客运专线列车速度-间隔控制机理与计算  

Mechanism and Calculation of Speed-Interval Control of High-Speed Passenger Trains

作　　者：刘澜[1] 魏德勇[2] 殷原[1] 魏方华[1] 

机构地区：[1]西南交通大学交通运输学院,四川成都610031 [2]铁道第二勘察设计院,四川成都610031

出　　处：《西南交通大学学报》2006年第5期575-581,共7页Journal of Southwest Jiaotong University

基　　金：铁道部专项基金(Z2003-034)

摘　　要：给出了制动率、制动距离、作业时间等参数取值和最小追踪间隔的计算公式.不同的全制动距离阶段划分方式及其设备配置决定了高速客运专线信号控制及列车运行方式.列车的速度-间隔控制采用一次制动模式曲线方式并以速度分级模式曲线方式作为备用模式.缩短同方向列车到站追踪间隔是缩短追踪间隔的关键.对于速度大于250 km/h的旅客列车,通过进站提前减速,用一次制动模式曲线方式能够实现3 m in追踪间隔.在客货混线运行条件下,当车站到发线有效长不大于1 200 m,咽喉区长度不大于800 m,120 km/h的货物列车制动率0.8时,能够实现5 m in追踪间隔;200 km/h旅客列车采用制动率为0.6即能实现4 m in追踪间隔.The parameters, such as braking ratio, braking distance, operation time and so on, and a formula for calculating minimum headways were presented. The signaling and operations of high-speed passenger trains depend on the braking stage design and relative equipment configuration to fulfill a complete braking process. The speed-interval control of high-speed trains adopts the one-step braking curve mode, and multi-step braking curve is as a standby mode. The key to reduce the headway on a line is to cut down the headways of arrival trains at stations in the same direction. For passenger trains at a speed of 250 km/h and over, the headway of 3 min can be realized with the one-step braking curve mode plus deceleration in advance. In the mixed operations of passenger and freight trains, the headway of 5 min can be realized when the braking ratio is 0.8, and the effective length of arrival and departure track and the throat length are no longer than 1 200 m and 800 m, respectively, for a freight train at a speed of 120 km/h; and the headway of 4 min can also be achieved when the braking ratio is 0.6 for a high-speed passenger train at a speed of 200 km/h.

关 键 词：客运专线 追踪间隔 速度 信号制式 控制 机理 计算 

分 类 号：U284.48[交通运输工程—交通信息工程及控制]