捷運之固定閉塞區間與移動閉塞區間控制方式對運能關係影響之研究

本研究主要探討固定式閉塞區間號誌系統（Fixed Block Signaling System,以下簡稱FBS）與移動式閉塞區間號誌系統（Moving Block Signaling System, 以下簡稱MBS）控制方式下捷運系統之路段運能，考慮因素包含區間長度、最高速限、警戒速限、曲線半徑、信標位置及停站時間等。研究中以台北捷運高運量圓山至劍潭路段為基礎，利用Java Script程式語言開發FBS與MBS模擬模式，分別進行FBS與MBS最小班距相關影響因素模擬實驗，並將最小班距轉換為路段運能後，比較FBS與MBS之運能差異，並建立其迴歸方程式。模擬實驗結果顯示，MBS最小班距較一般FBS最小班距縮短20秒，路段運能每單位小時可提升12列車單位；考慮之影響因素中，區間長度、最高速限、曲率半徑及停站時間對FBS運能影響較為顯著，僅停站時間對MBS運能影響較為顯著。

關鍵字

捷運；固定式閉塞區間；移動式閉塞區間；最小班距；運能

並列摘要

This study explores the line capacity of mass rapid transit under fixed block signaling system (FBS) and moving block signaling system (MBS). The related factors considered include block length, maximum speed, warning speed, curvature radius, beacon location and dwell time. The section between Yuanshan station to Jiantan station in Danshui line of Taipei MRT was selected as basis for analysis in this study and simulation models were built according to the control mechanism and operation principles of FBS and MBS. The minimum headway was gained via simulation and was transferred to line capacity. Then comparisons were made between MBS from FBS under various factors considered. The relationship between line capacity and influencing factors were established by regression analysis. The results revealed that MBS will shorten 20 seconds minimum headway and increase 12 train units per hour. The factors influencing FBS line capacity significantly are block length, maximum speed, curvature radius and dwell time; and that for MBS line capacity is only dwell time.