自动控制毕业设计外文翻译.docx

自动控制毕业设计外文翻译.docx

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自动控制毕业设计外文翻译

毕业设计（论文）外文参考文献及译文

英文题目TechnologyFeaturesResearchofJapanese

RailwaySignalSystem

中文题目日本铁路信号系统的技术特点探讨

学院自动化与电气工程学院

专业自动控制

姓名

学号*****0000

指导教师

2014年5月10日

TechnologyFeaturesResearchofJapaneseRailwaySignalSystem

Thispaperbeginswiththedevelopinghistoryandtechnicalclassificationofrailwaytransportation,introducestherailwaycontrolsystemusedinJapan,analyzesitstechnologyfeaturesrespectivelyfromtheaspectsofelectronic,computerandcommunicationtechnology,andatlastproposesthetechnicaldevelopingdirectionoffuturetraincontrolsystem.

1Introduction

Intheearlydaysofrailways,therewasnosignalingsystem.Astationattendantshowedthesignalofgoorstopbygestures.Butpeoplewouldmakesomemistakeswhichcausedaccidents.

Signalingsystempreventstheaccidentsefficiently.EarlysignalsysteminJapanwasAutomaticTrafficStop（ATS）devices.Thisdevicecouldautomaticallystopthetrainwhenitreceivedthestopsignal.Evenifthedriverignoredthealarmofthetrain-bornestopdevice,thedeviceonthetrackcouldstopthetrainautomatically.

ATS-P（AutomaticTrainStopProtection）wasdevelopedtoraiseefficiency.Usingtherespondertosendorreceivedatasignal,ATS-Psystemtransmitsinformationofthedistanceaboutthenextstoptothetrainviathetrack,andthenthesystemgeneratesatrainspeed-checkingpatternwiththeseinformation.

ATC（AutomaticTrainControl）systemisdevelopedtoresolveproblemsofATS-P.InATCsystem,safetyoperationprocedurewillbeactivatedtoguaranteethesafeperformanceofthetrainwhenthetrainwhenthetrainoperatormademistakes.

Tomeettheneedsofthemodernmassivehigh-efficienttransportation,newtrafficcontrolsystemsareemergingsuchasATACS（AdvancedTrainAdministrationCommunicationSystem）,CBTC（CommunicationBasedTrainControl）,etc.Withtheintegrationofrailwaysignalandcommunicationtechnology,trackstructureofnewpatternandadditionaltrain-bornefunctions.

ThispaperproposesthefeaturesofthecurrentrailwaycontrolsysteminJapanwiththedevelopmenthistoryoftherailwaysignalsystemasbackground,andthenshowsitskeytechnologyanddevelopmentsinfuture.

2RailwaySignalSystems

Thefirstrailwaytransportationsystembegantooperatein1830betweenLiverpoolandManchester.Signalsystemwasintroducedtoimprovesafetyandtocopewiththeincreaseoftrafficvolume.

In1841,thesignaltechnologywasusedatthetwoendsoftheNorthMidlandtunnelatthefirsttime.Thetrackcircuitforthetraindetectingwasinventedin1872.

ThefollowingwillanalyzetypicalrailwaysignalsystemdevelopedbyJapanNationalRailways（JNR）andEastJapanRailway.Forthesesystems,thelevelisdeterminedbyfixedblockormovingblocksystem.Trainpositionlocatingistakenbythetrackcircuitoronboardtrainlocatingdevice.Theinformationistransmittedthroughthetrackcircuitorradio.

（ATS-S）system（Kera,2000）isautomatictrainstopdevicewhichwasintroducedintoJNRtopreventtraincollision.Inablocksectionwhereatrainispresent,atrackcircuitdetectsthetrainpositioninformation,andthecontroldeviceturnsthesignalforthesection.Alloftheothertrainsmuststopbeforethesection.Signalsofothersections,intowhichatraincango,areGreenorYellow.Permittedspeedisdeterminedaccordingtothedistancetothesectionwiththeredsignal.Thereisimportantrelationshipbetweenthesignalstatusofasectionandthetrainposition.TheblocksystemusedinATSwhichisconsistedofthetrackcircuitandsignaldeviceisbasedonthefixedblocksection.ATS-PimprovedtocorrectaweaknessofATS-S.Byusingdigitalinformationfromatransponder,ATS-Ptransmitsinformationaboutsignalaspectsandthedistancetothenextstopsignalfromthetracksidetothetrainandusesthisinformationtogeneratethetrainspeedcheckingpattern.Thenthecomputercomparestheactualspeedandthispattern.Iftheactualspeedexceedsthepatternspeed,thebrakingsystemwillstart.DifferentfromATS-S,ATS-Pwon’talarmthedriver.Thesystemengagestheservicebrakeatmaximumpowerautomaticallywhenthespeedpatternapproachesthedangerpattern.

D（Decentralized）-ATCisanintelligenton-boardsystem.EverytraincalculatesitsappropriatepermittedspeedaccordingtothestoppositioninformationfromtheATCcentrallogicsystem.Inhightrafficdensitybrakingontimecanberealizedbypatterncontrol.Thecostofgrounddevicesisreducedbyusinggenealinformationequipmentandadecentralizedsystem.Thesystemcontainstheflexibilityofbeabletoshortenthetrainheadwaywithoutchanginggroundequipmentwhenrollingstockperformanceisimproved.Operabilityisimprovedbyindicatingthetrainusageonroutestodrivers.

Alongwithinformationtechnologydevelopssorapidly,anewrailwaytrafficcontrolsystemappears.Thesystemcanmaketrainsknowitsownpositioninformationandthedistancewithothers.ThedevelopingsystemiscalledATACS（advancedtrainadministerandcommunicationsystem）.ATACSisanewrailcontrolsystembasedoninformationtechnologyandADStechnology.

3TechnologyFeaturesofJapaneseRailwaySignalSystem

3.1DecentralizedTechnologyFeature

AtfirstATCwasusedforsupportingthesafetysupers-peedsystemoftheJapaneseShinkansen,andthenwasintroducedtotraditionalrailsystemtoshortenthedistancebetweentrains.Butitcan’tworkeffectivelybecauseoftheATCtechnologylimit.InthisbackgroundD-ATC（datadecentralizedATC）basedonADS（autonomousanddecentralizedsystem）developedasthelevel2system.InD-ATCsystemeverytrainisallowedtocalculateitsownspeed.JREastdevelopedakindofShinkansenD-ATC,inwhichdatacommunicationwasused.TheD-ATCisofficiallycalledDS-ATC,ThesystemisusedonKeihin-TohokulinecalledD-ATC,whileinShinkansencalledDS-ATC.

IntheATCsystemthespeedsignalisinthedriverscab,whichreceivedpermittedspeedinformationfromthegroundequipmentcontinuously.ATCScentrallogicsystemtransmitsATCsignalstotrackcircuit.ATCsignalsareaboutspeedinformation,whiletheyareusedastraindetectionsignals.ThelogicdevicecandeterminethesectiononwhichatrainispresentbymonitoringthelevelofreceivedATCsignalpowerbecausethewheelsofthetrainshortthetrackcircuits.Tosettherackcircuitboundaryandspeedpatternistosustaintrainsheadway,whichisnecessaryfortraintrafficcontrol.IntheATCsystemthecentrallogicsystemundertakesthemosttrainintervalcontrol.Theon-boardsystemcontrolsthebrakingsystemaccordingtotheinstructionsfromthecentrallogicsystem.

DistanceBetweentrainsisanimportantconceptinrailwaytransportationcontrol.Inthiscontrolmethodthesystemrecognizesthedistancebetweentwoconsecutivetrainsfirstly.Thenthesystemcontrolstheirspeedtoinsureasafedistance.Inordertorealizethisdistancecontrol,variousnewfunctionsarerequired,suchaspositioningexactly,highspeedcommunicationbetweentrainsandgrounddevices.

ThemajordifferencebetweenK-ATCandtraditionalATCliesonthatD-ATCisanintelligenton-boardsystem.EverytraincalculatesitsappropriatepermittedspeedaccordingtothestoppositioninformationfromtheATCcentrallogicsystem.

3.2AdministerandCommunicationTechnologyFeature

Thereisonepointtostoponetrainbeforeitcrashestheprecedingtrain.Thatisjusttocontrolcriticalstopdistance.Andthekeyinformationistheexacttrainpositionandwherethetrainshouldstop.WeknowtheATCservicepurposesothatthebasicfunctionsofnewATCareclear.Inanotherwordequipmentonthegroundonlytransmitsthetrainstopinformation,andthenthetrainitselfconfirmsitspositionandcalculatesthedistancebetweenitandthestopposition.Afterthatthetraintakestheradianandgradientintoaccountandbrakesatthepropermoment.

Idealdistancecontrolmodelconsistsoftrainswhichknoweachotherspositions.Themodelrealizedbecauseofwirelesscommunicationtechnologydevelopment.

Inrailwayanareaisdividedintoseveralcontrolareas,inwhichgrounddevicesandradiobasestationsaresetup.Grounddevicesineverycontrolareahavemanyfunctions,suchastrainpositioning,distancecontrol,switchingcontrol,levelcrossingcontrolandsecurityformaintenance.Radiobasestationsandon-boardequipmentexchangeinformation.Astheappropriateintervalbetweenstationsisdeterminedaccordingtotheserviceareacoveredbyradiotransmissions,everybasestationisconnectedwithcorrespondinggroundcontroldevices.

Theon-boardcomputercontrolsbrakesaccordingtothecontrolinformationfromthegrounddevices,whileitsendsoutthetrainpositioninformationtothegroundequipmentthroughon-boardmobileradiobasestation.Thefirststepofthecontrolprocedureistodeterminetheaccuratetrainpositionasmeasuredbytheon-boardcomputer.Whenatrainentersorgetsoutoftheboundaryofasection,itsoriginalpositionwillberecorded.Thenon-boardcomputersdetectthetrainsspeedanddealwiththespeedinformation.Sothetrainspositiontrackisobtained.However,whenatrainpassesapositiondeviceontheground,itspositioninformationwillbecorrected.

Thepositiondetectedbythesystemisstructuredintotheidentificationnumbersofthegroundcontrollerintherelevantcontrolarea,thevirtualblocksintowhichthecontrolareaisdivided,andthepositionwithintherelevanttrackblock,andthesedataareprocessedbothbythewaysideandon-boardcomputer.

Accordingtothetransmittingdistancerestrictsofrad