CN113830140A - Method for implementing reconstruction of high-speed railway junction station signal system - Google Patents
Method for implementing reconstruction of high-speed railway junction station signal system Download PDFInfo
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Abstract
The invention provides a method for implementing signal system transformation of a high-speed railway junction station, which comprises the 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, a security data network of a junction station is communicated with a security data network of a newly accessed signal of a high-speed railway; s2, performing function tests of all routes of the interlocking software of the junction station; s4, carrying out a function test of the dispatching centralized extension set of the hub station; s5, performing a function test of the software of the dispatching center related to the hub station; and S6, connecting the safety data network of the junction station and the new line, and performing forward and reverse pull-through verification on the line in the jurisdiction range of the dispatching desk where the junction station is located by adopting the motor train unit to complete transformation of the junction station without physical engineering quantity. The invention provides a detailed universal sample plate 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 the transformation of a high-speed railway junction station signal system.
Background
The CTCS-3 level train control system is adopted for high-speed railways with the speed per hour of 250Km/h and above, and is the highest level train operation control system at present. The terminal station generally has several railways to collect, but several railways to collect in the terminal station can not be constructed simultaneously, and the completion simultaneously, open the operation simultaneously, must have such a problem: after one junction station is opened for operation, the high-speed railway with access in the following three to four years needs to be opened for operation, so that a signal system of the existing junction station needs to be modified, the signal system of the junction station is communicated with the newly-accessed high-speed railway in a physical project, and the signal system of the junction station is matched and compatible with the function of the signal system of the access high-speed railway to realize interconnection and intercommunication of the signal systems.
Disclosure of Invention
The invention aims to provide a method for implementing the transformation of a high-speed railway junction station signal system, which provides a detailed and universal sample plate for the transformation of the high-speed railway junction station signal system according to the characteristics of the high-speed railway junction station signal system and the characteristics of the physical engineering construction of the junction station, and ensures that the transformation of the junction station signal system is successfully completed.
The technical scheme of the invention is as follows:
a method for implementing signal system transformation of a high-speed railway junction station comprises the 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, a safety data network of a junction station is communicated with a signal safety data network of a newly accessed high-speed railway, the normal communication of the network is verified, the normal information transmission between stations is verified, and the initialization of a train control center of a temporary station is normal;
s2, performing functional tests on all routes of the interlocking software of the junction station, and verifying the logic correctness of the interlocking software of the junction station;
s3, carrying out accuracy of code sequences of the hub station train control software under different route conditions, and simultaneously verifying correctness of messages of the active responder;
s4, carrying out a function test of the dispatching centralized extension set of the hub station, and simultaneously verifying the correctness of an interlocking execution command under the control of a dispatching command system CTC;
s5, performing a software function test of a dispatching center related to the hub station, and performing a software function test of a temporary speed limiting server TSRS and a radio block center RBC;
s6, the junction station relates to on-site transponder message modification, the junction station is reloaded with computer interlocking IXL, a train control center TCC, a dispatching command system CTC, a temporary speed limit server TSRS and radio block center RBC software, a safety data network of the junction station and a new line is connected, a motor train set is adopted to carry out forward and reverse pull-through verification on the line in the jurisdiction range of a dispatching desk where the junction station is located, and transformation of the junction station without real engineering quantity is completed.
The steps of transformation of the terminal station with the real object engineering quantity are the same as the steps S1-S5 of transformation of the terminal station without the real object engineering quantity, the transformation of the terminal station with the real object engineering quantity completes indoor and outdoor real object engineering quantity of the terminal station before the step S1, the step S50 is added before the step S6, and the step S50 is a reverse connection test of indoor and outdoor equipment of the terminal station.
The step S1 is specifically to communicate the signal security data network of the existing signal security data network and the new line of the junction station, observe on the switch of the junction station whether the signal display lamp connected to the new line signal security data network is bright green, observe on the interlock operation interface whether the boundary code sequence of the junction station and the new line concentration area is normally transferred, and observe whether the adjacent stations of the junction station and the new line can normally enter and exit, and simultaneously, assist the two adjacent stations to change the direction normally.
The step S2 is specifically to determine whether all the interlocking routes of the junction station can be normally discharged, whether the interlocking routes can be normally unlocked, whether enemy routes cannot be discharged, and whether the section corresponding to each route, the signal machine display, and the switch position are correct.
The step S5 is to perform central control arrangement route through the CTC central dispatching console, the center issues temporary speed limit commands, observe whether the discharge of each route executed in an interlocked manner is consistent with the central route command of the CTC, and whether the temporary speed limit commands issued by the center can be correctly executed by the site train control center and the RBC.
The step S6 is specifically that after the station related to the terminal station is completely reloaded with the central software and the on-site transponder messages are completely modified, two 300T trains of the motor train unit are arranged to respectively perform a forward and reverse forward line C3 pull-up test on the uplink and downlink line to which the X dispatching desk of the terminal station belongs, and perform a temporary speed limit issuing test.
The step S50 is specifically that the equipment inside the hub station outdoor is connected in reverse, 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 performed through the indoor arrangement route.
Compared with the prior art, the invention has the beneficial effects that: the implementation method has the advantages of clear thought of each step, concise and clear content, easy understanding and strong operability, provides a detailed universal sample plate for the transformation of the hub station signal system of the high-speed railway, and ensures that the transformation of the hub station signal system is successfully completed.
Drawings
FIG. 1 is a schematic flow chart of a transformation implementation method of a hub station without physical engineering quantity.
FIG. 2 is a schematic flow chart of a method for implementing the transformation of the terminal station with physical engineering quantity according to the present invention.
FIG. 3 is a schematic diagram of a modified structure of a hub station without physical work load.
FIG. 4 is a schematic diagram of the present invention for the construction of a hub station without physical work load.
Figure 5 is a schematic representation of a downstream forward C3 pull-through test of the present invention.
Figure 6 is a schematic representation of a downline reverse C3 pull-through test of the present invention.
FIG. 7 is a schematic representation of the pull-through test of the present invention in an upstream reverse direction C3.
Fig. 8 is a schematic diagram of the uplink forward C3 pull-through test of the present invention.
Fig. 9 is a schematic view of a modified structure of the terminal station with real engineering capacity.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention is suitable for the transformation of all CTCS-3 level hub station signal systems.
CTCS-3 level signal system constitution
CTCS-3 level Signal System indoor: the system mainly comprises a Radio Block Center (RBC), a temporary speed limit server (TSRS), a dispatching and commanding system (CTC), a Train Control Center (TCC) and a computer Interlock (IXL);
CTCS-3 level signal system outdoor equipment: mainly comprises turnout, annunciator, track circuit and transponder.
CTCS-3 level Signal System function: 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, a Radio Block Center (RBC) generates a driving license, a track circuit realizes the train occupancy check, a responder realizes the train positioning and has the CTCS-2 level function.
Referring to fig. 1 to 9, the present invention provides a technical solution:
s1, a safety data network of a junction station is communicated with a signal safety data network of a newly accessed high-speed railway, the normal communication of the network is verified, the normal information transmission between stations is verified, and the initialization of a train control center of a temporary station is normal;
s2, performing functional tests on all routes of the interlocking software of the junction station, and verifying the logic correctness of the interlocking software of the junction station;
s3, carrying out accuracy of code sequences of the hub station train control software under different route conditions, and simultaneously verifying correctness of messages of the active responder;
s4, carrying out a function test of the dispatching centralized extension set of the hub station, and simultaneously verifying the correctness of an interlocking execution command under the control of a dispatching command system CTC;
s5, performing a software function test of a dispatching center related to the hub station, and performing a software function test of a temporary speed limiting server TSRS and a radio block center RBC;
s6, the junction station relates to on-site transponder message modification, the junction station is reloaded with computer interlocking IXL, a train control center TCC, a dispatching command system CTC, a temporary speed limit server TSRS and radio block center RBC software, a safety data network of the junction station and a new line is connected, a motor train set is adopted to carry out forward and reverse pull-through verification on the line in the jurisdiction range of a dispatching desk where the junction station is located, and transformation of the junction station without real engineering quantity is completed.
Explanation of each implementation step of transformation of the hub station without physical engineering quantity: generally, a matching test of adjacent stations is required for a station signal system software modification test, a matching test of adjacent dispatching desks is required for a central software test, and for convenience of description, the following rules are provided: the adjacent station on the left side of the hub station is named as a station A, and the adjacent station on the right side is named as a station B; the dispatching desk where the junction station is located is an X dispatching desk, the adjacent dispatching desk is a Y dispatching desk, the temporary speed-limiting server of the X dispatching desk where the junction station is located is an A-TSRS, the temporary speed-limiting server of the adjacent Y dispatching desk is a B-TSRS, and the RBC where the junction station is located is a 1-RBC; as shown in fig. 4 below
Because the new line is not opened for operation, all stations and central software related to the new line are not limited by time, and can be matched with a system software test of the junction station at any time.
In the step S1, specifically, the step S,
the test method comprises the following steps: the method comprises the steps of communicating an existing signal safety data network of a junction station with a signal safety data network of a new line, observing whether a signal display lamp connected with the signal safety data network of the new line is bright green on a switch of the junction station, observing whether boundary code sequences of the junction station and a new line concentration area are normally transferred on an interlocking operation interface, observing whether a junction station and a new line adjacent station normally send vehicles or not to be discharged, and meanwhile, judging whether auxiliary reform of the adjacent station can be normally carried out by the adjacent station and the new line.
The expected results are: the boundary conditions of the junction station and the adjacent new line are normally transferred, the departure route is normally discharged, and the auxiliary improvement is normally carried out.
In the step S2, specifically, the step S,
the test method comprises the following steps: 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 enemy routes can not be discharged or not, and whether sections corresponding to each route are observed, signal machine display, whether turnout positions are correct or not and the like.
The expected results are: all routes are normally discharged, enemy routes cannot be selected, the section corresponding to the route, the signal machine displays, and the turnout position is correct.
In the step S3, specifically, the step S,
the test method comprises the following steps: and (4) whether all the interlocking routes of the junction station are discharged or not is judged, whether the low-frequency codes of all sections corresponding to each route are correct or not is observed, and whether the messages of the active responder are correct or not is observed.
The expected results are: the section code sequence corresponding to each entry is accurate, and the message of the active responder is correct.
In the step S4, specifically, the step S,
the test method comprises the following steps: and discharging all the interlocked routes through the CTC station machine, and observing whether the discharge of each route executed by interlocking is consistent with the route command of the CTC.
The expected results are: for the command of each route of the CTC, the interlock can accurately execute and select the corresponding route, and simultaneously, the interlock can accurately execute all the single function command operations of the CTC.
In the step S5, specifically, the step S,
the test method comprises the following steps: and performing central control arrangement route through a CTC central dispatching desk, issuing temporary speed limit commands by the center, observing whether the discharge of each route executed in an interlocking way is consistent with the central route command of the CTC, and whether the temporary speed limit commands issued by the center can be correctly executed by the site train control center and the RBC.
The expected results are: the junction station interlocking can accurately execute the dispatching command of the CTC central dispatching desk, and the station train control center and the RBC can accurately execute the temporary speed limiting command of the center.
In the step S6, specifically, the step S,
the test method comprises the following steps: after the station related to the junction station is completely reloaded with the central software and the on-site transponder message is completely modified, arranging two lines of 300T motor train units to respectively perform a forward and reverse forward line C3 pull-through test on an uplink and a downlink line to which an X dispatching desk where the junction station is located belongs, and simultaneously performing a temporary speed limit issuing test. Fig. 5-8 are schematic diagrams of forward and reverse positive line C3 pull-through tests performed on the up and down lines.
The expected results are: the driving permission received by the motor train unit is normally extended, the motor train unit is safely and correctly controlled to operate, and the motor train unit can accurately receive the temporary speed limiting command.
Embodiment 2. as shown in fig. 2 and 9, a method for implementing a transformation of a terminal station signal system of a high-speed railway includes no physical engineering quantity terminal station transformation and physical engineering quantity terminal station transformation, where the physical engineering quantity terminal station transformation completes physical engineering quantity inside and outside a terminal station room before step S1, and the physical engineering quantity terminal station transformation includes the following specific steps:
s1, a safety data network of a junction station is communicated with a signal safety data network of a newly accessed high-speed railway, the normal communication of the network is verified, the normal information transmission between stations is verified, and the initialization of a train control center of a temporary station is normal;
s2, performing functional tests on all routes of the interlocking software of the junction station, and verifying the logic correctness of the interlocking software of the junction station;
s3, carrying out accuracy of code sequences of the hub station train control software under different route conditions, and simultaneously verifying correctness of messages of the active responder;
s4, carrying out a function test of the dispatching centralized extension set of the hub station, and simultaneously verifying the correctness of an interlocking execution command under the control of a dispatching command system CTC;
s5, performing a software function test of a dispatching center related to the hub station, and performing a software function test of a temporary speed limiting server TSRS and a radio block center RBC;
s50, performing a reverse connection test on indoor and outdoor equipment of the junction station;
s6, the junction station relates to on-site transponder message modification, the junction station is reloaded with computer interlocking IXL, a train control center TCC, a dispatching command system CTC, a temporary speed limit server TSRS and radio block center RBC software, a safety data network of the junction station and a new line is connected, a motor train set is adopted to carry out forward and reverse pull-through verification on the line in the jurisdiction range of a dispatching desk where the junction station is located, and transformation of the junction station with real object engineering quantity is completed.
The signal system transformation of the hub station with the physical engineering quantity comprises the following steps: the new line introduction in the following figure causes the terminal to add 7, 8 and corresponding switches, semaphores, track circuits, terminal yards, as shown in fig. 9.
The overall implementation method for the transformation of the hub station signal system with the physical engineering quantity comprises the following steps: firstly, the real object engineering quantity of the indoor and outdoor equipment of the junction station is finished, so that the indoor and outdoor equipment of the junction station has a reverse connection test after software is reloaded. The method for implementing the transformation of the signal system of the hub station with the physical engineering comprises seven steps, wherein the steps from one to five are completely consistent with the transformation of the signal system of the hub station without the physical engineering, and one step is added before the sixth step of dynamic verification: and performing a reverse connection test on indoor and outdoor equipment of the junction station, and then, the seventh step is consistent with the sixth step of no real engineering quantity signal system transformation of the junction station. The sixth step of the signal system transformation of the terminal station with physical engineering is described separately below.
Performing a reverse connection test on indoor and outdoor equipment of the junction station;
1, main point plan:
the test method comprises the following steps: the indoor equipment and the outdoor equipment of the junction station are connected in a reversed mode, the indoor equipment and the outdoor equipment are subjected to alignment tests, turnout operation control tests, lighting tests of annunciators and code sequence test tests of outdoor sections through indoor arrangement routes.
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 of the transformation of the high-speed railway junction station signal system mainly has two conditions, and the implementation method of the transformation of the junction station without physical engineering consists of 6 steps; the implementation method of the transformation of the hub station with physical engineering comprises 7 steps. The implementation method has the advantages of clear thought of each step, concise and clear content, easy understanding and strong operability, provides a detailed universal sample plate for the transformation of the hub station signal system of the high-speed railway, and ensures that the transformation of the hub station signal system is successfully completed. 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 universal method.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (7)
1. A method for implementing signal system transformation of a high-speed railway junction station is characterized by comprising the steps of no physical engineering quantity junction station transformation and physical engineering quantity junction station transformation, wherein the physical engineering quantity-free junction station transformation comprises the following specific steps:
s1, a safety data network of a junction station is communicated with a signal safety data network of a newly accessed high-speed railway, the normal communication of the network is verified, the normal information transmission between stations is verified, and the initialization of a train control center of a temporary station is normal;
s2, performing functional tests on all routes of the interlocking software of the junction station, and verifying the logic correctness of the interlocking software of the junction station;
s3, carrying out accuracy of code sequences of the hub station train control software under different route conditions, and simultaneously verifying correctness of messages of the active responder;
s4, carrying out a function test of the dispatching centralized extension set of the hub station, and simultaneously verifying the correctness of an interlocking execution command under the control of a dispatching command system CTC;
s5, performing a software function test of a dispatching center related to the hub station, and performing a software function test of a temporary speed limiting server TSRS and a radio block center RBC;
s6, the junction station relates to on-site transponder message modification, the junction station is reloaded with computer interlocking IXL, a train control center TCC, a dispatching command system CTC, a temporary speed limit server TSRS and radio block center RBC software, a safety data network of the junction station and a new line is connected, a motor train set is adopted to carry out forward and reverse pull-through verification on the line in the jurisdiction range of a dispatching desk where the junction station is located, and transformation of the junction station without real engineering quantity is completed.
2. The method for implementing the transformation of the junction station signal system of the high-speed railway according to claim 1, wherein the steps of the transformation with physical engineering quantity of the junction station are the same as the steps S1-S5 of the transformation without physical engineering quantity of the junction station, the transformation with physical engineering quantity of the junction station completes the physical engineering quantity of the interior and the exterior of the junction station before the step S1, the transformation with physical engineering quantity of the junction station adds the step S50 before the step S6, and the step S50 is a reverse connection test of the interior and the exterior of the junction station.
3. The method for implementing the transformation of the hub station signal system of the high-speed railway according to claim 1, wherein the step S1 is specifically to communicate an existing signal security data network of the hub station with a signal security data network of a new line, observe on a switch of the hub station whether a display signal connected with the signal security data network of the new line is bright green, observe on an interlocking operation interface whether a boundary code sequence between the hub station and a new line concentration area is normally transferred, observe whether a station adjacent to the hub station and the new line is normally dispatched and can be discharged, and simultaneously, assist in the modification of the directions of two adjacent stations.
4. The method for implementing the transformation of the terminal station signal system of the high-speed railway according to claim 1, wherein the step S2 is specifically performed to determine whether all the interlocked routes of the terminal station can be normally discharged, whether the interlocked routes can be normally unlocked, whether enemy routes cannot be discharged, and whether the section corresponding to each route is observed, and the signal machine display and the switch position are correct.
5. The method according to claim 1, wherein said step S5 is implemented by performing central control arrangement of routes through a CTC central dispatcher, issuing temporary speed limit commands from the center, observing whether the discharge of each route executed by interlocking is consistent with the central route command of the CTC, and whether the temporary speed limit commands issued from the center can be correctly executed by the site train control center and the RBC.
6. The method for implementing the signal system transformation of the terminal station of the high-speed railway according to claim 1, wherein the step S6 is specifically that after the station related to the terminal station is completely exchanged with the central software and the on-site transponder message is completely modified, two columns of 300T motor train units are arranged to respectively perform a forward and reverse positive line C3 pull-up test on an uplink and a downlink line to which an X dispatching desk where the terminal station is located belongs, and perform a temporary speed limit issuing test.
7. The method for implementing the transformation of the terminal station signal system of the high-speed railway according to claim 2, wherein the step S50 is to perform the reverse connection of the indoor and outdoor equipments of the terminal station, the alignment test of the indoor and outdoor equipments through the indoor route arrangement, the operation control test of the turnout, the lighting test of the signal machine, and the code sequence test of each outdoor section.
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