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機場捷運系統整合測試作業辦理情形 機場捷運系統整合測試作業辦理情形
長陡坡救援作業電聯車正進行聯結器連接照片。

機場捷運系統整合測試係依照ME01標契約業主需求,在號誌系統的自動列車控制(ATC)/自動列車運轉(ATO)/自動列車防護(ATP)等測試完成後,確認均符合契約業主需求規定的測試功能後,接續執行系統整合測試,以對整體系統進行驗證。
系統整合測試必須包含號誌系統之運轉展現、電聯車之運轉性能展現、及中央監控系統(SCADA)系統與隧道通風系統和水電設施間的整合功能進行驗證測試。並模擬在正常、異常、降級與緊急營運各種模式之性能驗證,以及中央監控系統、隧道通風和車站建築物管理系統(BMS)間之測試,以確保整體系統可依預期運轉。
因此,系統整合測試首先由較簡易且與號誌無關之測試開始進行,如隧道段的旅客下車疏散作業、火警廣播測試等,接著透過號誌系統控制一列電聯車進行到離站、自動駕駛等測試,以確定各子系統在各種情境下之作動無誤,俟一列車的測試完成後,繼而再進行車隊性能測試,以驗證電聯車可依班表運轉的行車測試。
主要測試中特別針對及關注項目如下:
1.電聯車長陡坡救援作業:業於103年12月18日在A6-A7站間的4.9%長陡坡以載重W0四節普通列車,救援載重W3的5節直達列車,符合「4 車編組普通車及5 車編組直達車,對於完全喪失牽引力之5 車編組故障直達車在所有載重條件下,皆具有救援能力」之規定需求,並且滿足「救援列車在故障列車鬆軔條件下,能於正線最陡處啟動及爬坡,最高速度可達25km/h,以將故障列車拖離營運」的性能。
2.另於A16-A21站間驗證時刻表功能(準時性)與兩端點間的行車時間,業於103年12月12日加以執行,符合契約「系統整合測試必須包含一段時間的行車測試」的測試需求。
本工程辦理系統整合測試計畫項目及程序內容,係於100年7月開始由統包廠商丸紅公司提送審查,至102年11月完成審查,計有程序書11系列共49項測試項目,並於103年1月15日起執行測試,迄103年12月底止已完成35項測試項目,已達71.43%,預計於104年3月底止完成100%測試項目後,配合捷運公司人員操作開始執行營運前運轉測試(PRSR)作業。

In accordance to Employer's Require-ments of tender ME01, the integrated system testing should be carried out subsequent to the ATC/ATO/ATP tests of the signaling system to verify integration of the entire system.
The integrated system testing includes verification of the signaling system functionality, EMU performances, SCADA system, tunnel ventilation and E&M facilities integration. The functionality under different conditions including normal, abnormal, degraded and emergency modes were all tested. Moreover, the connections between central control system, tunnel ventilation and station BMS system were also tested to ensure expected operation functions.
According to level of difficulty, the testing started from more simple procedures which exclude signal controlling such as passenger evacuation procedure in tunnel or fire alarm broadcasting tests. Then, sub-system verification including control of EMU entering and exiting the station via the signaling system and ATO testing was performed. Last, the entire system is integrated and tested on operation schedule according to timetable.
The focus points in the integrated system testing procedure are elaborated accordingly as follows.
1.EMU emergency rescue at long steep gradient: On Dec. 18, 2014, simulation of 4-vehicle commuter train (W0 capacity) rescuing 5-vehicle express train (W3 capacity) at the 4.9% long steep slope between A6 and A7 stations was conducted. The rescue simulation conformed to contract Article 5.1.5 "A 4-Vihicle Commuter Train shall be capable of assisting a failed 5-Vihicle Express Train and a 5-Vihicle Express Train shall be capable of assisting a similar consist, on a like-for-like basis, for all Loading Conditions with a total loss of traction on the failed Train. The assisting Train shall be capable of starting and running up the worst case gradient specified for the Main Line at a maximum speed of 25 km/h with brakes released on the failed Train, to enable the failed Train to be removed from service."
2.In accordance to contract regulations, "the integrated testing must include a certain period of train operation test" , the accuracy of operation time corresponding to headway between A16 and A20 station was tested on Dec. 12, 2014.
The integrated system testing plan and procedures have been submitted for evaluation since July 2011 by contractor MKH J.B. Consortium. The evaluation of 11 testing series including 49 testing items was finished by Nov. 2013 and the subsequent testing was carried out from Jan. 15, 2014. Up until Dec. 2014, a total of 35 testing items (71.43%) were finished. 100% testing is scheduled to be completed by Mar. 2015 and will be followed with PRSR work.

  • 長陡坡救援作業兩列電聯車聯結器已連接。
  • 先於PTR電腦驗證比對模擬時刻表功能作業。
  • CCR全景盤展現A16-A21站間列車運行狀況。
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