劉莉胡姍

城市軌道交通信號(hào)系統(tǒng)倒切電路設(shè)計(jì)

劉莉胡姍

（武漢地鐵運(yùn)營(yíng)有限公司，430061，武漢//第一作者，工程師）

城市軌道交通既有系統(tǒng)和新設(shè)系統(tǒng)的貫通與調(diào)試不能影響到既有信號(hào)系統(tǒng)的正常運(yùn)營(yíng)。針對(duì)調(diào)試期間室外設(shè)備運(yùn)營(yíng)時(shí)段由既有信號(hào)系統(tǒng)控制、非運(yùn)營(yíng)時(shí)段由新設(shè)信號(hào)系統(tǒng)控制產(chǎn)生的分時(shí)復(fù)用問(wèn)題，介紹了一種利用雙穩(wěn)態(tài)繼電器進(jìn)行新舊系統(tǒng)切換的倒切電路。該倒切電路通過(guò)采用滿足SIL 4安全級(jí)別的雙穩(wěn)態(tài)繼電器實(shí)現(xiàn)室內(nèi)新、舊系統(tǒng)對(duì)室外設(shè)備的分時(shí)控制，以及賦予不同人員的操作權(quán)限，從管理和技術(shù)兩方面確保電路的安全性。在實(shí)際案例應(yīng)用中，該倒切電路表現(xiàn)出操作簡(jiǎn)潔、安全性高、顯示清晰等優(yōu)點(diǎn)。

城市軌道交通；信號(hào)系統(tǒng)；倒切電路；軌旁設(shè)備；分時(shí)復(fù)用

Author′s addressWuhan Metro Operation Co.，Ltd.，430061，Wuhan，China

我國(guó)各個(gè)城市規(guī)模不同，導(dǎo)致規(guī)劃的城市軌道交通線路長(zhǎng)短不一。為減少城市軌道交通建設(shè)對(duì)市民出行的影響，部分城市針對(duì)長(zhǎng)線路的處理方法是將一條長(zhǎng)線路劃分為若干子線路進(jìn)行分期開(kāi)通。一旦線路分期開(kāi)通，就會(huì)面臨先期開(kāi)通工程和后期開(kāi)通工程的線路貫通及系統(tǒng)貫通問(wèn)題。

武漢地鐵4號(hào)線一期工程自武漢火車站站至武昌火車站站，2013年12月開(kāi)通運(yùn)營(yíng)，共設(shè)信號(hào)設(shè)備集中站6座；二期工程自武昌火車站站至黃金口站，2014年12月開(kāi)通運(yùn)營(yíng)，共設(shè)信號(hào)設(shè)備集中站5座。武昌火車站站為4號(hào)線一、二期工程的銜接站。武漢地鐵4號(hào)線線路圖如圖1所示。

圖1 武漢地鐵4號(hào)線線路圖

在4號(hào)線一期線路信號(hào)系統(tǒng)中，將武昌火車站站設(shè)置為信號(hào)聯(lián)鎖集中站，其控制區(qū)域?yàn)槲洳疖囌菊竞兔吩沸^(qū)站；當(dāng)一、二期線路貫通后，武昌火車站站作為信號(hào)設(shè)備非集中站，其室內(nèi)的集中站信號(hào)設(shè)備被拆除，武昌火車站站和梅苑小區(qū)站室外的信號(hào)設(shè)備由首義路集中站進(jìn)行控制。在一、二期線路貫通調(diào)試期間，調(diào)試時(shí)段原一期線路武昌火車站站控制區(qū)的室外設(shè)備如轉(zhuǎn)轍機(jī)、信號(hào)機(jī)、計(jì)軸等由首義路控制區(qū)進(jìn)行控制，而運(yùn)營(yíng)時(shí)段這些室外設(shè)備由武昌火車站集中站進(jìn)行控制，因此武昌火車站站和梅苑小區(qū)站的室外設(shè)備面臨不同時(shí)段由2個(gè)集中站分別進(jìn)行控制的情況。調(diào)試期間室外信號(hào)設(shè)備在2個(gè)不同的集中站之間頻繁倒切，涉及到倒切的快速性及可靠性問(wèn)題。常見(jiàn)的信號(hào)系統(tǒng)倒切方式為：調(diào)試前，人工在原有系統(tǒng)分線盤上將室外設(shè)備的室外電纜斷開(kāi)，然后將室外設(shè)備的電纜接入新系統(tǒng)的分線盤，實(shí)現(xiàn)新系統(tǒng)對(duì)室外設(shè)備的控制；調(diào)試結(jié)束后，將室外線纜接回既有分線盤恢復(fù)與原系統(tǒng)的連接。該倒切方式存在倒切速度慢、容易出錯(cuò)、效率低下等缺點(diǎn)。本文介紹一種快速、便捷、準(zhǔn)確率較高的倒切方式，其在武漢地鐵4號(hào)線一期工程和二期工程的貫通調(diào)試中獲得了較好的倒切效果。

1 轉(zhuǎn)極電路及表示電路的設(shè)計(jì)

雙穩(wěn)態(tài)繼電器具有2個(gè)穩(wěn)定的狀態(tài)，切斷繼電器勵(lì)磁電路的電源，繼電器接點(diǎn)的狀態(tài)不會(huì)改變。雙穩(wěn)態(tài)繼電器分為單線圈和雙線圈雙種，本文案例中采用雙線圈雙穩(wěn)態(tài)繼電器。在雙線圈雙穩(wěn)態(tài)繼電器中，當(dāng)給一個(gè)線圈供電時(shí)，繼電器處于導(dǎo)通狀態(tài)，當(dāng)給另一個(gè)線圈供電時(shí)，繼電器返回到斷開(kāi)狀態(tài)。

在倒切電路中設(shè)計(jì)了新、舊信號(hào)系統(tǒng)轉(zhuǎn)換確認(rèn)開(kāi)關(guān)和轉(zhuǎn)換開(kāi)關(guān)。轉(zhuǎn)換確認(rèn)開(kāi)關(guān)和轉(zhuǎn)換開(kāi)關(guān)的工作原理圖如圖2所示。其中，轉(zhuǎn)換確認(rèn)開(kāi)關(guān)用于確認(rèn)是否需要轉(zhuǎn)換，轉(zhuǎn)換開(kāi)關(guān)用于選擇雙穩(wěn)態(tài)繼電器的供電線圈。當(dāng)設(shè)備需要轉(zhuǎn)換時(shí)，轉(zhuǎn)換確認(rèn)開(kāi)關(guān)擰至確認(rèn)位置，轉(zhuǎn)換開(kāi)關(guān)擰至相應(yīng)的位置選擇雙穩(wěn)態(tài)繼電器線圈，電路導(dǎo)通給雙穩(wěn)態(tài)繼電器的線圈供電；當(dāng)轉(zhuǎn)換過(guò)程結(jié)束，斷開(kāi)轉(zhuǎn)換確認(rèn)開(kāi)關(guān)（轉(zhuǎn)換開(kāi)關(guān)保持不變），切斷雙穩(wěn)態(tài)繼電器線圈的電源。雙穩(wěn)態(tài)繼電器轉(zhuǎn)極需要改變供電的勵(lì)磁線圈，因此設(shè)置新、舊系統(tǒng)轉(zhuǎn)換開(kāi)關(guān)來(lái)改變雙穩(wěn)態(tài)繼電器的線圈供電，從而改變雙穩(wěn)態(tài)繼電器動(dòng)作接點(diǎn)的極性。將雙穩(wěn)態(tài)繼電器的前后接點(diǎn)分別與新、舊信號(hào)系統(tǒng)指示燈進(jìn)行連接，可以清晰地顯示目前是哪個(gè)信號(hào)系統(tǒng)處于工作狀態(tài)。

圖2 轉(zhuǎn)極電路及指示電路原理圖

2 倒切電路的設(shè)計(jì)

設(shè)計(jì)倒切電路的目的，是為了2個(gè)集中站的信號(hào)系統(tǒng)分時(shí)復(fù)用室外信號(hào)設(shè)備，保證任何時(shí)刻只有1套室內(nèi)信號(hào)系統(tǒng)控制室外設(shè)備，不會(huì)出現(xiàn)2套信號(hào)系統(tǒng)同時(shí)控制室外設(shè)備的情況。

倒切開(kāi)關(guān)繼電器的接點(diǎn)與組合柜及分線柜的連接如圖3所示，雙穩(wěn)態(tài)繼電器的上接點(diǎn)、下接點(diǎn)分別與室內(nèi)新、舊系統(tǒng)組合柜上相應(yīng)設(shè)備連接線連接，中接點(diǎn)連接到分線柜上，從而與室外的計(jì)軸、轉(zhuǎn)轍機(jī)、信號(hào)機(jī)等信號(hào)設(shè)備電纜相連接。當(dāng)雙穩(wěn)態(tài)繼電器的線圈1和線圈2分別勵(lì)磁，繼電器的中接點(diǎn)和前接點(diǎn)、后接點(diǎn)分別導(dǎo)通，共用室外設(shè)備的室外電纜分別連接至既有信號(hào)系統(tǒng)、新設(shè)信號(hào)系統(tǒng)。該倒切電路操作簡(jiǎn)單，能簡(jiǎn)潔有效地將一期信號(hào)系統(tǒng)和二期信號(hào)系統(tǒng)對(duì)室外公用信號(hào)設(shè)備的控制權(quán)進(jìn)行快速倒切。為確保信號(hào)系統(tǒng)倒切安全，采用雙穩(wěn)態(tài)繼電器N.S1-B-24-4.16.4。該繼電器在低要求模式下的平均失效概率大于10-5且小于10-4，在高要求或連續(xù)操作模式下每小時(shí)危險(xiǎn)失效概率大于10-9且小于10-8，因而達(dá)到SIL 4安全等級(jí)要求。同時(shí)，轉(zhuǎn)換確認(rèn)開(kāi)關(guān)和轉(zhuǎn)換開(kāi)關(guān)鑰匙分別由具有不同操作權(quán)限的人員管理，只有當(dāng)不同操作權(quán)限的人員均在場(chǎng)的情況下，才能實(shí)施新舊信號(hào)系統(tǒng)的倒切。

圖3 倒切電路設(shè)計(jì)原理圖

3 結(jié)語(yǔ)

采用滿足SIL 4安全級(jí)別的雙穩(wěn)態(tài)繼電器所設(shè)計(jì)的倒切電路已成功應(yīng)用于武漢地鐵4號(hào)線一、二期信號(hào)系統(tǒng)的貫通調(diào)試，并在調(diào)試過(guò)程中表現(xiàn)出安全性高、操作簡(jiǎn)潔的特點(diǎn)。該倒切電路提高了新、舊系統(tǒng)的倒切效率，有效降低了倒切錯(cuò)誤率。

［1］梁玉成.計(jì)算機(jī)聯(lián)鎖改造過(guò)渡工程施工技術(shù)［J］.鐵路通信信號(hào)工程技術(shù)，2008（3）：58-60.

［2］文仁廣.北京地鐵8號(hào)線信號(hào)系統(tǒng)不停運(yùn)切換設(shè)計(jì)［J］.鐵路技術(shù)創(chuàng)新，2012（6）：14-16.

［3］楊安玉.城市軌道交通信號(hào)系統(tǒng)倒切電路設(shè)計(jì)［J］.鐵道標(biāo)準(zhǔn)設(shè)計(jì)，2014（2）：98-100.

［4］中華人民共和國(guó)國(guó)家質(zhì)量監(jiān)督檢驗(yàn)檢疫總局.鐵路信號(hào)AX系列繼電器：GB/T 7417—2010［S］.北京：中國(guó)標(biāo)準(zhǔn)出版社，2011：5-8.

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Commentary Enlightenment of China Standard EMU’s Being Named

SUN Zhang

（Editor-in-Chief of“Urban Mass Transit Research”of Tongji University,Professor）

On January 3，2007，the State Railway Adm inistration issued“Type Certificate”and“Manufacturing License”of China standard 350 km/h EMU for CRRC Changchun Railway Vehicles Corporation，Ltd（hereinafter referred to as“Changchun Railway Vehicles Co.”）and CRRC Qingdao Sifang Locomotive and Vehicle Corporation，Ltd（hereinafter referred to as“Qingdao Sifang Co.”）.This indicates that China standard EMU w ith complete independent intellectual property rights has possessed the qualification of large-scale production conditions and on-line commercial operation.On June 25，2017，two China standard bullet trainmodels or EMU train modelswere named“Rejuvenation”（Fuxing in Chinese）by China Railway Corporation.And on June 26，the two“Rejuvenation”billet trains started their first launches in bi-direction respectively from Beijing South Railway Station or from Shanghai Hongqiao Railway Station.China′s high-speed rail EMU technology has ushered in a new era of autonom ization，standardization and serialization.

The China standard“Blue Dolphin”EMU produced by Qingdao Sifang Co.and the China standard“Golden Phoenix”EMU produced by Changchun Railway Vehicles Co.are a pair of“Boy-Girl tw ins”，“Blue Dolphin”and“Golden Phoenix”are nicknames.When the State Railway Adm inistration celebrated their“birthday”，they gave a good name to the“tw ins”at the same time.“Blue Dolphin”was named CR400AF and"Golden Phoenix"was named CR400BF.In the new nam ing method，CR stands for“China Railway”，and“400”represents the speed rating for 300～400 km/h.“A”corresponds to"Blue Dolphin"produced by Qingdao Sifang Co.and B corresponds to“Golden Phoenix”produced by Changchun Railway Vehicles Co..F is themeaning of power-distributed.In the future，China EMU w ill adopt CR200/300/400 as their names，respectively corresponding to speed rating of 100～200 km/h、200～300 km/h and 300～400 km/h.Thus，the original CRH nam ing sequence w ill officially become the history.

In the course of the rail transit development，the power-centralized mode and the power-distributed mode show their respective characteristics in the competition.The power-centralized mode is the well-known locomotive′s pulling mode.That is，“If a train wants to run fast，it all depends on its locomotive′s pulling.”Push-Pull trains（a locomotive′s pulling in front and a locomotive′s pushing in the rear at the same time）also belong to the power-centralized mode.Themain advantages of the powercentralized mode have two points.Firstly，there are fewer power devices for those trains，therefore，there is less vehicle-maintaining workload，and the costs are relatively low.This advantage is particularly significantwhen the DC transm ission devices are adopted. This is because the DC motor maintenance workload is very large.However，w ith the transmission technology′s progress，after being used AC transmission devices，this advantage is not so obvious.Secondly，because there is no vibration and noise caused by the power device inside the passenger compartment，passengers′ride com fort level is better.The disadvantage of the powercentralized mode is that because the tractionmotors are concentrated on the locomotive，the locomotive′s bottom axles bear greater gravity.Therefore，acting forces and impact forces of trains′operation on the track are still greater.Because the engineering structures are designed according to the maximum loads，the rail and rail structure of the railway lines of the power-centralized modemust have greater strength and stiffness，so their costs of construction andmaintenance w ill be increased.

There are threemain advantages in a power-distributed mode.Firstly，the axle weight is smaller and its distribution is even. Therefore，the impact on rails is also small.And the passenger-carrying capacity could be increased.For example，the average axle weight of France′s power-centralized TGV-A is 17 t and that of Germany′s power-centralized ICE1 is as high as 19.5 t. However，the axle weight of Japan′s 300 series，which is the power-distributed mode，is only 11.4 t.Secondly，because the EMU train is a train w ith multiple electric-powered carriages，synchronous starting could be done.Thus，the traction performance is good，greater traction could be achieved，and the braking efficiency is high.Thirdly，the marshalling can have a variety of combinations，and the trains turn back conveniently.In the early 1990s，the original China's M inistry of Railways suggested that China′s high-speed railway should adopt a power-distributed mode，and explicitly announced in the first round′s calling for the high-speed railway tender in 2004 that China′s high-speed railways only accepted the power-distributed program.

It was really a fly in the ointment that since China′s high-speed rail trains began to run，when the passenger trains′train numbers are named，the trains beginning w ith D-word（hereinafter referred to as D-train，and G-train etc.）have been interpreted as“bullet trains”or“EMU trains”，whosemaximum speed is 250 km/h.It is questionable to use”D-trains“to represent some kind of speed rating because bullet trains or EMU trains are as opposed to power-centralized trains.So the high-speed rail G-trains are bullet trains or EMU trains，and the D-trains are also bullet trains or EMU trains，and metro trains used for urban rail transit are also bullet trains or EMU trains（the highest operating speed is 80 km/h）.Sim ilar regrets also appear in the urban rail transit field. For example，using”metro“to represents a transport capacity rating（One-way transport capacity is 30 000～50 000 person-times/ h.）.Thiswould result in a discrepancy in the statistical caliber of China and foreign countries.On March 3，2017，the State Railway Adm inistration issued“The Railway Standardization‘13th Five-Plan’Development Plan”，which is the first standardized development plan in China′s railways field.However，“if the name is not correct，the wordsw ill not ring true.”In the new situation of speeding up standardization，it is suggested that the State Railway Adm inistration should continue to revise and unify the technical termswhich are not normative enough.（Translated by SUN Zheng）

Design of the Sw itch Circuit of the Signal System in Urban Rail Transit

LIU Li，HU Shan

In urban rail transit，the normal operation of signal system can notbe affected by the connection and debug of existing signal system and new signal system.In view of the outdoor equipment time division multiplexing problem，which is controlled by the existing signal system in operation and by the new signal system in non-operating period，a new type of circuit is introduced which uses bi-stable relay to sw itch the old and new systems.By adopting different contact points of the bi-stable relay thatmeets SIL 4 security level，the indoor old and new systems could control the outdoor equipment at different times，providing different people w ith different operation jurisdictions，in order to ensure the safety of sw itch circuit from bothmanagementand technology aspects.In practical application，the advantages of sw itch circuit，like simple operation，higher security，clear display and so on are verified.

urban rail transit；signal system；sw itch circuit；trackside equipment；time divisionmultiplexing

U231.7

10.16037/j.1007-869x.2017.07.029

2015-09-16）