《地铁设计规范》中限制列车加减速度规定的合理性分析与探讨  

Analytical Discussion on the Rationality of Regulation Limiting Train Acceleration and Deceleration in Code for Design of Metro

作　　者：杨振虹 梁广深 YANG Zhenhong;LIANG Guangshen(CCCC Railway Consultants Group Co.,Ltd.,100088,Beijing;不详)

机构地区：[1]中交铁道设计研究总院有限公司,北京100088 [2]北京城建设计发展集团股份有限公司,北京100037

出　　处：《城市轨道交通研究》2022年第1期33-37,共5页Urban Mass Transit

摘　　要：为了提高地铁列车旅行速度,国内外都要求地铁列车的加速度不低于1.0 m/s^(2),减速度不低于1.1~1.2 m/s^(2)。目前,我国新建地铁线路大都选用加减速度较大的4M2T编组列车,其目的也是为了提高列车旅行速度。但GB 50157—2013《地铁设计规范》规定列车牵引计算的起动加速度和制动减速度分别不宜大于最大加速度的90%和常用减速度的90%,且列车起动加速度和制动减速度均不宜大于0.9 m/s^(2[1])。以重庆轨道交通5号线一期线路为基础,分别采用B型车3M3T编组列车和4M2T编组列车,按照100%牵引力和90%牵引力进行仿真验算,绘制了4套牵引计算图,分析得出了相同的结论:列车的实际加速度和减速度一般很难达到规范限制的数值;列车以90%牵引力运行时,旅行速度下降,牵引电能消耗量略有减少。In order to increase metro train travel speed,both domestic and foreign metros require that the vehicle acceleration should not be less than 1.0 m/s^(2) and the deceleration should not be less than 1.1~1.2 m/s^(2).At present,the newly built metro mostly uses 4M2T formation train with higher acceleration and deceleration,the purpose of which is also to increase train travel speed.However,according to the GB 50157—2013 Code for Design of Metro,the starting acceleration and braking deceleration calculated by train traction should not be greater than 90%of the maximum acceleration and of the common deceleration,thus no greater than 0.9 m/s^(2[1]).Based on first phase section of Chongqing Rail Transit Line 5,3M3T and 4M2T formation trains of B-type vehicle are adopted respectively,and simulation calculation is conducted according to 100%traction force and 90%traction force.Four sets of traction calculation diagrams are drawn.The analysis arrives to the same conclusion:the actual train acceleration and deceleration are generally barely reaching the normative limit;when the train travels under 90%traction force,travel speed decreases,and the traction power consumption decreases slightly.

关 键 词：地铁列车 加速度 减速度 旅行速度 牵引计算 

分 类 号：U231.1[交通运输工程—道路与铁道工程]