d.A.b大同小异，后者在之前已经讨论过，不再赘述。
5.4.丁型模式
丁型模式的特征是：(1)至少在一个端部组合区中，两侧临车区域之间存在连接通道；(2)在该组合区中，至少有一侧的临车区域中含有两个或两个以上区域；(3)任何一个区域都属于I型区域；(4)两个临车区域都采用耦合乘降方式。
优选地，所述丁型模式包括丁1型、丁2型、丁3型模式。
5.4.1.丁1型模式
丁1型模的表达式为，模式11{d.(A/C/D}.a}-12{b.(C/D).(a/c)}——01{d.(A/E/F).b}
丁1型模与耦合乘降方式相结合的方案应用于如图3所示的站台的端部组合区。在图3中，存在四个非临车区域5.1、5.2、5.3和5.4，四个连接通道101、102、103和104，以及上行和下行临车区域。连接通道用于连接上行和下行临车区域。上行临车区域包含区域11和12，下行临车区域中只含有一个区域01。
(1)优选方案1
优选地，所述模式取为模式11{d.A.a}-12{b.C.a}——01{d.(A/E/F).b}。该模式的特例是模式11{d.A.d}-12{d.C.a}——01{d.(A/E/F).b}，相当于在上行临车区域中把允许穿过边界H12的乘客数量取为0。任何一趟上行列车停靠时，都在区域11中下客，在区域12中上客。
在区域12上车的乘客从常规区域10穿过临常端H13进入区域12。
从上行列车T1下车进入区域11的乘客经过连接通道101或102进入到下行临车区域01中，然后沿着区域01行走，穿过临常端H012走出区域01。当下行列车为A类列车时，在区域01中通常还存在来自于下行列车的下车乘客，从区域11过来的乘客并入已有乘客中，一同走出区域01。当下行列车为E类或F类列车时，下行列车在区域01内没有上下客，从区域11过来的客流独自占用区域01。
区域11的近常端边界为a型边界，区域12的远常端边界为b型边界，这两个边界的空间位置是重合的。如果把边界类型取为其特例，即允许穿过边界的乘客数量取为0，则这两个边界就都是d型边界。绝大多数乘客并无需求穿过该边界，只有极个别的乘客在进入区域12之后又想回到常规区域时才穿过边界该边界，其行走路线为区域12的远常端H12-连接通道-下行临车区域01-临常端H012-常规区域10。
(2)优选方案2
优选地，所述模式取为模式11{d.D.a}-12{b.C.a}——01{d.(A/E/F).b}。上行列车停靠时，在区域11中允许上客和下客；在区域12中只允许上客，不允许下客。在区域11中候车的乘客，先从临常端H13进入区域12，然后再进入区域11。在区域12候车的乘客，也是在从临常端H13进入区域12，只是停留下来。为防止区域12中的候车乘客降低要进入区域11的乘客的穿行速度，可选择优先放行要进入区域11的乘客。
从区域11下车的乘客先从区域11穿过连接通道101或102或103，然后进入下行临车区域01，最后穿过临常端H013进入常规区域10。
(3)优选方案3
优选地，所述模式取为模式11{d.A.a}-12{b.D.a}——01{d.(A/E/F).b}。上行列车停靠时，在区域11中只允许下客，不允许上客；在区域12中既允许上客，又允许下客。
区域11中的来自于上行列车T1的下车乘客经过以下路段进入常规区域10：连接通道101或102或103、下行临车区域01和临常端H01。进入到区域12的候车客从常规区域10穿过临常端H13进入区域12。从上行列车T1下车进入到区域12中的乘客，先依次穿过连接通道103或104、下行临车区域01、临常端H012，然后进入到常规区域10。
(4)优选方案4
优选地，所述模式取为模式11{d.D.a}-12{b.D.c}——01{d.(A/E/F).b}。上行列车停靠时，在区域11和12中允许上客和下客。
区域11中的来自于上行列车T1的下车乘客经过以下路段进入常规区域10：连接通道101或102或103、下行临车区域01和临常端H01。
区域12中的来自于上行列车T1的下车乘客进入常规区域10的路径有两条，第一条途径连接通道104、下行临车区域01和临常端H01，第二条是从区域12直接穿过临常端H13进入常规区域，靠近临常端H13的乘客从走第二条线路。优选地，区域12的宽度大于区域11的宽度，以便当区域12中有乘客候车或向着临常端H13行走时，还有一定的宽度留给要去区域11的穿行的乘客。
5.4.2.丁2型模式
丁2型模式的表达式为，模式11{d.(A/C/D}.a}-12{b.(C/D).a}——011{d.(A/E/F).b}-012{a.(A/E/F).b}
在模式11{d.(A/C/D}.a}-12{b.(C/D).a}——011{d.(A/E/F).b}-012{a.(A/E/F).b}中不包括下面情况：(1)区域11类型与区域12的类型相同；或/和，(2)区域011类型与区域012的类型相同。
上述模式应用于如图4所示的端部组合区。在图4中，上行临车区域包含区域11和12，下行临车区域中含有区域011和012。在区域11和区域011之间存在连接通道101和102，在区域11和区域012之间存在连接通道103，在区域12与012之间存在连接通道104。
上述模式具体化之后与耦合乘降方式相结合组成多种如下的优选方案。
(1)优选方案1
优选地，所述模式取为模式11{d.A.a}-12{b.C.a}——011{d.A.b}-012{a.(E/F).b}。当上行列车停靠时，在区域11中只下客，不上客；在区域12中只上客，不下客。
从常规区域10进入区域11中候车，乘客途径的地段包括临常端H013、区域12、区域11。进入区域12候车的乘客，从常规区域10穿过临常端H13进入区域12。.
区域11中的下车乘客的进入常规区域10的行走路径有两条，第一条路径含有，区域11，连接通道101或102，区域011，边界H012，区域012，临常端H013；第二条含有，区域11，连接通道103，区域012，临常端H013。
当下行列车停靠时，在区域011中只下客，不上客；在区域012中无上客，无下客。从下行列车T01下车进入到区域011中的乘客，在进入常规区域的过程中途径边界H012、区域012、临常端H013。在区域011和012中，来自于上行列车的和来自于下行列车的乘客通常会同时出现，他们混合在一起行走。
优选地，所述模式取为模式11{d.A.a}-12{b.C.a}——011{d.(E/F).b}-012{a.A.b}。该模式与上述模式大同小异，可借鉴上述模式的说明。
(2)优选方案2
优选地，所述模式取为模式11{d.D.a}-12{b.C.a}——011{d.A.b}-012{a.(E/F).b}。该模式与前述的模式11{d.D.a}-12{b.C.a}——01{d.(A/E/F).b}在以下方面是相同的。
乘客从常规区域进入到区域11和区域12的过程；区域11中的来自于上行列车的下车乘客，从该区域走到常规区域10的行走路径。
两个模式的差异存在于下行临车区域。前者的下行临车区域含有区域011和区域012，在区域011中只下客，不上客；在区域012中，无上客、无下客。区域011中的来自于下行列车的乘客，也是途径边界H012、区域12、临常端H013，进入常规区域10。
优选地，所述模式取为模式11{d.D.a}-12{b.C.a}——011{d.(E/F).b}-012{a.A.b}。该模式与模式11{d.D.a}-12{b.C.a}——011{d.A.b}-012{a.(E/F).b}相似。
(3)优选方案3
优选地，所述模式取为模式11{d.A.a}-12{b.D.a}——011{d.A.b}-012{a.(E/F).b}；优选地，所述模式取为模式11{d.A.a}-12{b.D.a}——011{d.(E/F).b}-012{a.A.b}。所述两个优选模式与模式11{d.A.a}-12{b.D.a}——01{d.(A/E/F).b}大同小异。
5.4.3.丁3型模式
丁3型模式的表达式为，模式11{d.G.d}-12{d.(C/D).a}——01{d.(A/E/F).b}
区域11是零客区，乘客不能够进入其中，在该区域中无上客，无下客。分解模式11{d.G.d}-12{d.C.a}——01{d.(A/E/F).b}、模式11{d.G.d}-12{d.D.a}——01{d.(A/E/F).b}和模式11{d.G.d}-12{d.B.a}——01{d.(A/E/F).b}，这三个模式分别称为模式MC、模式MD和模式MB。
在模式MC中，上行临车区域各自采用独立乘降的方式。在模式MD中采取耦合乘降，从上行列车下车进入区域12的乘客，沿着以下路径走到常规区域10，连接通道、区域011、临常端H012。当区域12比较狭窄时，要根据下客人数确定进入区域12中的候车人数，采用模式MB。在MB模式中，来自上行列车的下车乘客进入到常规区域的行走路径与模式MD的相同。
5.5.戊型模式
戊型模式的特征是：(1)至少在一个端部组合区中，两侧临车区域之间存在连接通道；(2)在该组合区中，至少有一侧的临车区域中含有两个或两个以上区域；(3)在该组合区中，至少有一个区域P属于如前所述的IJ型区域或IJK型区域或IJKL型区域或IJKLM型区域；(4)上行临车区域中至少有一个区域临采用耦合乘降，或/和在下行临车区域中至少有一个区域采用耦合乘降。
优选地，在所述区域P所在临车区域中还存在其他区域；优选地，所述区域P所在临车区域的整个区域与所述区域P是重叠的。
所述区域采用耦合乘降的含义是：(1)在该区域候车的乘客中，至少有一部分在从常规区域走到候车位置的过程中要途径连接通道，或/和，(2)在从车厢下车到该区域的乘客中，至少有一部分在从下车位置走到常规区域的过程中要途径连接通道。
优选地，所述戊型模式是戊1型模式或戊2型模式。
5.5.1.戊1型模式
所述戊1型模式用符号记为MZ1，其表达式为，
模式SM111-SM112——SM101，
其中，
SM111＝11{d.[A/(AD)/(AE)/(AF)/C/(CD)/(CE)/(CF)/D/(DE)/(DF)].a}
SM112＝12{b.[A/(AD)/(AE)/(AF)/C/(CD)/(CE)/(CF)/D/(DE)/(DF)].a}
SM101＝01{d.(A/(AE)/(AF)/E/F/(EF)).b}
所述模式MZ1对应于在如图3所示站台的端部组合区，上行临车区域含有区域11和区域12，下行临车区域只含有区域01，在区域11、12和01中至少有一个区域是IJ型区域。模式MZ的优选特例包括模式M11、模式M12、模式M13、模式M14、模式M15，其中
模式M11为11{d.(AD).a}-12{b.C.a}——01{d.(A/E/F).b}，
模式M12为11{d.(AD).a}-12{b.(CE).a}——01{d.(A/E/F).b},
模式M13为11{d.D.a}-12{b.(AE).a}——01{d.(A/E/F).b}，
模式M14为11{d.A.a}-12{b.(CD).a}——01{d.(A/E/F).b}，
模式M15为11{d.A.a}-12{b.(AD).a}——01{d.(A/E/F).b}。
约定如下路径名称。
路径L11为从上行临车区域中的区域11进入到常规区域10的一条路径，沿途经过以下地点，区域11，连接通道101或/和102或/和103，下行临车区域中的区域01，临常端H012.
路径L12a为从上行临车区域中的区域12进入到常规区域10的第一条路径，沿途经过以下地点，区域12，连接通道104，区域01，临常端H012。路径L12b为从上行临车区域中的区域12进入到常规区域的第二条路径，沿途经过以下地点，区域12，区域11，连接通道103，区域01，临常端H012。路径L12c为从上行临车区域中的区域12进入到常规区域的第三条路径，该路径包括区域12和临常端H13，该路径最短。
路径L01为从下行临车区域中的区域011中的某一位置进入到常规区10域的一条路径，沿途经过以下地点，区域01，临常端H012。
在模式M11～模式M15中，从下行列车进入到下行临车区域01中的乘客全部沿着路径L01从下车位置走到常规区域10中。
路径U11为从常规区域走到上行临车区域中的区域11内候车位置的一条路径，途径以下地点，临常端H13，区域12，边界H12，区域11。
路径U12为从常规区域10走到区域12中候车位置的一条路径，途径临常端H13和区域12。
(I,J)类列车，其中I和J的取值范围包括A、B、C、D、E、F、G，分别对于A类、B类、C类、D类、E类、F类、G类列车。例如，如果取I为A，J为D，则(I,J)类列车为(A.D)类列车。所述(A.D)类列车的含义是：该列车是区域11的A类列车，是区域12的D类列车。
(1)模式M11
模式M11为11{d.(AD).a}-12{b.C.a}——01{d.(A/E/F).b}，
在模式M11中，取上行列车的周期数为2，周期排列为(A.C)-(D.C)，停靠的上行列车有两种，分别为(A.C)列车和(D.C)列车。
按照停靠的顺序给列车编号为1、2、3、4、5、6…，与之对应的列车依次为(A.C)类、(D.C)类，(A.C)类、(D.C)类，(A.C)类、(D.C)类列车…。
当列车1((A.C)类上行列车)停靠时，在区域11中只下客，不上客；在区域12中，只上客，不下客。下车到区域11中的乘客，沿着路径L11从下车位置走入常规区域10。在区域12上车到上行列车1的乘客，沿着路径U12走到区域12中的候车位置。
当区域12中的乘客全部或几乎全部进入列车1之后，临常端H13开始放行乘客进入区域12；当区域11中的下车乘客全部或几乎全部走出区域11之后，边界H12开始放行乘客从区域12进入区域11。如果不在临常端H13处和边界H12处对乘客进行准入管理，任由乘客自己根据上行临车区域中的乘客密度而做选择，也是可行的。
当列车2((D.C)类上行列车)停靠时，在区域11中允许下客和上客；在区域12中，只上客，不下客。区域11中的下车乘客沿着路径L11从下车位置走到常规区域10。
当下行临车区域取为A型区域时，在区域01中有来自于下行列车的乘客。从区域11进入到区域01中的乘客与来自于下行列车的乘客共同沿着区域01同方向行走。当下行临车区域取为E型区域时，在区域01中只存在从区域11过来的乘客。
(2)模式M12
模式M12为11{d.(AD).a}-12{b.(CE).a}——01{d.(A/E/F).b}。
在模式M12中，取上行列车的周期数为2，周期排列为(D.C)-(A.E)。停靠的两种上行列车分别为(D.C)类列车和(A.E)类列车。
按照停靠的顺序给上行列车编号为1、2、3、4、5、6…，与之对应的列车依次为(D.C)类，(A.E)类、(D.C)类，(A.E)类、(D.C)类、(A.E)列车…。
当列车1((D.C)类上行列车)停靠时，在区域11中先下客，后上客；在区域12中只上客，不下客。区域11中的从列车1下车的乘客沿着路径L11走到常规区域10。
当区域12中的候车乘客全部上车到列车1之后，放行常规区域10中的乘客经过临常端H13进入区域12。当从列车1下车到区域11中的乘客全部或几乎全部走出区域11时，在边界H12处放行乘客进入区域11中候车。另一种优选方案是，在任何时候都不限制乘客进入区域12或/和区域11，乘客根据当时的乘客密度自己决定进入的时机和停留的位置。
当列车2((A.E)类上行列车)停靠时，在区域11中只下客，不上客；在区域12中，无上客，无下客。在区域11中的来自列车2的下车乘客，沿着路径L11从下车位置走到常规区域10。
在列车2停靠之前、停靠过程中和驶离之后都允许乘客进入区域12等候，当边界H12放行时，这些乘客再进入区域11中候车。
(3)模式M13
模式M13为11{d.D.a}-12{b.(AE).a}——01{d.(A/E/F).b}，
在模式M13中，取上行列车的周期数为2，周期排列为(D.A)-(D.E)。停靠的两种上行列车分别为(D.A)类列车和(D.E)类列车。
按照停靠的顺序给列车编号为1、2、3、4、5、6…，与之对应的列车依次为(D.A)类、(D.E)类，(D.A)类、(D.E)类、(D.A类)、(D.E)类列车…。
当列车1((D.A)类上行列车)停靠时，在区域11中允许下客和上客；在区域12中，只下客，不上客。在区域11中的来自列车1的下车乘客，沿着路径L11从下车位置走到常规区域。在区域12中的来自列车1的下车乘客，沿着路径L12a和L12b从下车位置走到常规区域10。
当区域12中的从列车1下车的乘客全部或几乎全部走出区域12之后，放行常规区域10中的乘客经过临常端H13进入区域12；当从列车1下车到区域11中的乘客全部或几乎全部走出区域11时，在边界H12处放行乘客进入区域11中候车。也可以在临常端H13处和边界H12处不对乘客进行准入管理，由乘客自己根据目标位置的拥挤程度决定是否进入，何时进入。
当列车2((D.E)类上行列车)停靠时，在区域11中先下客，后上客；在区域12中无上客，无下客。区域11中的从列车1下车的乘客，沿着路径L11走到常规区域10。
当区域11中的从列车2下车到区域11中的乘客全部或几乎全部走出区域11之后，放行区域12中的乘客穿过边界H12进入区域11候车。由于当列车2停靠时区域12中没有上下客，列车2的停靠不影响区域12中的乘客行走和停留。当区域11中的从列车1下车的乘客全部或几乎全部离开之后，在列车2停靠之前、停靠期间或驶离之后，区域12中都允许存在要去区域11中候车的乘客。
(4)模式M14
模式M14为11{d.A.a}-12{b.(CD).a}——01{d.(A/E/F).b}。
在模式M14中，取上行列车的周期数为2，周期排列为(A.D)-(A.C)。停靠的两种上行列车分别为(A.D)类列车和(A.C)类列车。
按照停靠的顺序给列车编号为1、2、3、4、5、6…，与之对应的列车依次为(A.D)类、(A.C)类，(A.D)类、(A.C)类、(A.D)、(A.C)类列车…。
当列车1((A.D)类上行列车)停靠时，在区域11中只下客，不上客；在区域12中，允许上客和下客。在区域11中的来自列车1的下车乘客，沿着路径L11从下车位置走到常规区域。在区域12中的来自列车1的下车乘客，沿着路径L12a和L12b从下车位置走到常规区域10。
当区域12中的从列车1下车的乘客全部或几乎全部走出区域12之后，放行常规区域10中的乘客经过临常端H13进入区域12。也可以在临常端H13处和边界H12处不对乘客进行准入管理，由乘客自己根据目标位置的拥挤程度决定是否进入，何时进入。
当列车2((A.C)类上行列车)停靠时，在区域11中只下客，不上客；在区域12中只上客，不下客。区域11中的从列车1下车的乘客，沿着路径L11走到常规区域10。
(5)模式M15
模式M15为11{d.A.a}-12{b.(AD).a}——01{d.(A/E/F).b}。
在模式M15中，取上行列车的周期数为2，周期排列为(A.D)-(A.A)。停靠的两种上行列车分别为(A.D)类列车和(A.A)类列车。
按照停靠的顺序给列车编号为1、2、3、4、5、6…，与之对应的列车依次为(A.D)类、(A.A)类，(A.D)类、(A.A)类，(A.D)类、(A.A)类…。
当列车1((A.D)类上行列车)停靠时，在区域11中只下客，不上客；在区域12中，允许上客和下客。在区域11中的来自列车1的下车乘客，沿着路径L11从下车位置走到常规区域。在区域12中的来自列车1的下车乘客，沿着路径L12a和L12b从下车位置走到常规区域10。
当列车2((A.A)类上行列车)停靠时，在区域11中和区域12都是只下客，不上客。区域11中的从列车1下车的乘客，沿着路径L11走到常规区域10；区域12中的从列车1下车的乘客，沿着路径L12a和L12b走到常规区域10。
在区域12中，从列车1下车的乘客全部走出该区域开始，到从列车2下车的乘客全部或几乎全部走出该区域结束，在这段时间内禁止乘客沿着路径U12进入该区域，以防候车乘客阻碍下车乘客走出。当从列车2下车的乘客全部或几乎全部走出区域12之后，允许乘客从常规区域穿过临常端H13进入区域12中候车。
5.5.2.戊2型模式
所述戊2型模式记为模式MZ2，其表达式为
模式SM211-SM212——SM2011-SM2012
其中，
SM211＝11{d.[A/(AD)/(AE)/(AF)/C/(CD)/(CE)/(CF)/D/(DE)/(DF)].a}
SM212＝12{b.[A/(AD)/(AE)/(AF)/C/(CD)/(CE)/(CF)/D/(DE)/(DF)].a}
SM2011＝011{d.(A/(AE)/(AF)/E/F/(EF)).b}
SM2012＝012{a.(A/(AE)/(AF)/E/F/(EF)).b}
模式MZ2对应于在如图4所示站台的端部组合区，上行临车区域含有区域11和区域12，下行临车区域含有区域011和区域012，在区域11、12、011和012中至少有一个区域是IJ型区域。模式MZ的优选特例包括模式M21、模式M22、模式M23、模式M24、模式M25，其中
模式M21为11{d.(AD).a}-12{b.C.a}——011{d.A.b}-012{a.E.b}，
模式M22为11{d.(AD).a}-12{b.C.a}——011{d.A.b}-012{a.A.b}，
模式M23为11{d.(AD).a}-12{b.C.a}——011{d.(E/F).b}-012{a.A.b}，
模式M24为11{d.(AD).a}-12{b.C.a}——011{d.(E/F).b}-012{a.(E/F).b}，
模式M25为11{d.(AD).a}-12{b.C.a}——011{d.A.b}-012{a.(AE).b}，
模式M26为11{d.(AD).a}-12{b.C.a}——011{d.E.b}-012{a.(AE).b}，
路径L11a为从上行临车区域中的区域11进入到常规区域10的第一条路径，沿途经过以下地点，区域11，连接通道101或/和102，下行临车区域中的区域011，边界H012，区域012，临常端H013。
路径L11b为从上行临车区域中的区域11进入到常规区域10的第二条路径，沿途经过以下地点，区域11，连接通道103，下行临车区域中的区域012，临常端H013。
路径L12a为从上行临车区域中的区域12进入到常规区域10的第一条路径，沿途经过以下地点，区域12，连接通道104，区域012，临常端H013。
路径L12b为从上行临车区域中的区域12进入到常规区域的第二条路径，沿途经过以下地点，区域12，区域11，连接通道103，区域012，临常端H013。
路径L12c为从上行临车区域中的区域12进入到常规区域的第三条路径，该路径包括区域12和临常端H13，该路径最短，但下车乘客的行走方向可能与要上车的乘客行走方向相反，相互影响的时间较长。
路径L011为从下行临车区域中的区域011中的某一位置走到常规区10域的一条路径，沿途经过以下地点，区域011，边界H012，区域012，临常端H013。
路径L012为从下行临车区域中的区域012中的某一位置进入到常规区10域的一条路径，沿途经过以下地点，区域012，临常端H013。
在模式M21～M26中，在从上行列车(A类和D类)下车的乘客中，下车到区域11的乘客从下车位置走到常规区域10的路径为路径L11，下车到区域12的乘客从下车位置走到常规区域的路径为路径L12。
从下行列车下车到区域011的乘客，沿着路径L011走到常规区域；下车到区域012的乘客，沿着路径012走到常规区域。
在模式M21～M26中，上行列车的周期排列都取为(A.C)-(D.C)。在模式M21～M24中任选一个模式，在该模式中每一趟下行列车都相同。在模式M25中，下行列车的周期排列取为(A.A)-(A.E)；在模式M26中，下行列车的周期排列取为(A.A)-(E.E)。(A.C)类、(D.C)类、(A.A)类、(A.E)类和(E.E)类列车的含义见前面关于(I.J)类列车的约定。
6.非端部组合区中的优选乘降模式
优选地，在所述站台中至少有一个非端部组合区具有如下特征，在上行临车区域与下行临车区域之间至少存在连接通道。优选地，所述连接通道的数量为一个(图7)；优选地，所述连接通道的数量为两个或两个以上(图6)。
优选地，上行临车区域和下行临车区域各自只含有一个区域(图6)。
优选地，在上行临车区域中含有两个区域(图7、图8)。优选地，在上行临车区域中含有两个区域，在下行临车区域中含有一个或两个或两个以上区域。
优选地，在上行临车区域中含有三个区域(图9)。优选地，在上行临车区域中含有三个区域，在下行临车区域中含有一个区域(图9)或两个区域或两个以上区域。
6.1.模式FM1
模式FM1的表达公式为，模式2{a.(D/C).a}——02{b.[A/E/(AE)].b}
优选地，在如图6所示的非端部组合区中采用模式FM1运行。
所述模式FM1为模式2{a.(D/C).a}——02{b.[A/E/(AE)].b}。所述如图6所示的组合区的序号为2，在上行临车区域2和下行临车区域02中各自只含有一种区域，在两个临车区域之间存在连接通道201、202和203。
优选地，所述模式FM1取为模式2{a.D.a}——02{b.A.b}。在此模式中，上行临车区域2中的候车乘客从临常端H21和H22进入区域2。当上行列车停靠开门之后，先下客，后上客。从上行列车下车的乘客经过连接通道进入下行临车区域02中，然后在分别向区域02的两端行走，分别穿过临常端H021和H022，分别进入常规区域10.1和10.2。在下行临车区域02中，当下行列车停靠时，只下客，不上客。通常会出现上行列车的下车乘客与下行列车的下车乘客都在下行临车区域中行走，他们的行走方向相同，都是分别经过临常端H021和H022走入常规区域。
优选地，所述模式FM1取为模式2{a.D.a}——02{b.E.b}，或模式2{a.D.a}——02{b.(AE).b}。
优选地，所述模式FM1取为模式2{a.C.a}——02{b.E.b}。
6.2.模式FM2
模式FM2的特征是，如果一个非端部组合区采用模式FM2运行，则其上行和下行临车区域各自含有两个区域，上行和下行临车区域之间只存在一个连接通道，参见图7。
优选地，模式FM2的选择范围包括模式FM21、FM22、FM23、FM24。优选地，模式FM2在如图7所示的非端部组合区中运行。
在图7中，组合区的序号为2，在上行临车区域2含有区域21和22，在下行临车区域02中含有区域021和022，在上行和下行临车区域之间存在一个连接通道201。
所述模式FM21为模式21{a.D.a}-22{b.D.a}——021{a.D.b}-022{a.[A/E/(AE)].b}，
所述模式FM22为模式21{b.D.b}-22{a.D.b}——021{b.D.a}-022{b.E].a}，
所述模式FM23为模式21{a.D.a}-22{b.D.a}——021{b.(A/E).a}-022{b.[A/E/(AE)].b}，
所述模式FM24为模式21{a.D.b}-22{a.A.b}——021{a.D.b}-022{a.A.b}。
(1)模式FM21
在模式FM21中，区域21的临常端H21和远常端H22的边界分均为只入边界(a型)，区域22的远常端H22和临常端H23的边界分别为只出边界(b型)和只入边界(a型)。
在区域21中，候车乘客从常规区域10.1经过临常端H21进入该区域，下车乘客经过连接通道201进入区域021，再经过临常端H023进入常规区域10.2。当上行列车停靠之后，先下客，后上客。当下车乘客逐渐离开临常端时，就可以放行要乘坐上行列车的乘客进入区域21候车。
在区域22中，候车乘客从常规区域10.2经过临常端H23进入该区域，下车乘客先穿过远常端边界H22进入区域21，再经过连接通道201进入区域021，最后经过临常端H023进入常规区域10.2。当上行列车停靠之后，也是先下客，后上客。当下车乘客逐渐离开临常端时，就可以放行要乘坐上行列车的乘客进入区域22候车。
在区域021中，要乘坐下行列车的乘客从常规区域10.1经过临常端H021进入该区域候车，从下行列车下车乘客经过临常端H022进入区域022，再经过临常端H023进入常规区域10.2。当下行列车停靠之后，先下客，后上客。当下车乘客逐渐离开临常端时，就可以放行要乘坐上行列车的乘客进入区域21候车。
当区域022为E型区域时，该区域只是通道，没有乘降。当区域022为A型区域时，从下行列车下车到该区域的乘客也是从临常端H023走出。
(2)模式FM22
在模式FM22中，乘客的行走方向与在模式FM21中的相反。要上车的乘客先从临常端H023进入区域022，然后再分别进入区域21、区域22和区域021中候车。下车乘客在分别从车厢进入区域21、22和023之后，再分别经过临常端H21、H23和H021走出各自的区域。
(3)模式FM23
所述模式FM23为模式21{a.D.a}-22{b.D.a}——021{b.(A/E).a}-021{b.[A/E/(AE)].b}，
在模式FM23中，要乘坐上行列车的乘客，从临常端H21进入区域21候车，从临常端H23进入区域22候车。从上行列车下车进入区域21的乘客经过连接通道进入区域021或022，然后从相应的临常端走出。从上行列车下车进入区域22的乘客先穿过远常端H12进入区域21，再经过连接通道进入区域021或022，然后从相应的临常端走出。
从下行列车下车到区域021和022的乘客分别从远常端H021和H023走出。
(4)模式FM24
所述模式FM24为模式21{a.D.b}-22{a.A.b}——021{a.D.b}-022{a.A.b}。
在区域21中等候上行列车的乘客，从常规区域10.1经过临常端H21进入该区域；下车乘客经过远常端H22进入区域22，从临常端H23进入常规区域10.2。从上行列车下车到在区域22中的乘客从临常端H23进入区域10.2。
在下行临车区域中，在区域021中等候下行列车的乘客，从常规区域10.1经过临常端H021进入该区域；下车乘客经过远常端H022进入区域022，再从临常端H023进入常规区域10.2。从下行列车下车到在区域022中的乘客从临常端H023进入区域10.2。
6.3.模式FM3
模式FM3的特征是，如果一个非端部组合区采用模式FM3运行，则其上行和下行临车区域各自含有两个区域，上行和下行临车区域之间存在两个或两个以上连接通道，参见图8。
优选地，模式FM3取为模式FM31或模式FM32。优选地，如图8所示的非端部组合区中采用FM31或模式FM32运行。
在图8中，组合区的序号为2，在上行临车区域2含有区域21和22，在下行临车区域02中含有区域021和022，在上行和下行临车区域之间存在三个连接通道，分别为201、202和203。
所述模式FM31为模式21{a.D.a}-22{b.D.a}——021{b.(A/E).a}-022{b.[A/E/(AE)].b}，
所述模式FM32为模式21{a.D.b}-22{a.[A/E/(AE)].b——021{b.(A/E).a}-022{b.D.a}，
(1)模式FM31
当采用模式FM31时，在区域21中，候车乘客从常规区域10.1经过临常端H21进入该区域，下车乘客经过连接通道201和202进入区域021，再经过临常端H021进入常规区域10.1。在区域22中，候车乘客从常规区域10.2经过临常端H23进入该区域；下车乘客经过连接通道203进入区域022，或者经过远常端H22、域21和连接通道202进入区域022，再从区域022经过临常端H023进入常规区域10.2。
当区域021为A型区域时，从下行列车下车到该区域的乘客从临常端H021走出，通常会出现同时存在从上行列车和从下行列车下来的乘客一同在区域021中行走。当区域021为E型区域时，在区域021中只出现从上行列车下来的乘客。
区域022与区域021的情况相似，不再赘述。
(2)模式FM32
当采用模式FM32时，在区域21中，候车乘客从常规区域10.1经过临常端H21进入该区域，下车乘客经过连接通道201和202进入区域021，再经过临常端H021进入常规区域10.1。
在区域022中，候车乘客从常规区域10.2经过临常端H023进入该区域；下车乘客经过连接通道203进入区域22，或者经过连接通道202、区域21、远常端H22进入区域22，再从区域22经过临常端H23进入常规区域10.2。
如果区域021或/和区域22为A型区域时，在从下行或/和上行列车下车到相应区域的乘客从临常端 H021或/和H23走出。
当上下行客流均衡时，模式FM32适用；当上行列车的上下客人数高于下行列车时，模式FM31是合适的选择。
6.4.模式FM4
模式FM4的特征是，如果一个非端部组合区采用模式FM4运行，则其上行临车区域含有三个区域，下行临车区域只含有一个区域，上行和下行临车区域之间存在两个或两个以上连接通道，参见图9。
优选地，模式FM4取为模式FM41或模式FM42。优选地，如图9所示的非端部组合区采用模式FM41或模式FM42运行。
在图9中，组合区的序号为2，在上行临车区域含有区域21、22和23，在下行临车区域02中含有一个区域。在上行和下行临车区域之间存在三个连接通道，分别为201、202和203。
所述模式FM41为模式21{a.C.b}-22{a.D.a}-23{b.C.a}——02{b.[A/E/(AE)].b}，
所述模式FM42为模式22{b.A.a}-22{b.D.b}-23{a.A.b}——02{a.E.a}，
(1)模式FM41
当采用模式FM41时，在区域22中，候车乘客一路从常规区域10.1经过临常端H21进入区域21，再经过远常端H22进入区域22中；另一路从常规区域10.2经过临常端H24进入区域23，再经过远常端H23进入区域22中。从上行列车下车到区域22中的乘客，从三个连接通道进入到下行临车区域02中，再分别向着两端行走，直到分别进入常规区域10.1和10.2。
区域21和23是C型区域(上客区)，在临常端H21和H24放行候车乘客时，优先放行要进入区域22中候车的乘客，然后在放行在区域21和23候车的乘客，以免在区域21和23中候车乘客阻碍要进入区域22的乘客通过。
如果选取区域02为A型区域，则从下行列车下车到该区域的乘客从临常端H021和H023走出该区域。
(2)模式FM42
所述模式FM42为模式22{b.A.a}-22{b.D.b}-23{a.A.b}——02{a.E.a}，
当采用模式FM42时，在进入区域22等候上行列车的乘客中有两个来源，分别来自于常规区域10.1和10.2，分别经过临常端H021和H022进入下行临车区域02，然后再经过连接通道进入区域22。从上行列车下车到区域22的乘客，一路穿过远常端H22进入区域21，再穿过临常端H21进入常规区域10.1；另一路穿过远常端H23进入区域23，再穿过临常端H24进入常规区域10.4。
当区域21或/和23为A型区域时，从上行列车下车到这两个区域的乘客分别经过临常端H21或/和H24进入常规区域10.1或/和10.2。当区域21或/和23为E型区域时，区域21或/和23相当于一个通道。
6.5.模式FM5
模式FM5的特征是，如果一个非端部组合区采用模式FM5运行，则其上行临车区域含有三个区域，下行临车区域含有至少两个区域，上行和下行临车区域之间存在两个或两个以上连接通道，参见图10。
优选地，模式FM5取为模式FM51或模式FM52。优选地，在如图10所示的非端部组合区中采用模式FM51或模式FM52运行。
在图10中，组合区的序号为2，在上行临车区域含有区域21、22和23共三个区域，在下行临车区域02中含有区域021和022共两个区域。在上行和下行临车区域之间存在三个连接通道，分别为201、202和203。
所述模式FM51为模式21{a.E.b}-22{a.D.b}-23{a.A/E.b}——021{b.[A/E/(AE)].d}-022{d.[A/C/E/(AEC)].b}，
所述模式FM52为模式21{b.A.a}-22{b.D.b}-23{a.A.b}——021{a.[E/(CE)].d}-022{d.[A/C/E/(AE)].b/a/c}，
(1)模式FM51
当采用模式FM51时，在区域22中的候车乘客先从常规区域10.1经过临常端H21进入区域21，再经过远常端H22进入区域22。从上行列车下车到区域22中的乘客分两路走出：一路从连接通道201和202 进入到下行临车区域021中，再经过临常端H021进入常规区域10.1；另一路依次经过远常端H23、区域23、临常端H24进入区域10.2。
区域21为E型区域，无上下客，用作过道。当区域23为A型区域时，从上行列车下车到区域23中的乘客与从区域22过来的下车乘客合并在一起，经过临常端H24进入常规区域10.2。
区域0.22中的乘客不进入其所在组合区中的其他区域，也不允许乘客从该组合区中的其他临车区域进入区域022。区域022的选择范围包括A型、C型、AEC型区域。
(2)模式FM52
当采用模式FM52时，在区域22中的候车乘客的来路为，先从常规区域10.1经过临常端H021进入区域021，再经过连接通道201和202进入区域22。
从上行列车下车到区域22中的乘客，一路经过远常端H22进入区域21，再经过临常端H21进入常规区域10.1；另一路依次经过远常端H23、区域23、临常端H24进入区域10.2。
区域21和23都是A型区域，只下客，不上客。从区域22进入区域21和23的乘客分别与直接下车到区域21和23的乘客合并在一起经过临常端H21和H24进入常规区域10.1和10.2。
区域0.22中的乘客不进入其所在组合区中的其他区域，也不从该组合区中的其他临车区域进入区域022。区域022的选择范围包括A型、C型、AEC型区域。

Claims (34)

  1. 一种城市轨道交通车站岛式站台或分离岛式站台，其特征包括：
    (1)整个站台包括组合区与常规区域；
    (2)组合区分为端部组合区和非端部组合区，所述站台包含至少一个端部组合区或/和至少一个非端部组合区；
    (3)组合区包括临车区域与非临车区域，临车区域处在站台的两侧；
    (4)在整个站台中至少存在一个具有如下特性的组合区，在该组合区中站台两侧临车区域之间存在有至少一个连接通道。
  2. 根据权利要求1所述站台，其特征是：
    在整个站台中至少存在有一个这样的组合区，该组合区的至少一侧的临车区域具有以下的特性甲或/和特性乙：
    (1)所述特性甲为，
    该临车区域与非临车区域的分界线是以下之一：
    a.平行于站台边缘的直线，
    b.不平行于站台边缘的直线，
    c.由两个或两个以上直线段连接而成的连续折线，
    d.曲线，
    e.由直线段与曲线段连接而成的线；
    (2)所述特性乙为，
    在任何位置上临车区域的宽度都相等；或者，
    至少存在两个位置，在这两个位置上临车区域的宽度不相等。
  3. 根据权利要求1所述站台，其特征是，在所述站台的至少一个端部组合区中，至少有一个临车区域含有具有以下特性的区域Z，
    (i)在所述区域Z的任何部分都允许乘客出现，
    (ii)所述区域Z的长度超出1节车厢的长度；
    优选地，所述临车区域Z的长度为1～2节车厢长度，或为2～3节车厢长度，或大于3节车厢长度；优选地，所述区域Z的长度等于其所在临车区域的长度。
  4. 根据权利要求1或3所述站台，其特征是，在所述站台的至少一个端部组合区中的至少有一个临车区域内存在至少一个具有如下特征的横截面，所述横截面的宽度为0.8～1.2m，或者1.2～1.5m，或者1.5～1.8m，或者1.8～2.5m，或者大于2.5m。
  5. 根据权利要求1所述站台，其特征是，所述岛式站台是混合式站台中一部分。
  6. 根据权利要求1所述站台，其特征是，所述连接通道顶板的高度低于站台层顶板高度，在连接通道的顶板与站台层的顶板之间存在空隙，用作连通所述连接通道的两侧设备房的空气通道。
  7. 根据权利要求1所述站台，其特征是，
    在整个站台中至少存在有一个组合区具有如下的特性W1；所述特性W1是，在该组合区中的上行或/和下行临车区域中，至少有一个临车区域具有如下的特性W2；所述特性W2是，在所述临车区域中存在有一段或多段区域具有以下的特征W3；所述特征W3是，如果在所述一段或多段的区域中任选一个所述一段区域记为区域P，则区域P具有以下特性：
    至少在一个时间段内，在停靠于所述区域P所在站台一侧的各趟列车中，至少有一趟列车与所述区域P以及乘降行为之间的关系模式是以下之一，
    (1)模式A，(只下)
    对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；面对着所述区域P的那段车厢都是只允许下客，不允许上客；
    对于所述区域P，所述列车称为区域P的A类列车；
    (2)模式B，(下优)
    对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；与所述区域P对应的那段列车，虽然允许上客和下客，但是要根据下车人数确定允许上车的人数；
    对于所述区域P，所述列车称为区域P的B类列车；
    (3)模式C，(只上)
    对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；与所述区域P对应的那段列车只允许上客，不允许下客；
    对于所述区域P，所述列车称为区域P的C类列车；
    (4)模式D，(双客)
    对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；与所述区域P对应的那段列车，既允许上客，又允许下客；
    对于所述区域P，所述列车称为区域P的D类列车；
    (5)模式E，(非客)
    对于停靠在所述区域P所在站台一侧的列车，有车厢面对着所述区域P的全部长度范围；与所述区域P对应的那段列车，既不允许上客，又不允许下客，但允许乘客出现在所述区域P中；
    对于所述区域P，所述列车称为区域P的E类列车；
    (6)模式F，(无车)
    对于停靠在所述区域P所在站台一侧的列车，没有任何有车厢或车门面对着所述区域P的任何部分，在所述区域P内既不能上客，又不能下客，但允许乘客出现在所述区域P中；
    对于所述区域P，所述列车称为区域P的F类列车。
    (7)模式G(零客)
    对于停靠在所述区域P所在站台一侧的列车，列车中有车厢面对着所述区域P的全部长度范围，在区域P中不能出现乘客，因此在区域P内既不能上客，也不能下客；
    对于所述区域P，所述列车称为区域P的G类列车。
  8. 根据权利要求7所述站台，其特征是，至少在所述时间段内，停靠于所述区域P所在站台一侧的列车都具有以下特征，
    (1)任何一趟列车是以下之一，区域P的A类列车、B类列车、C类列车、D类列车、E类列车、F类列车、G类列车；
    (2)任何两趟列车都是同类列车；
    所述同类列车的含义是，两趟列车都是A类、或都是B类、或都是C类、或都是E类、或都是F类、或都是G列车。
  9. 根据权利要求7所述站台，其特征是，至少在所述时间段内，在停靠于所述区域P所在站台一侧的各趟列车中，至少有两趟相邻列车是具有以下特征：
    (1)这两趟相邻列车各自都是以下之一，区域P的A类列车、B类列车、C类列车、D类列车、E类列车、F类列车；
    (2)这两趟相邻列车不是同类列车。
  10. 根据权利要求7所述站台，其特征是，至少在所述时间段内，在停靠于所述区域P所在站台一侧的各趟列车中，至少有三趟依次停靠的列车具有以下特征：
    (1)这三趟相邻列车各自都是以下之一，区域P的A类列车、B类列车、C类列车、D类列车、E类列车、F类列车；
    (2)在这三趟依次停靠的列车中，至少有两趟列车不是同类列车；
    优选地，在所述三趟列车中，任何两趟列车都不是同类列车；优选地，在所述三趟列车中，只有两趟列车不是同类列车。
  11. 根据权利要求7所述站台，其特征是，在所述时间段内，所述区域P是以下之一，I型区域、IJ型区域、IJK型区域、IJKL型区域、IJKLM型区域；
    (一)
    所述I型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类列车；I的取值为以下之一A、B、C、D、E、F、G；在所述时间段内，对于任何一趟列车，I的取值都不发生变化；
    (二)
    所述IJ型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类或J类列车；
    所述IJK型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类或J类或K类列车；
    所述IJKL型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类或J类或K或L类列车；
    所述JKLM型区域的特征是，停靠于所述区域P所在站台一侧的任何一趟列车只能是区域P的I类或J类或K或L类或M类列车；
    (三)
    在所述IJ型区域、IJK型区域和IJKL型区域和IJKLM型区域的名称中，符号I、J、K、L、M为通用符号，具有如下特性；
    (1)符号I、J、K、L、M各自的取值为以下之一A、B、C、D、E、F、G；
    (2)在符号I、J、K、L、M中，任何两个符号的取值都不相同；
    在IJ型区域的名称中，要求I≠J；
    在IJK型区域的名称中，要求I≠J，I≠K，J≠K；
    在IJKL型区域的名称中，要求I≠J，I≠K，I≠L，J≠K，J≠L，K≠L；
    在IJKLM型区域的名称中，要求I≠J，I≠K，I≠L，I≠M，J≠K，J≠L，J≠M，K≠L，K≠M，L≠M。
  12. 根据权利要求7或11所述站台，其特征是，在所述时间段内，所述区域P是I型区域，所述I型区域是以下7种区域之一：
    (1)A型区域——下客区，
    所述A型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式A；A型区域也称为下客区；
    (2)B型区域——下客优先区，
    所述B型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式B；B型区域也称为下客优先区：
    (3)C型区域——上客区，
    所述C型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式C；C型区域也称为上客区；
    (4)D型区域——双客区，
    所述D型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式D；D型区域也称为双客区；
    (5)E型区域——非客区，
    所述E型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式E；E型区域也称为非客区；
    (6)F型区域——无车区；
    所述F型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式F；F型区域也称为无车区。
    (7)G型区域——零客区，
    所述G型区域的特征是，对于任何一趟列车，所述列车、所述区域P以及乘降要素之间的组合方式都是模式G；G型区域也称为零客区。
  13. 根据权利要求7或11所述站台，其特征是，在所述时间段内，所述区域P具有以下四个特征之一，
    (一)所述区域P是IJ型区域，所述IJ型区域的选择范围包括，
    (1)AB型区域、(2)AC型区域、(3)AD型区域、(4)AE型区域、(5)AF型区域、(6)BC型区域、(7)BD型区域、(8)BE型区域、(9)BF型区域、(10)CD型区域、(11)CE型区域、(12)CF型区域、 (13)DE型区域、(14)DF型区域、(15)EF型区域；
    (二)所述区域P是IJK型区域，所述IJK型区域的选择范围包括，
    (1)ABC型区域、(2)ABD型区域、(3)ABE型区域、(4)ABF型区域、(5)ACD型区域、(6)ACE型区域、(7)ACF型区域、(8)ADE型区域、(9)ADF型区域、(10)BCD型区域、(11)BCE型区域、(12)BCF型区域、(13)BDE型区域、(14)BDF型区域、(15)CDE型区域、(16)CDF型区域、(17)AEF型区域、(18)BEF型区域、(19)CEF型区域、(20)DEF型区域；
    (三)所述区域P是IJKL型区域，所述IJKL型区域的选择范围包括，
    (1)ABEF型区域、(2)ACEF型区域、(3)ADEF型区域、(4)BCEF型区域、(5)BDEF型区域、(6)CDEF型区域、(7)ABCE型区域、(8)ABCF型区域、(9)ABDE型区域、(10)ABDF型区域、(11)ACDE型区域、(12)ACDF型区域；
    (四)所述区域P是IJKLN型区域，所述IJKLM型区域的选择范围包括，
    (1)ABCEF型区域、(2)ABDEF型区域、(3)ACDEF型区域、(4)BCDEF型区域。
  14. 根据权利要求11、12或13所述站台，其特征是，所述区域P所在的临车区域全部是区域P。
  15. 根据权利要求7至14之一所述站台，其特征是，在所述时间段内所述区域P还具有以下特性：
    区域P的至少一个端部边界是以下之一，a型边界、b型边界、c型边界、d型边界；
    所述a型边界也称为只入边界，乘客允许穿过a型边界进入到区域P，但不允许从区域P穿过a型边界走出；
    所述b型边界也称为只出边界，乘客允许从区域P穿过b型边界走出，但不允许穿过b型边界进入到区域P；
    所述c型边界也称为双向边界，乘客允许从区域P穿过c型边界走出，也允许穿过c型边界进入到区域P；
    所述d型边界也称为禁行边界，既不允许乘客从区域P穿过d型边界走出，也不允许乘客穿过d型边界进入到区域P。
  16. 根据权利要求7至14之一所述站台，其特征是，在所述时间段内，候车乘客的行走路径具有以下三个特征之一，
    (1)区域P中的全部候车乘客，在从常规区域到达候车位置的过程中，途径区域P所在组合区中的连接通道；
    (2)区域P中的全部候车乘客，在从常规区域到达候车位置的过程中，经过区域P所在临车区域和该临车区域的临常端，不经过连接通道；
    (3)在区域P中，候车乘客至少包括甲乙两部分，
    甲部分候车乘客，在从常规区域到达候车位置的过程中，途径区域P所在组合区中的连接通道；
    乙部分候车乘客，在从常规区域到达候车位置的过程中，经过区域P所在临车区域和该临车区域的临常端，不经过连接通道。
  17. 根据权利要求7至14之一所述站台，其特征是，在所述时间段内，下车乘客的行走路径具有以下三个特征之一，
    (1)全部下车到区域P的乘客，在从下车位置走到常规区域的过程中，途径区域P所在组合区中的连接通道；
    (2)全部下车到区域P的乘客，在从下车位置走到常规区域的过程中，经过区域P所在临车区域和该临车区域的临常端，不经过连接通道；
    (3)一部分下车到区域P的乘客，在从下车位置走到常规区域的过程中途径区域P所在组合区中的连接通道；至少还有一部分下车到区域P的乘客，在从下车位置走到常规区域的过程中，经过区域P所在临车区域和该临车区域的临常端，不经过连接通道。
  18. 根据权利要求7至14之一所述站台，其特征是，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或者特征II，
    (一)所述特征I为，
    (1)整个上行临车区域或者上行临车区域中的某一段区域为以下之一，
    B型、BE型、BF型、BEF型，
    C型、CE型、CF型、CEF型，
    D型、DE型、DF型、DEF型，
    AB型、ABE型、ABF型、ABEF型，
    AC型、ACE型、ACF型、ACEF型，
    AD型、ADE型、ADF型、ADEF型，
    BC型、BCE型、BCF型、BCEF型，
    BD型、BDE型、BDF型、BDEF型，
    CD型、CDE型、CDF型，CDEF型区域；
    (2)在上行临车区域中或者在上行临车区域内的某一段区域中的至少一部分候车乘客，在从常规区域走到候车位置的过程中，经过上行临车区域的临常端进入到上行临车区域，然后沿着上行临车区域走到候车位置；
    (二)所述特征II为，
    (1)整个下行临车区域或者下行临车区域中的某一段区域为以下之一，
    B型、BE型、BF型、BEF型，
    C型、CE型、CF型、CEF型，
    D型、DE型、DF型、DEF型，
    AB型、ABE型、ABF型、ABEF型，
    AC型、ACE型、ACF型、ACEF型，
    AD型、ADE型、ADF型、ADEF型，
    BC型、BCE型、BCF型、BCEF型，
    BD型、BDE型、BDF型、BDEF型，
    CD型、CDE型、CDF型，CDEF型区域；
    (2)在下行临车区域中的或者在下行临车区域内的某一段区域中的至少一部分候车乘客，在从常规区域走到候车位置的过程中，经过下行临车区域的临常端进入到下行临车区域，然后沿着下行临车区域走到候车位置。
  19. 根据权利要求18所述站台，其特征是，
    停靠于所述CE型区域的列车的周期排列为C-E或C-E-E或C-C-E，
    停靠于所述CF型区域的列车的周期排列为C-F或C-F-F或C-C-F，
    停靠于所述CEF型区域的列车的周期排列为C-E-F或C-E-C-F或C-E-C-E-F或C-E-C-F-E或C-C-E-F，
    停靠于所述DE型区域的列车的周期排列为D-E或D-E-E或D-D-E，
    停靠于所述DF型区域的列车的周期排列为D-F或D-F-F或D-D-F，
    停靠于所述DEF型区域的列车的周期排列为D-E-F或D-E-D-F或D-E-D-E-F或D-E-D-F-E或D-D-E-F，
    停靠于所述CDE型区域的列车的周期排列为C-D-E或C-D-E-E或C-E-D-E或C-E-D-E-E，
    停靠于所述CDF型区域的列车的周期排列为C-D-F或C-D-F-F或C-F-D-F或C-F-D-F-F，
    停靠于所述CDEF型区域的列车的周期排列为C-D-E-F或C-E-D-F或C-E-D-E-F或C-E-D-F-E或C-E-D-F-F。
    停靠于所述DE型区域的列车的周期排列为D-E或D-E-E或D-D-E，
    停靠于所述DF型区域的列车的周期排列为D-F或D-F-F或D-D-F，
    停靠于所述DEF型区域的列车的周期排列为D-E-F或D-E-D-F或D-E-D-E-F或D-E-D-F-E或D-D-E-F。
  20. 根据权利要求7至14之一所述站台，其特征是，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或/和特征II，
    (一)所述特征I为，
    (1)上行临车区域或者上行临车区域中的某一段区域为以下之一，
    A型、AE型、AF型、AEF型区域；
    (2)在所述上行临车区域内的或者在所述上行临车区域中的所述某一段区域内的至少一部分下车乘客，在从下车位置走到常规区域的过程中，途径上行临车区域、上行临车区域的临常端。
    (二)所述特征II为，
    (1)下行临车区域或者下行临车区域中的某一段区域为以下之一，
    A型、AE型、AF型、AEF型区域；
    (2)在所述下行临车区域内的或者在所述下行临车区域中的所述某一段区域内的至少一部分下车乘客，在从下车位置走到常规区域的过程中，途径下行临车区域、下行临车区域的临常端；
  21. 根据权利要求20所述站台，其特征是，
    停靠于所述AE型区域的列车的周期排列为A-E或A-E-E或A-A-E，
    停靠于所述AF型区域的列车的周期排列为A-F或A-F-F或A-A-F，
    停靠于所述AEF型区域的列车的周期排列为A-E-F或A-E-A-F或A-E-A-E-F或A-A-E-F.
  22. 根据权利要求7至14之一或者18所述站台，其特征是，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或者特征II，
    (一)所述特征I为，
    (1)上行临车区域或者上行临车区域中的某一区域为以下之一，
    A型、AE型、AF型、AEF型，
    B型、BE型、BF型、BEF型，
    D型、DE型、DF型、DEF型，
    AB型、ABE型、ABF型、ABEF型，
    AC型、ACE型、ACF型、ACEF型，
    AD型、ADE型、ADF型、ADEF型，
    BC型、BCE型、BCF型、BCEF型；
    CD型、CDE型、CDF型、CDEF型区域；
    (2)下车到所述上行临车区域中或者下车到所述上行临车区域内的所述某一区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，依次途径上行临车区域、连接通道、下行临车区域、下行临车区域的临常端；
    (二)所述特征II为，
    (1)下行临车区域或者下行临车区域中的某一区域为以下之一，
    A型、AE型、AF型、AEF型，
    B型、BE型、BF型、BEF型，
    D型、DE型、DF型、DEF型，
    AB型、ABE型、ABF型、ABEF型，
    AC型、ACE型、ACF型、ACEF型，
    AD型、ADE型、ADF型、ADEF型，
    BC型、BCE型、BCF型、BCEF型；
    CD型、CDE型、CDF型、CDEF型区域；
    (2)下车到下行临车区域中的或者下车到下行临车区域内的某一区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，依次途径下行临车区域、连接通道、上行临车区域、上行临车区域的临常端。
  23. 根据权利要求22所述站台，其特征是，
    停靠于所述AE型区域的列车的周期排列为A-E或A-E-E或A-A-E，
    停靠于所述AF型区域所在站台一侧的列车的周期排列为A-F或A-F-F或A-A-F，
    停靠于所述AEF型区域所在站台一侧的列车的周期排列为A-E-F或A-E-A-F或A-E-A-E-F或A-A- E-F，
    停靠于所述AB型区域的列车的周期排列为A-B或A-B-B或A-A-B，
    停靠于所述ABE型区域的列车的周期排列为A-B-E或A-E-B或A-E-B-E或A-A-E-B，
    停靠于所述ABF型区域的列车的周期排列为A-B-F或A-F-B或A-F-B-F或A-A-F-B，
    停靠于所述ABEF型区域的列车的周期排列为A-E-B-F或A-F-B-E或A-B-E-F或A-A-E-B-F。
    停靠于所述AC型区域的列车的周期排列为A-C或A-C-C或A-A-C，
    停靠于所述ACE型区域的列车的周期排列为A-C-E或A-E-C-E或A-A-C-E或A-C-C-E或A-A-E-C或A-A-E-C-E或A-A-E-C-C-E，
    停靠于所述ACF型区域所在站台一侧的列车的周期排列为A-C-F或A-F-C-E或A-A-C-F或A-C-C-F或A-A-F-C或A-A-F-C-F或A-A-F-C-C-F，
    停靠于所述AD型区域的列车的周期排列为A-D或A-D-D或A-A-D，
    停靠于所述ADE型区域的列车的周期排列为A-D-E或A-E-D或A-E-D-E或A-A-E-D，
    停靠于所述ADF型区域的列车的周期排列为A-D-F或A-F-D或A-F-D-F或A-A-F-D，
    停靠于所述ADEF型区域的列车的周期排列为A-E-D-F或A-F-D-E或A-D-E-F或A-A-E-D-F。
    停靠于所述BC型区域的列车的周期排列为C-B或C-B-B或C-C-B，
    停靠于所述BCE型区域的列车的周期排列为C-B-E或C-E-B或C-E-B-E或C-C-E-B，
    停靠于所述BCF型区域的列车的周期排列为C-B-F或C-F-B或C-F-B-F或C-C-F-B，
    停靠于所述BCEF型区域的列车的周期排列为C-E-B-F或C-F-B-E或C-B-E-F或C-C-E-B-F。
    停靠于所述CD型区域的列车的周期排列为C-D或C-D-D或C-C-D，
    停靠于所述CDE型区域的列车的周期排列为C-D-E或C-E-D或C-E-D-E或C-C-E-D，
    停靠于所述CDF型区域的列车的周期排列为C-D-F或C-F-D或C-F-D-F或C-C-F-D，
    停靠于所述CDEF型区域的列车的周期排列为C-E-D-F或C-F-D-E或C-D-E-F或C-C-E-D-F。
  24. 根据权利要求7至14之一所述站台，其特征是，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或者特征II，
    (一)所述特征I为，
    (1)上行临车区域或者上行临车区域中的某一区域为以下之一，
    A型、AE型、AF型、AEF型，
    B型、BE型、BF型、BEF型，
    D型、DE型、DF型、DEF型，
    AB型、ABE型、ABF型、ABEF型，
    AC型、ACE型、ACF型、ACEF型，
    AD型、ADE型、ADF型、ADEF型，
    BC型、BCE型、BCF型、BCEF型；
    CD型、CDE型、CDF型、CDEF型区域；
    (2)整个下行临车区域为以下之一，A型、AE型、AF型、AEF型、E型、F型、EF型；
    (3)下车到所述上行临车区域中或者下车到所述上行临车区域内的所述某一区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，依次途径上行临车区域、连接通道、下行临车区域、下行临车区域的临常端；
    (二)所述特征II为，
    (2)下行临车区域或者下行临车区域中的某一区域为以下之一，
    A型、AE型、AF型、AEF型，
    B型、BE型、BF型、BEF型，
    D型、DE型、DF型、DEF型，
    AB型、ABE型、ABF型、ABEF型，
    AC型、ACE型、ACF型、ACEF型，
    AD型、ADE型、ADF型、ADEF型，
    BC型、BCE型、BCF型、BCEF型；
    CD型、CDE型、CDF型、CDEF型区域；
    (2)整个上行临车区域为以下之一，A型、AE型、AF型、AEF型、E型、F型、EF型；
    (3)下车到下行临车区域中的或者下车到下行临车区域内的某一区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，依次途径下行临车区域、连接通道、上行临车区域、上行临车区域的临常端。
  25. 根据权利要求24所述站台，其特征是，
    停靠于所述AE型区域的列车的周期排列为A-E或A-E-E或A-A-E，
    停靠于所述AF型区域所在站台一侧的列车的周期排列为A-F或A-F-F或A-A-F，
    停靠于所述AEF型区域所在站台一侧的列车的周期排列为A-E-F或A-E-A-F或A-E-A-E-F或A-A-E-F，
    停靠于所述AB型区域的列车的周期排列为A-B或A-B-B或A-A-B，
    停靠于所述ABE型区域的列车的周期排列为A-B-E或A-E-B或A-E-B-E或A-A-E-B，
    停靠于所述ABF型区域的列车的周期排列为A-B-F或A-F-B或A-F-B-F或A-A-F-B，
    停靠于所述ABEF型区域的列车的周期排列为A-E-B-F或A-F-B-E或A-B-E-F或A-A-E-B-F。
    停靠于所述AC型区域的列车的周期排列为A-C或A-C-C或A-A-C，
    停靠于所述ACE型区域的列车的周期排列为A-C-E或A-E-C-E或A-A-C-E或A-C-C-E或A-A-E-C或A-A-E-C-E或A-A-E-C-C-E，
    停靠于所述ACF型区域所在站台一侧的列车的周期排列为A-C-F或A-F-C-E或A-A-C-F或A-C-C-F或A-A-F-C或A-A-F-C-F或A-A-F-C-C-F，
    停靠于所述AD型区域的列车的周期排列为A-D或A-D-D或A-A-D，
    停靠于所述ADE型区域的列车的周期排列为A-D-E或A-E-D或A-E-D-E或A-A-E-D，
    停靠于所述ADF型区域的列车的周期排列为A-D-F或A-F-D或A-F-D-F或A-A-F-D，
    停靠于所述ADEF型区域的列车的周期排列为A-E-D-F或A-F-D-E或A-D-E-F或A-A-E-D-F。
    停靠于所述BC型区域的列车的周期排列为C-B或C-B-B或C-C-B，
    停靠于所述BCE型区域的列车的周期排列为C-B-E或C-E-B或C-E-B-E或C-C-E-B，
    停靠于所述BCF型区域的列车的周期排列为C-B-F或C-F-B或C-F-B-F或C-C-F-B，
    停靠于所述BCEF型区域的列车的周期排列为C-E-B-F或C-F-B-E或C-B-E-F或C-C-E-B-F。
    停靠于所述CD型区域的列车的周期排列为C-D或C-D-D或C-C-D，
    停靠于所述CDE型区域的列车的周期排列为C-D-E或C-E-D或C-E-D-E或C-C-E-D，
    停靠于所述CDF型区域的列车的周期排列为C-D-F或C-F-D或C-F-D-F或C-C-F-D，
    停靠于所述CDEF型区域的列车的周期排列为C-E-D-F或C-F-D-E或C-D-E-F或C-C-E-D-F。
  26. 根据权利要求求7至14之一所述站台，其特征是，在所述时间段内，在所述站台中，至少一个组合区采用的乘降模式具有以下的特征I或者特征II，
    (一)所述特征I为，
    (1)上行临车区域或者上行临车区域中的某一段区域为以下之一，
    C型、CE型、CF型、CEF型，B型、BE型、BF型、BEF型，D型、DE型、DF型，DEF型区域，BC型、BCE型、BCF型、BCEF型，CD型、CDE型、CDF型，CDEF型，
    (2)在所述上行临车区域内的或者在所述上行临车区域中的所述某一段区域内的至少一部分候车乘客，在从常规区域走到候车位置的过程中，途径下行临车区域的临常端、下行临车区域、连接通道、上行临车区域；
    (二)所述特征II为，
    (1)下行临车区域或者下行临车区域中的某一段区域为以下之一，
    C型、CE型、CF型、CEF型，B型、BE型、BF型、BEF型，D型、DE型、DF型，DEF型区域，BC型、BCE型、BCF型、BCEF型，CD型、CDE型、CDF型，CDEF型，
    (2)在所述下行临车区域内或者在所述下行临车区域中的所述某一段区域内，至少一部分候车乘客 在从常规区域走到候车位置的过程中，途径上行临车区域的临常端、上行临车区域、连接通道、下行临车区域。
  27. 根据权利要求26所述站台，其特征是，
    停靠于所述CE型区域的列车的周期排列为C-E或C-E-E或C-C-E，
    停靠于所述CF型区域的列车的周期排列为C-F或C-F-F或C-C-F，
    停靠于所述CEF型区域的列车的周期排列为C-E-F或C-E-C-F或C-C-E-F，
    停靠于所述DE型区域的列车的周期排列为D-E或D-E-E或D-D-E，
    停靠于所述DF型区域的列车的周期排列为D-F或D-F-F或D-D-F，
    停靠于所述DEF型区域的列车的周期排列为D-E-F或D-E-D-F或D-D-E-F，
    停靠于所述CD型区域的列车的周期排列为C-D或C-C-D或C-D-D，
    停靠于所述CDE型区域的列车的周期排列为C-D-E或C-E-D或C-E-D-E，
    停靠于所述CDF型区域的列车的周期排列为C-D-F或C-F-D或C-F-D-F，
    停靠于所述CDEF型区域的列车的周期排列为C-D-E-F或C-E-D-F或C-F-D-E或C-E-D-E-F。
  28. 根据权利要求7至14之一所述站台，其特征是，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或者特征II，
    (一)所述特征I为，
    (1)上行临车区域或者上行临车区域中的某一区域为以下之一，
    B型、BE型、BF型、BEF型，D型、DE型、DF型、DEF型，AB型、ABE型、ABF型、ABEF型，AC型、ACE型、ACF型、ACEF型，AD型、ADE型、ADF型、ADEF型，BC型、BCE型、BCF型、BCEF型；CD型、CDE型、CDF型、CDEF型区域；
    (2)整个下行临车区域为以下之一，A型、AE型、AF型、AEF型、E型、F型、EF型；
    (3)下车到所述上行临车区域中或者下车到所述上行临车区域内的所述某一区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，依次途径上行临车区域、连接通道、下行临车区域、下行临车区域的临常端；
    (4)下车到所述下行临车区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，途径下行临车区域、下行临车区域的临常端；
    (5)在上行临车区域中或者在上行临车区域内的某一段区域中的至少一部分候车乘客，在从常规区域走到候车位置的过程中，经过上行临车区域的临常端进入到上行临车区域，然后沿着上行临车区域走到候车位置；
    (二)所述特征II为，
    (1)下行临车区域或者下行临车区域中的某一区域为以下之一，
    A型、AE型、AF型、AEF型，B型、BE型、BF型、BEF型，D型、DE型、DF型、DEF型，AB型、ABE型、ABF型、ABEF型，AC型、ACE型、ACF型、ACEF型，AD型、ADE型、ADF型、ADEF型，BC型、BCE型、BCF型、BCEF型，CD型、CDE型、CDF型、CDEF型区域；
    (2)整个上行临车区域为以下之一，A型、AE型、AF型、AEF型、E型、F型、EF型；
    (3)下车到下行临车区域中的或者下车到下行临车区域内的某一区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，依次途径下行临车区域、连接通道、上行临车区域、上行临车区域的临常端；
    (4)下车到所述上行临车区域中的至少一部分乘客，在从下车位置走到常规区域的过程中，途径上行临车区域、上行临车区域的临常端；
    (5)在下行临车区域中或者在下行临车区域内的某一段区域中的至少一部分候车乘客，在从常规区域走到候车位置的过程中，经过下行临车区域的临常端进入到下行临车区域，然后沿着下行临车区域走到候车位置。
  29. 根据权利要求7至14之一所述站台，其特征是，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或者特征II，
    (一)所述特征I为，
    (1)整个上行临车区域和整个下行临车区域各自为以下之一，A型、AE型、AF型、AEF型；
    (2)一部分下车到所述上行临车区域中的乘客，在从下车位置走到常规区域的过程中，途径上行临车区域、上行临车区域的临常端；至少还有一部分下车到所述上行临车区域中的乘客，在从下车位置走到常规区域的过程中，途径上行临车区域、连接通道、下行临车区域、下行临车区域的临常端；
    (3)下车到所述下行临车区域中的乘客，在从下车位置走到常规区域的过程中，途径下行临车区域、下行临车区域的临常端；
    (二)所述特征II为，
    (1)整个上行临车区域和整个下行临车区域各自为以下之一，A型、AE型、AF型、AEF型；
    (2)一部分下车到所述下行临车区域中的乘客，在从下车位置走到常规区域的过程中，途径下行临车区域、下行临车区域的临常端；至少还有一部分下车到所述下行临车区域中的乘客，在从下车位置走到常规区域的过程中，途径下行临车区域、连接通道、上行临车区域、上行临车区域的临常端；
    (3)下车到所述上行临车区域中的乘客，在从下车位置走到常规区域的过程中，途径上行临车区域、上行临车区域的临常端。
  30. 根据权利要求7至14之一所述站台，其特征是，在所述时间段内，在所述站台中，至少有一个组合区采用的乘降模式具有以下的特征I或者特征II，
    (一)所述特征I为，
    (1)整个上行临车区域为以下之一，C型、CE型、CF型、CEF型；整个下行临车区域为以下之一，C型、CE型、CF型、CEF型、E型、F型、EF型；
    (2)在上行临车区域中，候车乘客至少包括甲乙两部分，
    甲部分候车乘客，在从常规区域到达候车位置的过程中，先经过上行临车区域的临常端，然后沿着上行临车区域走到候车位置；
    乙部分候车乘客，在从常规区域到达候车位置的过程中，依次经过下行临车区域的临常端、下行临车区域、连接通道、上行临车区域；
    (3)当下行临车区域为C型或CE型或CF型或CEF型区域时，在下行临车区域候车的乘客，先经过下行临车区域的临常端，然后沿着下行临车区域走到候车位置；
    (二)所述特征II为，
    (1)整个下行临车区域为以下之一，C型、CE型、CF型、CEF型；整个上行临车区域为以下之一，C型、CE型、CF型、CEF型、E型、F型、EF型；
    (2)在下行临车区域中的候车乘客至少包括甲乙两部分，
    甲部分候车乘客，在从常规区域到达候车位置的过程中，先经过下行临车区域的临常端，然后沿着下行临车区域走到候车位置；
    乙部分候车乘客，在从常规区域到达候车位置的过程中，依次经过上行临车区域的临常端、上行临车区域、连接通道、下行临车区域；
    (3)当上行临车区域为C型或CE型或CF型或CEF型区域时，在上行临车区域候车的乘客，先经过下行临车区域的临常端，然后沿着上行临车区域走到候车位置；当上行临车区域为E型或F型或EF型区域时，在上行临车区域中没有候车乘客。
  31. 根据权利要求求7至14之一所述站台，其特征是，在所述时间段内，在所述站台中，
    至少有一个端部组合区采用以下模式之一运行，甲型模式、乙型模式、丁型模式、戊型模式；或/和，
    至少有一个非端部组合区采用以下模式之一运行，模式FM1、模式FM2、模式FM3、模式FM4、模式FM5。
  32. 根据权利要31所述站台，其特征是，具有以下的五个特征之一：
    (1)所述甲型模式的选择范围至少包括甲1型、甲2型、甲3型、甲4型、甲5型、甲6型模式；
    (2)所述乙型模式的选择范围至少包括乙1型、乙2型、乙3型、乙4型、乙5型、乙6型、乙7型、乙8型模式；
    (3)所述丙型模式的选择范围至少包括丙1型、丙2型、丙3型、丙4型、丙5型、丙6型、丙7型、丙8型、丙9型、丙10型模式；
    (4)所述丁型模式的选择范围至少包括丁1型、丁2型、丁3型；
    (5)所述戊型模式的选择范围至少包括戊1型和戊2型模式。
  33. 根据权利要31所述站台，其特征是，具有以下的四个特征之一：
    (1)所述模式FM2的选择范围至少包括，FM21、FM22、FM23、FM24；
    (2)所述模式FM3的选择范围至少包括，模式FM31或FM32；
    (3)所述模式FM4的选择范围至少包括，模式FM41、FM42；
    (4)所述模式FM5的选择范围至少包括，模式FM51或模式FM52。
  34. 一种用于城市轨道交通的乘降方法，其特征是所述车站站台如权利要求1至33之一所述。
PCT/CN2023/080983 2022-03-13 2023-03-13 城市轨道交通车站站台和乘降方法 WO2023174192A1 (zh)

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