客运专线联络线设计与列控系统匹配研究

Research on Matching Between Connecting Line Design of Passenger Dedicated Line and Train Control System

客运专线联络线两端均有大号码道岔条件下,当动车组按CTCS-2级列控系统控车通过客运专线联络线时,若联络线两端大号码道岔间距离不足,将不能充分发挥大号码道岔及联络线设计速度。本文通过分析CTCS-2级列控系统发送大号码道岔应答器报文限制规则与客运专线联络线设计速度、长度(含坡度)、大号码道岔布置间的匹配关系,发现联络线设计速度、长度(含坡度)与列控系统不匹配情况集中出现在设计速度160 km/h、长度2 km左右的联络线上,并提出为适应CTCS-2级列控系统的联络线设计要求:联络线正方向自运行后方大号码道岔末端至前方进路防护大号码道岔信号机处的线路长度(含坡度)需满足制动距离最长的动车组采用常用制动从最高设计速度制动到85 km/h。该研究结论可指导客运专线联络线工程设计。

If large number turnouts are designed at beginning and end of the connecting line for cross-line passenger trains of two passenger dedicated lines,when CTCS level 2 controls the CRH train,it runs in this contact line.If the distance between one large number turnout and another is not enough,the running speed of MU train can51 satisfy expected speed.In this paper,the author analyzes the limitation belongs to balise group of large number turnout transmitting balise telegram under CTCS level 2.Then the author makes a research on the fit or maladjustment between designed speed,length(including slope)installed of large number turnouts of the connecting line and above limitation.At last,it is found that maladjustment often occurs when the designed speed is 160 km/h and the designed length is around 2 km of the connecting line.At the same time,the author proposes the designed length(including slope)installed of large number turnouts of the connecting line must fulfil the follow condition:CRH train with longest braking distance under designed highest speed can reduce to 85 km/h by normal braking from the front large number turnout to home/block signal in front of the behind large number turnout.The conclusion of this study provides guidance for the design of the connecting line passenger dedicated lines.