鐵道通信信號(hào)外文翻譯---日本鐵路信號(hào)系統(tǒng)的技術(shù)特點(diǎn)考索

1、<p><b>　　附 錄</b></p><p><b>　　附錄A</b></p><p><b>　　外 文</b></p><p>　　Technology Features Reasearch of Japanese Railway Signal System This

2、 paper begins with the developing history and technical classification of railway transportation, introduces the railway control system used in Japan, analyzes its technology features respectively from the aspects of e

3、lectronic, computer and communication technology, and at last proposes the technical developing direction of future train control system.</p><p>　　1、Introduction </p><p>　　In the early days of

4、 railways, there was no signaling system. A station attendant showed the signal of go or stop by gestures. But people would make some mistakes which caused accidents.</p><p>　　Signaling system prevents the a

5、ccidents efficiently. Early signal system in Japan was Automatic Traffic Stop (ATS) devices. This device could automatically stop the train when it received the stop signal. Even if the driver ignored the alarm of the tr

6、ain-borne stop device, the device on the track could stop the train automatically.</p><p>　　ATS-P (Automatic Train Stop Protection) was developed to raise efficiency. Using the responder to send a receive da

7、ta signal, ATS-P system transmits information of the distance about the next stop to the train via the track, and then the system generates a train speed-checking pattern with these information.</p><p>　　ATC

8、 (Automatic Train Control) system is developed to resolve problems of ATS-P. In ATC system, safety operation procedure will be activated to guarantee the safe performance of the train when the train operator made mistake

9、s.</p><p>　　To meet the needs of the modern massive high-efficient transportation, new traffic control systems are emerging such as ATACS (Advanced Train Administration Communication System), CBTC (Communica

10、tion Based Train Control), etc. With the integration of railway signal and communication technology, track structure of new pattern and additional train-borne functions.</p><p>　　This paper proposes the feat

11、ures of the current railway control system in Japan with the development history of the railway signal system as background, and then shows its key technology and developments in future. 2、Railway Signal Systems</p&g

12、t;<p>　　The first railway transportation system began to operate in 1830 between Liverpool and Manchester. Signal system was introduced to improve safety and to cope with the increase of traffic volume.</p>

13、<p>　　In 1841, the signal technology was used at the two ends of the North Midland tunnel at the first time. The track circuit for the train detecting was invented in 1872.</p><p>　　The following will

14、 analyze typical railway signal system developed by Japan National Railways (JNR) and East Japan Railway. For these systems, the level is determined by fixed block or moving block system. Train position locating is tak

15、en by the track circuit or onboard train locating device. The information is transmitted through the track circuit or radio. </p><p>　　(ATS-S) system (Kera, 2000 is automatic train stop device which was intr

16、oduced into JNR to prevent train collision. In a block section where a train is present, a track circuit detects the train position information, and the control device turns the signal for the section to Red. This status

17、 indicates that no other train can go into this block section. All of the other trains must stop before the section. Signals of other sections, into which a train can go, are Green or Yellow. Permitted spee</p>

18、<p>　　ATS-P improved to correct a weakness of ATS-S. By using digital information from a transponder, ATS-P transmits information about signal aspects and the distance to the next stop signal from the trackside to t

19、he train and uses this information to generate the train speed checking pattern. Then the computer compares the actual speed and this pattern. If the actual speed exceeds the pattern speed, the braking system will start.

20、 Different from ATS-S, ATS-P won t require the driver verify. When the </p><p>　　D (Decentralized)-ATC is an intelligent on-board system. Every train calculates its appropriate permitted speed according to

21、 the stop position information from the ATC central logic system. In high traffic density braking on time can be realized by pattern control. The cost of ground devices is reduced by using general information equipment

22、 and a decentralized system. The system contains the flexibility of be able to shorten the train headway without changing ground equipment when rolling st</p><p>　　Along with information technology develops

23、so rapidly, a new railway traffic control system appears. The system can make trains know its own position information and the distance with others. The developing system is called ATACS (advanced train administer and

24、communication system).ATACS is a new rail control system based on information technology and ADS technology. </p><p>　　3、Technology Features of Japanese Railway Signal System</p><p>　　Decentrali

25、zed Technology Feature </p><p>　　At first ATC was used for supporting the safety supers-peed system of the Japanese Shinkansen, and then was introduced to traditional rail system to shorten the distance be

26、tween trains. But it can’t work effectively because of the ATC technology limit. In this background D-ATC (data decentralized ATC) based on ADS (autonomous and decentralized system) developed as the level 2 system. In D-

27、ATC system every train is allowed to calculate its own speed. JR East developed a kind of Shinkansen D-ATC</p><p>　　In the ATC system the speed signal is in the drivers cab, which received permitted speed in

28、formation from the ground equipment continuously. ATC s central logic system transmits ATC signals to track circuit. ATC signals are about speed information, while they are used as train detection signals. The logic devi

29、ce can determine the section on which a train is present by monitoring the level of received ATC signal power because the wheels of the train short the track circuits. To set the rack circu</p><p>　　Distance

30、 between trains is an important concept in railway transportation control. In this control method the system recognizes the distance between two consecutive trains firstly. Then the system controls their speed to i

31、nsure a safe distance. In order to realize this distance control, various new functions are required, such as positioning exactly, high speed communication between trains and ground devices.</p><p>　　The maj

32、or difference between D-ATC and traditional ATC lies on that D-ATC is an intelligent on-board system. Every train calculates its appropriate permitted speed according to the stop position information from the ATC central

33、 logic system. </p><p>　　Administer and Communication Technology Feature </p><p>　　There is one point to stop one train before it crashes the preceding train. That is just to control critical st

34、op distance. And the key information is the exact train position and where the train should stop. We know the ATC service purpose so that the basic functions of new ATC are clear. In another word equipment on the ground

35、only transmits the train stop information, and then the train itself confirms its position and calculates the distance between it and the stop position. After that the t</p><p>　　Ideal distance control model

36、 consists of trains which know each others positions. The model realized because of wireless communication technology development.</p><p>　　In railway an area is divided into several control areas, in which

37、ground devices and radio base stations are set up. Ground devices in every control area have many functions, such as train positioning, distance control, switching control, level crossing control and security for mainten

38、ance. Radio base stations and on-board equipment exchange information. As the appropriate interval between stations is determined according to the service area covered by radio transmissions, every base station is</p&

39、gt;<p>　　The on-board computer controls brakes according to the control information from the ground devices, while it sends out the train position information to the ground equipment through on-board mobile radio

40、base station. The first step of the control procedure is to determine the accurate train position as measured by the on-board computer. When a train enters or gets out of the boundary of a section, its original position

41、will be recorded. Then on-board computers detect the trains speed and deal w</p><p>　　The position detected by the system is structured into the identification numbers of the ground controller in the relevan

42、t control area, the virtual blocks into which the control area is divided, and the position within the relevant track block, and these data are processed both by the wayside and on-board computer.</p><p>　　A

43、ccording to the transmitting distance restricts of radio signals, generally two base stations are constructed three miles apart. Four different frequencies are used alternately to prevent two neighbor base stations signa

44、ls from interfering. For on-board system operation the practically used frequency is the most proper one of all ground radio base station in every area. Every base station must connect with trains passing it. Generally w

45、e presume that the base station communicates each train in </p><p>　　4、Conclusion The results of the research shows that new train control systems will be developed by applying the latest information an

46、d control technology in place of the conventional signaling system applied for over 100 years. The future autonomous train control systems will consist of an on-board system only, without a ground system, because of the

47、application of the ADS technology. ADS technology information technology and communication technology is the key to realize the future train c</p><p><b>　　中文譯文</b></p><p>　　日本鐵路信號(hào)系統(tǒng)的

48、技術(shù)特點(diǎn)考索</p><p>　　本文從鐵路運(yùn)輸?shù)臍v史發(fā)展和技術(shù)的分類(lèi)，介紹了日本的鐵路控制系統(tǒng)，分別從電子技術(shù)、計(jì)算機(jī)技術(shù)和通信技術(shù)分析其工藝特點(diǎn)等方面的研究進(jìn)展，最后提出了技術(shù)開(kāi)發(fā)未來(lái)方向的列車(chē)控制系統(tǒng)。</p><p><b>　　1、介紹</b></p><p>　　在鐵路的初期，沒(méi)有信號(hào)系統(tǒng)。車(chē)站值班員只能通過(guò)手勢(shì)來(lái)指揮列車(chē)的通過(guò)或停

49、車(chē)，但是人們往往會(huì)犯一些錯(cuò)誤而引起事故。</p><p>　　ATS-P(自動(dòng)停車(chē)保護(hù))信號(hào)系統(tǒng)有效地防止了事故。日本早期信號(hào)的系統(tǒng)自動(dòng)停車(chē)(ATS)裝置，當(dāng)這個(gè)設(shè)備收到停止信號(hào)時(shí)可以自動(dòng)停止火車(chē)，即使司機(jī)忽視了火車(chē)停止裝置報(bào)警時(shí)，這個(gè)設(shè)備也能令火車(chē)自動(dòng)停車(chē)。</p><p>　　使用應(yīng)答來(lái)發(fā)送接收數(shù)據(jù)信號(hào)，ATS-P系統(tǒng)通過(guò)軌道傳輸有關(guān)下一站距火車(chē)的距離信息，然后系統(tǒng)將這些信息生成火車(chē)的

50、速度檢查模式。</p><p>　　ATC(列車(chē)自動(dòng)控制)的開(kāi)發(fā)目的是解決ATS-P的問(wèn)題。在ATC系統(tǒng)中，當(dāng)列車(chē)司機(jī)犯錯(cuò)誤的時(shí)候安全作業(yè)程序?qū)?dòng)并保證列車(chē)的安全行駛。</p><p>　　為了適應(yīng)現(xiàn)代化大規(guī)模高效率的交通運(yùn)輸，新的交通控制系統(tǒng)的需求正在出現(xiàn)，如ATACS(先進(jìn)列車(chē)管理和通信系統(tǒng))，CBTC(基于通信的列車(chē)控制)，隨著鐵路信號(hào)和通信技術(shù)的融合，軌道交通將出現(xiàn)新的控制方式。

51、</p><p>　　本文提出了在日本現(xiàn)行鐵路控制系統(tǒng)的特點(diǎn)作為背景的鐵路信號(hào)系統(tǒng)的發(fā)展歷史，并指出其關(guān)鍵技術(shù)和未來(lái)發(fā)展。</p><p><b>　　2、鐵路信號(hào)系統(tǒng)</b></p><p>　　1830年第一個(gè)鐵路運(yùn)輸系統(tǒng)在利物浦和曼徹斯特之間開(kāi)始運(yùn)作。信號(hào)系統(tǒng)用于改善安全和應(yīng)付交通量的增加。</p><p>　　下

52、面將分析由日本國(guó)家鐵路(國(guó)鐵)和東日本鐵路發(fā)展的典型的鐵路信號(hào)系統(tǒng)。對(duì)于這些系統(tǒng)，大部分在固定閉塞或移動(dòng)閉塞的系統(tǒng)階段，列車(chē)位置定位是由軌道電路或板載列車(chē)定位設(shè)備，這些信息的傳播途徑是軌道電路或無(wú)線(xiàn)通訊。</p><p>　　(ATS- S)系統(tǒng)（列車(chē)自動(dòng)停止裝置）2000被日本國(guó)鐵運(yùn)用以防止列車(chē)相撞。在一個(gè)閉塞區(qū)間一列火車(chē)存在，軌道電路檢測(cè)到列車(chē)的位置信息，控制設(shè)備轉(zhuǎn)動(dòng)這個(gè)區(qū)段的信號(hào)為紅色。此狀態(tài)表明沒(méi)有其他列

53、車(chē)可以進(jìn)入這個(gè)閉塞分區(qū)。其他區(qū)段的信號(hào)是綠色或黃色火車(chē)則可以進(jìn)去，而時(shí)速限制是根據(jù)與紅色信號(hào)區(qū)段確定的距離。在信號(hào)狀態(tài)和列車(chē)位置之間有著重要的關(guān)系。該閉塞系統(tǒng)被用在ATS就是基于軌道電路和固定閉塞的信號(hào)設(shè)備。</p><p>　　ATS- P改進(jìn)了ATP-S錯(cuò)誤的弱點(diǎn)。通過(guò)從一個(gè)應(yīng)答器使用的數(shù)字信息，ATS- P來(lái)傳遞信息的信號(hào)方面和從下一個(gè)停車(chē)信號(hào)到列車(chē)的距離，并利用這些信息來(lái)生成列車(chē)速度檢查模式。然后，用電腦

54、比較實(shí)際的速度和這種模式。如果實(shí)際速度超過(guò)該模式的速度，制動(dòng)系統(tǒng)將啟動(dòng)，不同于ATS- S，ATS- P不需要司機(jī)核實(shí)。當(dāng)列車(chē)速度接近危險(xiǎn)的模式，它將給司機(jī)報(bào)警，當(dāng)列車(chē)速度達(dá)到它最大功率的危險(xiǎn)模式時(shí)系統(tǒng)將自動(dòng)剎車(chē)。</p><p>　　D(分散)-ATC(2005年)是國(guó)外的一個(gè)智能系統(tǒng)。允許毎列列車(chē)根據(jù)從ATC中央邏輯系統(tǒng)獲得的停車(chē)位置信息算出其適當(dāng)?shù)乃俣?，在高交通流量時(shí)制動(dòng)時(shí)間可以實(shí)現(xiàn)模式控制。</p&

55、gt;<p>　　通過(guò)使用一般信息設(shè)備和一個(gè)分散式系統(tǒng)使地面設(shè)備的成本降低，這個(gè)系統(tǒng)包含的靈活性可以在縮短列車(chē)間隔的地面設(shè)備不改變時(shí)車(chē)輛性能得到改善，可操作性通過(guò)提高司機(jī)對(duì)線(xiàn)路的運(yùn)用。</p><p>　　隨著信息技術(shù)如此迅速的發(fā)展，一個(gè)新的鐵路交通控制系統(tǒng)出現(xiàn)了。該系統(tǒng)可以使列車(chē)知道自己的位置信息和與他人的距離，這個(gè)新的系統(tǒng)叫做ATACS(先進(jìn)的列車(chē)管理和通信系統(tǒng))。ATACS是一個(gè)基于信息技術(shù)和

56、ADS技術(shù)的新的軌道控制系統(tǒng)。</p><p>　　3、日本鐵路信號(hào)系統(tǒng)的技術(shù)特點(diǎn)</p><p><b>　　分散技術(shù)特點(diǎn)</b></p><p>　　起初ATC被用于支持日本新干線(xiàn)的安全高速運(yùn)行，然后被運(yùn)用于傳統(tǒng)的鐵路系統(tǒng)用于縮短行車(chē)間隔。但因?yàn)锳TC技術(shù)的限制它不能有效工作，在此背景下基于ADS(自律分散系統(tǒng))D-ATC(自律分布數(shù)字化列

57、車(chē)控制系統(tǒng))被發(fā)明了。在D-ATC每列車(chē)系統(tǒng)可以計(jì)算出自己的速度，東日本鐵路發(fā)明了一種采用了數(shù)據(jù)交流技術(shù)的新干線(xiàn)D-ATC，官方稱(chēng)此D-ATC為 DS-ATC。這個(gè)系統(tǒng)用于Keihin-Tohoku線(xiàn)稱(chēng)為D-ATC，而在日本新干線(xiàn)則稱(chēng)為DS-ATC。</p><p>　　在ATC系統(tǒng)中地面設(shè)備持續(xù)的將允許的速度信息提供并顯示在駕駛室內(nèi)。ATC中央邏輯系統(tǒng)傳遞ATC信號(hào)到軌道電路，ATC信號(hào)是關(guān)于速度的信息，因?yàn)檐?chē)

58、輪軌道電路短他們作為培養(yǎng)檢測(cè)信號(hào)這個(gè)邏輯器件可以確定軌面上一列火車(chē)的位置通過(guò)監(jiān)控水平對(duì)收到的ATC信號(hào)功率。設(shè)定界限和速度的軌道電路圖案是維系列車(chē)的進(jìn)展,這是必要的火車(chē)交通管制。在ATC系統(tǒng)中央邏輯體系進(jìn)行了大部分列車(chē)間隔的控制，中央的邏輯系統(tǒng)對(duì)車(chē)載系統(tǒng)發(fā)出指令控制了制動(dòng)系統(tǒng)。</p><p>　　在鐵路運(yùn)輸控制中列車(chē)間距是一個(gè)重要的理念。在這種控制模式下系統(tǒng)首先要不斷識(shí)別兩連續(xù)列車(chē)的間隔。然后系統(tǒng)控制他們的速度

59、保證一個(gè)安全距離。為實(shí)現(xiàn)這種距離控制許多新功能是必要的。例如精確的定位裝置、列車(chē)與地面設(shè)備的高速交流。</p><p>　　D-ATC和傳統(tǒng)的ATC最大的區(qū)別在于D-ATC是一個(gè)聰明的車(chē)載系統(tǒng)。每列列車(chē)依據(jù)ATC中央邏輯系統(tǒng)提供的停車(chē)位置計(jì)算它適當(dāng)?shù)脑试S速度。</p><p><b>　　管理和技術(shù)通信特征</b></p><p>　　有一點(diǎn)停

60、止一列火車(chē)關(guān)鍵是控制停止距離，關(guān)鍵信息是精確的列車(chē)位置和火車(chē)應(yīng)停止。我們知道了ATC的服務(wù)宗旨,使基本職能的新ATC清晰。在另一個(gè)詞設(shè)備在地面上火車(chē)停下來(lái)只傳送信息,然后火車(chē)本身確認(rèn)其位置之間的距離，計(jì)算并停止位置之后，火車(chē)的弧度和梯度法和剎車(chē)以適當(dāng)?shù)臅r(shí)刻。</p><p>　　理想的距離控制模型火車(chē)應(yīng)知道彼此的位置。該模型的實(shí)現(xiàn)是給予無(wú)線(xiàn)通信技術(shù)的發(fā)展。</p><p>　　在鐵路整體被

61、分為幾個(gè)控制領(lǐng)域，在這些領(lǐng)域建立起地面設(shè)備、無(wú)線(xiàn)電基站。在每個(gè)控制地區(qū)地面設(shè)備有多種功能，如列車(chē)定位、遠(yuǎn)程控制開(kāi)關(guān)控制，水平交叉控制和安全維護(hù)。無(wú)線(xiàn)電基站和車(chē)載設(shè)備進(jìn)行信息交換。在適當(dāng)?shù)臅r(shí)間間隔取決于站點(diǎn)的服務(wù)覆蓋范圍，每個(gè)基站和相應(yīng)的地面控制裝置相關(guān)聯(lián)。</p><p>　　車(chē)載電腦根據(jù)從地面設(shè)備得到的控制信息控制制動(dòng)器,而它通過(guò)車(chē)載移動(dòng)無(wú)線(xiàn)電基站發(fā)送列車(chē)位置信息到地面設(shè)備。第一步是用車(chē)載電腦確定控制程序的列車(chē)

62、準(zhǔn)確位置，當(dāng)火車(chē)進(jìn)入或通過(guò)了區(qū)間的邊界,原來(lái)位置將被記錄下來(lái)，然后車(chē)載電腦檢測(cè)火車(chē)的速度并處理火車(chē)的速度信息，火車(chē)的位置得到跟蹤。然而，當(dāng)火車(chē)通過(guò)地面上的定位裝置,它的位置信息將被修正。</p><p>　　位置被系統(tǒng)檢測(cè)到的有組織的被地面控制設(shè)備,虛擬塊所控制的區(qū)域劃分，位置信息在相關(guān)的自動(dòng)閉塞中，這些數(shù)據(jù)都在路邊的或車(chē)載的電腦上進(jìn)行處理。</p><p>　　根據(jù)無(wú)線(xiàn)電信號(hào)傳輸距離的制

63、約，一般兩個(gè)基站建立三英里遠(yuǎn)的地方。四種不同的頻率交替使用防止兩個(gè)鄰居基地臺(tái)信號(hào)干擾。車(chē)載系統(tǒng)的實(shí)際操作使用的頻率是在每一個(gè)區(qū)域最合適的地面無(wú)線(xiàn)電基站，每個(gè)基站必須連接列車(chē)通過(guò)。一般來(lái)說(shuō)，我們能推測(cè)出每列火車(chē)在通訊基站的周期。因此，周期分為幾個(gè)時(shí)段。因?yàn)閷⒂绣e(cuò)誤的溝通、空間差異和里德所羅門(mén)碼系統(tǒng)的采用，并且里德所羅門(mén)碼可以提前改正錯(cuò)誤。</p><p>　　ATACS是基于ADS (分散自律系統(tǒng))技術(shù)。在ATAC

64、S系統(tǒng)地面設(shè)備是分散的,通過(guò)網(wǎng)絡(luò)連接，根據(jù)從地面設(shè)備得到的信息生成允許速度。每列車(chē)的車(chē)載設(shè)備能自動(dòng)控制制動(dòng)設(shè)備，地面系統(tǒng)是由中央控制系統(tǒng)和列控系統(tǒng)控制。該系統(tǒng)提供的設(shè)備，優(yōu)點(diǎn)是減少了對(duì)整個(gè)系統(tǒng)禁用設(shè)備的影響。更近一步說(shuō)，它可以使一步一步來(lái)建立一個(gè)系統(tǒng)成為可能。如果一個(gè)基站沒(méi)有工作,相鄰的基站則負(fù)責(zé)這項(xiàng)工作，所以整個(gè)系統(tǒng)可以繼續(xù)工作。</p><p><b>　　4、結(jié)論</b></p&