毕业论文外文翻译---日本铁路信号系统的技术特点考索

《毕业论文外文翻译---日本铁路信号系统的技术特点考索》由会员分享，可在线阅读，更多相关《毕业论文外文翻译---日本铁路信号系统的技术特点考索（8页珍藏版）》请在毕设资料网上搜索。

1、Technology Features Research 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 electronic, comp

2、uter 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 mistake

3、s 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,

4、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 sy

5、stem 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 m

6、eet 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 st

7、ructure 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 System

8、s 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.

9、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 tak

10、en 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 circui

11、t 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

12、 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 f

13、ixed 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

14、 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

15、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.

16、 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 rol

17、ling 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 othe

18、rs. 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 System Decentralized Technology Feature At first ATC was used for su

19、pporting 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 a

20、nd 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-AT

21、C, 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 ar

22、e 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, w

23、hich 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

24、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 s

25、peed 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. Admi

26、nister 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 bas

27、ic 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 brak

28、es 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

29、. 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