日本铁路信号系统的技术特点考索毕业论文外文翻译.docx

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1、附录A外 文Technology Features Reasearch of Japanese Railway Signal System This 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 electroni

2、c, computer and communication technology, and at last proposes the technical developing direction of future train control system.1、Introduction In the early days of railways, there was no signaling system. A station attendant showed the signal of go or stop by gestures. But people would make some mi

3、stakes which caused accidents.Signaling system prevents the accidents 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 train-borne stop devi

4、ce, the device on the track could stop the train automatically.ATS-P (Automatic Train Stop Protection) was developed to raise efficiency. Using the responder to send a receive data signal, ATS-P system transmits information of the distance about the next stop to the train via the track, and then the

5、 system generates a train speed-checking pattern with these information.ATC (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 mistakes.To

6、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 (Communication Based Train Control), etc. With the integration of railway signal and communication technology, track s

7、tructure of new pattern and additional train-borne functions.This paper proposes the features 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

8、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.In 1841, the signal technology was used at the two ends of the North Midland tunnel at the first time. The

9、 track circuit for the train detecting was invented in 1872.The following will 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 taken b

10、y the track circuit or onboard train locating device. The information is transmitted through the track circuit or radio. (ATS-S) system (Kera, 2000 is automatic train stop device which was introduced into JNR to prevent train collision. In a block section where a train is present, a track circuit de

11、tects the train position information, and the control device turns the signal for the section to Red. This status 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 Yel

12、low. Permitted speed is determined according to the distance to the section with the red signal. There is important relationship between the signal status of a section and the train position. The block system used in ATS which is consisted of the track circuit and signal device is based on the fixed

13、 block section. 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 the train and uses this information to generate the train speed checking pat

14、tern. Then the computer compares the actual speed and this pattern. If the actual speed exceeds the pattern speed, the braking system will start. Different from ATS-S, ATS-P won t require the driver verify. When the train speed approaches the danger pattern, it will alarm the driver. The system enga

15、ges the service brake at maximum power automatically when the speed pattern approaches the danger pattern.D (Decentralized)-ATC is an intelligent on-board system. Every train calculates its appropriate permitted speed according to the stop position information from the ATC central logic system. In h

16、igh traffic density braking on time can be realized by pattern control. The cost of ground devices is reduced by using general information equipment and a decentralized system. The system contains the flexibility of be able to shorten the train headway without changing ground equipment when rolling

17、stock performance is improved. Operability is improved by indicating the train usage on routes to drivers.Along with information technology develops so rapidly, a new railway traffic control system appears. The system can make trains know its own position information and the distance with others. Th

18、e developing system is called ATACS (advanced train administer and communication system).ATACS is a new rail control system based on information technology and ADS technology. 3、Technology Features of Japanese Railway Signal SystemDecentralized Technology Feature At first ATC was used for supporting

19、 the safety supers-peed system of the Japanese Shinkansen, and then was introduced to traditional rail system to shorten the distance between trains. But it cant work effectively because of the ATC technology limit. In this background D-ATC (data decentralized ATC) based on ADS (autonomous and decen

20、tralized system) developed as the level 2 system. In D-ATC system every train is allowed to calculate its own speed. JR East developed a kind of Shinkansen D-ATC, in which data communication was used. The D-ATC is officially called DS-ATC. The system is used on Keihin-Tohoku line called D-ATC, while

21、 in Shinkansen called DS-ATC.In the ATC system the speed signal is in the drivers cab, which received permitted speed information 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

22、 train detection signals. The logic device 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 circuit boundary and speed pattern is to sustain train s headway, which is n

23、ecessary for train traffic control. In the ATC system the central logic system undertakes the most train interval control. The on-board system controls the braking system according to the instructions from the central logic system. Distance between trains is an important concept in railway transport

24、ation control. In this control method the system recognizes the distance between two consecutive trains firstly. Then the system controls their speed to insure a safe distance. In order to realize this distance control, various new functions are required, such as positioning exactly, high speed comm

25、unication between trains and ground devices.The major 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 logic system. Administer and

26、 Communication Technology Feature There is one point to stop one train before it crashes the preceding train. That is just to control critical stop 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 functio

27、ns of new ATC are clear. In another word equipment on the ground 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 train takes the radian and gradient into account and brakes at the

28、proper moment.Ideal distance control model consists of trains which know each others positions. The model realized because of wireless communication technology development.In railway an area is divided into several control areas, in which ground devices and radio base stations are set up. Ground dev

29、ices in every control area have many functions, such as train positioning, distance control, switching control, level crossing control and security for maintenance. Radio base stations and on-board equipment exchange information. As the appropriate interval between stations is determined according t

30、o the service area covered by radio transmissions, every base station is connected with corresponding ground control devices.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 t

31、hrough on-board mobile radio 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 will be recorded. Then on-board computers detect th

32、e trains speed and deal with the speed information. So the train s position track is obtained. However, when a train passes a position device on the ground, its position information will be corrected.The position detected by the system is structured into the identification numbers of the ground cont

33、roller in the relevant 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.According to the transmitting distance restricts of radio signals, generally two ba

34、se stations are constructed three miles apart. Four different frequencies are used alternately to prevent two neighbor base stations signals 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 bas

35、e station must connect with trains passing it. Generally we presume that the base station communicates each train in one-second cycle. Accordingly, one-second is divided into several time slots. Because there will be mistakes in communication, space difference system and Reed-Solomon code are adopte

36、d. Reed-Solomon code can correct early errors. ATACS is based on ADS (Autonomous Decentralized System) technology. In ATACS system ground devices are decentralized and connected by a network. According to the information from ground equipment the permitted speed is generated. Every trains on-board e

37、quipment can control the braking system automatically. Ground system is composed of central control system and train control system. The system is provided to devices autonomously. The advantage is that it reduces disable devices influence to whole system. What s more, it makes it possible to set up

38、 a system step by step. If one base station is out of work, an adjacent base station takes charge of its work. So the whole system can go on working.4、Conclusion The results of the research shows that new train control systems will be developed by applying the latest information and control technolo

39、gy 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 application of the ADS technology. ADS technology information technology and communication technol

40、ogy is the key to realize the future train control system. 中文译文日本铁路信号系统的技术特点考索本文从铁路运输的历史发展和技术的分类，介绍了日本的铁路控制系统，分别从电子技术、计算机技术和通信技术分析其工艺特点等方面的研究进展，最后提出了技术开发未来方向的列车控制系统。1、介绍在铁路的初期，没有信号系统。车站值班员只能通过手势来指挥列车的通过或停车，但是人们往往会犯一些错误而引起事故。ATS-P(自动停车保护)信号系统有效地防止了事故。日本早期信号的系统自动停车(ATS)装置，当这个设备收到停止信号时可以自动停止火车，即使司机忽视了火

41、车停止装置报警时，这个设备也能令火车自动停车。使用应答来发送接收数据信号，ATS-P系统通过轨道传输有关下一站距火车的距离信息，然后系统将这些信息生成火车的速度检查模式。ATC(列车自动控制)的开发目的是解决ATS-P的问题。在ATC系统中，当列车司机犯错误的时候安全作业程序将启动并保证列车的安全行驶。为了适应现代化大规模高效率的交通运输，新的交通控制系统的需求正在出现，如ATACS(先进列车管理和通信系统)，CBTC(基于通信的列车控制)，随着铁路信号和通信技术的融合，轨道交通将出现新的控制方式。本文提出了在日本现行铁路控制系统的特点作为背景的铁路信号系统的发展历史，并指出其关键技术和未来发

42、展。2、铁路信号系统1830年第一个铁路运输系统在利物浦和曼彻斯特之间开始运作。信号系统用于改善安全和应付交通量的增加。下面将分析由日本国家铁路(国铁)和东日本铁路发展的典型的铁路信号系统。对于这些系统，大部分在固定闭塞或移动闭塞的系统阶段，列车位置定位是由轨道电路或板载列车定位设备，这些信息的传播途径是轨道电路或无线通讯。(ATS- S)系统（列车自动停止装置）2000被日本国铁运用以防止列车相撞。在一个闭塞区间一列火车存在，轨道电路检测到列车的位置信息，控制设备转动这个区段的信号为红色。此状态表明没有其他列车可以进入这个闭塞分区。其他区段的信号是绿色或黄色火车则可以进去，而时速限制是根据与

43、红色信号区段确定的距离。在信号状态和列车位置之间有着重要的关系。该闭塞系统被用在ATS就是基于轨道电路和固定闭塞的信号设备。ATS- P改进了ATP-S错误的弱点。通过从一个应答器使用的数字信息，ATS- P来传递信息的信号方面和从下一个停车信号到列车的距离，并利用这些信息来生成列车速度检查模式。然后，用电脑比较实际的速度和这种模式。如果实际速度超过该模式的速度，制动系统将启动，不同于ATS- S，ATS- P不需要司机核实。当列车速度接近危险的模式，它将给司机报警，当列车速度达到它最大功率的危险模式时系统将自动刹车。D(分散)-ATC(2005年)是国外的一个智能系统。允许毎列列车根据从AT

44、C中央逻辑系统获得的停车位置信息算出其适当的速度，在高交通流量时制动时间可以实现模式控制。通过使用一般信息设备和一个分散式系统使地面设备的成本降低，这个系统包含的灵活性可以在缩短列车间隔的地面设备不改变时车辆性能得到改善，可操作性通过提高司机对线路的运用。随着信息技术如此迅速的发展，一个新的铁路交通控制系统出现了。该系统可以使列车知道自己的位置信息和与他人的距离，这个新的系统叫做ATACS(先进的列车管理和通信系统)。ATACS是一个基于信息技术和ADS技术的新的轨道控制系统。3、日本铁路信号系统的技术特点分散技术特点起初ATC被用于支持日本新干线的安全高速运行，然后被运用于传统的铁路系统用于

45、缩短行车间隔。但因为ATC技术的限制它不能有效工作，在此背景下基于ADS(自律分散系统)D-ATC(自律分布数字化列车控制系统)被发明了。在D-ATC每列车系统可以计算出自己的速度，东日本铁路发明了一种采用了数据交流技术的新干线D-ATC，官方称此D-ATC为 DS-ATC。这个系统用于Keihin-Tohoku线称为D-ATC，而在日本新干线则称为DS-ATC。在ATC系统中地面设备持续的将允许的速度信息提供并显示在驾驶室内。ATC中央逻辑系统传递ATC信号到轨道电路，ATC信号是关于速度的信息，因为车轮轨道电路短他们作为培养检测信号这个逻辑器件可以确定轨面上一列火车的位置通过监控水平对收到

46、的ATC信号功率。设定界限和速度的轨道电路图案是维系列车的进展,这是必要的火车交通管制。在ATC系统中央逻辑体系进行了大部分列车间隔的控制，中央的逻辑系统对车载系统发出指令控制了制动系统。在铁路运输控制中列车间距是一个重要的理念。在这种控制模式下系统首先要不断识别两连续列车的间隔。然后系统控制他们的速度保证一个安全距离。为实现这种距离控制许多新功能是必要的。例如精确的定位装置、列车与地面设备的高速交流。D-ATC和传统的ATC最大的区别在于D-ATC是一个聪明的车载系统。每列列车依据ATC中央逻辑系统提供的停车位置计算它适当的允许速度。管理和技术通信特征有一点停止一列火车关键是控制停止距离，关

47、键信息是精确的列车位置和火车应停止。我们知道了ATC的服务宗旨,使基本职能的新ATC清晰。在另一个词设备在地面上火车停下来只传送信息,然后火车本身确认其位置之间的距离，计算并停止位置之后，火车的弧度和梯度法和刹车以适当的时刻。理想的距离控制模型火车应知道彼此的位置。该模型的实现是给予无线通信技术的发展。在铁路整体被分为几个控制领域，在这些领域建立起地面设备、无线电基站。在每个控制地区地面设备有多种功能，如列车定位、远程控制开关控制，水平交叉控制和安全维护。无线电基站和车载设备进行信息交换。在适当的时间间隔取决于站点的服务覆盖范围，每个基站和相应的地面控制装置相关联。车载电脑根据从地面设备得到的

48、控制信息控制制动器,而它通过车载移动无线电基站发送列车位置信息到地面设备。第一步是用车载电脑确定控制程序的列车准确位置，当火车进入或通过了区间的边界,原来位置将被记录下来，然后车载电脑检测火车的速度并处理火车的速度信息，火车的位置得到跟踪。然而，当火车通过地面上的定位装置,它的位置信息将被修正。位置被系统检测到的有组织的被地面控制设备,虚拟块所控制的区域划分，位置信息在相关的自动闭塞中，这些数据都在路边的或车载的电脑上进行处理。根据无线电信号传输距离的制约，一般两个基站建立三英里远的地方。四种不同的频率交替使用防止两个邻居基地台信号干扰。车载系统的实际操作使用的频率是在每一个区域最合适的地面无

49、线电基站，每个基站必须连接列车通过。一般来说，我们能推测出每列火车在通讯基站的周期。因此，周期分为几个时段。因为将有错误的沟通、空间差异和里德所罗门码系统的采用，并且里德所罗门码可以提前改正错误。ATACS是基于ADS (分散自律系统)技术。在ATACS系统地面设备是分散的,通过网络连接，根据从地面设备得到的信息生成允许速度。每列车的车载设备能自动控制制动设备，地面系统是由中央控制系统和列控系统控制。该系统提供的设备，优点是减少了对整个系统禁用设备的影响。更近一步说，它可以使一步一步来建立一个系统成为可能。如果一个基站没有工作,相邻的基站则负责这项工作，所以整个系统可以继续工作。4、结论研究结果显示新的列控系统是通过应用最新的信息和当地使用了超过100年的控制技术发展的。将来自动列车控制系统将只有车载系统而丢掉了地面系统，由于ADS的运用，ADS技术中的信息和交流技术是实现未来列控系统的关键。