2012年--外文翻譯 --高鐵日程安排系統(tǒng)的及時(shí)應(yīng)用分析

1、<p>　　中文4385字，2917單詞，16200英文字符</p><p>　　出處：Du X, Li G, Ji J, et al. The Real-time Application Analysis of Highs-peed Train Scheduling System[J]. Information Technology Journal, 2012, 11(9): 1310.</p&

2、gt;<p><b>　　外 文 翻 譯</b></p><p><b>　　學(xué)院：管理學(xué)院</b></p><p>　　專業(yè)：信息管理與信息系統(tǒng)</p><p><b>　　學(xué)號(hào)： </b></p><p><b>　　姓名： </b>&l

3、t;/p><p>　　Information Technology Journal 11 (9): 1310-1315, 2012</p><p>　　ISSN 1812-5638/DOI: 10.39231itj.2012.1310.1315</p><p>　　2012 Asian Network for Scientific Information</p&g

4、t;<p>　　The Real-time Application Analysis of High-speed Train Scheduling System</p><p>　　Xuedong Du, Guilin Li, Jiangtao Ji and Xiaomei Tan</p><p>　　College of Information Science and En

5、gineering, Shandong University of Science and Technology, Qingdao, 266510, China</p><p>　　State Key Laboratory of Rail Traffic Control and Safety, Beijing Jiao tong University, Beijing, 100044, China</p&g

6、t;<p>　　Abstract: Based on the scheduling problem of the high-speed train, this study introduces a real-time scheduling model. Combining with the dynamic behavior controlling of train, the feedback of the optimal

7、speed and the algorithm optimization of the real-time scheduling, the feasibility of the model is studied at the end, this study gives the real-time application analysis of high-speed train scheduling system.</p>

8、<p>　　Key words: High-speed train, intelligent controlling, real-time scheduling, corrective feedback, speed governing</p><p>　　INTRODUCTION</p><p>　　In recent years, great progress has bee

9、n made in Chinese railway construction and the growing of high-speed train has pushed new vigor into the national economy. However, the high-speed railway 7.23 events and the high-speed metro rear-end accidents in Shang

10、hai rang the alarm bells-it is of great importance to study how to strengthen the safety of high-speed train scheduling and the real-time response.</p><p>　　Heaping et al. (2004) put forward the problem of t

11、he multi targets and objects while controlling the running train, made a series of researches on the integration of intelligent control (Heaping et al., 2004;Huashen and Junfeng, 2009) studied some key technologies, such

12、 as the compatibility of track circuit system and the information transmission of GSM-R in controlling system of high-speed train, the station interval and the Interlocking and Train Controls System (Huashen and Junfeng,

13、 2009); In</p><p>　　In this study, the real-time problem of scheduling control of the high-speed train is discussed. Combining with the intelligent controlling and speed governing, this paper gives a real-ti

14、me controlling system model of high-speed train scheduling through controlling the dynamic behavior and correcting the feedback of the optimal speed.</p><p>　　THE OPTIMIZATION NEEDS OF HIGH-SPEED TRAIN</p

15、><p>　　The more improvement of the trains' speed, the higher requirements of intelligence have been made for the real-time controlling of high-speed train scheduling.</p><p>　　Establishing the

16、rapid response mechanism of high-speed train scheduling: Because of the constraint conditions of the railway lines, the time interval of the high-speed trains' departure shrinks. While the passing rate of the train i

17、ncreases rapidly and it has brought unprecedented challenges for controlling of high-speed train scheduling According to the traditional scheduling, the train operation is under the control diagram made by the control ce

18、nter. Therefore, when unpredictable conditions </p><p>　　Strengthening the flexibility of the automated scheduling system: The scheduling model needs to be more flexible for high-speed train, while the prese

19、nt scheduling system needs to coordinate the route line and calculate the waiting time at the stations of each train so as to prevent the conflict of train operation in the existing railway lines. Owing to the shorter in

20、tervals of every high-speed train, there may be something wrong with the train operation as long as the scheduling system of high-</p><p>　　Strengthening intelligent control of the train further: The high-sp

21、eed train needs higher requirements for the train security. The quick response of the controlling system and the flexibility of the automated scheduling of high-speed train have become the main way of the intelligent de

22、velopment of high-speed train. Through the construction of the intelligent information system, enhancing the trains' ability of getting information automatically and strengthening the intelligence of real-time sch<

23、;/p><p>　　In conclusion, strengthening intelligent controlling of the train is the kernel of the quick and flexible scheduling of the high-speed train. The basis of enhancing the intelligent controlling of high

24、-speed train is to improve the real-time character of high-speed train. Without, the efficient real-time controlling, the safety performance of high-speed train can't be fully guaranteed. Therefore, the problems of r

25、eal-time controlling of high-speed train need to be studied in depth.</p><p>　　THE REAL-TIME CONTROLLING MODEL OFHTGH-SPEED TRATN SCHEDULTNC</p><p>　　With the development of modern technology, t

26、he researches on the scheduling and controlling system of high-speed train are also improving. Honggang et al.(2005) proposed a model of high-speed train scheduling based on UML and this model realized the informatizatio

27、n of the scheduling and controlling system efficiently (Honggang et al，2005). Yong-jun and Lei-shan (2008) solved the scheduling problem of the heavy railway of Qinhuangdao through Decentralized and Autonomous CTC System

28、 which gives a g</p><p>　　The background of the proposed model: At present, the maximum speed of Chinese high-speed train has been up to 350 km per h. Moreover the Beijing-Shanghai high-speed railway has the

29、 maximum speed of 380 km h-`. The automatic monitoring system, automatic protection system and automatic operation system of high-speed train have developed rapidly. However, there still needs to be improved in coordinat

30、ion aspects. Therefore, the system needs a coordinating security mechanism which can realize the in</p><p>　　Aiming at the existing problems of high-speed train, this study gives a real-time controlling mode

31、l of high-speed train scheduling. This model combines the scheduling system of the high-speed train with the controlling system. It promotes the quick response of the high-speed train scheduling, improves the intelligent

32、 controlling system and enhances the real-time controlling of high-speed train, thus, the safety performance of high-speed train is also further enhanced</p><p>　　The framework of the model: Combining with t

33、he train scheduling and intelligent controlling system, this system model mainly includes the ground equipment, on-board equipment and data transmission channels. The structure of the system model is shown in Fig. 1 and

34、2.</p><p>　　The ground equipment: The ground equipment are composed of Roving Block Center, Train Control Center, transponder and interface devices of GSM-R. The transponder can transmit located information,

35、 parameters of railway line and information of temporary speed limits to the on-board equipment in order to meet the needs of back-up system; Train Control Center has the function of track circuit coding, transponder mes

36、sage storage and transferring circuit status of track interval. According to track ci</p><p>　　In this model, the ground control center doesn't calculate the speed that train allows but the status of rai

37、lway line, the location of running train and the space between the </p><p>　　neighboring running trains in the rail are transferred to trains. According to the received information, the maximum speed can be

38、calculated by the on-board computer which is in charge of controlling the speed of the train.</p><p>　　The on-board equipment: The on-board equipment are composed of the on-board computer, wireless commu

39、nication unit of GSM-R, speed-measuring module, speed-controlling module, record unit, human-machine interface and interface unit of the train. According to the information transferred by the track circuit, the reliable

40、speed commands are provided for drivers to control the actual speed of train. Therefore, the on-board equipment is the core part of the real-time controlling model of the high-</p><p>　　Data transmission cha

41、nnel: Data transmission channel, which is composed of the concentrated-checking communication network, communication network of train control center, communication network of CTC system, MVB and wireless communication ne

42、twork, is the bridge to connect the ground equipment and the on-board equipment. It is also the main way of the communication between the high-speed running trains. Through the technology of radar and GPS, the resources

43、 are saved and the precise three dimens</p><p>　　In the model, the operation of the train is controlled by the intelligent control system. When, there is something wrong with the intelligent control system,e

44、mergency warning system will be activated and it will adjust the state of the running train automatically and send a warning at the same time. In order to avoid the time consumption of scheduling for the emergency, the m

45、odel adopts the rolling scheduling strategy which can further improve the real-time character of the high-speed train sche</p><p>　　THE BASIC THEORY OF THE REAL-TIME SCHEDULING SYSTEM OF TRAIN</p><

46、;p>　　The real-time character requires that the control system can make speed adjustments and transmit the related information to the control center rapidly when there is some unpredictable interference, so as to guara

47、ntee the safety of the high-speed train. In order to reduce the time consumption of information transmission,combining with the existed scheduling and control system of the high-speed train, the model can predict the run

48、ning state of train through analysis of the dynamic behavior of trai</p><p>　　The analysis of dynamic behavior of the train: Usually the status of train operation can be divided into five parts: Starting, ac

49、celerating, normal running, decelerating and emergency braking. In the traditional railway system, the running of the train is usually controlled by fuzzy inference which is mostly determined by the driver's operati

50、on to control the train through receiving and analyzing the outside information and combining with the common experience. However, the process of train op</p><p>　　where,￡is the acceleration coefficient of

51、the train operation; v is the current speed; n is the control function applied to the train, including traction level and electronic braking level; r is the reduction of train pipe pressure; P is the weight of locomotive

52、; G is the weight of vehicle; f (n, r, v) refers to the unit force of train; F(n, r, v)refers to the resultant force of the train, including traction force of the locomotive, braking force, running resistance and the add

53、itional force caus</p><p>　　The corrective feedback and optimization algorithm: The real-time scheduling algorithm of high-speed train is essentially an algorithm which needs to select an optimal speed-gover

54、ning method and mostly related with the correct feedback. The feedback of the actual running status of the train detected by the track circuit can be transmitted by the GSM-R network in time which makes the speed and pos

55、ition of the train more accurate .Therefore, the deviation which is caused by the influence of envir</p><p>　　Zhou et al. (2011) put forward the performance index of the optimal scheduling strategy in per

56、iod T which is the offset value of the future timetable and the default timetable of the train. Because real-time character needs the speed to be improved higher, the speed is applied into the formula. the expression is

57、described as follows:</p><p>　　where, wi,j expresses the weight coefficient; t0 and Ti,,j represents the actual and planning initial time ,respectively is the distance and are respectively the actual and

58、planning speed when the train i gets to the station and are respectively the actual and planning time when train i leaves the station j; The objective function is to calculate the minimum offset value. </p><p

59、>　　The specific steps of Optimization algorithms are as follows:</p><p>　　Step 1: Detecting the Surrounding potential conflict of train in period T. If there are conflicts in period T, the algorithm turns

60、 to Step 2, otherwise the algorithm toms to Step 4</p><p>　　Step 2: Calculating the optimal speed of the train, the main operations of the step are as follows:</p><p>　　Saving the current inform

61、ation of the railway network and listing all possible scheduling strategies of the current train</p><p>　　According to the different scheduling strategies, calculating the objective function values by formul

62、a 2 in order to obtain the offset value J of the future timetable and the fault timetable of the train, and defining an array to store the different return values </p><p>　　By comparing the values of the dif

63、ferent objective functions, selecting the scheduling solution with the minimum offset value J and adjusting the speed of the train according to the selected scheduling solution</p><p>　　Step 3: Judging wheth

64、er detections of all surrounding trains are completed in this period. If so, then turn to Step 4, otherwise return to Step 2. According to the default timetable, the detections of other trains are given in this period<

65、;/p><p>　　Step 4: Updating locating information and running speed of the train</p><p>　　Step 5: Giving the real-time feedback according to the information of the train operation</p><p>

66、;　　Step 6: Calculating the value of the objective function and returning the corresponding information of train timetable.</p><p>　　The analysis of the algorithm: At present, the research of train scheduling

67、 is developed rapidly and the optimization algorithms are also constantly updated with the innovations of technologies. In order to evaluate the potential advantages of the proposed algorithms, we have a further research

68、 on the algorithms of FCFS (First Come First Served), FLFS (First Left First Served) and AMCC (Avoid Maximum Current Cost).</p><p>　　The main idea of FCFS is to give priority to the train which first request

69、 to reach the block section and FLFS is give priority to the train which first request to leave the block section. They both are the simple scheduling algorithms of the train operation. AMCC is a heuristic algorithm bas

70、ed on global information and the principle of fungibility. The scheduling models of the three algorithms are relatively static which are based on the fixed running time and speed information of the train fo</p>&l

71、t;p>　　On the basis of these algorithms, we propose an algorithm which considers the scheduling strategy in the five cases of train running conditions. The dynamic and real-time characteristics of the scheduling model

72、are also enhanced greatly.</p><p>　　CONCLUSION</p><p>　　Through discussing the intelligent control of high-speed train and analyzing the real-time character of train scheduling, this study intro

73、duces an intelligent scheduling system model of high-speed train. It strengthens the coordination of the scheduling between trains and the rapid response capability of high-speed train scheduling system and enhances the

74、safety of the high-speed train operation effectively.</p><p>　　ACKLVOWLEDGMENTS</p><p>　　The study described in the research was supported by the State Key Laboratory of Rail Traffic Control and

75、 Safety (Contract No. RCS2008K006), Beijing Jiaotong University and National High-Tech Research and Development Program of China (863 Program) grants 2009AA062703, China.</p><p>　　REFERENCES</p><p

76、>　　Alhassan, H.M. and J. Ben-Edigbe, 2011. Highway capacity prediction in adverse weather. J. Applied Sci., 11:2193-2199.</p><p>　　Ayanzadeh, R., E. Shahamatnia and S. Setayeshi, 2009.Determining optim

77、um queue length in computer networks by using memetic algorithms. J. Applied Sci., 9: 2847-2851.</p><p>　　Baklizi, M., H. Abdel-Jaber, S. Ramadass, N. Abdullah and M. Anbar, 2012. Performance assessment of A

78、GRED, RED and GRED congestion control algorithms. Inform. Technol. J., 11:255-261.</p><p>　　Fen-Ling, F. and L. Dan, 2012. Heavy-haul train's operating ratio, speed and intensity relationship for Daqin r

79、ailway based on cellular automata model. Inform. Technol. J., 11:126-133.</p><p>　　Honggang, W., Z. Yijun, Z. Qi, W. Jianying and W. Zhuangfeng, 2005. IJIvl<, based software model of train traffic contr

80、ol system. China Railway Sci，26: 107-111.</p><p>　　Huaping, S.J.Limin andQ.Zheng, 2004.inntegrated train operation intelligent control system based on computer technology. China J. Rai. Sci., 25: 56-61.</

81、p><p>　　Huashen, W. and W. Junfeng, 2009. Key technology of train control system of 200-350 kmlh trains. China J. Rai. Soc., 31:107-110.</p><p>　　Limin, J., Z. Jianhau andZ. Xidi, 1996. Automatic c

82、ontrol for high-speed railway train: Current advances and future outlook. J. China Railway Soc., 17: 95-100.</p><p>　　Lo, S.K.C. andH.C. Keh, 2011.Embedding a multi-agents collaboration mechanism into the hy

83、brid middleware of an intelligent transportation system. Inform.Technol. J., 6: 1113-1125.</p><p>　　Salem, M., M. Ismail andN. Misran, 2011.RSS threshold- based location registration and paging algorithm for

84、 indoor heterogeneous wireless networks. J. Applied Sci., 11:336-341.</p><p>　　Sasikala, T. and S.K. Srivatsa, 2006. Internetworking of WLAN and LTMTS networks. Inform. Technol)，5: 923-929.</p><p

85、>　　Viswacheda, D.V., L. Barukang, M.Y. Hamid and M. S. Arifianto, 2007. Performance evaluation of mobile ad hoc network based communications for future mobile tele-emergency system. J. Applied Sci， 7: 2111-2119.<

86、/p><p>　　Xuedong, D. and M. Yin, 2011. Seat control model research on railway passenger transport. Res. J. Inform. Technol., 3: 140-145.</p><p>　　Xuedong, D., S. Rui ancG.Ziyou, 2011 .High-spee

87、d railway passenger flow volume prediction model based on Factor-response simulation method. Inform.Technol. J., 10: 1761一1766.</p><p>　　Yong jun, C. and Z. Lei-span, 2008. Study on CTC based heavy haul trai

88、n dispatch system. J. China Railway Soc., 30: 1-5.</p><p>　　Zhou, Y.H., P. Wang, P. Wu and Y.P. Wang, 2011.Status quo and prospect about train operation scheduling. Comput. Eng., 37: 288-290.</p><

89、p>　　高鐵日程安排系統(tǒng)的及時(shí)應(yīng)用分析</p><p>　　杜學(xué)東，李桂林，季江濤，譚曉梅</p><p>　　山東科學(xué)與技術(shù)大學(xué) 信息科學(xué)與工程學(xué)院</p><p>　　中國(guó)北京 100044 北京交通大學(xué) 鐵路控制與安全國(guó)家重要實(shí)驗(yàn)室</p><p><b>　　摘要</b></p><p&

90、gt;　　基于高鐵日程安排出現(xiàn)的問題，這次的研究介紹了一個(gè)新的日程安排模型。結(jié)合火車動(dòng)態(tài)行為控制，最佳速度的反饋和及時(shí)日程安排算法的最佳化，這個(gè)模型的可行性得以研究。最后得出高鐵日程安排系統(tǒng)的及時(shí)應(yīng)用分析。</p><p>　　關(guān)鍵字：高鐵，智能控制，及時(shí)日程安排，正確反饋 ，速度控制 </p><p><b>　　介紹</b></p><p>

91、;　　近年來，中國(guó)鐵路建設(shè)有著空前的發(fā)展，高鐵的發(fā)展也為國(guó)民經(jīng)濟(jì)增添的新的活力。但是高鐵7.23事件和上海地鐵追尾事件給我們敲響了警鐘，研究如何加強(qiáng)高鐵日程安排的安全性和及時(shí)反應(yīng)對(duì)我說是非常重要的。</p><p>　　華平等人（2004）提出關(guān)于當(dāng)控制行駛的火車時(shí)多目標(biāo)和任務(wù)的問題，基于該問題對(duì)智能控制的集成做了一系列的研究（華平等人，2004；華生和俊鋒，2009），研究了重要相關(guān)技術(shù)，比如：軌道巡回系統(tǒng)的兼

92、容性，在高鐵控制系統(tǒng)中的GSM-R（鐵路移動(dòng)通信全球系統(tǒng)）的信息傳輸，站與站之間的連鎖，火車控制系統(tǒng)（化生和俊鋒，2009），為了提高火車操作的相對(duì)靜態(tài)的日程安排模型，（周等人，2011）建立了站和堵塞部分的集成模型。像這樣的研究對(duì)高鐵日程安排的控制系統(tǒng)有著重要的影響。但是他們既沒有對(duì)這個(gè)整體i集成控制系統(tǒng)下一個(gè)總的結(jié)論，也沒有對(duì)高鐵智能日程安排控制的及時(shí)問題給出一個(gè)實(shí)用的，系統(tǒng)的，綜合的分析。</p><p>

93、　　在這項(xiàng)研究中，對(duì)高鐵日程控制的及時(shí)問題進(jìn)行了討論。結(jié)合智能控制和速度控制，這篇論文通過控制動(dòng)態(tài)行為和收集最佳速度的反饋給出了高鐵日程安排的及時(shí)控制系統(tǒng)模型。</p><p><b>　　高鐵有待優(yōu)化</b></p><p>　　高鐵日程安排控制已經(jīng)對(duì)火車速度做了更好的改進(jìn)和更高的智能需求。</p><p>　　建設(shè)一個(gè)高鐵日程安排快速反應(yīng)機(jī)

94、械裝置：由于鐵路線的限制，高鐵離開的時(shí)間間隔縮短了。雖然火車的通過速度增長(zhǎng)很大，也它對(duì)高鐵日程安排控制帶來了空前的挑戰(zhàn)。根據(jù)傳統(tǒng)的日程安排，控制中心制作的圖表控制著火車。所以當(dāng)不可預(yù)見的情況發(fā)生時(shí)，改變及時(shí)日程安排控制是很難的，然而，在高鐵控制中經(jīng)常會(huì)有不可預(yù)見的風(fēng)險(xiǎn)。怎樣微秒間準(zhǔn)確傳遞和回復(fù)日程安排在高鐵安全方面已經(jīng)到了瓶頸階段。為了實(shí)現(xiàn)繁忙鐵路線的及時(shí)控制和快速日程安排這一目標(biāo)，必須改善高鐵的安全機(jī)械裝置和加強(qiáng)高鐵的控制機(jī)械裝置。建

95、設(shè)高鐵的及時(shí)反應(yīng)機(jī)械裝置這一需求是刻不容緩的。</p><p>　　加強(qiáng)自動(dòng)日程安排系統(tǒng)的靈活性：對(duì)于高鐵，日程安排模型需要更加靈活，然而目前的日程安排系統(tǒng)需要協(xié)調(diào)行車路線和計(jì)算每輛火車在車站的停留時(shí)間來避免現(xiàn)存鐵路線火車操作的沖突。歸因于每個(gè)高鐵更短的區(qū)間，只要日程安排系統(tǒng)有任何的誤差，火車操作可能就會(huì)出問題。所以，加強(qiáng)及時(shí)這一特性和高鐵智能日程安排的靈活性是非常重要的。</p><p>

96、;　　進(jìn)一步加強(qiáng)火車智能控制：高鐵對(duì)火車的安全有著更高的需求?？刂葡到y(tǒng)的快速反應(yīng)和高鐵的自動(dòng)日程安排的靈活性已經(jīng)成為高鐵智能開發(fā)的主要方式。通過智能信息系統(tǒng)的建設(shè)，增強(qiáng)火車自動(dòng)獲取信息的能力和加強(qiáng)及時(shí)日程安排的智能性，可以避免高鐵事故和加強(qiáng)高鐵安全維護(hù)。所有這些措施可以使高鐵運(yùn)行更加有效和靈活。</p><p>　　總之，加強(qiáng)火車的智能控制是高鐵快速靈活日程安排的核心。提高高鐵的及時(shí)特性是優(yōu)化高鐵智能控制的根本。

97、沒有它，就不能保證高鐵的高效及時(shí)控制和安全運(yùn)行。所以，需要深入研究高鐵及時(shí)控制這一問題。</p><p>　　高鐵日程安排及時(shí)控制模型</p><p>　　隨著現(xiàn)代科技的發(fā)展，關(guān)于高鐵日程安排和控制系統(tǒng)方面的研究也在提高。洪剛等人（2005）提出了一個(gè)基于UML（Unified Modeling Language統(tǒng)一建模語(yǔ)言）的高鐵日程安排模型。通過這個(gè)模型可以了解到高效日程安排和控制系統(tǒng)

98、的信息化。永軍和雷山（2008）通過分散的和自主的，可以引導(dǎo)高鐵智能日程安排發(fā)展的CTC系統(tǒng)，解決了秦皇島重型鐵路的日程安排問題。周等人（2011）建立火車運(yùn)行動(dòng)態(tài)模型。盡管這些模型對(duì)火車的操作和日程安排系統(tǒng)有指導(dǎo)意義，但是大部分研究把重心放在了單一火車系統(tǒng)，沒有關(guān)注高鐵間及時(shí)日程安排和智能控制的問題。</p><p>　　提出模型的背景：目前，中國(guó)最快的高鐵為每小時(shí)350 Km。而且北京上海之間的高鐵速度有著3

99、80 Km的最快速度。高鐵的自動(dòng)監(jiān)控系統(tǒng)和自動(dòng)操作系統(tǒng)得到了快速發(fā)展，但是在協(xié)調(diào)方面仍需改進(jìn)。所以，系統(tǒng)需要一個(gè)了解火車區(qū)間和速度的智能控制，及時(shí)得到目前的行駛速度和所在位置，在高鐵控制方面實(shí)現(xiàn)及時(shí)控制的協(xié)調(diào)性安全機(jī)械裝置（Alhassan and Ben-Edigbe,2011； 學(xué)東和銀，2011；學(xué)東等人，2011）。</p><p>　　針對(duì)高鐵現(xiàn)存的問題，這項(xiàng)研究展示了一個(gè)高鐵日程安排及時(shí)控制模型。這個(gè)