On the 34km tunnel designed and built according to French standards 20 years ago (with a width of 7.6m and a single hole and two lines), the existing car was changed into a big car (the width of the subway car was 2.6m, and the original 17m was changed to 19.52 m). The construction error is large (the maximum error is 0.6 19m), and the design standard is low (the minimum transition curve length of the line is 15m, the minimum straight line length is 16.96m, the curve radius of the curve station is 500 m, and the line spacing of the general section is 3.2 m), which breaks the convention, boldly quotes new theories and studies new standards for the line. Effectively use the space of single-hole double-line tunnel; Reduce the elevation of rail surface; Dynamic measurement and control of each segment with software, etc. In this way, the contradiction of tight locking is overcome and the problem of running a cart in a small hole is solved.
2. Development of IRM-Ⅰ fastener
Tehran metro adopts 2.4m long shoulder-less post-tensioned sleeper and 54kg/m rail; The condition is that the minimum curve radius of tie line is 90m and the maximum slope is 50‰. IRM-I fastener is specially designed for Tehran subway. Its main components are as follows:
Fastener part: B-type ω elastic strip shaped by China Railway, made of 60Si2Mn hot-rolled spring steel, fastened with T-bolts. The pressure of a single elastic buckle is 8.5 kN. It solves the problem that the buckle pressure needs to be increased on a 50‰ large slope.
Pad iron: the material is KTH350- 10, with good toughness and low cost, and the thickness is 18mm. The setting of iron pad can improve the ability of fastener to keep track gauge and prolong the service life of fastener. It can not only improve the stress state of reinforced concrete sleepers and prolong their service life, but also increase the height adjustment of rails. The curve radius of tie line is 90m, and the gauge needs to be widened 16mm. In order to solve the problem of gauge widening, the straight section of the long nail hole of the iron backing plate was lengthened from 3mm to 14mm, and the gauge adjustment was increased (up to +22 ~-26mm), which solved the technical problem of gauge widening.
Rubber pad: A layer of rubber pads with the thickness of 10mm and 16mm are respectively arranged above and below the iron pad, and the rubber pads are all cylindrical particles, so as to increase their deformation free surface and improve their elasticity.
Gauge pad: the material is polyamide 66, and the contact part with the upper part of the rail bottom is designed as 1: 10 according to the slope above the rail bottom. With the iron pad, the gauge is generally adjusted to+8 ~-12 mm. In the small radius curve section of the tie line, the gauge is adjusted to+22 ~-26 mm. The gauge pad can not only adjust the gauge, but also play the role of insulation and vibration isolation.
Spiral spike: Q235 steel, diameter φ30, trapezoidal thread.
Nylon sleeve: the material is polyamide 66. The shell is threaded 36 mm from the top, which can increase the strength of the spiral spike against lateral force. The casing is wear-resistant and high in strength, embedded in the sleeper, and the spiral spike can be taken out, which is convenient for construction and maintenance.
3.2.4m Post-tensioned Prestressed Sleeper Mold Development
The 2.4m post-tensioned prestressed sleeper mould is specially developed and manufactured for Tehran Metro, with simple process, high degree of automation, high production efficiency and few moulds, which can be directly used in the German "Dywdidag”2.6m sleeper production line imported by Tehran Metro Company. Its main features are as follows:
(1) Due to the post-tensioning method, there is no tension on the die, so the die is not as heavy and complicated as the pre-tensioning prestressed sleeper die, which not only saves a lot of raw materials for making the die, but also greatly reduces the cost.
(2) Because the sleeper concrete can be demoulded after vibration compaction, the service life of the mould is greatly shortened and the turnover of the mould is accelerated, which not only reduces the number of required moulds, but also greatly improves the production efficiency, and can be used for assembly line operation.
(3) Because the iron bowl sleeved on the iron core is left in the sleeper when demoulding, and the end of the post-tensioned steel bar is threaded, the contact rail connector can be directly fixed on the steel bar at the end of the sleeper, which is simple and convenient to operate and saves time and labor.
(4) Using this mold to produce sleepers has a simple process, which can be used in many factories that produce concrete sleepers for ground railways and subways, reducing costs and improving efficiency.
(5) Using this mold to produce sleepers can greatly reduce vibration and noise, which is beneficial to the health of operators and environmental protection.
This technology won the national utility model patent, which advanced the entire Tehran subway project by at least six months.
4. Research on new methods of track construction.
The construction requirements of Tehran subway track are strict and the construction period is tight. On the basis of summarizing the construction method and technological process of single-hole single-track in China, combined with the characteristics of Teheran subway and Iraqi construction equipment, a new track construction method, namely temporary track method, was developed and succeeded. The innovation of temporary track method in track construction is to change the original method of erecting left and right track rows with small gantry crane and pouring concrete into the ballast bed, make full use of the space of single-hole double-track tunnel, and use the assembled track row as the temporary track of track flat car, so that concrete mixing equipment and track row loading and unloading machinery can be directly installed on the track flat car, realizing the interaction and transshipment of left and right tracks, not only ensuring the quality of the ballast bed, but also greatly improving the working efficiency. The daily progress of a working face can reach 120m, and the main construction procedures are as follows: laying track with small gantry crane → laying track row directly on tunnel structure layer as temporary track → transporting concrete and track row of another line with rail car walking on temporary track → laying track row and concrete of another line with rail car.
5. Research on localization of down-feed contact rail system.
The insulating bracket of the lower current-collecting contact rail system consists of three parts: the upper bracket, the middle bracket and the lower bracket, which together form the cantilever structure. The contact rail is suspended on the lower bracket through the top bracket and the middle bracket. The lower bracket is fixed on the sleeper of integral ballast bed or crushed stone ballast bed according to the line conditions. The protective cover is fixed on the contact rail through its own elasticity and support pad. The train current collector obtains power by sliding contact with the lower bottom surface of the contact rail.
The contact rail system fed by low current is specially developed for this project, and all components have been localized. This technology has obtained the national utility model patent. The system adopts short-track electric sectioning to continuously supply power for vehicles. This form ensures that when the train passes through this electrical section, one of the front and rear current collectors of the vehicle will contact the contact rail, which will not cause power failure of the vehicle and avoid arcing. At the same time, it can also ensure that the train current collector and the short rail will not short-circuit the contact rails on both sides of the electric section.
Compared with the upper power supply contact rail system, the lower power supply contact rail system has the following characteristics:
(1) The lower feeder contact rail system supplies power to the vehicle through the lower bottom of the contact rail, while the traditional feeder contact rail system supplies power to the vehicle through the upper top of the contact rail.
(2) The protective cover of the lower feed contact rail system has better protection performance for the live contact rail, and the live contact rail is not easy to be inadvertently touched, thus ensuring personal safety.
(3) The lower contact mode is superior to the upper contact mode in shielding rain and snow, which can ensure the safe and reliable operation of the traction network system.
(4) simple structure and convenient installation.
(5) The lower power supply contact rail system adopts short rail electrical sectioning, and the traditional power supply contact rail system is directly electrical sectioning.
(6) The protective cover and insulating bracket of the lower power supply contact rail system are made of glass fiber reinforced plastic; However, the traditional feed current contact rail system uses wooden boards and porcelain bottles.
6. Development of single machine 12 pulse traction rectifier unit
1996 this project is the first in China to develop a single machine 12 pulse rectifier unit. 1997 product appraisal opinion is "reaching the international advanced level of similar products, leading the domestic market and filling the domestic gap". Prior to this, the domestic level was equivalent to 12 pulse wave rectifier units; At present, based on the single 12 pulse rectifier unit in this project, two equivalent 24-pulse rectifier units have been developed in China.
The 20kV AC/750V DC single machine 12 pulse rectifier unit specially developed for Tehran metro project is the first in China. Prior to this, except for imported equipment, all domestic urban rail transit systems used double-unit equivalent 12 pulse rectifier units. Single 12 pulse rectifier unit is characterized by stable DC output and low interference ripple. A double-output transformer (y, d1/y, y0) is used as two transformers (Y/d 1 1, Y/y0).
Design and Research of 7.20kV Medium Voltage Power Grid
20kV medium-voltage network takes into account the characteristics of 35(33)kV voltage level, such as large transmission capacity, long distance, low loss and 10kV voltage level. The equipment is small in size, low in price, connected by ring network, simple in wiring, reliable in protection, flexible in operation, and the size of switch cabinet is greatly reduced. Up to now, the domestic subway has not adopted the 20kV medium voltage power grid. The successful application of 20kV medium voltage network in Tehran metro provides an example for domestic metro to adopt 20kV medium voltage network. At present, some cities have taken 20kV medium voltage power grid as a comparison scheme for feasibility study.
8. Design and research on noise control of ventilation system
The new noise control technology for the air supply system of Tehran metro solves the problem that the normal ventilation duct in the original French ventilation system is not equal to the accident exhaust duct, and puts forward a new noise control technology for the air supply system of Tehran metro in Iran. The technical scheme is as follows: (1) The position of the second exhaust valve of the station air supply unit is changed from the position of the end wall of the normal ventilation duct to the position of the side wall. (2) The new propagation path of the noise generated by the normal ventilation axial fan through the accident air duct is as follows: after being attenuated by the first exhaust valve, it enters the bypass air duct; Aft being attenuate by that second exhaust valve, the bypass ventilation pipeline enters the muffler of the normal ventilation pipeline; After being silenced by a muffler, it is transmitted to the ground, reaching the ground noise standard.
In addition, the sound insulation function of electric smoke exhaust air valve is developed, that is, the electric air valve "reaches 20 dB in air sound insulation test". According to the American UL-555SB standard and "NFPA 130 Fire Protection Standard", the function of ventilation electric air valve is only to change the operation mode and meet the function of smoke exhaust (temperature resistance 150℃, 1 hour), but there is no sound insulation function. Domestic and foreign manufacturers, including the well-known American johnson controls company, have not done the sound insulation performance test of ventilation electric air valve. This experiment is the first time among domestic and foreign manufacturers.
9. Design and research of communication signal and control system.
Design and Research of (1) Communication System
In the communication system, the program-controlled telephone, * * line telephone, internal telephone, dispatching telephone, broadcasting, wireless, clock and information channels between centers and nodes in TCC, PCC, SCADA, BAS, FAS, AFC and other systems are all completed through the low-speed data channels provided by the optical cable digital transmission platform (the original tender stipulates that all copper cables are used). In addition, according to the operation experience of Chinese subway, a fully domestic dispatching telephone system has been specially developed for Tehran subway, relying on the optical cable digital transmission platform to transmit signaling and voice respectively. Communication systems are all domestic equipment.
(2) Research on localization of ATS system for automatic train monitoring.
The ATS system of Tehran Metro is developed according to the centralized railway dispatching system and the ATS system of Shanghai Metro. Combined with the actual situation of Iranian subway, the automatic monitoring function of all trains in Shanghai subway is realized, and the computer interface communication between station RTU and computer interlocking system is realized. The communication between the train and the ground ATS system is realized through the station signal dedicated wireless system, and the train journey is tracked. This is the first domestic ATS system in the field of urban rail transit in China.
(3) Research on localization of SCADA system for metro power monitoring.
DFY-2000 distributed power supply monitoring device based on local control network, which is applied to Tehran metro, has advanced design idea, reasonable hardware and software structure, and its functions meet the requirements of metro system. The domestic similar system is applied to the subway power monitoring system for the first time, which is the leading level in China. It is in the leading position of similar products in China in terms of high reliability, large capacity and support for existing protocols, and the technology of local control network applied to telecontrol devices has reached the international advanced level.
In addition, the SCADA system for power monitoring solves the problem of signal error caused by electromagnetic interference, power frequency voltage interference, surge and switch jitter by improving the remote signal acquisition mode. The timing error is 0.1ms by combining field CAN bus technology with GPS. An optical fiber transmission system based on CAN2.0 protocol is developed. The remote maintenance based on telephone network is realized; According to the requirements of users, the rapid sequence control function of subway power supply is realized for the first time.
10, Study on Localization of BAS Monitoring System for Station Electromechanical Equipment
The mechanical and electrical equipment monitoring system (BAS) of Teheran subway station includes sensors, controllers, communication networks, graphical operating systems and a large number of application software, all of which have the independent intellectual property rights of Tsinghua Tongfang. It is the only system officially operating in the subway in China so far. The innovation is that the photoelectric isolated current loop digital communication mode is adopted for the first time in the world, which solves the serious electromagnetic interference to the communication system in the subway; For the first time, the subway environmental control optimization scheduling software, intelligent analysis and decision-making software for ventilation and smoke exhaust, equipment management and fault diagnosis software have been developed and applied in practical projects. It is also the initiative of BAS in domestic subway to automatically record and count the running state, cumulative running time, maintain information and make maintenance plans.