Interactive evolution between safe headway and control strategy of high-speed trains during following operation

PAN Deng; MEI Meng; ZHENG Ying-ping

Volume 14 Issue 5

Turn off MathJax

Article Contents

Article Navigation > Journal of Traffic and Transportation Engineering > 2014 > 14(5): 90-100

Next Previous

PAN Deng, MEI Meng, ZHENG Ying-ping. Interactive evolution between safe headway and control strategy of high-speed trains during following operation[J]. Journal of Traffic and Transportation Engineering, 2014, 14(5): 90-100.

Citation:

PAN Deng, MEI Meng, ZHENG Ying-ping. Interactive evolution between safe headway and control strategy of high-speed trains during following operation[J]. Journal of Traffic and Transportation Engineering, 2014, 14(5): 90-100.

Citation:

PDF( 639 KB)

Interactive evolution between safe headway and control strategy of high-speed trains during following operation

School of Electronic and Information Engineering, Tongji University, Shanghai 201804, China

More Information

Author Bio:
PAN Deng(1969-), male, lecturer, PhD, +86-21-69589241, pandengreal@sina.com
Received Date: 2014-03-29
Publish Date: 2014-10-25

Abstract

Abstract

In order to achieve the safe, effective, and stable operation of high-speed train, the interactive evolution mechanisms between safe headways and control strategies of high-speed trains in given following states were described and analyzed by using Petri net.The calculations of safe headway of high-speed train in complex following states were discussed, and the mathematical model of parking deceleration for high-speed train based on control strategy was established.To satisfy the safety, efficiency and smoothness (comfort) of high-speed train in current following state, the calculation method of safe headway based on control strategies was presented.The calculation method was helpful for real-time calibration of dynamic safe headway and control strategies.In the three following situations that the preceding train was moving at the speeds of 250, 300 and 350 km·h^-1 respectively and the speed of following train is 300 km·h^-1, the safe headways were calculated when different control strategies were used for preceding and following trains.Calculation result indicates that safe headway varies for different control strategies used for preceding and following trains, and their influences on the behavioral adjustment smoothness (comfort) of following train and the following efficiency are also different.In comprehensive consideration of safety, efficiency and smoothness (comfort) of train following operation, the safe headways in the different following states should be re-calibrated according to different control strategies, and the corresponding database should be established for train operation and control.
- train operation control,
- high-speed train,
- following operation,
- safe headway,
- Petri net,
- control strategy,
- interactive evolution,
- mathematical modeling

FullText(HTML)

References(21)

References

[1]	HILL R J, BOND L J. Modelling moving-block railway signalling systems using discrete-event simulation[C]//IEEE. Proceedings of the 1995IEEE/ASME Joint Railroad Conference. Piscataway: IEEE, 1995: 105-111.
[2]	BARNEY D, HALEY D, NIKANDROS G. Calculating train braking distance[C]//Australian Computer Society. Proceedings of the Sixth Australian workshop on Safety Critical Systems and Software. Sydney: Australian Computer Society, 2001: 23-29.
[3]	DAVIS C R. Signal system, interlocking plants, and automatic train control on the San Francisco-Oakland Bay Bridge Railway[J]. Transactions of the American Institute of Electrical Engineers, 1940, 59 (3): 158-164. doi: 10.1109/T-AIEE.1940.5058114
[4]	HILL R J. Electric railway traction. Part 4: Signalling and interlockings[J]. Power Engineering Journal, 1995, 9 (4): 201-206. doi: 10.1049/pe:19950408
[5]	ZHANG Bo, QIAN Wei, WEI Dong-ge. Exploration of signal arrangement within Zhengzhou-Wuhan Section of BeijingGuangzhou Line[J]. Railway Signalling and Communication, 2010, 46 (8): 23-25. (in Chinese). https://www.cnki.com.cn/Article/CJFDTOTAL-TDTH201008006.htm
[6]	ZHANG Jin-ge. Study on influence of operating commonspeed train of DPL on length of blocking section[J]. Railway Transport and Economy, 2013, 35 (1): 4-9. (in Chinese). doi: 10.3969/j.issn.1003-1421.2013.01.002
[7]	WANG Jun-feng. Traffic ability impact analysis about different train control system on the same passenger dedicated line[J]. Journal of Beijing Jiaotong University, 2010, 34 (6): 1-4. (in Chinese). https://www.cnki.com.cn/Article/CJFDTOTAL-BFJT201006002.htm
[8]	LUO Li-yun, WU Wen-qi. Analysis on the safety time interval of train with movable block system in urban rail transit[J]. China Railway Science, 2005, 26 (1): 119-123. (in Chinese). doi: 10.3321/j.issn:1001-4632.2005.01.022
[9]	LIU Hai-dong, MAO Bao-hua, HO Tin-kin, et al. Study on tracking operations between trains of different block modes and simulation system[J]. Journal of the China Railway Society, 2005, 27 (2): 120-125. (in Chinese). https://www.cnki.com.cn/Article/CJFDTOTAL-TDXB20050200L.htm
[10]	PAN Deng, ZHENG Ying-ping. Study on the mechanism of high-speed train following operation control[J]. Journal of the China Railway Society, 2013, 35 (3): 53-61. (in Chinese). https://www.cnki.com.cn/Article/CJFDTOTAL-TDXB201303009.htm
[11]	TAKEUCHI H, GOODMAN C J, SONE S. Moving block signalling dynamics: performance measures and re-starting queued electric trains[J]. IEE Proceedings-Electric Power Applications, 2003, 150 (4): 483-492.
[12]	TAKAGI R. Synchronisation control of trains on the railway track controlled by the moving block signalling system[J]. IET Electrical Systems in Transportation, 2012, 2 (3): 130-138.
[13]	PAN Deng, ZHENG Ying-ping. Deceleration strategies of vehicles based on hyperbolic function and calculation of safe following distance between two cars[J]. Computer and Communications, 2007, 25 (5): 54-58. (in Chinese). https://www.cnki.com.cn/Article/CJFDTOTAL-JTJS200705018.htm
[14]	ISO 2631-1: 1997 (E), mechanical vibration and shock-evaluation of human exposure to whole—body vibration—part 1: general requirements[S].
[15]	SHI Wei, WEI Yan-fang, LI Xing-li. A safety distance design model based on just noticeable difference[J]. Journal of Transportation Systems Engineering and Information Technology, 2011, 11 (2): 33-38. (in Chinese). https://www.cnki.com.cn/Article/CJFDTOTAL-YSXT201102005.htm
[16]	TAKASHIGE T. Signalling systems for safe railway transport[J]. Japan Railway and Transport Review, 1999 (21): 44-50.
[17]	VINCZE B, TARNAI G. Evolution of train control systems[R]. Budapest: Budapest University Technology and Economics, 2006.
[18]	MORAR S. Evolution of communication based train control worldwide[C]//IET. Proceedings of the 2012IET Professional Development Course on Railway Signalling and Control Systems. London: IET, 2012: 218-226.
[19]	RUMSEY A F. Developments in train control worldwide[C]//IET. Proceedings of the 2006IET Professional Development Course on Railway Signaling and Control Systems. York: IET, 2006: 223-232.
[20]	PAN Deng, ZHENG Ying-ping. Integrated train positioning and navigation system under moving automatic block system[J]. Control and Decision, 2008, 23 (11): 1305-1310. (in Chinese). https://www.cnki.com.cn/Article/CJFDTOTAL-KZYC200811021.htm
[21]	PAN Deng, ZHENG Ying-ping. Dynamic control of train interval based on real-time calibration of safe headway[J]. Journal of Traffic and Transportation Engineering, 2014, 14 (1): 112-118. (in Chinese). http://transport.chd.edu.cn/article/id/201401015