日本铁路信号系统的技术特点考索 毕业论文英文翻译.doc

technology features research of japanese railway signal systemthis 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 electronic, 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 mistakes 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 device, 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 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 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 structure 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 systemsthe 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 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 by 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 detects 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 yellow. 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 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 pattern. 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 engages 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 high 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 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. the 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 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 decentralized 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 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 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 necessary 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 transportation 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 communication 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 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 functions 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 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 devices 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 to 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 through 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 the 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 controller 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 base 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 base 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 adopted. 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 equipment 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 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 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 application of the ads technology. ads technology information technology and communication technology is the key to realize the future train control system. 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atc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