翻译(完结)

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, 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 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 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 (Automatic Train Stop device) 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 System

Decentralized 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 can’t 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 track 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. //到此

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.

中文译文

关于日本铁路信号系统技术特点的研究

本文首先讲述了铁路运输的历史发展和其技术分类，然后介绍了日本铁路所使用的铁路控制系统，并且分别从电子技术、计算机技术和通信技术三个方面分析了其工艺特点，最后提出了列车控制系统技术未来的发展方向。

一、列车控制系统的发展状况

在铁路的发展初期是没有信号系统的，车站值班员只能通过手势来指挥列车的通过或停车。但是车站值班员往往会犯一些导致铁路事故的失误。

铁路信号系统可以有效地防止事故的发生。日本铁路早期使用的信号系统是

自动停车(ATS)设备，当自动停车设备接收到停车信号时可以自动的停止火车。即使火车司机没有注意到列车停车设备的报警，自动停车设备也能使火车自动停车。

自动停车防护(ATS-P)设备是用来提高自动停车设备的有效性的。使用应答器发送可接收的数据信号，自动停车防护（ATS-P）系统通过火车轨道给列车传输到下一站的距离信息，然后此系统由这些信息生成火车的速度检查模式。

列车自动控制(ATC)系统是用来解决自动停车防护（ATS-P）系统的问题的。在列车自动控制(ATC)系统中，当列车司机操作不当的时候安全作业程序将被启动以保证列车的安全行驶。

为了适应现代化、大规模、高效率的铁路运输，新型的行车控制系统应运而生，如先进列车管理和通信系统(ATACS)、基于通信的列车控制系统(CBTC)。随着铁路信号技术和通信技术的融合，轨道交通将出现新的运行模式。

上文以铁路信号系统的发展历史作为背景介绍了在日本现行的铁路控制系统，接下来将会介绍其关键技术和前景。

二、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上发挥作用，信号系统被用来改善铁路安全和解决交通事故增加的问题。

1841年，信号技术被第一次应用在北米德兰隧道的两端。1872年，发明了用于检测列车占用的轨道电路。

下面将分析由日本国家铁路和东日本铁路发展的典型的铁路信号系统。对于这些系统，因采用固定闭塞或移动闭塞而各自有不同的标准。列车位置定位由轨道电路或列车车载定位设备来完成，并且依靠轨道电路或无线通讯来传输信息。

列车自动停车（ATS-S）系统被日本国铁用来防止列车相撞。在列车所在的闭塞分区，轨道电路可以检测到列车的位置信息，控制设备把防护此闭塞分区的信号灯变为红色，此状态表明其它列车不可以进入这个闭塞分区，所有其它的列车必须在此闭塞分区之前制动停车。其它闭塞分区的防护信号灯是绿色或黄色时，列车可以进入该闭塞分区。时速由当前闭塞分区与红色信号灯防护的闭塞分区之间的距离所决定。防护闭塞分区的信号灯的状态与列车所在的位置具有重要的联系。含有轨道电路和信号机的ATS闭塞系统是建立在固定闭塞分区的基础之上的。

ATS-P系统改进了ATP-S系统的一些弱点。通过使用应答器的数字信息，ATS-P系统把与信号机方面和到下一个停车信号机的距离相关的消息从地面传

递到列车，并利用这些信息来生成列车的速度检查模式。然后，由计算机比较列车的实际速度和速度检查模式的理论速度。如果实际速度超过速度检查模式下的理论速度，列车的制动系统将会启动，不同于ATS-S系统，ATS-P系统不需要司机的核实。当列车速度接近危险模式时，系统将会给司机报警。当列车的速度模式接近危险模式时，系统将会自动刹车并且使刹车装置的功率处于最大。

D-ATC系统是一种智能的车载列车控制系统。毎列列车根据从ATC系统的逻辑系统获得的停车位置信息计算出其被允许的适当的运行速度，在列车运行密度较大时可以通过模式控制及时制动列车。通过使用普通的信息设备和分散式的系统，降低了地面设备的成本。当车辆性能得到改善时，系统具有在不改变地面设备的情况下缩短列车行车间隔的灵活性。通过给司机标明列车对线路的用法，系统的可操作性得到了提高。

随着信息技术的迅速发展，出现了一种新的铁路控制系统。这种系统可以使列车知道自己的位置信息和与其它列车之间的距离，这个正在完善中的系统叫做先进的列车管理和通信系统(ATACS)。ATACS是基于信息技术和自律分散系统（ADS）技术的新型轨道控制系统。

三、日本铁路信号系统技术的特点

1.分散技术的特点

ATC系统起初被用于支持日本新干线的安全和高速运行，然后又被用于传统的铁路系统来缩短列车的行车间隔。但由于ATC系统的技术而使传统铁路不能有效工作，在此背景下，基于自律分散系统(ADS)的自律分布数字化列车控制系统(D-ATC)发展成为了2级系统。在D-ATC系统中，每列车都可以按照自己计算出的速度运行。东日本铁路开发了一种采用数据交换技术的新干线D-ATC系统，官方称这种D-ATC系统为DS-ATC系统。在京滨到东北的铁路线上这种系统被称为D-ATC系统，在新干线上则被称为DS-ATC系统。

在ATC系统中，系统不断地接收地面设备发送的允许速度信息并在司机驾驶室内显示。ATC系统的逻辑系统给轨道电路传递ATC系统的信号，ATC系统的信号是与速度有关的信息，它同时被用作检测列车的信号。逻辑设备可以通过监测接收到的ATC系统的信号的功率等级检测出当前被列车所占用的轨道区段，因为列车轮对可以使轨道电路短路。设置轨道电路的界限和速度速度模式是为了维持列车间的行车间隔,这是必要的列车运行控制。在ATC系统中，逻辑系统用于对大部分列车间隔的控制，车载系统通过接收逻辑系统发出的指令来控制列车的制动系统。

列车间距是铁路运输控制的一个重要的概念。在这种控制方式下，系统首先要识别两个连续列车的间距，然后控制它们的速度以保证安全的列车间距。为了实现对列车间距的控制，系统需要有许多新功能，例如列车的精确定位、列车与地面设备间的高速通信。

D-ATC系统和传统的ATC系统的主要区别在于D-ATC系统是一种智能的车载系统。列车根据ATC系统的逻辑系统提供的停车位置信息计算出它所被允许的适当的速度。

2.管理和通信技术的特点

在撞到前面的列车之前，有一个停车点用来为列车的紧急停车预留距离。列车需要的关键信息是列车当前的精确位置和停车位置。我们了解了ATC系统服务的目的，以便明确新型ATC系统的基本功能。换言之，地面设备只给列车传输停车信息，由列车系统确认当前位置并计算它到停车点之间的距离，之后列车根据轨道线路的弧度和梯度而在适当的时刻制动。

理想的行车间隔控制模型要求列车知道轨道上其它所有列车的位置，该模型由于无线通信技术的发展而得以实现。

在轨道线路上，分为几个控制分区，地面设备和无线电基站的分别在不同的控制分区。控制分区的地面设备有多种功能，如列车定位、遥控、道岔控制、道口控制、安全维护。无线电基站和车载设备进行信息交换。车站之间的适当间隔取决于无线电信号覆盖的服务范围，基站与对应的地面控制设备相关联。

车载计算机根据从地面设备接收到的控制信息来控制制动设备,同时它通过车载移动无线电基站把列车的位置信息发送到地面设备。控制程序首先判定车载计算机测定的列车位置是否准确。当列车进入或通过区间的边界时,它的初始位置会被记录下来。然后由车载计算机检测列车的速度并处理速度信息，因此实现了对列车位置的跟踪。无论如何，当列车经过地面上的定位装置时,列车的位置信息将被修正。

系统检测到的位置被划分为相关控制区的地面控制器的识别号，虚拟闭塞分区内的被划分的控制区，相关轨道区段内的位置。这些数据都会由轨道两侧的计算机和车载计算机进行处理。

由于无线电信号的传输距离具有，两座基站一般相隔三英里。通过交替使用四种不同的频率的信号以防止相邻两个基站的信号相互干扰。为了便于车载系统的操作，每个地区的地面无线电基站通用的信号频率是最合适的选择。每个基站必须连接经过其服务区内的列车。通常，我们假设基站与每列火车的通信传输时间在1秒周期以内。因此，1秒被划分为若干个时间段。由于需要处理通

信过程中的错误而采用了空间差分系统和里德-所罗门编码，里德-所罗门码可以纠正早期的错误。

ATACS是基于ADS (分散自律系统)的技术。在ATACS系统中，地面设备是分散的并且通过网络连接。系统根据从地面设备接收到的信息生成允许速度，列车的车载设备能够自动控制制动系统。地面系统包括控制系统和列控系统。这套系统对设备而言是灵活自主的，它的优势是减少了损坏的设备对整个系统的影响。更为重要的是，它使逐步建立一个系统成为可能。如果一个基站不能工作,相邻的基站会接替它的工作，所以整个系统可以继续正常工作。

四、结论

研究结果显示，将来会开发新型的应用最新的信息技术和控制技术的列控系统来取代使用了超过100年之久的传统的铁路信号系统。由于ADS技术的运用，将来的自动列车控制系统将只含车载系统而不需要地面系统。开发未来的列控系统的关键技术是ADS技术、信息技术和通信技术。