摘要
在列车运行图中加入合适的缓冲时间对减少列车晚点和晚点传播而言很重要。为寻找缓冲时间的合理取值,以某一列车的源发晚点造成其后续列车继发晚点的总时间为评价指标,将列车源发晚点分为进站晚点和出站晚点两个部分来进行讨论。作者分别描绘了在这两种情况下评价指标随缓冲时间的变化趋势,通过寻找曲线变缓的临界区段来确定缓冲时间的合理取值情况。假设进出站时发生源晚点的第一列车的晚点概率服从负指数分布,研究表明在进站情况下,缓冲时间的合理取值只与具体的车站晚点参数有关,并随其增大而减小;在出站情况下,缓冲时间的合理取值与车站晚点参数的关系不大,而与最小列车间隔时间的大小有关,并随其增大而增大。综合进出站情况,取列车在一个车站出发情况与在下一个车站到达情况的两个缓冲时间合理取值的较大者为最终缓冲时间的合理取值。
Proper buffer time in a train diagram is very important to reduce train delay and the delay propagation. To find a reasonable value of the buffer time,and by taking the total knock-on delay time of the following trains caused by the primary delay of the first train as the evaluation index,and dividing the primary delay into arrival delay and departure delay separately,the change trend of the evaluation index in response to the buffer time value was discussed in each case. The reasonable value of the buffer timewas determined by finding the critical section where the curve was flat. If the primary delay probability distribution obeyed the negative exponential distribution,the study showed that： in the arrival case,the reasonable buffer time value only related to the station-based delay parameter,it decreased with the increasing of the parameter;In the departure case,there was no obvious relationship between the reasonable value of the buffer time and the station-based delay parameter,but there was a connection to the minimum headway. The reasonable buffer time value increased with the increasing of the minimum headway. Combined these two conditions,the final reasonable value of the buffer time was selected the larger one between the reasonable buffer time in the departure station and arrival station.
出处
《交通运输工程与信息学报》
2010年第3期56-61,81,共7页
Journal of Transportation Engineering and Information
关键词
缓冲时间
合理取值
源发晚点
继发晚点
Buffer time
reasonable value
primary delay
knock-on delay
