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~ 45:'@,~ 91,JJ IP] #f *~~:MC§ ~ f4 ~ /t&) Flight. 45 No. 9

2017 l:jo 9 Jl JOURNAL OF TONGJI UNIVERSITY(NATURAL SCIENCE) Sep. 2017

3t:a~-1%: 0253-374X(2017)09-1328-08 DOI, 10. 11908/d. issn. 0253-37 4x. 2017.09.011

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Turnback Capacity Assessment at Rail Transit•m1nJtn~¾~$M~£~~~mfi1JJJt:i!ffi, mMffiffi~$~fiMW*ffl~

~~Wh,m•n~ mr~~~~~M~ffl~-~~TT-~,IfF•trt *[5 -
Stub-end Terminal with Multi-tracks

JIANG Zhibin, RAO Ya

3
(Key Laboratory of Road and Traffic Engineering of the Ministry of ]; ft~Jtffin~¾~~~ti'i ~ ~~h %mMI ~~
Education, Tongji University, Shanghai 201804, China)
mft•~•~.mM~JE*fff§~frl~•§~*~
*•~fff1k#r~~~~~ft.~-::k~~~~T ~~m~~~MtE
Abstract, Turnback capacity becomes a major concern for
the line capacity of rail transit. By taking a rail transit stub-
~~~~•:rtr~•*~~n h,~nm~•::kWh1k#r~W~~~fF.illr.Mffl
end terminal with four-tail tracks as background, a mixed frl~~Mw~w~~m~~.m¾~JEM~ 1k#r
integer programming optimization model is formed based on
N-track integrated model, to estimate the turnback capacity ~~~~'in~~~~h%m.

and the track occupation strategies with the objective of ~rMsu~~~Mfil~~~~W~#trt::k,tE

minimizing occupation times of trains. Operations and design
ft~Jtffiatm~~M~%JJU~$. llPlfXJ¥JX~, JIANG ~c2 J ft
parameters such as tail track allocation strategies, train
TORNQUIST fn PERSSQNC9 J ~ J1.
layover time, homogeneity of trains are also considered in
this model. We illustrate our model with computational
~£~~.M~TMfil~~~M~•::kWhTT•ffi ~- itxtti1isu~~. llPlf
experiments drawn from the real rail transit Line 16 in ~-~~~~tE!ii'iBU~~~ ~1k{4r~ ~JE~~~tfil¾~~~~•:rt1k{4r
Shanghai and achieve the results which show the track ~ J ,{.Elitxt~JNmc't!n 4 ~) $tMfil¾~ ~1k{4r~~~ti1i~~~hM~~-
~~h%mc4
occupation strategy, maximum layover time and homogeneity impact on turnback 3
capacity.
,lO-l ~P1itY.

Key words, rail transit; terminal with crossovers located in

advance of station; turnback capacity; layover time; ~.11t,::z1s:x~ti1isu 4 ~~~ti1ij;JM~xt~.mM ~¾~ $
homogeneity of trains $ti'i~~ffi:i:t ,3'Ll ${f ti1iat i'sJ, 3itl $ml±l $

41Cflili 13 Wl: 2016-08-31

¥~rYI §, 00~ I"! ~f4~¥~C61473210): 't'Jcro'1itli'.¥;zfs:f4M_ill,_J}Jr'WrYI~~O600219259) ~~fp:tf,
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Machine Translated by Google

1329

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Pl
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~1 4•Maffi~M~• mffi~~~~
ie{;:f:1Jffifflffi'.8{;**· Fig.1 Turnback operation of crossover located in
advance of station with four tail tracks

1. 2 i$JLt!MfB]

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b @ rill:Ji!irllft~ffifF1:.i¥JWi>'r~1~Sti'aJ
~ 2 t±l~~1~R1faJ~JtnliiJ($f:fl:s)
Fig. 2 Influence of departure waiting time(Unit: s)

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~~~~~.~~~$~-~;&~~~EEfi*~•
(~~mat, ¥U:&~:hlJ&ttxt r~~n ~~n[riJ~ t~tit*-
~£~1tl$tlll1cJECl!lq:i~1tl$ 2 ~1tl$ 4), ~.tlti_~

TJliJ

f24+t46=t13+t35

IE 3 IU~;l:$JfjttX'lfilr~~JJIY-J~nioJ(~ffz::s)
Fig. 3 Influence of turn-back capacity under the homogeneity of arrival or departure interval (Unit: s)

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S2 S3 S4
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Fig. 5 Topology diagram of events track

!!Ql occupancy and direction of trains

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Fig.4 Turn-back operation with crossover located in
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advance of four tail tracks station

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Machine Translated by Google

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Tab. 2 Parameters
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Machine Translated by Google

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