市域列车救援工况溜逸风险分析及制动策略优化

针对市域铁路在运营过程中的救援场景研究缺乏及现有市域动车组能力不能完全满足救援的及时性要求等问题，本文研究了市域列车救援工况的溜逸风险及制动策略。首先，建立多编组列车连挂时的纵向动力学模型；然后，以北京大兴机场线为例，分析在救援工况下现有运营方式可能带来的列车溜逸风险；最后，结合相关标准，分析救援过程不同制动模式下乘客的舒适性。研究结果表明：在 33‰坡道上救援车以 5 km/h 连挂时，保持制动模式下列车加速度和冲击率将会达到 10.5 m/s2和 9.9 m/s3，且发生溜逸，而采用紧急制动模式时，列车的加速度和冲击率分别下降了 63.1%和 54.7%，未发生溜逸；当救援车连挂速度降低至 3 km/h 后，列车最大加速度和最大冲击率分别降低至 2.1 m/s2和 2.4 m/s3，乘客舒适性明显提高。在坡道停车时，由于存在制动-牵引切换过程，为保证在最大坡道上不溜车，列车保持制动力需达到 60%最大常用制动力以上。

Analysis of Escape Risk and Braking Strategy for Commuter Trainsunder Rescue Treatment

In view of the lack of research on rescue scenarios in the operation of metro railway and the inability of the electricmultiple unit (EMU) to fully meet the timeliness requirements of rescue, the runaway risk and braking strategy of metro trainrescue conditions are studied. Firstly, a longitudinal dynamic model is established for the coupling of multi formation trains andthen Beijing New Airport Line is token as an example to analyze the potential risk of train slip caused by the existing urbanrail transit operation under rescue scenario. Finally, based on relevant standards, this study analyzes the comfort of passengersunder different braking modes during the rescue process. The results show that when coupled at a speed of 5 km/h on a 33‰slope, the acceleration and jerk rate of the train will reach 10.5 m/s2 and 9.9 m/s3 while at holding brake mode, and slip willoccur. However, the acceleration and jerk rate of the train at emergency braking mode decrease by 63.1% and 54.7%, respectively,and no slip occurrs. When the coupling speed is reduced to 3 km/h, the maximum acceleration and maximum impact rate arereduced to 2.1 m/s2 and 2.4 m/s3, respectively, which means passenger comfort significantly improves. When the train is parkedon a slope, due to the brake-traction switching process, the holding brake force should reach to 60% or more of the maximum service braking force to ensure that the vehicle will not slide on the maximum slope.