Technology and Application of Train Operation Control System for China Rail Transit System
NING Bin1, LIU Chaoying2
(1. Beijing Jiaotong University，Beijing 100044，China；2. China Railway Corporation, Beijing 100844，China) Abstract: With the rapid development of rail transit system in China in recent ten years, the problem of heavy traffic in cities has been solved effectively. The development of high-speed railway in China has resulted in none-transfer between the cities and changed the traditional concepts of time and space. However, safe operation is the most important for the development of rail transit. The train control system, as one of the key technologies to ensure the safety of the rail transit, has been under rapid development in China through independent innovation. The train operation control system used in China railway (CTCS) and the communication-based train control system used in China urban rail transit (CBTC) were described in this paper. In order to satisfy the requirements of connectivity for integrated rail transit network, low carbon energy efficient, automated and intelligent operation of rail transit system, and the network operation mode based on resource sharing, the train operation control system of the rail transit will develop towards systematization, information networking, intelligence, communication & signal integration, standardization and openness. The reduction of the complexity of the system, the shortening of the train tracking interval, and the improvement of system protection level will lead to the reduction of the cost and carbon footprint and the improvement of transport capacity and passenger satisfaction, which will ensure the safety and reliability of rail transit, and ultimately achieve safe, efficient and green travel.
Key words: high-speed railway; urban rail transit; train operation control system China's rail transit has developed rapidly in the past ten years. The transit systems, such as urban metro and light rail, have effectively solved the contradiction between supply and demand in the city. The high rail network, the city effect and the high iron zero transfer concepts have brought great convenience to the passengers, which bring the distance between cities and accelerate the integration of urban and rural areas and promote the modernization level of China. However, whether it is urban rail transit or high-speed railway, its eternal theme is green, safe and efficient, and the safe operation of rail transportation is the most important part of the development of rail transit. The signal system is one of the key technologies to ensure the safety of rail traffic. As the core of the signal system, the related technology of the train operation control system has been developed rapidly and independently in our country. The train operation control system—CTCS (China Train Control System), which is suitable for China's railways, has been upgraded from the CTCS-0 level to the CTCS-3 level along with the speed increase of the railway. The train control system of grade CTCS-2 and CTCS-3 is suitable for high speed lines with speed of more than 200 km per hour. Its outstanding characteristic is that the technical scheme adapts to the technical characteristics of railway transportation in China. The system
level has been optimized and strengthened in many aspects, and the occupied logic sequence checking function of the interval track circuit is increased and the risk of rear-end collision is reduced. Compared with the CTCS-2 system’s movement authority which is through the track circuit, the CTCS-3 train control system has been achieved the double speed curve comparison, and a major technological breakthrough has been achieved. Communication-based Train Operation Control System for China Urban Rail Transit CBTC (Communication Based Train Control System) has realized the 90s tracking operation, which quickly promotes the operation capacity of urban rail transit in China.
In order to meet the development demand of rail transit in China, realize the interconnection and intercommunication of integrated rail transit network, realize the low carbon, energy saving, automation and intelligent operations of rail traffic, and the network operation mode of resource sharing, the rail transit train operation control system will develop towards systematization, networking, intellectualization, communication and signal integration, standardization and openness. The operation control technology of rail transit train will focus on the technology research of the next generation train control system of high speed railway, the improvement of the system simulation test technology, the fault monitoring and diagnosis technology, the research on the automatic operation of urban rail transit, the study of the train control technique based on the car-to-car communication and train warning technology based on full operation interval, so as to further ensure the safety and reliability of rail transit and achieve safe, efficient and green travel to meet the needs of national economic development.
1 Status Quo and Planning of China's High-speed Railway and Urban Rail Transit
As of the end of 2015, the total mileage of railways nationwide has reached 121,000 kilometers, of which the high-speed railway has more than 19,000 kilometers in length, accounting for more than 60% of the world's high-speed railway mileage. In September 2016, the operating mileage of high-speed railways has exceeded 20,000 km. At present, a high-speed railway network with four vertical and four horizontal lines has been basically established, and China has become the country with the longest operating mileage and the highest operating speed in the world. According to the Mid-and-long-term railway network plan recently approved by the State Council, it is planned to build a railway network with eight verticals and eight horizontal rails. By 2025, the total mileage planned for Chinese railway operations will be approximately 175,000 km, including about 38,000 km of high-speed railways.
As far as urban rail transit is concerned, China is currently in a golden period of rapid development. By the end of 2015, there were 116 subway lines operating in 26 cities. The total length of subway lines reached 3,618 km, and 3,000 km will be completed by 2020. Among them, Beijing will construct 18 subway lines of 554 km and light rails of 77 km; Shanghai will build 16 subway lines of 558 km, light rails of 56 km, trams of 9 km, magnetic levitation of 30 km; Guangzhou will build 10 subway lines of 235 km, Light rail 8 km, APM line 4 km.
The development of high-speed railways has overturned the traditional concept of time and space, narrowed the distance between cities, and further accelerated and promoted the integration of urban and rural development. The rapid development of China’s high-speed railway not only shows China the world’s leading engineering technologies in this field, but also the high-speed rail network has brought the same-city effect and zero-transit concept to intercity traffic, making the formation of a Chinese high-speed railway culture. The development of urban rail transit in China effectively solved the contradiction between supply and demand in the city due to the continuous expansion of the city scale and the continuous increase of urban population.
The construction and development of China’s rail transit, including high-speed railways, is a major strategy of the country. The safety of rail transit operations is the top priority of rail transit development. The signal system is one of the key technologies to ensure the safety of the rail transit. As the core of the signal system, the related technology of the train operation control system has been rapidly developed in China. For example, the Chinese train operation control system CTCS applied in the Chinese high-speed railway and the city communication-based train operation control system CBTC applied in subways.
2 China High Speed Railway Train Operation Control System Technology
As the nerve and brain of the railway, the signal system must ensure the safe and efficient operation of the entire railway system. As an important part of the signal system, the train operation control system benefits from the development of the advanced communications, control, and computer technology. The modern railway train operation control technology develops and extends in the direction of digitization, networking, intelligence and integration.
Up to now, China has constructed a complete CTCS train control system technical standard system. China National Railway Corporation takes the lead in organizing enterprises, universities and research institutes to formulate technical standards, independently develops system equipment, and passes extensive tests, experiments and verifications, making the CTCS system successfully applied to high-speed railways. Subsequently, in a large number of practical applications, the CTCS train control system has been continuously improved and the function has been improved, and the system maturity and safety have been further improved, which has played a crucial role in the extension and interconnection of the entire high-speed railway network. The CTCS system is divided into different levels according to functional requirements and equipment configurations, including CTCS-0, CTCS-1, CTCS-2, CTCS-3, and CTCS-4. The basic features are shown in Table 1.
Table 1 Comparison of characteristics of CTCS levels
Project
Speed
grade
(km·h-1)
Blocking
method
Train
position
correction
Vehicle land
information
transmission
Inspecti
on of
train
integrit
y
Line fixed
data
Station route data
and temporary
speed limit
information
Movement Authority
CTCS-0 120 Fixed
Block
Track circuit
insulation
section
Track circuit +
transponder
unidirectional
transmission
Track
circuit
On-board
data storage
chip
On-board data
storage chip
Vehicle mounted equipment
combines track circuit information
and storage information generation
CTCS-1160 Fixed
Block
Transponder
Track circuit +
transponder
unidirectional
transmission
Track
circuit
transponder
Wireless
communication
mode
Vehicle mounted equipment
combines track circuit information
and storage information generation
CTCS-2200 ~250 Fixed
Block
Transponder
Track circuit +
transponder
unidirectional
transmission
Track
circuit
transponder
Variable
transponder
Vehicle mounted equipment
combines track circuit information
and storage information generation
CTCS-3300 ~550 Fixed
Block
Transponder
Wireless two-way
transmission
Track
circuit
RBC RBC RBC generation
CTCS-4
movable
block
Transponder
Wireless two-way
transmission
Train RBC RBC RBC generation As of the end of 2015, CTCS-0 line has opened about 102,000 km, CTCS-2 line has 10397 km, and CTCS-3 line has 9514 km. There are 878 EMUs installing CTCS-2 ATP vehicle equipment and 1,270 EMUs installing CTCS-3 ATP vehicle equipment.
CTCS-0 train operation control system of general speed railway is composed of universal cab signal and train operation monitoring device LKJ. Line data are all stored on the vehicle mounted equipment, the main function is to prevent the train from advancing, and the driver takes the ground signal as the driving document. CTCS-1 grade train operation control system is reformed on the basis of existing equipment, composed of main locomotive signal and safe train operation monitoring equipment, mainly oriented to 160 km and below speed, and adds point type equipment
The CTCS-2 train operation control system is a point-link train operation control system based on track circuit and point-type equipment transmission information. The ground can not be set through signal. CTCS-2 train operation control system and speed curve are shown in Figure 1. The CTCS-2 train operation control system uses track circuit to realize the inspection of the train occupancy, and provides the information of driving license, information of positioning information, line parameters and temporary speed limit by using the point transponder equipment. The vehicle mounted equipment integrates track circuit, transponder information and train parameters to automatically generate the target distance pattern curve and monitor the safe operation of trains in real time. The CTCS-2 train operation control system is
mainly applied to the railway sections with a speed of 200 to 250 km, and is a backup for the CTCS-3 train operation control system.
The CTCS-3 train operation control system is based on wireless communication. The core part includes the wireless block center RBC, the temporary speed limit system TSRS, the station interlocking system and the wireless communication system GSM-R. RBC generates vehicle permission and GSM-R realizes bidirectional transmission of ground vehicle control information. In addition, track occupancy inspection is still implemented by the track circuit, and the location information is provided by the transponder system. CTCS-3 train operation control system and speed curve are shown in Figure 2. The CTCS-3 train operation control system is mainly applied to the high-speed railway with a speed of more than 250 km, and the CTCS-C2 train control system is used as the backup system.
In summary, the main technical characteristics of the train control system in China's high-speed railway are:
(1) All levels of CTCS are information continuous control systems. In China's train operation control systems, the CTCS-2 system adopts continuous track circuit to provide driving documents and the CTCS-3 system uses GSM-R wireless transmission to realize bidirectional continuous information transmission. The information continuous control system can improve the integrity, safety and operation efficiency of the train control system.
(2) The main CTCS grades are designed with a backup system. CTCS-2 train control system adopts CTCS-0 class system as backup, and CTCS-3 class system adopts CTCS-2 class system as backup. When the main system is not available, for example, the CTCS-3 system has a wireless communication timeout or the CTCS-2 system BTM module has failed, the main system is automatically downgraded to a backup system to ensure safe and reliable operation of the high-speed railway EMUs. Inter-stage switching between the CTCS-3 system and the CTCS-2 system is automatically completed during train operation without stopping conversion.
(3) Track circuit information plays an important role in all levels of the train control system. China's automatic blocking section adopts a unified track circuit system. The track circuit not only functions as a train positioning and integrity check,
but also plays an important role in the transmission of vehicle and ground information at all levels of the CTCS. The CTCS-2 train control system provides driving license information through the track circuit, and the CTCS-3 class system successfully introduces track circuit information for safety comparison. China Railway General Company has determined the technical scheme of CTCS-3 level vehicle equipment driving license combined with track circuit information. The CTCS-3 level vehicle equipment can receive the MA (Moving Authority) provided by RBC and the MA provided by the track circuit to carry out the security comparison, to realize the system integration of CTCS-2 and CTCS-3, and to perfect the CTCS-3 train control system, so as to improve the overall security of CTCS-3 system. At the same time, the track circuit information is transmitted by the rail side cable, which further strengthens the information security of the train control system.
(4) The increase of the logic check function of the interval track circuit further improves the safety of the automatic block section of the high speed railway and the general speed railway. At present, the domestic and international railway automatic block sections generally adopt the control mode that the interval displays through the signal green light as the normal display. In recent years, the sequential logic checking function of the interval track circuit is implemented in the high speed railway and the automatic block section of the general speed railway in our country. After the loss of the train occupancy, the signal machine that protects the section will automatically display the red light and prevent the rear end. The overall security of the CTCS system has been further enhanced, and the operational safety technology capability of high-speed railway has been strengthened.
In addition, the train control system of China's high speed railway has realized interconnection and intercommunication between CTCS-2 line and universal speed railway, CTCS-3 and CTCS-2 lines, and different CTCS-3 platforms.
The CTCS-4 train operation control system is based on a moving blockage train operation control system, which can reduce the trackside equipment and reduce the construction cost and operation and maintenance costs. At present, no technical plan has been formulated, which is the development direction of the future high-speed railway train operation control system.
3 Train Operation Control Technology for Urban Rail Transit in China
The main features of urban rail transit are convenience, efficiency, and intelligence to meet the daily travel needs of people in large cities. Therefore, the overall demand for train operation control technology is different from that of high-speed railways. The rail transportation in all major cities in China has gradually evolved from a single-line operation to a network operation. The focus of work has shifted from construction to operation. The operation mode is developed from the original artificial driving mode to the autopilot ATO (Automatic Train Operation) mode, and then further developed to the full automatic operating system FAO (Fully Automatic Operation System) mode. After more than ten years of rapid development, the subway line in Beijing, shanghai, Shenzhen and Guangzhou, no matter from the mileage or technical level, is keeping up with the world-class city subway.
China has taken the lead in carrying out CBTC system autonomy research since 2002. By the end of 2010, China's independently developed CBTC signal system was formally opened and successfully operated on the Beijing subway (Yizhuang line). At present, CBTC technology has become the mainstream of urban rail transit signal technology applications in China, with an occupancy rate of more than 9,000. The improvement of technology and the innovation of tracking methods make it possible to track and run the 90s, and the operational capacity of urban rail transit has been rapidly improved.
The CBTC system, as shown in Figure 3, mainly includes onboard equipment, ground equipment and vehicle and ground communications equipment. CBTC system operation levels can be divided into three levels: interlocking, point, and continuous CBTC. In the CBTC mode, the train organizes command vehicles according to the automatic train supervision (ATS) operation; the interlocking equipment is responsible for collecting the information sent by the trackside equipment, and issuing commands such as aligning routes, reversing switches, and turning off lights. Each vehicle's onboard controller VOBC (Vehicle on Board Controller) transmits information such as position and speed to a regional controller ZC (Zone Controller) on the ground through wireless communication. ZC determines the location of all vehicles in the jurisdiction. The train operation authority MA is generated and returned to the onboard equipment VOBC to complete the entire closed loop control process.
The research and development of CBTC products in our country is based on the CENEI_EC international standard, and the whole life cycle based system design and development process based on the risk and full traceability is established (as shown in Figure 4). The risk source identification of the CBTC system is completed and the reliability and safety analysis model of the safety mode block, such as interval control and speed control, is set up, and the model of the reliability and safety analysis is established. The comprehensive test platform has been verified by nearly 130 thousand test cases.
4 The Outlooks of Rail Traffic Train Operation Control Technology
Safety, efficiency and green are the eternal themes of national rail transit construction and development. Therefore, the development needs of rail transit should lie in the four aspects of realizing the interconnection and intercommunication of the integrated rail transit network, the low-carbon and energy-saving operation of the rail transit, the automation and intelligence of the rail transit, and the networked operation mode of resource sharing. According to the development demand of rail transit, the train operation control system will develop in the direction of systematization, network, intelligence, communication signal integration, standardization and opening. By reducing the complex J risk, shortening the train tracking interval, improving the level of intelligent protection of the system and so on to reduce the cost, improve the transportation energy and passenger satisfaction, ensure the safety and reliability of the rail traffic, and finally achieve safe, efficient and green travel (as shown in Figure 5).
Specifically, the development of train operation control technology in China's high-speed railway will focus on the following aspects:
(1) The next generation of train control system technology research includes standards, systems, architecture and program research, and has become the consensus of international and domestic counterparts. The main content of the study is to make full use of the satellite positioning system and a new generation of wireless communication technology based on IP to realize train location inspection and vehicle information transmission, to further improve transportation efficiency, reduce system cost and maintenance cost.
(2) Improve the system simulation testing technology and establish a system for system security, engineering construction, and real-life simulation of line data. With the gradual completion of the high-speed railway network, the construction of new lines will generally involve the transformation of existing high-speed railways. In order to reduce the impact of field test on the existing lines, it is necessary to improve the more reasonable, intelligent, and closer to the field equipment configuration of the simulation environment and technical means. The scene should be comprehensive, the data is true and the simulation is complete to ensure the safety of the train control data, software modification and upgrading, and to reduce the workload of the field test continuously.
(3) Improve fault monitoring and intelligent diagnostics. Monitoring equipment is an important technical means for monitoring equipment status and improving maintenance quality. It is necessary to continuously improve the functions of existing monitoring equipment, make full use of big data technology and intelligent analysis technologies, and thoroughly mine railway fault data to establish fault models; Through comprehensive real-time analysis of automatic monitoring data, the level of intelligent analysis and fault auto-diagnosis can be improved, and the trend analysis level of equipment operation status can be improved, and the state of equipment repair and fault repair maintenance quality can be further improved.
(4) Continuously improve the technical level of electrical security. Safety is an eternal theme of the railway industry. The safe and stable use of signal systems is the basis of railway transportation safety. The signal system security techniques and equipment should be continuously studied to continuously improve the safety of
signal systems, including system security, equipment safety, maintenance personnel safety, and information security, so as to constantly improve the technical level of electrical security.
The development of train operation control technology for urban rail transit in China will focus on the following aspects:
(1) Research on fully automated operation technology, namely research on driverless technology and intelligent control technology. The fully automatic operation technology can be used to realize automatic driving and intelligent operation of subway trains, thereby reducing problems such as non-standard operation or human error caused by manual driving, and improving the safety of train operation. However, the realization of full-automatic operation depends on the emergency treatment technology under train operation faults.
(2) Research on train control technology based on vehicle-vehicle communication. Train-control technology based on vehicle-vehicle communication realizes position awareness and operation protection between trains through direct information transmission between trains, simplifies the ground equipment and system structure, improves system flexibility, and increases the reliability of the system operation.
(3) Research on train warning technology based on full-operation interval. The core of the train-based early-warning technology based on the full-operation zone is the omnidirectional sensing technology and early-warning technology, focusing on the perception of the surrounding environment and the perceived failure of the rail transit system during the running of the train. Timely warning and take relevant protective measures to improve the safety and reliability of train operations.
实践报告 这周是英语专业的翻译实践周，这次的专业实习让我受益匪浅，收获颇多。专业实习的主要目的是要培养我们理论联系实际，综合运用所学基础知识、基本理论和技能，独立分析、解决问题的能力。在大学的第三学年，实习是一个很重要的环节，对我们以后的工作实习也有一定的帮助。所以，我们要端正态度，认真对待这次的专业实习。 我们的主要任务是进行英译汉和汉译英的翻译实践，为此在实践的过程中，我总结了四种必备的翻译工具：一是灵格斯翻译工具，里面可安装各式的词典；二是百度搜索工具；三是有道词典；四是英汉词典；五是汉英词典。翻译的过程如下：首先可以现在灵格斯里查询不懂的单词和词组，寻找最符合原文的解释。然后采取同时在百度和有道词典搜索的做法，并对同种搜索工具搜索结果进行比较。他们有着各自的优缺点。所以我们最后用到的就是英汉和汉英辞典，可以对我们翻译之中的词汇，进行最后的确认，确定出最最准确的译法。 在翻译过程中也遇到到了一些困难，这说明在漫漫的英语学习过程中我还要继续努力。学如逆水行舟，不进则退，只要每天我认真学习，那就是一种进步。人生总归会有许多挫折，但我们若不跨过这道坎，就不会有进步，滞留不前。我们要用有限的生命创造无限的价值，勇敢面对每一个挑战。 翻译是运用一种语言把另一种语言所表达的思维内容准确而完整地表达出来的语言行为。当然纸上谈兵是无稽之谈，光有理论知识而不实践操作也是没有用的。有位翻译家这么说过，“学翻译犹如学游泳。只在岸边看别人游，或只听教练讲解，是学不会的。”所以要想提高自己的翻译能力，一定要通过实践。实践可以分为两类，直接的实践和间接的实践。 所谓直接的实践，就是自己亲身参加的实践，也就是自己动手翻译。一回生，二回熟，日积月累，第一手经验多了，做起来得心应手，翻译能力有所提高。所谓“熟能生巧”，就是这个道理。但自己能译的东西是有限的，从这种实践中得出的经验也是有限的。因此，还需要借助于间接的实践。 所谓间接的实践，就是研究别人的译文。比如，一篇文章在手，准备翻译，这时先找一些有关的资料或同类文章的译文看一看，在词语和风格方面定会有所借鉴。别人的译文是别人直接实践的产物，看了别人的译文，就是从事间接实践。
Inventory management Inventory Control On the so-called "inventory control", many people will interpret it as a "storage management", which is actually a big distortion. The traditional narrow view, mainly for warehouse inventory control of materials for inventory, data processing, storage, distribution, etc., through the implementation of anti-corrosion, temperature and humidity control means, to make the custody of the physical inventory to maintain optimum purposes. This is just a form of inventory control, or can be defined as the physical inventory control. How, then, from a broad perspective to understand inventory control? Inventory control should be related to the company's financial and operational objectives, in particular operating cash flow by optimizing the entire demand and supply chain management processes (DSCM), a reasonable set of ERP control strategy, and supported by appropriate information processing tools, tools to achieved in ensuring the timely delivery of the premise, as far as possible to reduce inventory levels, reducing inventory and obsolescence, the risk of devaluation. In this sense, the physical inventory control to achieve financial goals is just a means to control the entire inventory or just a necessary part; from the perspective of organizational functions, physical inventory control, warehouse management is mainly the responsibility of The broad inventory control is the demand and supply chain management, and the whole company's responsibility. Why until now many people's understanding of inventory control, limited physical inventory control? The following two reasons can not be ignored: First, our enterprises do not attach importance to inventory control. Especially those who benefit relatively good business, as long as there is money on the few people to consider the problem of inventory turnover. Inventory control is simply interpreted as warehouse management, unless the time to spend money, it may have been to see the inventory problem, and see the results are often very simple procurement to buy more, or did not do warehouse departments . Second, ERP misleading. Invoicing software is simple audacity to call it ERP, companies on their so-called ERP can reduce the number of inventory, inventory control, seems to rely on their small software can get. Even as SAP, BAAN ERP world, the field of
英语翻译实践报告 《翻译1》课程实践报告 翻译课程介绍 翻译是全国高等教育自学考试英语专业本科阶段的一门必考课程。英汉翻译包括英译汉和汉译英，是一门实践性很强的课程。 通过学习本课程，学生应该熟悉英汉两种语言各自的特点;能将中等难度的英语文章译成汉语，内容准确，文字流畅;能将比较简易的汉语文章译成英语，用词得当，语法平稳。本课程与英语专业其他课程相辅相成。它作为一门实践课，有赖于英语专业其他课程为应考者打下良好的基础，使应考者掌握一定的词汇量和语法知识，初步达到阅读英文原著的水平，并有一定的写作能力，因而具备从事英汉翻译的条件。另一方面，通过大量翻译实践和语言对比研究，学生可以进但在翻译时，往往因受原文的影响，而容易一步认识英汉两种语言各自的特点。 忽略在译文中体现原有的特点。这也就是本课程的难学之处。但通过学习本课程，了解了英汉两种语言的各自特点，并能在翻译实践中恰当地加以运用，定会提高使用两种语言的能力和翻译水平。 课程实践目的及过程 为了将课堂上所学知识更好地运用于实践，10级翻译3班在王静老师的带领下，来到了位于德胜工业园区的百瑞源枸杞养生馆和厚生记食品有限公司进行参观学习。 在参观之前，王老师要求同学们查找关于枸杞的相关资料，基本上了解了枸杞的种植技术、生产流程、营养价值等知识。
宁夏枸杞产业在宁夏省外也有不少公司，而且，百瑞源是宁夏唯一一个进驻2010年上海世博会的企业，这不仅提升了宁夏在国内外的知名度，也让更多国内外朋友了解了宁夏枸杞的与众不同，同时也为百瑞源走出中国，迈向国际舞台提供了良机。 在参观过程中，同学们品尝了味美色鲜的枸杞、其他枸杞制品和，可谓是大饱了口福。但同学们并未忘记此行的目的，大家一边参观，一边了解相关的知识，对于枸杞的营养价值和种类有了进一步了解;同时，在参观过程中，同学们发现了不少汉英翻译的错误，对于一个企业来说，要想进入全球市场，对外宣传和对外交流是至关重要的，所以企业品牌的跨文化交流成为了一种必然趋势。这让同学们不禁为企业的进一步发展担忧。作为翻译专业的学生，对此比较敏感，于是，大家纷纷把有错误的地方拍下来，准备参观结束后再进行更正。 回校后，王老师把全班分成若干组，每组负责一部分企业的宣传资料，然后让同学们查找翻译的错误并改正。我们组分到的任务比较少，但是，在我们仔细读过之后发现了不少错误，而且有些还是由于英汉表达习惯的不同导致的比较明显的错误。虽然字数不多，却涉及不少商贸以及新闻语体。我们小组成员认真思考，经过讨论后把我们最后的翻译结果交给了王老师。 课程实践的收获 通过这次的翻译实践，我更加清楚的认识到自己英语相关方面的知识还远远不足，也让我更加清醒的认识到，丰富自己的词汇量及语境英语句型的重要性。我对翻译充满了热爱，怀着这份热爱，我要跟加严格的要求自己。今后，把更多的时间和精力投身到翻译知识中去，争取在翻译方面有所突破和发展。 翻译是一项很困难的工作，要做到精益求精，专业性非常强，而且要与时俱进，这让我知道了仅有翻译技巧是远远不够的，需要平时大量的艰苦练习，不断积累，才能在翻译中获得巨大收获。而且，作为翻译专业的学生，只凭课堂上学到的
吉林化工学院理学院 毕业论文外文翻译English Title（Times New Roman ，三号） 学生学号：08810219 学生姓名：袁庚文 专业班级：信息与计算科学0802 指导教师：赵瑛 职称副教授 起止日期：2012.2.27～2012.3.14 吉林化工学院 Jilin Institute of Chemical Technology
1 外文翻译的基本内容 应选择与本课题密切相关的外文文献（学术期刊网上的），译成中文，与原文装订在一起并独立成册。在毕业答辩前，同论文一起上交。译文字数不应少于3000个汉字。 2 书写规范 2.1 外文翻译的正文格式 正文版心设置为：上边距：3.5厘米，下边距：2.5厘米，左边距：3.5厘米，右边距：2厘米，页眉：2.5厘米，页脚：2厘米。 中文部分正文选用模板中的样式所定义的“正文”，每段落首行缩进2字；或者手动设置成每段落首行缩进2字，字体：宋体，字号：小四，行距：多倍行距1.3，间距：前段、后段均为0行。 这部分工作模板中已经自动设置为缺省值。 2.2标题格式 特别注意：各级标题的具体形式可参照外文原文确定。 1．第一级标题（如：第1章绪论）选用模板中的样式所定义的“标题1”，居左；或者手动设置成字体：黑体，居左，字号：三号，1.5倍行距，段后11磅，段前为11磅。 2．第二级标题（如：1.2 摘要与关键词）选用模板中的样式所定义的“标题2”，居左；或者手动设置成字体：黑体，居左，字号：四号，1.5倍行距，段后为0，段前0.5行。 3．第三级标题（如：1.2.1 摘要）选用模板中的样式所定义的“标题3”，居左；或者手动设置成字体：黑体，居左，字号：小四，1.5倍行距，段后为0，段前0.5行。 标题和后面文字之间空一格（半角）。 3 图表及公式等的格式说明 图表、公式、参考文献等的格式详见《吉林化工学院本科学生毕业设计说明书（论文）撰写规范及标准模版》中相关的说明。
“论文学翻译过程” “语义翻译和交际翻译理论在英汉翻译中的运用” “英语句子成分的省略及汉译” “文学翻译中隐喻的传译” 一、选题范围 1、翻译与文化：可以从宏观和微观两个方面考虑。宏观方面，一般从翻译在目的 语社会文化中的生产、接受、翻译在目的语社会文化中所起的功能等角度讨论， 可以从社会、文化、历史、交际的视角切入。阐述为什么有那样的译文？如严复的翻译，林纾的翻译，傅东华翻译《漂》时为什么使用归化的手段，鲁迅翻译的策略，翻译材料的选择等等。微观方面，可以讨论语言文字所承载的文化内容和内涵如 何在翻译中表达，如文化负载词的翻译策略等。 2、翻译与语言学理论：可以从篇章语言学，功能语言学（如喊韩礼德的系统功 能理论等），对比语言学，心理语言学，交际语言学、文化语言学等方面考虑选题。如功能语言学和篇章语言学中讨论的衔接与连贯及其翻译，也可以讨论他们在英语和汉语中的差别入手，进一步讨论他们在翻译中的处理，主位、述位的推进极其在翻译中的体现。英语汉语对比及其翻译策略等等。 3、翻译与语文学。主要从艺术的角度讨论文学翻译中的问题。 4、应用翻译：主要从特殊用途英语如商务英语、科技英语、旅游英语等方面 讨论在这些特殊领域中涉及的翻译问题如何处理。如旅游宣传资料的翻译等。 5、译文对比：可以是同一篇文章、同一本书，不同的译者在同以时期或不同时 期进行的翻译做的对比，也可以是同一个译者对同一篇文章或书在不同时期的翻 译的对比；可以是翻译技巧等微观层面的对比，也可以是宏观曾面的对比，以探索为什么在不同时期译者回采取不同的策略，有哪些社会的、文化的、政治的、 意识形态的原因？ 6、翻译及评论：首先选择一篇长文，一般是文学作品且没有人翻译过，进行 翻译，翻译完后，从上述五个方面选择一个理论视角对自己的翻译进行评论。 7、译者风格。 8、翻译与美学。 二、选题方法： 上述各个方面均可写出几本甚至几十本专著，因此大家从上述方面可以选出一个写作的范围。缩小选题范围：首先是广泛浏览上述各有关方面翻译研究资料，以确定自己对哪方面感兴趣且有话可说，这是缩小范围的第一步。然后在自己感兴
英语专业毕业论文翻译 类论文 Document number：NOCG-YUNOO-BUYTT-UU986-1986UT
毕业论文（设计）Title:The Application of the Iconicity to the Translation of Chinese Poetry 题目:象似性在中国诗歌翻译中的应用 学生姓名孔令霞 学号 BC09150201 指导教师祁晓菲助教 年级 2009级英语本科（翻译方向）二班 专业英语 系别外国语言文学系
黑龙江外国语学院本科生毕业论文（设计）任务书 摘要
索绪尔提出的语言符号任意性，近些年不断受到质疑，来自语言象似性的研究是最大的挑战。语言象似性理论是针对语言任意性理论提出来的，并在不断发展。象似性是当今认知语言学研究中的一个重要课题，是指语言符号的能指与所指之间的自然联系。本文以中国诗歌英译为例，探讨象似性在中国诗歌翻译中的应用，从以下几个部分阐述：（1）象似性的发展；（2）象似性的定义及分类；（3）中国诗歌翻译的标准；（4）象似性在中国诗歌翻译中的应用，主要从以下几个方面论述：声音象似、顺序象似、数量象似、对称象似方面。通过以上几个方面的探究，探讨了中国诗歌翻译中象似性原则的重大作用，在诗歌翻译过程中有助于得到“形神皆似”和“意美、音美、形美”的理想翻译效果。 关键词：象似性；诗歌；翻译
Abstract The arbitrariness theory of language signs proposed by Saussure is severely challenged by the study of language iconicity in recent years. The theory of iconicity is put forward in contrast to that of arbitrariness and has been developing gradually. Iconicity, which is an important subject in the research of cognitive linguistics, refers to a natural resemblance or analogy between the form of a sign and the object or concept. This thesis mainly discusses the application of the iconicity to the translation of Chinese poetry. The paper is better described from the following parts: (1) The development of the iconicity; (2) The definition and classification of the iconicity; (3) The standards of the translation to Chinese poetry; (4) The application of the iconicity to the translation of Chinese poetry, mainly discussed from the following aspects: sound iconicity, order iconicity, quantity iconicity, and symmetrical iconicity. Through in-depth discussion of the above aspects, this paper could come to the conclusion that the iconicity is very important in the translation of poetry. It is conductive to reach the ideal effect of “the similarity of form and spirit” and “the three beauties”. Key words: the iconicity; poetry; translation
软件专业毕业论文外文文献中英文翻译 Object landscapes and lifetimes Tech nically, OOP is just about abstract data typing, in herita nee, and polymorphism, but other issues can be at least as importa nt. The rema in der of this sect ion will cover these issues. One of the most importa nt factors is the way objects are created and destroyed. Where is the data for an object and how is the lifetime of the object con trolled? There are differe nt philosophies at work here. C++ takes the approach that con trol of efficie ncy is the most importa nt issue, so it gives the programmer a choice. For maximum run-time speed, the storage and lifetime can be determined while the program is being written, by placing the objects on the stack (these are sometimes called automatic or scoped variables) or in the static storage area. This places a priority on the speed of storage allocatio n and release, and con trol of these can be very valuable in some situati ons. However, you sacrifice flexibility because you must know the exact qua ntity, lifetime, and type of objects while you're writing the program. If you are trying to solve a more general problem such as computer-aided desig n, warehouse man ageme nt, or air-traffic con trol, this is too restrictive. The sec ond approach is to create objects dyn amically in a pool of memory called the heap. In this approach, you don't know un til run-time how many objects you n eed, what their lifetime is, or what their exact type is. Those are determined at the spur of the moment while the program is runnin g. If you n eed a new object, you simply make it on the heap at the point that you n eed it. Because the storage is man aged dyn amically, at run-time, the amount of time required to allocate storage on the heap is sig ni fica ntly Ion ger tha n the time to create storage on the stack. (Creat ing storage on the stack is ofte n a si ngle assembly in structio n to move the stack poin ter dow n, and ano ther to move it back up.) The dyn amic approach makes the gen erally logical assumpti on that objects tend to be complicated, so the extra overhead of finding storage and releas ing that storage will not have an importa nt impact on the creati on of an object .In additi on, the greater flexibility is esse ntial to solve the gen eral program ming problem. Java uses the sec ond approach, exclusive". Every time you want to create an object, you use the new keyword to build a dyn amic in sta nee of that object. There's ano ther issue, however, and that's the lifetime of an object. With Ian guages that allow objects to be created on the stack, the compiler determines how long the object lasts and can automatically destroy it. However, if you create it on the heap the compiler has no kno wledge of its lifetime. In a Ianguage like C++, you must determine programmatically when to destroy the
本科毕业论文（设计）文献综述和外文翻译 撰写要求与格式规范 一、毕业论文（设计）文献综述 （一）毕业论文（设计）文献综述的内容要求 1．封面：由学院统一设计，普通A4纸打印即可。 2.正文 综述正文部分需要阐述所选课题在相应学科领域中的发展进程和研究方向，特别是近年来的发展趋势和最新成果。通过与中外研究成果的比较和评论，说明自己的选题是符合当前的研究方向并有所进展，或采用了当前的最新技术并有所改进，目的是使读者进一步了解本课题的意义。文中的用语、图纸、表格、插图应规范、准确，量和单位的使用必须符合国家标准规定，引用他人资料要有标注。 文献综述字数在5000字以上。 正文前须附500字左右中文摘要，末尾须附参考文献。 参考文献的著录按在文献综述中出现的先后顺序编号。 期刊类文献书写方法:[序号]作者（不超过3人，多者用等表示）.题（篇）名[J].刊名,出版年,卷次（期次）:起止页次.
图书类文献书写方法:[序号]作者.书名[M].版本.出版地:出版者,出版年:起止页次. 论文集类文献书写方法:[序号]作者.篇名[C].论文集名.出版地:出版者,出版年:起止页次. 学位论文类书写方法:[序号]作者.篇名[D].出版地:单位名称,年份. 电子文献类书写方法:[序号]主要责任者. 题名:其他题名信息[文献类型标志/文献载体标志 ]出版地:出版者,出版年（更新或修改日期）[引用日期].获取和访问途径. 参考文献篇数应符合学院毕业论文（设计）工作的要求。 （二）毕业论文（设计）文献综述撰写与装订的格式规范 第一部分：封面 1.封面：由学院统一设计，“本科生毕业论文（设计）”根据作业实际明确为“论文”或“设计”，其它文本、表格遇此类情况同样处理。 第二部分：文献综述主题 1.中文摘要与关键词 摘要标题（五号，宋体，顶格，加粗）
商务英语论文题目 1、论文化因素对英汉翻译的影响 2、商务英语的特点及翻译技巧 3、商务函电翻译的用词技巧 4、商标名称的翻译与策略 5、汉语中新词汇的翻译技巧 6、商务谈判中的语言艺术 7、商务谈判的文化障碍 8、商务英语函电在对外贸易中的作用 9、商务英语函电翻译技巧 10、商务谈判中英语的重要性 11、浅谈商务英语写作时避免修饰语错位的方法 12、礼仪在商务谈判中的作用 13、浅谈涉外合同英语特色 14、电子商务对国际贸易的影响及对策 15、商务谈判的艺术性 16、跨文化的商务谈判 17、商务英语交往中的礼貌原则 18、如何翻译好日常商务文书 19、商务英语信函的语体分析 20、浅谈商务信函的文体特征 21、英语商务信函和合同中被动语态的语用意义及其翻译 22、商务英语汉英翻译中从句的运用技巧 23、论跨文化因素对商业广告英语翻译的影响 24、跨文化商务交际中的语言和非语言因素 25、浅谈英语告示语的语言特色与翻译 26、商务英语阅读研究 27、商务英语写作问题研究 28、商务英语考试技巧研究 29、商务英语听力策略研究 30、英语口语或语法在商务领域中的应用 31、商务函电交流研究 32、商务英语学习方法 33、跨文化交际与中西文化冲突 34、国际商务中的跨文化交际问题 35、商务谈判中的跨文化冲突 36、国际商务谈判中应注意的文化因素 37、国际商务谈判中的“文化壁垒” 38、广告英语的分类及分析 39、虚拟语气与商务英语表达 40、跨文化交际在商务英语学习中的运用 41、商务英语学习中跨文化交际能力的培养 42、商务英语在国际营销中的作用
43、术语在国际商务中的重要性 44、商务谈判语言技巧 45、浅析跨文化交际中的商务礼仪 46、例析论网络环境下商务英语的拓展学习模式 47、浅析商务英语汇商务英语中俚语的风格及翻译 48、商务英语教学中英语知识与商务知识的关系 49、商务英语中以谓语动词为中心的基本句型的翻译 50、商务英语的语言特色探讨 51、反译法在商务英语中的应用 52、奈达“等值”理论于商务英语翻译中的理解和应用 53、商务英语中的平行结构及其翻译方法 54、语用原则在商务英语应用中的度范畴 55、商务英语语篇文体特征分析 56、商务英语常用单词的多义现象例析 57、商务英语中的委婉表达及其翻译 58、商务英语翻译中的跨文化因素 59、商务英语中书面语言的文体特征及语用分析 60、社会文化迁移对中国式英语的影响 61、英语写作中常见中式英语分析 62、汉译英中遇到新词语的译法问题 63、美国英语习语与文化 64、中美日常交际中的文化差异 65、中西方文化差异及语言体现 商务英语论文题目|商务英语毕业论文题目参考 一、英语论文基本格式 1、毕业论文结构包括：主标题、论文摘要、正文（一般不少于5000字）、注释、参考书目，注释统一用尾注。 2、板式：毕业论文一律用计算机打印。（使用A4规格打印，每页30行） 二、阅读类参考题目以下参考题目对应的范文请到VIP留学生论文网下载，如需原创论文需与在线辅导老师沟通。 1、持续性交际法对商务英语学习者口语和写作能力提高的研究分析 2、商务英语文体学分析 3、语篇功能对等视角的商务英语翻译 4、高职商务英语专业实践课程开发 5、关联理论在商务英语阅读教学中的应用 6、成人商务英语教学中学生自主学习能力的培养 7、功能对等理论视角下的商务英语翻译 8、中职商务英语教学中跨文化交际意识的培养 9、论商务英语翻译中的文化转向 10、职前学生商务英语词汇教学法探索 11、商务英语中模糊语言的应用及其语用分析 12、从目的论角度看国际商务英语翻译的质量评估 13、高职院校商务英语精读教学中的任务型教学法 14、词典类型对翻译与习得商务英语新词作用的实证研究
笔译实践 院系名称：外语学院 专业年级：英语f1101 姓名：王欢 学号 心得体会 在做这次笔译实践题目之前，关于笔译我是完全不了解的。在我的感觉中笔译相对于口译而言应该算是比较简单的，但是在做完全部题目之后我就彻底改变了原有的这种认知，原来看起来简单的事情并不定就像表象上呈现出的那样容易做到。表面看来笔译能够看着文本逐字逐句翻译，貌似很简单，只要把文本内容真实的翻译出来就可以达到要求了。实际上则不然。这学期我们有一门专业课就是关于英汉翻译的。课堂上老师曾经讲述过关于翻译的历史、理论、要求等一系列相关知识，所以在简单翻阅这次翻译之后，我觉得看似简单的题目确实需要投入大量的精力才能较好地完成任务。在翻译过程中我发觉自己存在以下几点问题： 1、对某些专业术语了解甚少。例如第一篇the high-tech student中出现的gopher program，generic2 database，moby dick，等等，类似这样的词汇我就需要上网查阅相关资料才能进而推测了解作者想要借此来表达怎样的意思。再如a roller-coaster ride in the stock market中，关于股市的一些专用名词，dow and nasdaq，cnbc等也是这样。 2、对统计数字的描述能力较差。如何用不同的描述性词汇来体现数字的增长和下降及其各自升降的幅度，如何准确把握那些不同用词之间细微的差别，较好地描述数字变化，这对我来说是比较困难的。此次翻译题目中出现的仅仅只是一些已经被数字化的统计数据，但是要用合适的词汇来体现尚且不简单，倘若是给出bar chart, pie chart, line chart等这一类图标来自行描述其内容，就会更加困难了。题目中出现数字最多的莫过于描述汶川大地震的这一部分了。各种数字，表示年月的，表示伤亡人数、经济损失的，以及各个地区经济损失所占的不同比例，这对我来说无疑是亟待加强训练的部分。 3、关于某些长句翻译起来较困难。长句出现最多的就是最后一篇题目描述"我"的文本。这片文章涉及不同领域大家的杰出作品及其艺术特色，各式各类的建筑，建筑中体现出的精湛的技巧，还有各种被写入经典的景物，所有的描写都交织在一起，翻译起来很容易找不到方便。摸不清头绪，到底哪里才是开始，应该如何结束。在翻译课上老师曾经说过长句的翻译技巧，要先根据谓语动词进行切分，之后再根据逻辑顺序进行重新组合，之后才能慢慢进行翻译，听起来就很繁琐的程序。我一直在试着这样做，却发现这要求太难达到了，而且每次被提问翻译总是被说翻译的一塌糊涂。关于长句，我可能还要经历一段很艰难的路程。 虽然完成所有题目有点困难，但是我觉得收获还是很不小的。这是第一次这么耐心的昨晚这么多翻译题目，最大的感触就是那些翻译工作者们真的是好辛苦，之前还以为翻译是我们英语专业发展的目标。事实上也是，但是这项工作并不是所有人都能胜任的，这也是我的真实感触之一。总结一下，收获可以归纳为以下几点： 1、一定程度上开阔了知识面，提高了自己的专业能力。虽然这次实践题目只有几个，但是各个题目都具有的一定的代表性。这些题目涉及科技、经济、文学、报道等各种题材的不同内容，对于我们这样的初学者算是一个挑战但是同时也是一个很好的锻炼自己的机遇。初次涉猎翻译领域就得到这样的锻炼，既让我们看到了自己的不足之处，又给自己之前的知识积淀找到了一个合适的展现平台，对于一个语言学习者无疑是一次很好的机会。 2、增加了对专业的认知。在刚入学的时候每每都被别人问到你们英语专业出来 的是不是只能做翻译，这句话给我的最初印象就是英语翻译既然这么容易做，那我学这个专业不就一点竞争力都没有了，可是自己亲身时间之后才知道翻译并不是每个人都能做来的，只要好好学专业，任何专业都是
参考文献 一、翻译理论与实践相关书目 谢天振主编. 《当代国外翻译理论导读》. 天津：南开大学出版社，2008. Jeremy Munday. 《翻译学导论——理论与实践》Introducing Translation Studies---Theories and Applications. 李德凤等译. 北京：商务印书馆，2007. 包惠南、包昂. 《中国文化与汉英翻译》. 北京：外文出版社, 2004. 包惠南. 《文化语境与语言翻译》. 北京：中国对外翻译出版公司. 2001. 毕继万. 《世界文化史故事大系——英国卷》. 上海：上海外语教育出版社, 2003. 蔡基刚. 《英汉汉英段落翻译与实践》. 上海：复旦大学出版社, 2001. 蔡基刚. 《英汉写作对比研究》. 上海：复旦大学出版社, 2001. 蔡基刚. 《英语写作与抽象名词表达》. 上海：复旦大学出版社, 2003. 曹雪芹、高鄂. 《红楼梦》. 陈定安. 《英汉比较与翻译》. 北京：中国对外翻译出版公司, 1991. 陈福康. 《中国译学理论史稿》（修订本）. 上海：上海外语教育出版社. 2000. 陈生保. 《英汉翻译津指》. 北京：中国对外翻译出版公司. 1998. 陈廷祐. 《英文汉译技巧》. 北京：外语教学与研究出版社. 2001. 陈望道. 《修辞学发凡》. 上海：上海教育出版社, 1979. 陈文伯. 《英汉翻译技法与练习》. 北京：世界知识出版社. 1998. 陈中绳、吴娟. 《英汉新词新义佳译》. 上海：上海翻译出版公司. 1990. 陈忠诚. 《词语翻译丛谈》. 北京：中国对外翻译出版公司, 1983. 程希岚. 《修辞学新编》. 吉林：吉林人民出版社, 1984. 程镇球. 《翻译论文集》. 北京：外语教学与研究出版社. 2002. 程镇球. 《翻译问题探索》. 北京：商务印书馆, 1980. 崔刚. 《广告英语》. 北京：北京理工大学出版社, 1993. 单其昌. 《汉英翻译技巧》. 北京：外语教学与研究出版社. 1990. 单其昌. 《汉英翻译讲评》. 北京：对外贸易教育出版社. 1989. 邓炎昌、刘润清. 《语言与文化——英汉语言文化对比》. 北京：外语教学与研究出版社, 1989. 丁树德. 《英汉汉英翻译教学综合指导》. 天津：天津大学出版社, 1996. 杜承南等，《中国当代翻译百论》. 重庆：重庆大学出版社, 1994. 《翻译通讯》编辑部. 《翻译研究论文集（1894-1948）》. 北京：外语教学与研究出版社. 1984. 《翻译通讯》编辑部. 《翻译研究论文集（1949-1983）》. 北京：外语教学与研究出版社. 1984. . 范勇主编. 《新编汉英翻译教程》. 天津：南开大学出版社. 2006. 方梦之、马秉义（编选）. 《汉译英实践与技巧》. 北京：旅游教育出版社. 1996. 方梦之. 《英语汉译实践与技巧》. 天津：天津科技翻译出版公司. 1994. 方梦之主编. 《译学辞典》. 上海：上海外语教育出版社. 2004. 冯翠华. 《英语修辞大全》，北京：外语教学与研究出版社, 1995. 冯庆华. 《文体与翻译》. 上海：上海外语教育出版社, 2002. 冯庆华主编. 《文体翻译论》. 上海：上海外语教育出版社. 2002. 冯胜利. 《汉语的韵律、词法与句法》. 北京：北京大学出版社, 1997. 冯志杰. 《汉英科技翻译指要》. 北京：中国对外翻译出版公司. 1998. 耿占春. 《隐喻》. 北京：东方出版社, 1993.
本科毕业设计（论文）中英文对照翻译 院（系部）电气工程与自动化 专业名称电子信息工程 年级班级 04级7班 学生姓名 指导老师
Infrared Remote Control System Abstract Red outside data correspondence the technique be currently within the scope of world drive extensive usage of a kind of wireless conjunction technique,drive numerous hardware and software platform support. Red outside the transceiver product have cost low, small scaled turn, the baud rate be quick, point to point SSL, be free from electromagnetism thousand Raos etc.characteristics, can realization information at dissimilarity of the product fast, convenience, safely exchange and transmission, at short distance wireless deliver aspect to own very obvious of advantage.Along with red outside the data deliver a technique more and more mature, the cost descend, red outside the transceiver necessarily will get at the short distance communication realm more extensive of application. The purpose that design this system is transmit cu stomer’s operation information with infrared rays for transmit media, then demodulate original signal with receive circuit. It use coding chip to modulate signal and use decoding chip to demodulate signal. The coding chip is PT2262 and decoding chip is PT2272. Both chips are made in Taiwan. Main work principle is that we provide to input the information for the PT2262 with coding keyboard. The input information was coded by PT2262 and loading to high frequent load wave whose frequent is 38 kHz, then modulate infrared transmit dioxide and radiate space outside when it attian enough power. The receive circuit receive the signal and demodulate original information. The original signal was decoded by PT2272, so as to drive some circuit to accomplish