廣州地鐵4號(hào)線(xiàn)軌旁ATP故障應(yīng)對(duì)策略研究

楊 柳 唐飛佳

(廣州市地下鐵道總公司運(yùn)營(yíng)事業(yè)總部,510030,廣州//第一作者,助理工程師)

廣州地鐵4號(hào)線(xiàn)軌旁ATP故障應(yīng)對(duì)策略研究

楊 柳 唐飛佳

(廣州市地下鐵道總公司運(yùn)營(yíng)事業(yè)總部,510030,廣州//第一作者,助理工程師)

軌旁ATP(列車(chē)自動(dòng)保護(hù))故障后,聯(lián)鎖區(qū)內(nèi)的列車(chē)將全部自動(dòng)緊急制動(dòng),列車(chē)采用降級(jí)模式運(yùn)行,這會(huì)對(duì)正常運(yùn)營(yíng)產(chǎn)生較大影響。結(jié)合廣州地鐵4號(hào)線(xiàn)新造及石碁聯(lián)鎖區(qū)軌旁ATP故障實(shí)例,對(duì)比分析了故障現(xiàn)象及故障影響。闡述了軌旁ATP故障后的應(yīng)對(duì)策略,通過(guò)確定關(guān)鍵列車(chē)、落實(shí)盯控關(guān)鍵列車(chē)、實(shí)施載客越站方案等策略應(yīng)對(duì)故障,以最大限度降低故障對(duì)行車(chē)的影響。

廣州地鐵; 軌旁ATP故障; 應(yīng)對(duì)策略

Author′s address Guangzhou Metro Corporation,510030,Guangzhou,China

廣州地鐵4號(hào)線(xiàn)列車(chē)運(yùn)行高度智能化,如果軌旁ATP(列車(chē)自動(dòng)保護(hù))發(fā)生故障,聯(lián)鎖區(qū)內(nèi)的列車(chē)將全部自動(dòng)緊急制動(dòng),列車(chē)采用降級(jí)模式運(yùn)行,這會(huì)對(duì)正常運(yùn)營(yíng)產(chǎn)生較大影響。考慮到信號(hào)設(shè)備故障情況下維持降級(jí)運(yùn)營(yíng)的需要,除了正常連續(xù)式列控(CTC)模式外,廣州地鐵正線(xiàn)信號(hào)系統(tǒng)還設(shè)計(jì)了信號(hào)系統(tǒng)故障后的后備模式,包括點(diǎn)式列控(ITC)模式和聯(lián)鎖列控(IXL)模式。

為有效降低軌旁ATP故障對(duì)運(yùn)營(yíng)造成的晚點(diǎn)壓力,對(duì)廣州地鐵4號(hào)線(xiàn)軌旁ATP故障情況下的應(yīng)急策略開(kāi)展研究。

1 軌旁ATP故障影響分析

表1為廣州地鐵4號(hào)線(xiàn)軌旁ATP故障對(duì)比分析表。從表1的事件對(duì)比中可以看出:

(1) 兩起事件均發(fā)生在周末高峰期。在控車(chē)方面,石碁聯(lián)鎖區(qū)內(nèi)有13列列車(chē),其中7列列車(chē)需重投;新造聯(lián)鎖區(qū)內(nèi)有9列列車(chē),其中6列列車(chē)需重投。多列列車(chē)以URM(非限制人工駕駛)模式運(yùn)行,存在一定的安全隱患,需安排人員重點(diǎn)盯控。

(2) 兩起事件中列車(chē)在站臺(tái)停車(chē)時(shí)間均較長(zhǎng)。

(3) 在地下區(qū)段以URM模式運(yùn)行,限制速度較低,對(duì)延誤的影響較大,尤其是以URM模式長(zhǎng)距離運(yùn)行時(shí),延誤加深明顯。

(4) 大面積信號(hào)故障往往伴隨疊加故障,在此時(shí),行調(diào)在進(jìn)行全局控制期間,仍要對(duì)關(guān)鍵列車(chē)進(jìn)行盯控,防止阻塞后續(xù)列車(chē),影響行車(chē)效果。

2 軌旁ATP故障初期應(yīng)對(duì)

2.1 軌旁ATP故障現(xiàn)象

當(dāng)發(fā)生軌旁ATP故障時(shí),聯(lián)鎖區(qū)域內(nèi)的列車(chē)均降級(jí)緊急制動(dòng),故障列車(chē)司機(jī)將故障信息匯報(bào)給OCC(運(yùn)營(yíng)控制中心),此時(shí),短時(shí)間內(nèi)會(huì)有大量電話(huà)接入,這會(huì)影響行調(diào)的故障處理工作,因此,行調(diào)需準(zhǔn)確判斷故障,及時(shí)發(fā)布全呼指令。

軌旁ATP故障現(xiàn)象如下:

(1) 故障區(qū)CTC列車(chē)產(chǎn)生緊急制動(dòng),出現(xiàn)轉(zhuǎn)RM(限制人工駕駛)提示框,無(wú)線(xiàn)定位消失,HMI(人機(jī)界面)顯示列車(chē)占用整個(gè)計(jì)軸區(qū)段(軌道區(qū)段顯示為紅色)。

(2) HMI、LOW(聯(lián)鎖工作站)、CLOW(中央聯(lián)鎖工作站)顯示故障聯(lián)鎖區(qū)內(nèi)的信號(hào)機(jī)燈頭打叉消失(現(xiàn)場(chǎng)信號(hào)機(jī)亮燈)。

(3) LOW、CLOW顯示屏蔽門(mén)編號(hào)(PSDXXX)出現(xiàn)閃爍,屏蔽門(mén)圖標(biāo)中間兩橫變白色,兩邊兩橫變紅色。

表1 廣州地鐵4號(hào)線(xiàn)軌旁ATP故障對(duì)事件比分析

(4) HMI無(wú)法監(jiān)控屏蔽門(mén)的開(kāi)關(guān)門(mén)狀態(tài)。

2.2 軌旁ATP故障初期行車(chē)命令發(fā)布

判斷發(fā)生軌旁ATP故障后,行調(diào)第一時(shí)間發(fā)布全呼命令,避免大量司機(jī)扎堆匯報(bào)故障后再搶頻發(fā)布命令;司機(jī)、車(chē)站值班員按照行調(diào)的行車(chē)命令執(zhí)行,避免長(zhǎng)時(shí)間停車(chē)。如因故聯(lián)系不上行調(diào),應(yīng)及時(shí)采取措施,可通過(guò)車(chē)站轉(zhuǎn)達(dá)或撥打行調(diào)內(nèi)線(xiàn)電話(huà)等方式聯(lián)系。行調(diào)認(rèn)真核對(duì)區(qū)域內(nèi)列車(chē)動(dòng)車(chē)情況,對(duì)異常列車(chē)及時(shí)干預(yù)。

3 軌旁ATP故障期間應(yīng)對(duì)策略

3.1 關(guān)鍵列車(chē)盯控

3.1.1 關(guān)鍵列車(chē)的判斷

關(guān)鍵列車(chē)是指正線(xiàn)最大間隔列車(chē)和停站最長(zhǎng)時(shí)間列車(chē)。

在軌旁ATP故障區(qū)域,以URM模式運(yùn)行的列車(chē)需到ITC投入站重投。廣州地鐵4號(hào)線(xiàn)ITC投入站示意圖如圖1所示。由圖1可見(jiàn),廣州地鐵4號(hào)線(xiàn)正線(xiàn)ITC投入站分部不均勻,部分投入站之間間隔較遠(yuǎn),其中新造站—大學(xué)城南站上行區(qū)間緊急列車(chē)制動(dòng)列車(chē)需以URM模式運(yùn)行6個(gè)區(qū)間才能到到車(chē)陂站進(jìn)行重投。表1中的00710次列車(chē)即在該區(qū)間緊急制動(dòng),以URM模式運(yùn)行至黃村站退出服務(wù),列車(chē)晚點(diǎn)999 s。

廣州地鐵4號(hào)線(xiàn)下行線(xiàn)ITC投入站有8個(gè),上行線(xiàn)只有6個(gè),且上行線(xiàn)中間區(qū)域ITC投入站較少,新造聯(lián)鎖區(qū)內(nèi)上行僅新造站為ITC投入站,對(duì)距離前方ITC投入站較遠(yuǎn)的以URM模式運(yùn)行的列車(chē)應(yīng)做好重點(diǎn)盯控。

以URM模式運(yùn)行的列車(chē)在地下線(xiàn)路與高架線(xiàn)路上運(yùn)行時(shí)的限速要求不同。具體情況見(jiàn)表2、表3和表4。由表中數(shù)據(jù)可知,URM模式下,列車(chē)在地間下區(qū)運(yùn)行時(shí)延誤程度更深,且地下區(qū)段有多個(gè)區(qū)間存在限速25 km/h運(yùn)行的區(qū)域,這進(jìn)一步加深了列車(chē)晚點(diǎn)的壓力。

目前,東涌站—低涌站區(qū)間的1902、1901ABC計(jì)軸區(qū)段已設(shè)置信號(hào)限速,該區(qū)間正常運(yùn)行時(shí)間約為4 min 10 s;非CTC級(jí)別下東涌站上行出站信號(hào)機(jī)(S1907)、低涌站下行出站信號(hào)機(jī)(X1804)、低涌站至東涌站下行區(qū)間信號(hào)機(jī)(X1901)無(wú)法開(kāi)放。需提前取消信號(hào)限速開(kāi)放綠燈或授權(quán)司機(jī)越紅燈。

綜上所述,ITC投入站站間距離及地下線(xiàn)路限速均會(huì)對(duì)URM模式下列車(chē)運(yùn)行造成較大晚點(diǎn)壓力。軌旁ATP故障情況下,新造站、低涌站、黃閣站開(kāi)出的上行列車(chē),萬(wàn)勝?lài)尽⑿略煺尽⑹炚鹃_(kāi)出的下行列車(chē)為關(guān)鍵列車(chē)。URM模式下長(zhǎng)距離限速運(yùn)行極有可能造成較大延誤,阻塞后續(xù)ITC列車(chē),并造成大量列車(chē)晚點(diǎn)。新造聯(lián)鎖區(qū)和石碁聯(lián)鎖區(qū)軌旁ATP故障時(shí)的重點(diǎn)盯控關(guān)鍵列車(chē)見(jiàn)表5。

圖1 廣州地鐵4號(hào)線(xiàn)正線(xiàn)ITC投入站示意圖

區(qū)間公里標(biāo)長(zhǎng)度/m下行區(qū)間黃村站—車(chē)陂站k9+100—k9+800700車(chē)陂站—車(chē)陂南站k10+700—k11+300600萬(wàn)勝?lài)尽僦拚?*)k17+00—k17+600600石基站—海傍站(*)k33+400—k33+700300上行區(qū)間黃村站—車(chē)陂站k33+700—k33+400300車(chē)陂站—車(chē)陂南站k17+600—k17+00600萬(wàn)勝?lài)尽僦拚?*)k11+200—k10+700500石基站—海傍站(*)k9+800—k9+200600

表3 URM模式運(yùn)行速度要求

表4 電話(huà)閉塞法組織行車(chē)速度要求

表5 新造聯(lián)鎖區(qū)和石碁聯(lián)鎖區(qū)軌旁ATP 故障時(shí)的重點(diǎn)盯控關(guān)鍵列車(chē)

3.1.2 關(guān)鍵列車(chē)盯控措施

(1) 專(zhuān)人盯控。控制中心值班主任安排一名行調(diào)負(fù)責(zé)對(duì)關(guān)鍵列車(chē)進(jìn)行監(jiān)控,減少列車(chē)在站停站時(shí)間。調(diào)度部值班人員到達(dá)控制室后,協(xié)助盯控。

(2) 提前準(zhǔn)備進(jìn)路。關(guān)鍵列車(chē)的進(jìn)路需提前排列,原則上至少提前排列至前方站站臺(tái)。進(jìn)路排列完成后,要檢查主進(jìn)路要素是否具備,保證信號(hào)均能正常開(kāi)放主信號(hào)。若軌旁ATP故障伴隨信號(hào)機(jī)重復(fù)鎖閉現(xiàn)象,需將進(jìn)路取消后重新排列(若列車(chē)已到信號(hào)機(jī)前,則執(zhí)行“開(kāi)放信號(hào)”組織列車(chē)通過(guò)后進(jìn)行重排)。遇信號(hào)機(jī)不能立即開(kāi)放情況,及時(shí)采取授權(quán)越紅燈等措施組織列車(chē)?yán)^續(xù)運(yùn)行。

(3) 當(dāng)列車(chē)在車(chē)站開(kāi)出晚點(diǎn)超過(guò)400 s時(shí),調(diào)度員電話(huà)提醒司機(jī)注意后續(xù)跟進(jìn)列車(chē)運(yùn)行情況。

(4) CCTV(閉路電視)監(jiān)控。盯控行調(diào)調(diào)整該車(chē)停車(chē)站臺(tái)CCTV,監(jiān)控關(guān)鍵列車(chē)站臺(tái)作業(yè)情況。如遇司機(jī)在站臺(tái)作業(yè)時(shí)間較長(zhǎng)時(shí),應(yīng)及時(shí)介入,要求司機(jī)關(guān)門(mén)動(dòng)車(chē)。提前通知車(chē)站做好客流組織,避免乘客擁擠阻擋列車(chē)車(chē)門(mén)關(guān)閉。

(5) 安排URM監(jiān)控員。行調(diào)在軌旁ATP故障發(fā)生后,及時(shí)給車(chē)站發(fā)布全呼命令,車(chē)站接受命令后安排人員到站臺(tái)添乘URM列車(chē),緩解URM列車(chē)限速延誤壓力。URM監(jiān)控員需經(jīng)過(guò)培訓(xùn),取得URM列車(chē)監(jiān)控資格。為避免URM列車(chē)在站臺(tái)長(zhǎng)時(shí)間等待監(jiān)控員到位,URM列車(chē)司機(jī)在站臺(tái)正常作業(yè)完畢后立即關(guān)門(mén)動(dòng)車(chē),無(wú)須等待,按照無(wú)URM監(jiān)控員要求限速運(yùn)行。對(duì)于關(guān)鍵列車(chē)的URM監(jiān)控到位情況,行調(diào)及時(shí)進(jìn)行核實(shí),發(fā)現(xiàn)無(wú)監(jiān)控員的,至少提前一站通知車(chē)站優(yōu)先安排。

3.2 載客越站措施

當(dāng)列車(chē)產(chǎn)生較大延誤,阻塞后續(xù)列車(chē)運(yùn)行時(shí),應(yīng)適當(dāng)組織載客越站以改善行車(chē)組織效率,但是,這也容易造成乘客投訴,甚至有被媒體報(bào)道的風(fēng)險(xiǎn),因此對(duì)載客越站措施要充分了解利弊,適當(dāng)運(yùn)用。廣州地鐵4號(hào)線(xiàn)2014年各站日均客流量如圖2所示。

圖2 廣州地鐵4號(hào)線(xiàn)2014年各站日均客流量

從客運(yùn)量考慮,除去換乘站及日均客運(yùn)量超過(guò)5 000人次的車(chē)站,還有官洲站、海傍站、低涌站、東涌站、黃汽站、黃閣站和蕉門(mén)站7個(gè)車(chē)站。從周邊環(huán)境考慮,海傍站周邊有亞運(yùn)城,黃汽站周邊有豐田汽車(chē)城,蕉門(mén)站周邊有南沙區(qū)政府及公交樞紐,在這些車(chē)站載客越站對(duì)乘客影響較大。

綜上所述,廣州地鐵4號(hào)線(xiàn)應(yīng)急情況下需組織載客飛站時(shí),應(yīng)優(yōu)先選擇官洲站、低涌站和黃閣站3個(gè)車(chē)站,其次再視情況考慮海傍站、東涌站、黃汽站和蕉門(mén)站,其余車(chē)站不推薦采用載客越站方案。

3.3 駕駛模式轉(zhuǎn)換優(yōu)化

3.3.1 設(shè)備顯示正常立即執(zhí)行“ATP重解”

當(dāng)信號(hào)設(shè)備顯示恢復(fù)正常,車(chē)站值班員應(yīng)立即在LOW上執(zhí)行“ATP重解”,同時(shí)將情況報(bào)給行調(diào),無(wú)需等待信號(hào)人員通知設(shè)備恢復(fù)。行調(diào)監(jiān)控到設(shè)備恢復(fù)正常及時(shí)提醒車(chē)站執(zhí)行重解命令。

3.3.2 故障區(qū)域內(nèi)預(yù)選CTC模式

(1) 軌旁ATP故障區(qū)域內(nèi)緊急制動(dòng)的列車(chē),以RM模式動(dòng)車(chē)即可,保持預(yù)選CTC模式;

(2) 故障區(qū)域內(nèi)緊急制動(dòng)重投列車(chē),在重投站預(yù)選CTC模式;

(3) 進(jìn)入軌旁ATP故障區(qū)域列車(chē),在故障區(qū)域前一站預(yù)選ITC模式運(yùn)行,進(jìn)入故障區(qū)域在第一個(gè)到達(dá)站預(yù)選回CTC模式。

(4) 若出現(xiàn)短時(shí)兩次軌旁ATP故障或其他需ITC維持運(yùn)營(yíng)情況,各次列車(chē)在故障區(qū)域預(yù)選ITC模式運(yùn)行。

4 其他建議

(1) 針對(duì)RM模式運(yùn)行速度過(guò)低(18 km/h)的情況,建議地鐵公司聯(lián)合車(chē)輛廠(chǎng)家研究列車(chē)能否增設(shè)RM 25、RM 60檔位的工作。

(2) 對(duì)于無(wú)車(chē)載ATP保護(hù)的列車(chē),在曲線(xiàn)半徑小于400 m的線(xiàn)路上,以限速25 km/h運(yùn)行的情況進(jìn)行重新評(píng)估,適當(dāng)提高列車(chē)運(yùn)行速度,減輕列車(chē)進(jìn)一步延誤壓力。

(3) 當(dāng)新造聯(lián)鎖區(qū)發(fā)生軌旁ATP故障時(shí),ITC列車(chē)可在車(chē)陂站上行線(xiàn)轉(zhuǎn)換CTC模式時(shí)機(jī)。

目前,新造聯(lián)鎖區(qū)軌旁ATP故障后的操作模式是:車(chē)陂站至石碁站上下行采用ITC模式運(yùn)行,故障區(qū)域內(nèi)列車(chē)以ITC模式運(yùn)行至車(chē)陂站上行,司機(jī)進(jìn)行開(kāi)關(guān)門(mén)操作后才將駕駛模式轉(zhuǎn)換為CTC。黃村站上行列車(chē)出清后,黃村站值班員通知車(chē)陂站值班員上行ITC列車(chē)關(guān)門(mén),車(chē)陂站上行屏蔽門(mén)關(guān)好后信號(hào)機(jī)顯示綠燈,此時(shí)列車(chē)轉(zhuǎn)換模式升級(jí)為CTC模式。該做法造成車(chē)陂站上行列車(chē)等待黃村站列車(chē)出清后才能動(dòng)車(chē),列車(chē)在車(chē)陂站上行停車(chē)時(shí)間過(guò)長(zhǎng)。建議改變現(xiàn)有轉(zhuǎn)換流程,ITC列車(chē)到達(dá)車(chē)陂站上行先操作轉(zhuǎn)換列車(chē)模式后再進(jìn)行其他操作,正常情況下ITC列車(chē)到達(dá)車(chē)陂站上行,預(yù)選CTC模式列車(chē)立即升級(jí),此時(shí)列車(chē)關(guān)門(mén)后即可根據(jù)信號(hào)動(dòng)車(chē),省去等待黃村站上行列車(chē)出清時(shí)間。

[1] 林瑜筠.城市軌道交通信號(hào)[M ] .北京:中國(guó)鐵道出版社,2011:231-232.

[2] 林瑜筠,魏艷,趙煒.城市軌道交通信號(hào)基礎(chǔ)設(shè)備[M].北京:中國(guó)鐵道出版社,2012:53.

[3] 張學(xué)兵,俞太亮.地鐵列車(chē)運(yùn)行調(diào)整策略選擇和制約因素分析[J].現(xiàn)代城市軌道交通,2011(5):70.

(Continued from Special Commentary)

function-synthesis around the rail transit stations induces the regional population and the function distribution along the rail transit lines to turn from dispersion to high density aggregation. Meanwhile,a relatively independent sub-centre of city with distinctive features or a urban complex will be induced to form at the integrated transport hubs and important station areas,presenting a new type of urban agglomerations with multi-center and multi-core.Thirdly,the development trend of the rail transit integration of urban agglomerations has been presented.Namely,the urban transit highly merges together with the intercity transit and the trans-regional long-distance transit.The urban transport not only relies on metros,light rails and buses,but also highly depends on various transport modes,such as intercity railways,regional railways and suburban railways etc.The transport of urban center areas is dominated by metro.Passage clear and linkages within the urban agglomerations more rely on the intercity railways and the suburban railways that operate just like city buses.

Being acutely aware of the profound changes in urban development could help us to do the rail transit construction and the operation management work more actively and promisingly.Firstly,the objective laws of urban development should be earnestly followed.Those advanced concepts must firmly be established,such as,“constructing a metro is just constructing a city”,“metro construction′s leading urban development”and etc.，realizing the conceptual change of urban rail transit from pure transport services to supporting the urban development and enhancing the rail transportation practitioners′ initiative,the sense of duty and bearing responsibility.Secondly,the strength of the metro superstructure property development should be increased.Accurately grasp the relationship between the urbanization and the rail transportation integration of urban agglomerations.Around the sites and the axial lines of rail stations,the high-strength development with both compact and focus should be implemented.Guide industries,population and services to gather toward rail transit station sites,promote regional contact and industry upgrade,and lift the value and quality of the land around the rail transit station fields,making it become the main axial line and important stronghold of the regional development of economy and society.Thirdly,explore the sustainable development mode of “rail + property”.The property development around the metro station fields and along the metro lines should be implemented with rail transit enterprises as leading.Internalize the metro property development earnings and the commercial added-value formed directly because of metro′s opening into the rail transit enterprises′ income,making the metro enterprises turn from previously depending on blood-transfusion in finance into a self blood-making mechanism in finance.Those acquired property development profits could be used for compensating the capital lack in metro constructions and the metro-operating losses,constructing the sustainable development mode of “rail + property” of metro enterprises.Fourthly,the top layer design of the rail transit integration development of urban agglomerations must be done well.The high-level leadership mechanism and the coordination and communication mechanisms should be established within the urban agglomerations.Formulate the rail transit integration development strategy and the implementation plan.Make clear the construction objectives,the duty segregation and the safeguard measures.Fifthly,carry out the all-round cooperation of urban rail transportation integration development.Do well each city′s overall planning in advance.Make definite the lines′ docking mode and the station sites′ docking mode between cities.According to the industry characteristics of different cities,carry out differentiation and development of regional economy.Coordinate the implementation of rail transit projects.Adopt the PPP (Public-Private Partnership) mode to attract social capital to participate in the rail transit construction and operation management.

It could be expected that China′s urban agglomeration led by the rail transportation integration development will be an engine to drive future economic growth.Relying on the “rail + property ” mode will be more conducive to seize the commanding heights of development pattern of urban agglomerations in China.

(Translated by SUN Zheng)

Coping Strategies against Track Side ATP Fault on Guangzhou Metro Line 4

YANG Liu,TANG Feijia

When a track side ATP fault happens, all the trains in the interlocking area will take emergency breaking and run in degraded mode, that greatly threatens the normal operation. Based on the track side ATP fault on Guangzhou metro Line 4, the fault phenomenon and effects are comparatively analyzed. Then, the coping strategies against track side ATP fault are described, including traffic organization control link, skip schem and so on,to minimize the impact of track side ATP fault on train operation.

Guangzhou metro; track side automatic train protection (ATP) fault; coping strategy

U 231.6

10.16037/j.1007-869x.2016.07.034

2015-04-07)