CN113830140B - High-speed railway junction station signal system transformation implementation method - Google Patents
High-speed railway junction station signal system transformation implementation method Download PDFInfo
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- CN113830140B CN113830140B CN202110924217.1A CN202110924217A CN113830140B CN 113830140 B CN113830140 B CN 113830140B CN 202110924217 A CN202110924217 A CN 202110924217A CN 113830140 B CN113830140 B CN 113830140B
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Abstract
The invention provides a high-speed railway junction station signal system transformation implementation method, which comprises the following specific steps of transformation of a junction station without physical engineering quantity and transformation of a junction station with physical engineering quantity, wherein the transformation of the junction station without physical engineering quantity comprises the following specific steps: s1, a hub station safety data network is communicated with a newly-accessed signal safety data network of a high-speed railway; s2, performing a functional test of all routes of the junction station interlocking software; s4, carrying out a function test of the central extension of the hub station dispatching; s5, performing a scheduling center software function test related to the hub station; s6, switching on a safe data network of the junction station and the new line, and adopting a motor train unit to carry out forward and reverse pull-through verification on the line in the jurisdiction range of the dispatching station where the junction station is located, thereby finishing transformation of the junction station without physical engineering quantity. The invention provides a detailed universal template for the transformation of the high-speed railway junction station signal system, and ensures that the transformation of the junction station signal system is successfully completed.
Description
Technical Field
The invention relates to the field of high-speed railway junction station signal systems, in particular to a method for implementing transformation of a high-speed railway junction station signal system.
Background
The high-speed railway with the speed per hour of 250Km/h and above adopts a CTCS-3 level train control system, and is the highest level train operation control system at present. The junction station generally has several railways to collect, but several railways which are collected into the junction station cannot be constructed simultaneously, and are finished simultaneously, and the operation is opened simultaneously, so that the problem is necessarily existed: after one junction station is opened for operation, the high-speed railway which is accessed in three to four years later is opened for operation, so that a signal system of the junction station is required to be modified, the signal system of the junction station is communicated with a newly accessed high-speed railway in a physical engineering manner, and the function matching and compatibility of the signal system of the junction station and the signal system of the accessed high-speed railway are realized, so that the interconnection and the intercommunication of the signal systems are realized.
Disclosure of Invention
The invention aims to provide a high-speed railway junction station signal system transformation implementation method, which combines the characteristics of junction station physical engineering construction according to the characteristics of a high-speed railway signal system, provides a detailed universal template for the transformation of the high-speed railway junction station signal system, and ensures that the transformation of the junction station signal system is successfully completed.
The technical scheme of the invention is as follows:
the implementation method for the transformation of the high-speed railway junction station signal system comprises the transformation of the junction station without physical engineering quantity and the transformation of the junction station with physical engineering quantity, and the transformation of the junction station without physical engineering quantity comprises the following specific steps:
s1, connecting a hub station safety data network with a newly-accessed signal safety data network of a high-speed railway, verifying that network communication is normal, and initializing a temporary station train control center to be normal;
s2, performing a functional test of all routes of the junction station interlocking software, and verifying the correctness of logic of the junction station interlocking software;
s3, carrying out the accuracy of code sequences of the junction station train control software under different access conditions, and simultaneously verifying the correctness of messages of the active transponder;
s4, carrying out a hub station dispatching centralized extension function test, and simultaneously verifying the correctness of the interlocking execution command under the control of a dispatching command system CTC;
s5, performing a scheduling center software function test related to the hub station, and performing a temporary speed limiting server TSRS and radio block center RBC software function test;
s6, the hub station relates to field transponder message modification, the hub station is provided with a computer interlocking IXL, a train control center TCC, a dispatching command system CTC, a temporary speed limiting server TSRS and wireless blocking center RBC software, a safety data network of the hub station and a new line is connected, and a motor train unit is adopted to carry out forward and reverse pull-through verification on a line in the jurisdiction range of the dispatching station where the hub station is located, so that the transformation of the hub station without physical engineering quantity is completed.
The step of transformation of the hinge station with the physical engineering quantity is the same as the steps S1-S5 of transformation of the hinge station without the physical engineering quantity, the transformation of the hinge station with the physical engineering quantity completes the physical engineering quantity of the indoor and the outdoor of the hinge station before the step S1, the transformation of the hinge station with the physical engineering quantity is added with the step S50 before the step S6, and the step S50 is used for the reverse connection test of the indoor and the outdoor equipment of the hinge station.
The step S1 is specifically that a signal safety data network of an existing signal safety data network of a junction station and a signal safety data network of a new line are communicated, whether a green light is turned on by a schematic display lamp connected with the signal safety data network of the new line is observed on a junction station switch, whether the boundary code sequence of the junction station and a new line concentration area is normally transmitted is observed on an interlocking operation interface, whether the junction station and an adjacent station of the new line normally start to enter and can be discharged, and meanwhile, whether both sides of the adjacent station assist the direction change can be normally performed.
Step S2 is specifically that whether all the interlocking routes of the junction station can be normally discharged, whether the interlocking routes can be normally unlocked, whether the hostile routes cannot be discharged, observing the section corresponding to each route, displaying by using a signal machine, and whether the switch position is correct.
The step S5 is specifically that a central control arrangement route is performed through a CTC central dispatching desk, a temporary speed limit command is issued by the center, whether the discharge of each route is consistent with the central route command of the CTC or not is observed, and whether the temporary speed limit command issued by the center can be correctly executed by the on-site train control center and the RBC or not is observed.
Step S6 is specifically that after the station and central software related to the hub station are completely exchanged, and the on-site transponder message is modified, two rows of motor train units 300T are arranged to respectively perform forward and reverse positive line C3 pull-through tests on the uplink and downlink lines to which the X dispatching desk where the hub station is located belongs, and simultaneously perform temporary speed limit descending tests.
The step S50 is specifically that the outdoor and indoor equipment of the junction station is inverted, and the alignment test of the indoor and outdoor equipment, the operation control test of the turnout, the lighting test of the annunciator and the code sequence test of each outdoor section are carried out through indoor arrangement and access.
Compared with the prior art, the invention has the beneficial effects that: the method has the advantages that each step of the implementation method is clear in thought, concise and clear in content, easy to understand and strong in operability, a detailed universal template is provided for the transformation of the high-speed railway junction station signal system, and the smooth completion of the transformation of the junction station signal system is ensured.
Drawings
FIG. 1 is a schematic flow chart of a method for implementing transformation of a non-physical engineering quantity junction station.
FIG. 2 is a flow chart of a method for implementing transformation of a hub station with physical engineering quantities.
Fig. 3 is a schematic diagram of a modified structure of the engineering quantity junction station without real objects.
FIG. 4 is a schematic diagram of the engineering quantity-free terminal station reconstruction implementation of the present invention.
Fig. 5 is a schematic diagram of a downlink forward C3 pull-through test of the present invention.
Fig. 6 is a schematic diagram of a downlink reverse C3 pull-through test of the present invention.
Fig. 7 is a schematic diagram of an uplink reverse C3 pull-through test of the present invention.
Fig. 8 is a schematic diagram of an uplink forward C3 pull-through test of the present invention.
Fig. 9 is a schematic diagram of a modified structure of a physical engineering quantity junction station of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The invention is suitable for the transformation of all CTCS-3 level junction station signal systems.
CTCS-3 level signaling system construction
CTCS-3 grade signaling system indoor equipment: the system mainly comprises a Radio Block Center (RBC), a temporary speed limiting server (TSRS), a dispatching command system (CTC), a Train Control Center (TCC) and a computer Interlock (IXL);
CTCS-3 grade signaling system outdoor equipment: the main points are turnouts, annunciators, track circuits and transponders.
CTCS-3 signaling system functions: the CTCS-3 level system is a train operation control system which realizes the bidirectional transmission of train-ground information based on GSM-R wireless communication, generates driving permission by a wireless block center (RBC), realizes the check of train occupation by a track circuit, realizes the positioning of a train by a transponder and has CTCS-2 level function.
Referring to fig. 1 to 9, the present invention provides a technical solution:
embodiment 1. As shown in fig. 1 and 3, a method for implementing the transformation of a signal system of a high-speed railway junction station comprises the following steps of transformation of a non-physical engineering quantity junction station and transformation of a physical engineering quantity junction station, wherein the transformation of the non-physical engineering quantity junction station comprises the following specific steps:
s1, connecting a hub station safety data network with a newly-accessed signal safety data network of a high-speed railway, verifying that network communication is normal, and initializing a temporary station train control center to be normal;
s2, performing a functional test of all routes of the junction station interlocking software, and verifying the correctness of logic of the junction station interlocking software;
s3, carrying out the accuracy of code sequences of the junction station train control software under different access conditions, and simultaneously verifying the correctness of messages of the active transponder;
s4, carrying out a hub station dispatching centralized extension function test, and simultaneously verifying the correctness of the interlocking execution command under the control of a dispatching command system CTC;
s5, performing a scheduling center software function test related to the hub station, and performing a temporary speed limiting server TSRS and radio block center RBC software function test;
s6, the hub station relates to field transponder message modification, the hub station is provided with a computer interlocking IXL, a train control center TCC, a dispatching command system CTC, a temporary speed limiting server TSRS and wireless blocking center RBC software, a safety data network of the hub station and a new line is connected, and a motor train unit is adopted to carry out forward and reverse pull-through verification on a line in the jurisdiction range of the dispatching station where the hub station is located, so that the transformation of the hub station without physical engineering quantity is completed.
The transformation implementation steps of the engineering quantity-free junction station are described: in general, the station signal system software modification test requires an adjacent station cooperation test, and the central software test requires an adjacent dispatching desk cooperation test, and for convenience of description, the following is provided: the adjacent station on the left side of the junction station is named as a station A, and the adjacent station on the right side is named as a station B; the dispatching stations where the junction stations are located are X dispatching stations, the adjacent dispatching stations are Y dispatching stations, the temporary speed limiting servers of the X dispatching stations where the junction stations are located are A-TSRS, the temporary speed limiting servers of the adjacent Y dispatching stations are B-TSRS, and the RBC where the junction stations are located is 1-RBC; as shown in FIG. 4 below
Because the new line is not yet opened for operation, all stations and central software related to the new line are not limited by time, and the system software test of the hub station can be matched at any time.
The step S1 is specifically that,
the test method comprises the following steps: and (3) connecting the existing signal safety data network of the junction station and the signal safety data network of the new line, observing whether a green light is on by a schematic display lamp connected with the signal safety data network of the new line on a junction station switch, observing whether boundary code sequences of the junction station and a new line concentration area are normally transmitted or not on an interlocking operation interface, and observing whether the junction station and a new line adjacent station normally send vehicles into or not can be discharged or not, and simultaneously, assisting the two adjacent stations to change direction or not.
The expected results are: the boundary conditions of the junction station and the adjacent new lines are normally transmitted, the departure route is normally discharged, and the auxiliary modification is normally carried out.
The step S2 is specifically that,
the test method comprises the following steps: whether all the interlocking routes of the hub station can be normally discharged or not, whether the interlocking routes can be normally unlocked or not, whether the hostile routes cannot be discharged or not, observing the section corresponding to each route, displaying by a signal machine, whether the turnout position is correct or not and the like.
The expected results are: all the routes are normally discharged, the hostile routes cannot be selected, the sections corresponding to the routes are displayed by the annunciators, and the turnout positions are correct.
The step S3 is specifically described as,
the test method comprises the following steps: and (3) whether all the interlocking routes of the hub station are discharged or not is checked, whether the low frequency code of each route corresponding to each section is correct or not is checked, and whether the active transponder message is correct or not is checked.
The expected results are: the code sequence of the section corresponding to each route is accurate, and the message of the active transponder is correct.
The step S4 is specifically described as,
the test method comprises the following steps: all the interlocking routes are discharged through the CTC station, and whether the discharge of each route by interlocking execution is consistent with a route command of the CTC is observed.
The expected results are: for the command of each route of the CTC, the interlocking can accurately execute and select the corresponding route, and meanwhile, the interlocking can accurately execute all independent function command operations of the CTC.
The step S5 is specifically described as,
the test method comprises the following steps: the central control arrangement route is carried out through the CTC central dispatching desk, a temporary speed limiting command is issued by the center, whether the discharge of each route is consistent with the central route command of the CTC or not is observed, and whether the temporary speed limiting command issued by the center can be correctly executed by the on-site train control center and the RBC or not is observed.
The expected results are: the hub station interlocking can accurately execute the dispatching command of the CTC center dispatching desk, and the station train control center and RBC can accurately execute the temporary speed limiting command of the center.
The step S6 is specifically that,
the test method comprises the following steps: after the station and central software related to the hub station are completely reloaded, and the on-site transponder message is modified, arranging two rows of 300T motor train units to respectively carry out forward and reverse positive line C3 pull-through tests on the uplink and downlink lines of the X dispatching desk where the hub station is located, and simultaneously carrying out temporary speed limiting and descending tests. Fig. 5 to 8 are schematic diagrams of forward and reverse positive line C3 pull-through test performed on the uplink and downlink.
The expected results are: the running permission received by the motor train unit extends normally, the motor train unit is safely and correctly controlled to run, and the motor train unit can accurately receive the temporary speed limiting command.
Embodiment 2. As shown in fig. 2 and 9, the implementation method for the signal system transformation of the high-speed railway junction station comprises the transformation of the junction station without physical engineering quantity and the transformation of the junction station with physical engineering quantity, wherein the transformation of the junction station with physical engineering quantity completes the indoor and outdoor physical engineering quantity of the junction station before the step S1, and the transformation of the junction station with physical engineering quantity comprises the following specific steps:
s1, connecting a hub station safety data network with a newly-accessed signal safety data network of a high-speed railway, verifying that network communication is normal, and initializing a temporary station train control center to be normal;
s2, performing a functional test of all routes of the junction station interlocking software, and verifying the correctness of logic of the junction station interlocking software;
s3, carrying out the accuracy of code sequences of the junction station train control software under different access conditions, and simultaneously verifying the correctness of messages of the active transponder;
s4, carrying out a hub station dispatching centralized extension function test, and simultaneously verifying the correctness of the interlocking execution command under the control of a dispatching command system CTC;
s5, performing a scheduling center software function test related to the hub station, and performing a temporary speed limiting server TSRS and radio block center RBC software function test;
s50, carrying out reverse connection test on indoor and outdoor equipment of the junction station;
s6, the hub station relates to field transponder message modification, the hub station is provided with a computer interlocking IXL, a train control center TCC, a dispatching command system CTC, a temporary speed limiting server TSRS and wireless blocking center RBC software, a safety data network of the hub station and a new line is connected, and a motor train unit is adopted to carry out forward and reverse pull-through verification on a line in the jurisdiction range of the dispatching station where the hub station is located, so that the hub station transformation with the physical engineering quantity is completed.
And (3) transformation of a junction station signal system with physical engineering quantity: the new line introduction of the following diagram causes the junction station to be added with 7 tracks, 8 tracks and corresponding turnouts, annunciators, track circuits and junction station sites to be changed, and the diagram is shown in fig. 9.
The general implementation method for the transformation of the junction station signal system with the physical engineering quantity is as follows: firstly, the engineering quantity of the real objects inside and outside the junction station is completed, so that the indoor and outdoor equipment of the junction station is provided with a reverse connection test after software replacement. The implementation method for the transformation of the junction station signal system with the physical engineering comprises seven steps, one to five steps are completely consistent with the transformation of the junction station signal system without the physical engineering, and one step is added before the sixth step of dynamic verification: and (3) performing a reverse connection test on indoor and outdoor equipment of the junction station, and then enabling the seventh step to be consistent with the sixth step of transformation of a signal system of the junction station without physical engineering quantity. The sixth step of the signal system modification of the junction station with physical engineering is separately described below.
The hinge station indoor and outdoor equipment reverse connection test;
1, key point plan:
the test method comprises the following steps: the outdoor and indoor equipment of the junction station is connected reversely, the alignment test of the indoor and outdoor equipment, the operation control test of the turnout, the lighting test of the annunciator and the code sequence test of each outdoor section are carried out through the indoor arrangement route.
The expected results are: the indoor and outdoor alignment test of the junction station is correct, the turnout operation is correct, the light display of the signal machine is correct, and the code sequence test of each outdoor section is correct.
The implementation method for the transformation of the high-speed railway junction station signal system mainly has two conditions, and the implementation method for the transformation of the junction station without physical engineering comprises 6 steps; the implementation method for the transformation of the junction station with physical engineering consists of 7 steps. The method has the advantages that each step of the implementation method is clear in thought, concise and clear in content, easy to understand and strong in operability, a detailed universal template is provided for the transformation of the high-speed railway junction station signal system, and the smooth completion of the transformation of the junction station signal system is ensured. The implementation method for the transformation of the high-speed railway junction station signal system ensures the smooth completion of the transformation of the junction station signal system through a general method.
Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (4)
1. The implementation method for the transformation of the high-speed railway junction station signal system is characterized by comprising the transformation of the junction station without physical engineering quantity and the transformation of the junction station with physical engineering quantity, wherein the transformation of the junction station without physical engineering quantity comprises the following specific steps:
s1, connecting a hub station safety data network with a newly-accessed signal safety data network of a high-speed railway, verifying that network communication is normal, and initializing a temporary station train control center to be normal;
s2, performing a functional test of all routes of the junction station interlocking software, and verifying the correctness of logic of the junction station interlocking software;
s3, carrying out the accuracy of code sequences of the junction station train control software under different access conditions, and simultaneously verifying the correctness of messages of the active transponder;
s4, carrying out a hub station dispatching centralized extension function test, and simultaneously verifying the correctness of the interlocking execution command under the control of a dispatching command system CTC;
s5, performing a scheduling center software function test related to the hub station, and performing a temporary speed limiting server TSRS and radio block center RBC software function test;
s6, the hub station relates to the message modification of a field transponder, the hub station is provided with a computer interlock IXL, a train control center TCC, a dispatching command system CTC, a temporary speed limiting server TSRS and wireless blocking center RBC software, a safety data network of the hub station and a new line is connected, and a motor train unit is adopted to carry out forward and reverse pull-through verification on a line in the jurisdiction range of a dispatching station where the hub station is located, so that the transformation of the hub station without physical engineering quantity is completed;
the step of transformation of the hinge station with the physical engineering quantity is the same as the steps S1-S5 of transformation of the hinge station without the physical engineering quantity, the transformation of the hinge station with the physical engineering quantity completes the physical engineering quantity of the indoor and the outdoor of the hinge station before the step S1, the transformation of the hinge station with the physical engineering quantity is added with the step S50 before the step S6, and the step S50 is used for the reverse connection test of the indoor and the outdoor equipment of the hinge station;
the step S50 is specifically that the outdoor and indoor equipment of the junction station is reversely connected, and the indoor and outdoor equipment alignment test, the turnout operation control test, the lighting test of the signal machine and the code sequence test of each outdoor section are carried out through the indoor arrangement approach;
step S6 is specifically that after the station and central software related to the hub station are completely exchanged, and the on-site transponder message is modified, two rows of motor train units 300T are arranged to respectively perform forward and reverse positive line C3 pull-through tests on the uplink and downlink lines to which the X dispatching desk where the hub station is located belongs, and simultaneously perform temporary speed limit descending tests.
2. The method for implementing the transformation of the signal system of the high-speed railway junction station according to claim 1, wherein the step S1 is specifically that a junction station existing signal safety data network and a new line signal safety data network are communicated, whether a green light is lighted by a schematic display lamp connected with the new line signal safety data network is observed on a junction station switch, whether the boundary code sequence of the junction station and a new line concentration area is normally transmitted is observed on an interlocking operation interface, whether the junction station and a new line adjacent station normally send vehicles into and can be discharged, and meanwhile, whether both adjacent stations assist the transformation can be normally performed.
3. The method for modifying and implementing the signal system of the high-speed railway junction station according to claim 1, wherein the step S2 is specifically that whether all the interlocking routes of the junction station can be normally discharged or not, whether the interlocking routes can be normally unlocked or not, whether the hostile routes cannot be discharged or not, observing the section corresponding to each route, displaying by a annunciator, and whether the switch position is correct or not.
4. The method according to claim 1, wherein the step S5 is specifically that the CTC central dispatching desk performs central control to arrange routes, central issues temporary speed limiting commands, observes whether the discharge of each route is consistent with the central route commands of CTCs, and whether the on-site train control center and RBC can correctly execute the temporary speed limiting commands issued by the central.
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