城市轨道交通与市郊铁路直通运营下通过能力研究  

Capacity Calculation under Through Operation between Urban Rail Transit and Suburban Railway

作　　者：李明高[1] 毛保华[1,2] 杜鹏[1,2] 张翔宇[1] 刘路[1] 

机构地区：[1]北京交通大学城市交通复杂系统理论与技术教育部重点实验室,北京100044 [2]北京交通大学中国综合交通研究中心,北京100044

出　　处：《交通运输系统工程与信息》2016年第1期111-115,共5页Journal of Transportation Systems Engineering and Information Technology

基　　金：国家自然科学基金重点项目(71131001);国家基础研究计划项目(2012CB725406);交通运输部建设科技项目(2013318221420)~~

摘　　要：直通运营下,异质列车间追踪间隔与同质列车不同,通过能力受影响.在分析列车追踪间隔计算原理基础上,提出直通运营下直通区段通过能力计算方法.研究表明,在给定的参数下,市郊铁路列车与城市轨道交通列车间追踪间隔为110 s,城市轨道交通列车间追踪间隔为85 s.直通区段直通列车发车频率越高,通过能力影响越大,且直通列车在直通区段运营速度越大,通过能力降低越显著.在实际可实现的追踪间隔为120 s下,若满足客流需求所需的最小平均发车间隔小于125 s,则不能开行直通列车;若满足客流需求所需的最小平均发车间隔大于212 s时,可按1:1开行直通列车.The tracing time interval between heterogeneous trains is different to homogeneous trains, and the capacity declines under through operation. Based on the analysis of the calculation principles of tracing time interval, the capacity calculation model of shared-track under through operation is present. The result shows that the suburban rail tracing time interval is 110s and the urban rail transit is 85s under the given parameters. The more through train operated, the greater of the capacity declined. If the actual tracing time interval is 120s, then the through train cannot dispatch when the needed headway to meet the demand is less than 125s, and it can dispatch by 1：1 when is more than 212s.

关 键 词：城市交通 城市轨道交通 市郊铁路 直通运营 通过能力 

分 类 号：U239.5[交通运输工程—道路与铁道工程]