Theory and Technology for Improving High-Speed Railway Transportation Capacity

Front Cover
Theory and Technology for Improving High-Speed Railway Transportation Capacity
Copyright
Contents
Preface
Chapter 1: Background overview
1.1. Development course of transportation
1.2. Rail transit and transportation capacity
1.3. Improvement of line transportation capacity
1.4. Railway signaling transportation organization and line capacity
1.4.1. Railway signaling and line capacity
1.4.2. Transportation organization and dispatching and line capacity
References
Chapter 2: High-speed railway signal technology and transport capacity
2.1. Train operation control system
2.1.1. Introduction of train operation control system
2.1.2. Improvement of transport capacity with the development of block system(techniques)
2.1.2.1. Interstation block
2.1.2.2. Automatic block
2.1.2.3. Moving block
2.1.2.4. Efficiency comparison of interstation block and automatic block
2.1.2.5. Efficiency comparison of automatic block and moving block
2.1.2.6. Practical application
2.1.3. Enhancement of transport capacity with device-priority control or driver-priority control
2.1.3.1. Driver priority control
2.1.3.2. Equipment priority control
2.1.4. Advancement of transport capacity by braking mode
2.1.4.1. Hierarchical speed control
2.1.4.2. Primary braking mode
2.1.4.3. ERTMS(European Railway Traffic Management System)
2.2. Interlocking system
2.2.1. Introduction of interlocking system
2.2.2. Improvement of transport capacity by interlocking system
2.2.2.1. Full mechanical interlocking
2.2.2.2. Relay interlocking
2.2.2.3. Computer interlocking
2.2.2.4. Integration of train control and interlocking
2.2.2.5. Digital computer interlocking
2.3. Dispatching command system
2.3.1. RCS (railway control system)
2.3.2. TMS (traffic management system)
2.3.3. CTC (centralized traffic control system)
2.3.4. STEG (STyrning via Elektronisk Graf, in Swedish)
References
Chapter 3: Improving transport capacity by increasing the information amount of Chinese train control system
3.1. Expanding route information to improve transport capacity
3.1.1. Improving transport capacity by signal display development
3.1.1.1. Introduction of color light signal
3.1.1.2. Evolution of signal display
3.1.1.3. Development of signal display systems
3.1.2. Improving transport capacity by increasing driver's information
3.1.2.1. Signal display and driver control
3.1.2.2. Existing route confirmation method
3.1.2.3. Problems in existing route confirmation method
3.1.3. Principle and feasibility analysis of train route visual distance extension
3.1.3.1. Train route information visual distance extension system structure
3.1.3.2. Train route information visual distance extension working principle
3.1.3.3. Cognitive reliability analysis
3.1.3.4. Simulation verification
3.2. Increase vehicle-to-ground transmission information to improve transport capacity
3.2.1. Increasing train control information by track circuit
3.2.1.1. Track circuit history
3.2.1.2. Introduction to track circuits
3.2.1.3. Comparison of track circuits
3.2.2. Techniques of vehicle-to-ground communication transmission
3.2.2.1. High-speed railway wireless mobile communication technology
3.2.2.2. Introduction to the control and structure of CBTC system
3.2.2.3. The vehicular communication technology of CBTC system
3.2.3. Increasing train control information by vehicle-to-vehicle communication
3.2.3.1. Basic structure of train control system based on vehicle-to-vehicle communication
3.2.3.2. Comparison between CBTC system of vehicle-to-ground communication and CBTC system of vehicle-to-vehicle communic ...
3.2.4. Improving railway transport capacity based on train control information
3.2.4.1. The amount of information determines the mode of train operation control
3.2.4.2. Different train operation control modes in domestic and overseas
3.3. Improving transport capacity by applying intelligent technology
3.3.1. High-speed railway signal system with multisystem integration
3.3.1.1. High-speed railway signal system intelligence technology
3.3.1.2. Intelligent technology development status
3.3.1.3. High-speed railway signal system intelligent technology development trend
3.3.2. Improving the transport capacity by the intelligent dispatching system
3.3.2.1. Development of railway traffic dispatching technology
3.3.2.2. Multisystem fusion intelligent centralized traffic control system
3.3.3. Improving the transport capacity by applying ATO in the CTCS train control system
3.3.3.1. ATO system architecture and fundamentals
3.3.3.2. Application examples of CTCS+ATO system
3.3.3.3. Development status and research results of ATO system
References
Chapter 4: Influence of variable approach locking section rules on station passing capacity
4.1. Improving station capacity by variable approach locking section rules
4.1.1. Fixed approach locking section rules and deficiencies
4.1.2. Module of variable train-approach locking section
4.1.2.1. Hardware structure and basic workflow
4.1.2.2. Calculating the length of variable approach section
4.1.2.3. Timing for setting route
4.1.3. Analysis of improving station carrying capacity in variable approach locking section
4.2. Optimizing operation of station
4.2.1. Station operation refined management
4.2.2. Optimization method of departure interval
4.3. Integrated traffic management with station signal system
4.3.1. Traffic conflict resolution method
4.3.2. High-density European railway traffic management
4.3.3. Parallel control system for high-speed railway
References
Chapter 5: Optimize control method of train control system to shorten tracking interval
5.1. Adaptive dynamic coding for the track circuit in the CTCS-3
5.1.1. The existing track circuit coding principle for the CTCS-3
5.1.1.1. ZPW-2000A track circuit structure and code sequence
5.1.1.2. The existing CTCS-3 track circuit coding principle and shortcoming
5.1.2. Adaptive dynamic coding rules and algorithms for the track circuit
5.1.2.1. Principle of CTCS-3 track circuit adaptive dynamic coding
5.1.2.2. CTCS-3 track circuit adaptive coding algorithms
5.1.2.3. Handling boundary values
5.1.3. Safety and capacity
5.1.3.1. Safety of track circuit adaptive coding method
5.1.3.2. Capacity of track circuit adaptive coding method
5.2. Train tracking interval optimization method
5.2.1. Train tracking operation process
5.2.1.1. Calculation method of train tracking interval time for high-speed railway
5.2.1.2. Train tracking interval time check
5.2.2. Section speed control and tracking interval optimization
5.2.2.1. Section speed control
5.2.2.2. Optimization of train tracking interval
5.2.3. Train synchronization control
5.2.3.1. Minimum train interval under moving block mode
5.2.3.2. Principle of train synchronization control method
5.2.3.3. Application of train synchronization control method
5.3. Optimization method of block section design
5.3.1. Influence factors of section signal point layout
5.3.1.1. Influencing factors of signal layout
5.3.1.2. Signal layout conditions
5.3.2. Optimization model of section signal point layout
5.3.2.1. Objective function
5.3.2.2. Constraint condition
5.3.2.3. Model solving algorithm
References
Chapter 6: Shorten the tracking interval through the control algorithm
6.1. CTCS-3I train control system with moving block function
6.1.1. Principle of moving block
6.1.2. CTCS-3I system architecture and function
6.1.2.1. Ground equipment of CTCS-3I train control system
6.1.2.2. On-board equipment of CTCS-3I train control system
6.1.2.3. Technical characteristics of CTCS-3I train control system
6.1.2.4. Carry capacity of moving block
6.1.3. CTCS-3I Train control software Execution process
6.2. CTCS-3I dynamic velocity curve algorithm
6.2.1. ATP protection curve algorithm of CTCS-3I train control system
6.2.2. ATP protection curve algorithm of CTCS-3I train control system
6.2.2.1. Calculation model of European standard method
6.2.2.2. Optimization model
6.2.2.3. Genetic algorithm
6.2.3. Optimization of overspeed protection curve based on train braking performance
6.2.3.1. Simulation algorithm principle of ATP protection curve
6.2.3.2. Algorithm flow is described as follows
6.2.3.3. Simulation calculation of train running resistance
6.2.3.4. ATP speed protection model
6.3. Optimization algorithm of CTCS-3I train movement authority
6.3.1. Optimization algorithm of CTCS-3I train movement authority
6.3.2. Dynamic control of train spacing based on real-time calibration of safety vehicle distance
6.3.2.1. Basic definitions
6.3.2.2. Train dynamic adjustment strategy
6.3.3. Algorithm for shortening locking delay based on vehicle-ground cooperation
6.3.3.1. Vehicle-ground cooperation scheme
6.4. Vehicle-ground cooperation scheme in abnormal scenarios
6.5. Vehicle-ground cooperation scheme in abnormal scenarios
References
Chapter 7: Novel methods for improving transport capacity
7.1. Train-to-train communication
7.1.1. Overview of train-to-train communication
7.1.2. Train control system based on T2T communication
7.1.2.1. Train-centric CBTC system
7.1.2.2. TACS
7.1.2.3. Urbalis Fluence
7.1.3. Improving capacity by T2T
7.2. Cooperative control
7.2.1. Overview of cooperative control
7.2.1.1. Modeling analysis method and research content of train cooperative control
7.2.1.2. Characteristics of train cooperative control
7.2.2. Improve punctuality through train-train cooperation [20]
7.2.2.1. Train operation mode under cooperative control
7.2.2.2. Cooperative control of two trains to reduce delay time
7.2.3. Multitrain cooperative control with real-time interval adjustment [20]
7.2.3.1. Multitrain cooperative control with real-time interval adjustment
7.2.3.2. Train cooperative control combined with dispatching
7.3. Virtual coupling control system
7.3.1. Development of virtual coupling
7.3.1.1. Concept and principle of virtual coupling
7.3.2. Improvement of transport capacity by virtual coupling technology
7.3.2.1. Virtual coupling technology improves the transport capacity of high-speed railway
7.3.2.2. Improvement of subway transport capacity by virtual coupling technology
7.3.2.3. Improvement of freight transport capacity by virtual coupling technology
7.3.3. Technical difficulties of virtual coupling
7.3.3.1. Virtual group security issues
7.3.3.2. Technical problems with virtual coupling
7.3.3.3. Virtual coupling operation problems
References
Chapter 8: Influencing factors and calculation methods for carrying capacity of high-speed railway
8.1. Definition and characteristics of carrying capacity of high-speed railway
8.1.1. Definition of carrying capacity of high-speed railway
8.1.1.1. Definition of station carrying capacity
8.1.1.2. Definition of district carrying capacity
8.1.2. Characteristics of carrying capacity of high-speed railway
8.2. Calculation methods for carrying capacity of high-speed railways
8.2.1. Calculation methods for station carrying capacity
8.2.2. Calculation methods for district carrying capacity
8.3. Analysis on factors influencing carrying capacity of high-speed railway
8.3.1. Facilities and equipment
8.3.2. Train operation organization
8.3.3. Station operation organization
8.3.4. Other factors
References
Chapter 9: Mechanism of enhancing the carrying capacity of high-speed railway by precise headway in station
9.1. Concept and type of headway in station on high-speed railways
9.1.1. Arrival headway
9.1.2. Crossing headway
9.1.3. Arrival-departure headway and departure-arrival headway
9.1.4. Opposite passing headway
9.2. Existing calculation methods for headway in station
9.2.1. Calculation method for arrival headway
9.2.2. Calculation method for crossing headway
9.2.3. Calculation method for arrival-departure headway and departure-arrival headway
9.2.4. Calculation method for opposite passing headway
9.3. Precise calculation of headway in station based on time-space graph of train tracking operation
9.3.1. Time-space graph of train tracking operation
9.3.1.1. Time-space graph of train tracking operation in section
9.3.1.2. Time-space graph of train tracking operation in station
9.3.2. Classification and calculation characteristics of headway in station
9.3.2.1. Types of headway in station
9.3.2.2. Characteristics of calculating headway in station based on time-space graph of train tracking operation
9.3.3. Calculation model of headway in station
9.3.3.1. Definitions of symbols
9.3.3.2. Objective function
9.3.3.3. Constraints
9.3.4. Analysis of calculation results
9.3.4.1. Model solution algorithm
9.3.4.2. Case study
References
Chapter 10: Principle of improving the carrying capacity of high-speed railway by adopting segmentation release mode
10.1. Overview of block section and train route
10.1.1. Development history of release modes for block section and train route
10.1.2. Practice in block sections and train routes of high-speed railways in China
10.1.2.1. Blocking mode for high-speed railways in China
10.1.2.2. Rules for train operation organization in high-speed railway sections in China
10.1.2.3. Station route setting and release rules of high-speed railways in China
10.1.2.4. Movement authority of train control system of high-speed railways in China
10.1.3. Optimization methods for existing block sections and train routes
10.2. Overview of segmentation release mode
10.2.1. Concept of segmentation release mode
10.2.2. Necessity analysis of segmentation release mode
10.2.3. Feasibility and safety analysis of segmentation release mode
10.3. Calculation and adjustment of headway in station in segmentation release mode
10.3.1. Adjustment of time-space graph of train tracking operation
10.3.2. Reconstruction calculation model of headway in station
10.3.3. Effect of segmentation release mode on improving station carrying capacity
References
Chapter 11: Methods for improving the carrying capacity of high-speed railway and examples
11.1. Existing methods for improving station carrying capacity
11.2. Model and algorithm for improving the carrying capacity of high-speed railway
11.2.1. Calculation model for district carrying capacity
11.2.1.1. Definitions and symbols
11.2.1.2. Description of problems
11.2.1.3. Objective function
11.2.1.4. Constraints
11.2.2. Solution algorithm
11.2.2.1. Branch and bound algorithm
11.2.2.2. Solution of linear programming model of node based on column generation technology
11.2.2.3. Process of branch and bound algorithm
11.3. Case study of application
11.3.1. Calculation of district carrying capacity
11.3.1.1. Calculation parameters and operation scenes
11.3.1.2. Results of carrying capacity calculation
11.3.2. Analysis on effect of segmentation release mode in improving carrying capacity of high-speed railways
11.3.2.1. Effect in shortening headway in station
11.3.2.2. Effect in improving the carrying capacity
11.4. Outlook
11.4.1. Collaborative optimization of multiple stations in operation organization
11.4.2. Virtual marshaling
References
Index
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