铁路客运专线区间通过能力计算方法的研究
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摘要
在繁忙干线建设客运专线,能够大幅度提高铁路运输能力和服务质量,是我国铁路适应国民经济和社会发展需要,加快实现现代化的必然选择。根据我国《中长期铁路网规划》,到2020年我国将建成总长度达16000公里的客运专线网。随着我国客运专线广泛建设时期的到来,如何计算客运专线的通过能力,以及怎样合理利用通过能力来提高运营管理水平等,已成为当前备受关注的问题。
本文详细分析了列车运行图的结构、列车间隔时间、列车晚点时间以及用来保证列车运行质量的缓冲时间等因素,并结合客运专线实际情况,提出了一种能够保证列车运行质量的客运专线通过能力计算方法,即平均最小列车间隔时间法。并且根据不同时段,提出了客运专线区间通过能力、最小通过能力、黄金时段通过能力、高峰时段通过能力、平缓时段通过能力、没有缓冲时间的高峰时段通过能力等概念,并分别对以上各种能力进行了分析。最后,以石太客运专线为例,运用平均最小列车间隔时间法对以上各个时段的通过能力进行了实际分析计算。
It could greatly enhance the railway transport capacity and the transport service quality that passenger dedicated lines are constructed in the busy main lines, which is an inevitable choice if our country railway accommodates itself to the national economy and social development, and modernization is to be accelerated. According to "the mid-long term planning for China's railway network", there will be a passenger dedicated line network with total length of 16000 kilometers by 2020. Along with the period widely constructing passenger dedicated lines, the problems how to calculate the carrying capacity of passenger dedicated lines and how to rationally use the carrying capacity to improve the level of operation management, have currently become a focus of our society.
The thesis deeply analyses the main factors, such as the structure of train working diagram, time interval between two trains, the time train delayed, buffer time to ensure the quality of train operation, and so on. Considering the practical situation of passenger dedicated lines, a calculation method, named law of average minimum time interval between two trains, is provided. This method could ensure the train operation quality of passenger dedicated line. In accordance with various periods, some conceptions about passenger dedicated line are proposed, such as carrying capacity in the block section, minimum carrying capacity, prime time carrying capacity, peak time carrying capacity, normal time carrying capacity, peak time carrying capacity without buffer time and so on. Meanwhile all conceptions above have been analyzed. Finally, taking passenger dedicated line between Shijiazhuang and Taiyuan for an example, the actual analysis and calculation are made about the proposed conceptions above using law of average minimum time interval between two trains.
本文详细分析了列车运行图的结构、列车间隔时间、列车晚点时间以及用来保证列车运行质量的缓冲时间等因素,并结合客运专线实际情况,提出了一种能够保证列车运行质量的客运专线通过能力计算方法,即平均最小列车间隔时间法。并且根据不同时段,提出了客运专线区间通过能力、最小通过能力、黄金时段通过能力、高峰时段通过能力、平缓时段通过能力、没有缓冲时间的高峰时段通过能力等概念,并分别对以上各种能力进行了分析。最后,以石太客运专线为例,运用平均最小列车间隔时间法对以上各个时段的通过能力进行了实际分析计算。
It could greatly enhance the railway transport capacity and the transport service quality that passenger dedicated lines are constructed in the busy main lines, which is an inevitable choice if our country railway accommodates itself to the national economy and social development, and modernization is to be accelerated. According to "the mid-long term planning for China's railway network", there will be a passenger dedicated line network with total length of 16000 kilometers by 2020. Along with the period widely constructing passenger dedicated lines, the problems how to calculate the carrying capacity of passenger dedicated lines and how to rationally use the carrying capacity to improve the level of operation management, have currently become a focus of our society.
The thesis deeply analyses the main factors, such as the structure of train working diagram, time interval between two trains, the time train delayed, buffer time to ensure the quality of train operation, and so on. Considering the practical situation of passenger dedicated lines, a calculation method, named law of average minimum time interval between two trains, is provided. This method could ensure the train operation quality of passenger dedicated line. In accordance with various periods, some conceptions about passenger dedicated line are proposed, such as carrying capacity in the block section, minimum carrying capacity, prime time carrying capacity, peak time carrying capacity, normal time carrying capacity, peak time carrying capacity without buffer time and so on. Meanwhile all conceptions above have been analyzed. Finally, taking passenger dedicated line between Shijiazhuang and Taiyuan for an example, the actual analysis and calculation are made about the proposed conceptions above using law of average minimum time interval between two trains.
引文
[1]孔庆铃,刘其斌.铁路运输能力计算与加强[M].北京.中国铁道出版社.1999.1-80
[2]胡思继.列车运行组织及通过能力理论[M].中国铁道出版社.1993.192-370,473-508
[3]钱立新.世界高速铁路技术[M].北京.中国铁道出版社.2003.97-157
[4]钱仲侯.高速铁路概论[M].第二版.北京.中国铁道出版社.1994
[5]赵丽珍.高速铁路区间通过能力计算与分析[J].中国铁道科学.2001,22(6).54-58
[6]张红亮,杨浩.客运专线通过能力研究[J].铁道运输与经济.2006,28(5).74-76
[7]黄超,王红林.客运专线通过能力计算探讨[J].铁道运输与经济.2008,30(5).24-26
[8]陈鹏.客运专线通过能力计算方法研究[D].北京交通大学硕士论文.2006
[9]孟翀.铁路客运专线通过能力计算方法的研究[D].北京交通大学硕士论文.2007
[10]姜兴.客运专线区间通过能力计算方法的研究[D].西南交通大学硕士论文.2009
[11]胡思继.铁路行车组织[M].北京.中国铁道出版社.1998
[12]孙晚华等.既有线快速列车越行站布局的研究课题报告.北京交通大学.2003
[13]马驯,倪少权.既有提速双线旅客列车扣除系数影响因素分析[J].中国铁道科学.2003(4)
[14]彭其渊,闰海峰,殷勇.单线提速区段通过能力和旅行速度的研究[J].西南交通大学学报,2002
[15]孙焰,季令,张国宝.双线区段通过能力及相关因素分析[J].铁道学报,2001(4)
[16]徐瑞华,季令.繁忙铁路干线旅客列车提速条件下通过能力的计算机仿真模型[J].铁道运输与经济.1996(8)
[17]彭其渊.网络列车运行图模型算法研究及系统设计.西南交通大学博士论文.1998.61-63
[18]胡思继等.区段内列车晚点传播理论的研究[J].中国铁道科学.1994(4).41-53
[19]张星臣,胡安洲.基于运行线上撒点储备能力分配模式下运行方案铺画模型[J].北方交通大学学报.1997(3).273-279
[20]何宇强.客运专线运输组织理论中若干问题的研究[D].北京交通大学硕士论文.2006
[21]孙全欣.铁路客运专线运输组织理论与方法研究[D].北京交通大学博士论文.2006
[22]胡跃进.石太客运专线建设及运输组织若干问题研究[D].西南交通大学硕士论文.2006
[23]颜月霞.基于选营阶段客运专线的平均最小列车间隔时间法分析[J].商场现代化.2009(4).191-192
[24]包维民.网运分离条件下的线路通过能力研究[D].西南交通大学硕士论文.2002
[25]石先明.对我国客运专线列车追踪间隔时分的研究[J].中国铁路.2005,44(5).32-35
[26]曲思源.市场经济条件下繁忙干线通过能力研究[D].西南交通大学硕士论文.2005
[27]W.G. Wong, B.M. Han, L. Ferreira, X.N. Zhu, Q.X.. Sun. Evaluation of management strategies for the operation of high-speed railways in China [J]. Transportation Research Part A 36 (2002) 277-289.
[28]Ingo A. Hanson. Optimization of railway use by stochastic modeling [J]. ICTTS'.2004
[29]宋艳.干线提速区段通过能力计算方法研究[D].北京交通大学博士论文.2006
[30]徐行方,徐瑞华.高速客运专线列车运行组织相关问题的研究[J].同济大学学报.2003,31
[31]胡思继,王存智.关于京沪线通过能力计算问题的探讨[J].中国铁路.1996,9
[2]胡思继.列车运行组织及通过能力理论[M].中国铁道出版社.1993.192-370,473-508
[3]钱立新.世界高速铁路技术[M].北京.中国铁道出版社.2003.97-157
[4]钱仲侯.高速铁路概论[M].第二版.北京.中国铁道出版社.1994
[5]赵丽珍.高速铁路区间通过能力计算与分析[J].中国铁道科学.2001,22(6).54-58
[6]张红亮,杨浩.客运专线通过能力研究[J].铁道运输与经济.2006,28(5).74-76
[7]黄超,王红林.客运专线通过能力计算探讨[J].铁道运输与经济.2008,30(5).24-26
[8]陈鹏.客运专线通过能力计算方法研究[D].北京交通大学硕士论文.2006
[9]孟翀.铁路客运专线通过能力计算方法的研究[D].北京交通大学硕士论文.2007
[10]姜兴.客运专线区间通过能力计算方法的研究[D].西南交通大学硕士论文.2009
[11]胡思继.铁路行车组织[M].北京.中国铁道出版社.1998
[12]孙晚华等.既有线快速列车越行站布局的研究课题报告.北京交通大学.2003
[13]马驯,倪少权.既有提速双线旅客列车扣除系数影响因素分析[J].中国铁道科学.2003(4)
[14]彭其渊,闰海峰,殷勇.单线提速区段通过能力和旅行速度的研究[J].西南交通大学学报,2002
[15]孙焰,季令,张国宝.双线区段通过能力及相关因素分析[J].铁道学报,2001(4)
[16]徐瑞华,季令.繁忙铁路干线旅客列车提速条件下通过能力的计算机仿真模型[J].铁道运输与经济.1996(8)
[17]彭其渊.网络列车运行图模型算法研究及系统设计.西南交通大学博士论文.1998.61-63
[18]胡思继等.区段内列车晚点传播理论的研究[J].中国铁道科学.1994(4).41-53
[19]张星臣,胡安洲.基于运行线上撒点储备能力分配模式下运行方案铺画模型[J].北方交通大学学报.1997(3).273-279
[20]何宇强.客运专线运输组织理论中若干问题的研究[D].北京交通大学硕士论文.2006
[21]孙全欣.铁路客运专线运输组织理论与方法研究[D].北京交通大学博士论文.2006
[22]胡跃进.石太客运专线建设及运输组织若干问题研究[D].西南交通大学硕士论文.2006
[23]颜月霞.基于选营阶段客运专线的平均最小列车间隔时间法分析[J].商场现代化.2009(4).191-192
[24]包维民.网运分离条件下的线路通过能力研究[D].西南交通大学硕士论文.2002
[25]石先明.对我国客运专线列车追踪间隔时分的研究[J].中国铁路.2005,44(5).32-35
[26]曲思源.市场经济条件下繁忙干线通过能力研究[D].西南交通大学硕士论文.2005
[27]W.G. Wong, B.M. Han, L. Ferreira, X.N. Zhu, Q.X.. Sun. Evaluation of management strategies for the operation of high-speed railways in China [J]. Transportation Research Part A 36 (2002) 277-289.
[28]Ingo A. Hanson. Optimization of railway use by stochastic modeling [J]. ICTTS'.2004
[29]宋艳.干线提速区段通过能力计算方法研究[D].北京交通大学博士论文.2006
[30]徐行方,徐瑞华.高速客运专线列车运行组织相关问题的研究[J].同济大学学报.2003,31
[31]胡思继,王存智.关于京沪线通过能力计算问题的探讨[J].中国铁路.1996,9