城市軌道交通信號系統倒切電路設計

劉莉胡姍

城市軌道交通信號系統倒切電路設計

劉莉胡姍

（武漢地鐵運營有限公司，430061，武漢//第一作者，工程師）

城市軌道交通既有系統和新設系統的貫通與調試不能影響到既有信號系統的正常運營。針對調試期間室外設備運營時段由既有信號系統控制、非運營時段由新設信號系統控制產生的分時復用問題，介紹了一種利用雙穩態繼電器進行新舊系統切換的倒切電路。該倒切電路通過采用滿足SIL 4安全級別的雙穩態繼電器實現室內新、舊系統對室外設備的分時控制，以及賦予不同人員的操作權限，從管理和技術兩方面確保電路的安全性。在實際案例應用中，該倒切電路表現出操作簡潔、安全性高、顯示清晰等優點。

城市軌道交通；信號系統；倒切電路；軌旁設備；分時復用

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

我國各個城市規模不同，導致規劃的城市軌道交通線路長短不一。為減少城市軌道交通建設對市民出行的影響，部分城市針對長線路的處理方法是將一條長線路劃分為若干子線路進行分期開通。一旦線路分期開通，就會面臨先期開通工程和后期開通工程的線路貫通及系統貫通問題。

武漢地鐵4號線一期工程自武漢火車站站至武昌火車站站，2013年12月開通運營，共設信號設備集中站6座；二期工程自武昌火車站站至黃金口站，2014年12月開通運營，共設信號設備集中站5座。武昌火車站站為4號線一、二期工程的銜接站。武漢地鐵4號線線路圖如圖1所示。

圖1 武漢地鐵4號線線路圖

在4號線一期線路信號系統中，將武昌火車站站設置為信號聯鎖集中站，其控制區域為武昌火車站站和梅苑小區站；當一、二期線路貫通后，武昌火車站站作為信號設備非集中站，其室內的集中站信號設備被拆除，武昌火車站站和梅苑小區站室外的信號設備由首義路集中站進行控制。在一、二期線路貫通調試期間，調試時段原一期線路武昌火車站站控制區的室外設備如轉轍機、信號機、計軸等由首義路控制區進行控制，而運營時段這些室外設備由武昌火車站集中站進行控制，因此武昌火車站站和梅苑小區站的室外設備面臨不同時段由2個集中站分別進行控制的情況。調試期間室外信號設備在2個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題。常見的信號系統倒切方式為：調試前，人工在原有系統分線盤上將室外設備的室外電纜斷開，然后將室外設備的電纜接入新系統的分線盤，實現新系統對室外設備的控制；調試結束后，將室外線纜接回既有分線盤恢復與原系統的連接。該倒切方式存在倒切速度慢、容易出錯、效率低下等缺點。本文介紹一種快速、便捷、準確率較高的倒切方式，其在武漢地鐵4號線一期工程和二期工程的貫通調試中獲得了較好的倒切效果。

1 轉極電路及表示電路的設計

雙穩態繼電器具有2個穩定的狀態，切斷繼電器勵磁電路的電源，繼電器接點的狀態不會改變。雙穩態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態繼電器。在雙線圈雙穩態繼電器中，當給一個線圈供電時，繼電器處于導通狀態，當給另一個線圈供電時，繼電器返回到斷開狀態。

在倒切電路中設計了新、舊信號系統轉換確認開關和轉換開關。轉換確認開關和轉換開關的工作原理圖如圖2所示。其中，轉換確認開關用于確認是否需要轉換，轉換開關用于選擇雙穩態繼電器的供電線圈。當設備需要轉換時，轉換確認開關擰至確認位置，轉換開關擰至相應的位置選擇雙穩態繼電器線圈，電路導通給雙穩態繼電器的線圈供電；當轉換過程結束，斷開轉換確認開關（轉換開關保持不變），切斷雙穩態繼電器線圈的電源。雙穩態繼電器轉極需要改變供電的勵磁線圈，因此設置新、舊系統轉換開關來改變雙穩態繼電器的線圈供電，從而改變雙穩態繼電器動作接點的極性。將雙穩態繼電器的前后接點分別與新、舊信號系統指示燈進行連接，可以清晰地顯示目前是哪個信號系統處于工作狀態。

圖2 轉極電路及指示電路原理圖

2 倒切電路的設計

設計倒切電路的目的，是為了2個集中站的信號系統分時復用室外信號設備，保證任何時刻只有1套室內信號系統控制室外設備，不會出現2套信號系統同時控制室外設備的情況。

倒切開關繼電器的接點與組合柜及分線柜的連接如圖3所示，雙穩態繼電器的上接點、下接點分別與室內新、舊系統組合柜上相應設備連接線連接，中接點連接到分線柜上，從而與室外的計軸、轉轍機、信號機等信號設備電纜相連接。當雙穩態繼電器的線圈1和線圈2分別勵磁，繼電器的中接點和前接點、后接點分別導通，共用室外設備的室外電纜分別連接至既有信號系統、新設信號系統。該倒切電路操作簡單，能簡潔有效地將一期信號系統和二期信號系統對室外公用信號設備的控制權進行快速倒切。為確保信號系統倒切安全，采用雙穩態繼電器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，在高要求或連續操作模式下每小時危險失效概率大于10-9且小于10-8，因而達到SIL 4安全等級要求。同時，轉換確認開關和轉換開關鑰匙分別由具有不同操作權限的人員管理，只有當不同操作權限的人員均在場的情況下，才能實施新舊信號系統的倒切。

圖3 倒切電路設計原理圖

3 結語

采用滿足SIL 4安全級別的雙穩態繼電器所設計的倒切電路已成功應用于武漢地鐵4號線一、二期信號系統的貫通調試，并在調試過程中表現出安全性高、操作簡潔的特點。該倒切電路提高了新、舊系統的倒切效率，有效降低了倒切錯誤率。

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［4］中華人民共和國國家質量監督檢驗檢疫總局.鐵路信號AX系列繼電器：GB/T 7417—2010［S］.北京：中國標準出版社，2011：5-8.

（上接彩16頁）

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）