日本铁路信号系统的技术特点探讨.doc

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1、兰州交通大学毕业设计（外文文献） 英文题目 Technology Features Research of Japanese Railway Signal System 中文题目 日本铁路信号系统的技术特点探讨 Technology Features Research of Japanese Railway Signal SystemThis paper begins with the developing history and technical classification of railway transportation, introduces the railway control

2、 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 IntroductionIn the early days of railways ,there was no signaling syste

3、m. 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 w

4、hen 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 or receive data signal, ATS-P system

5、 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

6、activated to guarantee the safe performance of the train when 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 (Comm

7、unication 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 si

8、gnal system as background, and then shows its key technology and developments in future.2 Railway Signal Systems 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

9、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

10、 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 wa

11、s 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. All of the other trains must stop before the section. Signals of other sections, into which

12、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 sig

13、nal 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 gener

14、ate 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 wont alarm the driver. The system engages the service brake at maximum power automatically whe

15、n 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 p

16、attern control. The cost of ground devices is reduced by using geneal 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

17、 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 admin

18、ister and communication system). ATACS is a new rail control system based on information technology and ADS technology.3 Technology Features of Japanese Railway Signal System3.1 Decentralized Technology FeatureAt first ATC was used for supporting the safety supers-peed system of the Japanese Shinkan

19、sen, 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

20、-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 sp

21、eed signal is in the drivers cab, which received permitted speed information from the ground equipment continuously. ATCS 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 determi

22、ne 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 trains headway, which is necessary for train traffic control. In the ATC system t

23、he 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 recogni

24、zes 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 di

25、fference between K-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.3.2 Administer and Communication Technology Feature There is one point

26、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

27、 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 o

28、f 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

29、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, ev

30、ery 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

31、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. S

32、o the trains 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 block

33、s 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 di

34、fferent 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. General

35、ly 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 i

36、s 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.

37、 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. Whats more, it makes it possible to set up a system step by step. If one base station is out of w

38、ork, an adjacent base station takes charge of its work. So the whole system can go on working.4 ConclusionThe 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

39、 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 syste

40、m. - 9 -兰州交通大学毕业设计（外文文献译文）日本铁路信号系统的技术特点探讨本文从铁路运输的发展历史和技术分类两方面，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等方面分析其技术特点的研究进展，最后提出了列车控制系统的未来发展方向。1 介绍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。信号系统有效地防止了事故。日本早期信号的系统是自动停车(ATS)装置，当这个设备收到停车信号时可以自动停止列车，即使司机忽视了列车停止装置的报警时，这个设备也能令列车自动停车。使用应答器来发送接收数据信号，ATS-P系统通过轨道

41、传输有关下一站距列车的距离信息，然后系统将这些信息生成列车的速度检查模式。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会启动用来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，新的交通运输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，轨道交通将会出现新的控制方式。本文在铁路信号系统发展历史作为背景的前提下提出了日本现行铁路控制系统的特点，并指出了其关键技术和未来发展趋势。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的铁路线路

42、开始投入并使用。信号系统用于改善安全和应付交通量的增加。1841年，信号技术首次运用于北米德兰隧道的两端，利用轨道电路来定位列车的技术是在1872年发明的。下面将分析由日本国家铁路（国铁）和东日本铁路公司发明的典型的铁路信号系统。对于这些系统，大部分使用在固定闭塞或移动闭塞的区段，列车的定位由轨道电路或车载列车定位设备完成，这些信息则由轨道电路或无线通讯进行传递。(ATS-S)系统（列车自动停车装置）在2000年被日本国铁运用来防止列车相撞。一列列车在一个闭塞区间，轨道电路检查到其位置信息，控制设备使得防护这个区段的信号显示红色，此状态表明不可以有其他列车进入这个闭塞分区。其它区段的信号如果是

43、绿色或黄色则表示列车可以进去，而允许速度则是根据列车与红色信号区段的距离来确定的。信号状态和列车位置之间存在着重要的关系。用在ATS该闭塞系统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的不完善之处。通过应答器传过来的数字信息，ATS-P译码接收到的信息和下一个停车信号到列车间的距离信息，并利用这些信息来生成列车速度检查模式。然后，利用计算机对实际速度和该模式下的速度进行比较。如果实际速度超过该模式下的速度，则启动制动系统，不同于ATS-S，ATS-P不需要司机进行核实。当列车速度接近危险模式下的速度时，它将给司机报警，当列车速度达到它的最大功率的危险模式时，系统将自动刹车

44、。D（分散）-ATC(2005年)是国外的一个车载智能系统。允许每列列车根据从ATC中央逻辑系统获得的停车位置信息计算出其适当的速度，在高交通流量时制动时间可以实现模式控制。使用一般信息设备和分散式系统使得地面设备的成本降低，这个系统比较灵活，可在列车性能提高而不改变地面设备的情况下缩短列车间隔。通过对驾驶司机进行提示来提高列车的可操作性。随着信息技术如此迅速的发展，新的铁路交通控制系统出现了。该系统可以使得列车知道自己的位置信息和与其距其他车的距离，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

45、点3.1 分散技术特点起初ATC用于保证日本新干线上列车的安全高速运行，然后被运用于传统的铁路系统来缩短行车间隔。但因为ATC技术的限制它不能有效地工作，在此背景下发明了ADS（自律分散系统）和D-ATC（自律分布数字化列车控制系统）。在D-ATC系统中，列车本身的系统可以计算自己的速度，东日本铁路公司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。这个系统在Keihin-Tohoku线运用时称为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给列车并将此信息显示在驾驶室中。ATC中央逻辑系统传递ATC信号到轨道

46、电路，ATC信号是关于速度的信息，尽管用它来当列车监控信号。由于列车轮对对轨道电路的短路，逻辑装置可通过监测列车收到ATC信号的功率来确定在列车哪个区域。设定轨道电路的界限和速度曲线是为了确定列车的运行间隔，这些对于列车的交通控制是非常有必要的。ATC系统中中央逻辑单元承担着最重要的列车间隔控制工作。车载系统根据从中央逻辑单元获得的命令来控制制动系统。车与车之间的间隔在铁路运输系统中是一个比较重要的概念。在此控制模式下，系统首先要不断识别两连续列车的间隔，然后系统对它们速度进行控制来保证一个安全的距离。实现这种距离控制需要用到许多必要的新功能，例如精确的定位装置、列车与地面设备的信息高速交流技

47、术。D-ATC和传统的ATC最大的区别在于D-ATC是一个智能化的车载系统。每列列车根据ATC中央逻辑系统提供的停车位置信息来计算它适当的临界速度。3.2 管理和技术通信特点要使得一列车在未与它前面的列车相撞之前停车，就必须得控制此列车的停车距离，而要做到这些的关键是得知道列车的精确位置和列车应该在哪停。在我们了解了ATC的服务宗旨后对新的ATC的基本职能也就更加清楚了。地面设备只给列车发送停车信息，然后列车本身确定其位置和计算到停车点的距离，之后列车会根据其他因素在合适的地点停车。理想的距离控制模型需要列车应该知道彼此的位置。该模型的实现是基于无线通信技术的发展。我们把铁路整体分为几个控制领

48、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，平交道口的控制和安全维护。无线电基站和车载设备间进行信息交换。该交换所需要的适当的时间间隔则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。车载计算机根据从地面设备得到的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。第一步是用车载计算机确定所控制列车的准确位置，当火车进入或通过了区间的边界，车载计算机会记录其原来的位置，然后车载计算机检测列车的速度并处理列车的速度信息，进而确定列车的位置。然而，当列车通过地面的定位装置是，它的位置信息会得到修正。系统检测到

49、的位置可有序地对应于相关的地面控制区的控制员的身份号码，我们把控制区域划分为不同的虚拟闭塞，检测到的位置会在相关的轨道区段，并且轨旁设备和车载计算机会处理这些数据。由于受到无线电传输距离的制约，一般相邻两个基站建立在距离三英里远的地方。并且通过交替运用四种不同的频率来防止两个相邻基站之间的信号干扰。车载系统的实际操作使用的频率则是在每一个区域最合适的地面无线点基站发出的，每个基站都必须实现与通过的列车直接的信息对接。一般来说，我们能推测出通讯基站与列车的联系的周期。因此，可以将周期分为几个时段。由于可能会有错误的信息交流、空间的差异等因素的存在，系统运用里的所罗门码，并且该码可以提前改正信息传输中的错误。ATACS是基于ADS（分散自律技术）。在ATACS系统地面