高速铁路无越行区段平均最小列车间隔时间研究

On the Average Minimal Interval Time in Non-Overtaking Section of High-speed Railway

随着高速铁路逐步成网,高速铁路干线部分区段通过能力趋于饱和,传统的通过能力计算方法扣除系数法已无法真实反映线路能力利用情况,不适应性愈加凸显。借鉴德国及西欧等国家通过能力计算方法,平均最小列车间隔时间计算法是考虑一定缓冲时间的动态通过能力计算法,更能反映铁路通过能力客观条件和实际要求。本文在分析我国高速铁路通过能力计算特点基础上,通过分析运行列车组中列车间隔时间与停站结构的关系,得出适应于我国高速铁路的区段平均最小列车间隔时间计算方法,最后以京广高铁长沙南至衡阳东区段为例,计算出一定缓冲时间下的区段高峰小时通过能力。

With the development of high-speed railway network,the carrying capacity of some sections of high-speed railway trunk line tends to be saturated.The traditional calculation method of carrying capacity,the deduction coefficient method,can not truly reflect the utilization of line capacity,and its inadaptability becomes more and more prominent.Referring to the calculation method of carrying capacity in Germany and Western Europe,the calculation method of average minimum train interval is a dynamic carrying capacity calculation method considering certain buffer time,which can better reflect the objective conditions and actual requirements of railway carrying capacity.Based on the analysis of the calculation characteristics of the carrying capacity of high-speed railway in China,this paper analyzes the relationship between the train headway and the stop structure in the running train set,and obtains the calculation method of the average minimum train headway suitable for the high-speed railway in China.Finally,taking the Changsha South Hengyang East section of Beijing Guangzhou high-speed railway as an example,the carrying capacity of the section under a certain buffer time is calculated.