列车信号系统安全距离分析
黄文杰1鄢艳丽1马天和2翟耕慰2
Analysis of Train Signaling System Safety Distance
HUANG Wenjie1YAN Yanli1MA Tianhe2ZHAI Gengwei2
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作者信息:1.中车南京浦镇车辆有限公司， 210031， 南京
2.同济大学铁道与城市轨道交通研究院， 201804， 上海
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Affiliation:1.CRRC Nanjing Puzhen Vehicle Co., Ltd., 210031, Nanjing, China
2.Institute of Rail Transit, Tongji University, 201804, Shanghai, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2024.02.016
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中图分类号/CLCN:U284.44
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栏目/Col:研究报告
摘要:
［目的］为了解决目前移动闭塞信号系统安全距离计算未考虑故障及低黏着系数等恶劣工况，导致安全距离计算时真实性较差、计算精度较低等问题，需研究不同故障类型和低黏着等恶劣工况对列车信号系统安全距离的影响。［方法］建立了信号系统安全距离模型，分析了影响列车安全距离的主要因素；综合考虑列车制动系统、列车纵向动力学及轮轨黏着条件，利用MATLAB/Simulink软件搭建包含车载ATP(列车自动防护)触发紧急制动阶段、牵引切除阶段、惰行阶段、紧急制动建立阶段及紧急制动阶段的安全距离仿真平台；结合列车实际参数及相关标准，对超低黏着工况、部分车辆制动力丧失故障工况和不同列车运行速度工况下的信号系统安全距离进行仿真研究。［结果及结论］紧急停车距离是影响信号系统安全距离的主要因素，其与轮轨黏着条件、线路允许最大运行速度和列车可能发生的故障类型有关。当黏着系数为0.03、列车运行速度为120 km/h时，列车正常工况时的安全距离为1 520.7 m，最不利工况(故障车为重车、其余为空车时，切除2个转向架)下的安全距离为2 196.7 m。实际应用时应考虑测速误差和位置不确定性，为信号系统安全距离留出一定裕量，以保障列车的运行安全。
Abstracts:
［Objective］ The current calculation of safety distance in the moving block signaling system does not consider adverse working conditions such as faults and low adhesion coefficients, resulting in poor authenticity and low precision in safety distance calculations. It is necessary to study the impact of the aforementioned adverse conditions on the safety distance of train signaling systems. ［Method］ A safety distance model for the signaling system is established to analyze the main factors affecting train safety distance. Considering train braking systems, longitudinal dynamics, and wheel-rail adhesion conditions, MATLAB/Simulink software is used to build a simulation platform encompassing stages such as on-board ATP (automatic train protection) trigger emergency braking, traction cut-off, coasting, emergency braking establishment, and emergency braking. Combining actual train parameters and relevant standards, simulation studies on the safety distance of signaling systems under conditions of ultra-low adhesion, partial loss of braking force in some vehicles, and different train operating speeds are conducted. ［Result & Conclusion］ Emergency stopping distance is the key factor affecting the safety distance of signaling system and is related to wheel-rail adhesion conditions, the line maximum allowable operating speed, and potential fault types. Under normal conditions with an adhesion coefficient of 0.03 and a train speed of 120 km/h, the safe distance is 1 520.7 m. In the most unfavorable condition (a faulty heavy-loaded vehicle with other vehicles unloaded, 2 bogies removed), the corresponding safety distance is 2 196.7 m. In practical applications, speed measurement errors and positional uncertainties should be taken into account to leave a certain margin for signaling system safe distance and ensuring train operation safety.
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